Jet Training, MCC/JOC & The End


IMG_3740That’s it! After 2 years, 14 theory exams, 6 progress tests, 2 flying exams, 175 flight hours, 41 sim hours and 40 hours in the Boeing 737, I have finished my training at CAE Oxford Aviation Academy and leave as a qualified Commercial Airline Pilot.
The final three weeks of training was the Multi-Crew (MCC)/Jet Orientation (JOC) training. This section of the course is flown int he full motion Boeing 737-400 simulator and is intended to introduce IMG_3741us the jet flying and operating as a two person crew (everything up until now has been flown as a single pilot).
The first week of the course is
ground school and covers crew resource management (CRM) and aircraft systems. The CRM section is relatively relaxed with lots of videos, many of which involving accidents that could have been prevented. The systems section of the week is a bit more intense, looking at the checklists, cockpit flow, quick reference handbook (QRH) and mass, balance and performance calculations. After 4 days in the classroom we are ready for our first mission in the 737.

FullSizeRenderMonday morning was an early start (as was the rest of the week) for MCC/JOC 1. Every day of the MCC/JOC course we are in the sim for 4 hours, split into two sessions. For one session you act as pilot flying and the other as pilot monitoring. The first week was mainly getting used to the aircraft with a few minor faults thrown in every now and again. Week 2 was much more in depth with full route flying with much more severe problems thrown in such as a rapid decompression and engine fires.

The two weeks of flying came and went very quickly and after an early flight on Friday 22nd January I had finished my training and graduated from CAE Oxford Aviation Academy. I have had an incredible two years which at times has been massively challenging but overall very rewarding. When I started writing this blog I intended to document my journey through my training, which is now complete. As I now begin the job hunt and secure my first position as a First Officer I will possibly keep this blog up to date through selection, type rating and initial training.

Thanks for reading!

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Christmas, New Year & Instrument Rating Test

535305_10153190866117117_7734090829307415014_nHappy New Year! What a year 2015 has been. It started with my first solo and the birth of my daughter and continued with earning a single engine class rating, commercial pilots license, multi engine class rating and finally ended with me taking (and passing) my instrument rating.

Last time I posted I had completed most of the simulator lessons. From there I moved onto the flights which we managed to fit into a very short period of time. 12369236_10153180292842117_8417062278772211992_nFor three weeks I was flying a minimum of four times a week trying to get through all of the Oxford approved routes and finishing off my hours. The routes I flew were;
Oxford – Bournemouth – Oxford
Oxford – Coventry – Oxford
Oxford – Gloucestershire – Oxford
Oxford – Bristol – Oxford
Oxford – Cardiff – Oxford
Oxford – Cranfield – Oxford

12377771_10153179806222117_3066081607799516929_oAll of the routes follow a pretty similar format which I discussed in the last post so there are very few surprises along the way. The weather over November and December has been very different to previous years with temperatures average 10 degrees higher than usual and with the wind being mainly southernly and quite a bit stronger. These made flying quite interesting, we very rarely needed to use the aircraft ice protection system but at the same time I became very familiar with strong winds, especially whilst flying the ILS.

12246649_10153164179472117_7267373522259857565_nJust before Christmas I was submitted for my final progress test, PT6, which also acts as the 170 – a test that every pilot is required to take and pass before they can take the IR. For this flight I was assigned the Coventry route, which is one of the harder routes we fly. I started the day looking at the weather which wasn’t looking great but also wasn’t looking bad enough that the flight needed to be cancelled. Shortly after take-off we entered the airways on our way to Coventry when we noticed the aircraft was rapidly accumulating ice and the de-ice boots couldn’t keep up with the speed at which it was happening. 12360164_10153164179447117_8368366575228758467_nAs a result I had to request to leave the airway by descent to try an get us into warmer air. On our approach to Coventry I checked the wether to find out I would be dealing with gusting winds on the ILS – fun!!! After the ILS we started our return to Oxford and were told by radar that Oxford was currently in the middle of a thunder storm and advised us to remain clear. We decided to hold to the west of Oxford where we could see the storm and wait for it to pass. During this time we did the general handling section of the test. Once the storm was clear we returned to the airport for a hold and NDB approach. Once we had landed I was told straight away that I had passed.

12028_10153195234117117_1004844710819051201_nFollowing PT6 I had 3 flying hours remaining which we decided to leave until after Christmas. I drove back to Oxford on Boxing day to make sure I was ready to make the last 3 hours my best flying. For the final flight we did an IR profile flight down to Bournemouth (the route I would actually do for my IR) and then come back to Oxford to do some circuits. Once I landed ops told me I was scheduled for my IRT the following day – gulp!

734934_10153192632632117_6435918144103902783_nThe next morning I was up early to start the preparation for my test. I headed to the airport to check the weather and found that the wind was forecast to be out of limits for my scheduled landing time. After a lot of thought and looking at other options I decided to cancel the flight and re-schedule for the following day when the weather was looking much better. The next morning I went through the same process, this time the results were much better and I decided to go ahead with the test. I met my examiner at 8am to discuss the flight and do some admin, he then left to go flying with another candidate. 995304_10153195107412117_9038903282086643251_nMy take-off time was 14:00 so I now had lots of time to prepare all of my paperwork ready for our departure. When the examiner returned we discussed the route, the aircraft, the weather and went through a few other things which all contribute to the theory section of the test. Once we had finished the brief we headed out to the aircraft and prepped for our departure. From here on it was a very normal day for me. We departed Oxford and were immediately given radar vectors to take us into the airway, where we were passed to London Control. We were then radar vectored onto the ILS (runway 26) at Bournemouth. On the go-around we simulated an engine failure and started the diversion back to Oxford. 10270573_10153177791132117_4195939454219120602_nOn route I was given my engine back so that we could do the general handling section of the test which includes, stalling, flying on standby instruments and unusual attitude recoveries. From here we continued towards Oxford where I entered the hold for runway 19, whilst in the hold we simulated another engine failure (from here onwards I would only have one engine). After the hold I flew the NDB procedure for runway 19 which ended with an asymmetric go-around and visual circuits for an asymmetric landing. Once we had taxied back to the school line I was told I had passed!  After a very short debrief we completed all of the relevant paperwork and I was finished until the new year!

Next step on the ladder to the ATPL is MCC/JOC which is flown in the Boeing 737 sim.


Instrument Rating, Wings & Graduation

It has now been 22 months since I started my training in January 2014 and I am just coming to the end of my instrument rating.

So far I am really enjoying the instrument rating as it is much closer to the type of flying I hope to do once I graduate from OAA. I started the IR in the sim getting used to the aircraft (Piper Seneca V) and learning how to fly holds and precision/non precision approaches. Once these skills were (almost) mastered we moved on to flying the IR routes in the sim. The routes contain an instrument departure from Oxford to another airfield, usually via controlled airspace. At the arrival airport we carry out either a precision (ILS) or non precision (NDB) approach. At the decision altitude we go-around and divert to another airport (usually oxford) to carry out the second approach. As always during the flight we suffer an engine failure which makes the rest of the flight a lot more time consuming and there is the general handling section which seems to be present in all flying tests.
In the sim I have flown most of the company routes (with the exception on Bristol and Cardiff):
Oxford – Bournemouth – Oxford
Oxford – Coventry – Oxford
Oxford – Gloucestershire – Oxford
Oxford – Cambridge – Cranfield
Oxford – Birmingham – Gloucestershire
Oxford – East Midlands – Gloucestershire

All though these are the routes OAA use most regularly we can also expect to be taken to any of the above airfields in any combination. In the aircraft so far I have flown both Bournemouth and Coventry routes. Today (Monday 23rd Nov) I was planning to fly the Gloucestershire route, however we were experiencing a few problems during the take-off roll which resulted in two rejected take-offs and ultimately the cancelling of the flight.

Last week I also attended a wing ceremony with one of the courses returning from Phoenix. Unfortunately as my training has been slightly different to the normal OAA course I (and the rest of my UK course mates) missed the opportunity to have our own wings ceremony. It was slightly odd being given the wings certificate when I already have my wings – however I am still really glad I got to attend a ceremony to acknowledge the achievement of reach CPL standard.

In the same week I also attended the OAA European Graduation Ceremony – again another odd feeling as I have not yet finished the course so technically haven’t graduated. As most of my course have now finished (and in most cases got airline jobs) it was nice to still graduate with all of them. The evening was fantastic and I cannot compliment the organisation enough! It was a fantastic celebration of everything everyone has achieved with family and friends there too! The gust of honour was Capt. Christopher Kingswood from easyJet who delivered the perfect speech to continue to ignite my passion for aviation and being a pilot.

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Next step for me will be Progress Test 6 which I hope to complete in the next two/three weeks, which will be followed by the Instrument Rating Test. After that I will only have four weeks of training to go where I will finally be let lose with the Boeing 737!


The engine is the heart of an aeroplane, but the pilot is its soul.

— Sir Walter Alexander Raleigh.

Upset Recovery Training

As part of our flight training we carry out Upset Prevention and Recovery training. This part of the course usually happens during the CPL phase of training and happens in Phoenix. As I did my training in the UK I was sent to The Netherlands to do my UPR training with a company called APS (the same company COAA use in the USA).

4 of us went in total and we left the UK on Saturday afternoon flying from London Heathrow to Amsterdam with KLM. The flight was only 40 mins so after a quick visit to the cockpit we headed to collect our bags and our hire car. The UPRT was being held at Breda airport which is around 100km from Amsterdam and our hotel was in a town called Roosendaal which is very close to the Belgium border. After driving for 90 mins we arrived at our hotel and decided to head straight out for dinner.

The next morning we had an early start ready for our first day. The day consisted of an introduction to the training which was followed by a brief for our first flight. The brief was about 2 hours long and consisted of a lot of ground school type theory. After this I was ready to get in the aircraft (Slingsby T67 Firefly) for my first flight. The flight consisted of several different types of stalls and a few aerobatic manoeuvres (inverted flight, aileron roll and loop). Following the flight I had a debrief and a lunch break. This was then followed by a brief for our second flight which would be flown the next day.

That evening we decided to visit Roosendaal, which had a fairground throughout the whole town on an evening. After dinner I decided to do a bit of reading to get my head around the next flight then had an early night ready for another early start.

Day two followed the same format as day one without the introduction at the beginning of the day. I headed straight out into the aircraft ready to fly. As we taxied out to the runway the instructor asked me if I wanted to take-off which I took him up on! The Slingsby is a great aircraft to fly, incredibly nibble and so easy to control. As we sped off down the runway I could feel the aircraft wanted to be I the air so it didn’t take much to get it off the ground and into the air. This lesson involved more advanced stall recoveries from much more extreme situations and again concluded with a few aerobatic manoeuvres (Split-S & Cuban 8). Ad we returned to the airfield my instructor asked me if I wanted to land the aircraft, which I again said yes to! As with the take-off the aircraft felt like a dream to land. Following the flight we again briefed ready for flight 3 on day 3.

Day 3 was a slight later start and again I headed straight off into the aircraft. Once again it was my take-off and we quickly claimed out above the clouds. This flight was a bit if a summary of the previous two flights with some unusual attitude training thrown in as well. We finished the flight with a Hammerhead which is the most extreme of the aerobatic manoeuvres that I had done of the three days. We returned to the airfield and I again landed the aircraft. Once all four of us had returned we were given a souvenir photo, our completion certificate and a USB with all of the flights on video! A great reference to reflect on the training throughout my career.

The next day we had a day off so decided to spend the day in Amsterdam, which I absolutely loved!
This was followed by a few drinks in the evening and then back to the hotel to pack up ready for our flight back to London the next day.

July/August; Single Engine Class Rating, Multi Engine & CPL

IMG_2326Another crazy two months of flight training have passed and with it another section of training is finished! On Friday I sat my CPL skills test and passed so I am now a qualified commercial pilot. This milestone see’s the end of my foundation flight training as I now move on to advanced flight training, more commonly known as the Instrument Rating.

EGBJJuly started with me sitting my single engine class rating, which is an ‘add on’ to my final license that will allow me to fly any single engine piston aircraft. The test was pretty straight forward and covered all of the basics of flying the C182. The test only lasted an hour and I was told I had passed before we had even landed! This concluded my single engine training and now it was time to move on to the much bigger Piper Seneca II.

With the new aircraft came a new instructor who i met straight away and we briefed on the first flight. The multi-engine phase of the foundation flight training is really short with only 10 missions (7 flights and 3 sims) to get used to the aircraft and ready for the test. The lessons cover everything from general handling, navigation, instrument flying and asymmetric flight (flying with one engine). Due to aircraft availability and weather these flights actually took longer to complete than I would have liked, however i still got through them and my instructor and I were happy with the progress I was making after each flight.

After a successful practice CPL flight I was put in for my test with the head of training (who is also a CAA examiner). Unfortunately the weather turned bad so I had to wait 5 days before I could actually sit the test.

On the morning of the exam I met with the examiner and was given my route of the navigation part of the flight. We also briefed on the weather for the day, our alternate airfields for the flight and all of the speeds I will be using throughout the exam. The route I was given was to a town called Cleobury Mortimer which is around 30 miles north of the Malvern Hiils.

For the test, after a swift departure, I headed towards Cleobury Mortimer. Unfortunately the town sits very close to several other towns all of a similar size so I actually identified the wrong town initially. After stopping and thinking things through I managed to navigate to the correct town. One the way to Cleobury Mortimer i was given my diversion, which would be to a round-a-bout roughly 15 miles south of Gloucestershire. With a little bit of recalculation enrolee I managed to find the diversion with little problems, which completed the first section of the test. Next we moved on to instrument flying which was all conducted under the hood. This section was mainly made up of basic flying including climbing, descending and rate 1 turns. I was also asked to track to the Daventry VOR. Next we moved onto general handling, emergancy procedures and upset recovery, all of which went without a problem. Finally we returned to Oxford for circuits which included normal and flapless landings as well as asymmetric circuits, go-around and landing.

Once we had taxied back to the ramp I was told that the whole flight was very good, however due to the mistakes in the initial navigation the test was a partial pass.

After a few days I was back in the aircraft to resit the navigation part of the CPL skills test. This time the flight was much better and I passed! Once I had landed I was able to go ad collect my wings and gold epaulettes as well as the SOP’s and checklist for the Seneca V which i will be flying for the instrument rating.