Happy 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. For 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
All 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.
Just 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. As 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.
Following 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!
The 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. My 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. On 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.