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.


June; First Officer Fundamentals, Cross Country & Last Single Engine Flight

FullSizeRenderJune has been another productive month with me completing my Cross Country Qualifying flight, my final single engine progress test, my final solo flight and my last flight on the Cessna 182.

FullSizeRender-3My Cross Country Qualifying (CCQ) flight was pretty exciting and I had perfect weather for the flight. In the weeks leading up to the flight i had flown dual to quite a few airports which were all options for my flight. On the day of the flight we decided I should use Wolverhampton Halfpenny Green and Exeter’s my two land away airports. I also structured the flight to make sure that it was over 300nm – which is one of the criteria of the flight. IMG_2266The week previous to the flight I had flown to Exeter with my instructor, however we did the instrument approach whereas for my CCQ it would be a visual approach.
I departed Oxford to the west towards the Malvern Hills, then turned north towards Wolverhampton. This leg only took 20 mins so i didn’t stop for too long once I had landed. I needed to get my paperwork signed off so i did pay a quick visit to the tower. FullSizeRender-2After departing Wolverhampton I headed south towards Weymouth and then followed the coast to Exeter. I stopped in Exeter for lunch and again managed to fit in a visit to the tower. After a longer stop I took off from Exeter – just behind a Flybe Dash 8, and headed towards the east. This route took my over Glastonbury, alongside Bristol and finally over Newbury.

IMG_2229After my CCQ my flights were used to prepare for my PT4 which is an instrument flight. I took my PT4 last week and once again passed first time! As the flight was an instrument flight I didn’t get to look out of the window for any of it! We started with a standard instrument departure from Oxford and then a flew a small route tracking and intercepting NDB’s. We then did some partial panel flying (when I am only able to use the standby instruments), unusual attitude recoveries and stalling. We then returned to Oxford for the NDB 099 procedure for landing. This has probably been the most enjoyable progress test I have flown at Oxford and a very good introduction to what I will cover during the Instrument Rating. PT4 was also my last flight on the Cessna 182 and in the coming weeks I will be flying IMG_2331the Piper Seneca for the final 10 lessons before my CPL skills test.

Inbetween my CCQ and my PT4 I also had my last solo flight not only on the 182 or at Oxford but possibly ever! The flight needed to be 2 hours long and I wanted it to be a memorable flight so I chose my favourite route – down to the south coast. I few out over Abingdon and Newbury before flying over Goodwood (where I had my first ever flight). From Goodwood I few down to Brighton then along the coast to Hastings before returning to Oxford. It was a great flight and I will miss my solo adventures – although I don’t think my instructors will!

Over the past few weeks we have also been back in the classroom for First Officer Fundamentals – a course written by OAA to prepare us for the role of First Officer and getting that all important first job! FOF week normally takes place when everyone has a CPL and have just got back from Phoenix. Our course have now returned from the states so they decided to keep us together as a group.IMG_2277 The first week was Bucks week for our foundation degree and was based around the logistics of day to day operation which includes the role of a dispatcher. This was also the week we researched and presented our Air Crash Investigation report. My group were assigned the Eastern 212 crash, where a DC-9 crashed in Charlotte, North Carolina. The investigation concluded the crash was due to the pilots lack of altitude awareness and poor cockpit discipline.

IMG_2326The second week of FOF was all about the role of a First Officer and tips for applying and interviewing for jobs. This section of FOF happened over three days and each day was run by a different industry ‘expert’, two were First Officers for British Airways and the third was former cabin crew for Monarch – all three now conduct interviews for many airlines through OAA. I really enjoyed these three days and I look forward to putting it all onto practice towards the end of the year when the job hunt starts!


April/May; Nights, Long Navigation & Another Progress Test

GMPLB Wolverhampton 1

April and May have been another two busy months with moments of frustration (at weather delays) thrown in. Due to the nature of flying in the good old British weather my training has been slightly sporadic with several flights a day in some weeks and others weeks hardly flying at all. I now have over 100 hours in my log book so not too many more to go before I sit the CPL skills test.

GMPLB Wolverhampton 1Following on from my second progress test I continued to practice my navigation technique flying solo sorties around the UK. These flights included trips to the Isle of Wight, Exeter and Brighton. I also had a few flights where I landed at a different airport, one of these flights was to Wolverhampton Halfpenny Green Airport. I also had a much longer navigation flight to Durham Tess Valley Airport, which is over 200 miles from Oxford. The flight was like a trip into my childhood as we flew up the east coast of the UK over many parts of Yorkshire that I grew up in. Hopefully this will be the route I will fly for my cross country qualifier in a few weeks time.

10982143_10152742896287117_8009524947476593966_nJust after my last progress test I began my night flying which ultimately will give me a night rating when I get my license at the end of the course. The night flying roughly breaks down as five hours in total; two hours dual circuits, two hours solo circuits and a one hour navigation flight. For the navigation flight we flew over north London which is an incredible sight at night. All of the London landmarks were clearly visible from the air.

The rest of my time flying has been preparing for my next progress test. PT3 mainly tests general handling with some basic instrument flying thrown in as well. I took my PT3 last week after waiting for almost a month and can happily say I passed first time!

FullSizeRender-3The test started with a normal departure from Oxford to the north west. Once we were away from the airport i was asked to demonstrate a steep turn, a steep gliding turn and three types of stall each using different stages of flap. After that I was given the hood so that i couldn’t see out of the windows and asked to do some basic manoeuvres (climb, descend and rate 1 turns) using only the aircraft instruments for reference. I was then given an engine fire which turned into a practice forced landing in a field. We then headed back to Oxford and I was given a electrical failure followed by an engine failure. Finally when we got back to Oxford I was asked to demonstrate three types of landing; normal, flapless and glide. Once we had landed and shut the aircraft down I was told I had passed my PT3! The next step in my flight training will be PT4 which is an instrument flight and my cross country qualifier, both of which I hope to do within the next few weeks.

FullSizeRender-2Outside of the course we have done quite a few things as a group including many nights out in Oxford, a trip to Thorpe Park and a trip back to Chequers Smoke House in Whitney. Chequers is the restaurant we went to at the beginning of our flight training to try the burger challenge, this time it was a hot dog challenge! Once again I was well and truly beaten by the share amount of food put in front of me.

FullSizeRender-1Over the bank holiday weekend I went to the Bournemouth Air Museum, which is a great day out for any aviation fanatic. The museum has several general aviation, commercial aviation and military aircraft, most of which you can sit inside. The museum is run by volunteers and you can really see just how passionate they all are about aviation.

February/March 2015; Solo Navigation, Progress Tests & A New Addition

My last blog post was in January just after my first solo flight – a lot has happened since then!

I passed my next progress test and I am now flying solo cross country flights around the UK, I have temporarily moved out of my London house to a house in Abingdon (South Oxfordshire) and the biggest news is that I am now a Dad!

Millie Not long after writing my last post my daughter, Millie, was born which lead me to take a few weeks away from my flying training. I don’t really like to use this blog to talk too much about my personal life so all I will say is that Millie continues to brighten our day and it is a pleasure to come home from the amazing experiences of flying to the equally amazing experiences of being a parent.

When I returned to Oxford after a few weeks getting used to being a Dad I started with a few additional hours to get myself back to the solo standard I was at before I left. PT2The weather at the start of February was pretty bad so it actually took a bit longer than I thought it would to get me back on track. After the additional training and a few more hours in the circuit I started navigation and preparing for the next progress test. Navigation exercises use a lot of the theory we used in General Navigation in ground school combined with the general handling we did early on in our flight training.

After around 5 navigation flights with my instructor i was put in for the next progress test to asses whether I am able to fly navigation sorties solo. For the progress test (which I did on my birthday in March!) I had the usual preflight briefing of weather, mass & balance and general information about the aircraft. We then departed Oxford and headed to the north West towards Ludlow. The examiner didn’t give me anymore information about the flight beyond Ludlow so this was as much as I had prepared. CountrysideOnce we approached Ludlow I was told to divert to Newent and then to carry out a further diversion to Gloucester airport where we would carry out a touch-and -go and then head back towards Oxford. On the way back we simulated an engine fire which turned into a practice forced landing drill and was followed by an engine failure after take-off. I was also asked to use the radio beacons around us to provide a position fix on my way back to the airfield. Once we landed I was told I had passed but there were a few minor points that needed work (the same is said to most people after a progress test).

South CoastSince this test I have been doing quite a lot of solo navigation including trips to the Bristol Channel, Brighton and The Wash (near Norwich). I have also been doing dual instrument flights, which cover quite a bit of the material covered during the instrument rating.

The next step of my training will be night flying and PT3.

5th January – FIRST SOLO

First So

First day back after the christmas holidays, first flight of 2015 and first solo!

I started the day with a dual flight with my instructor, which includes 4 full circuits to make sure I am still flying safely, my instructor then jumped out of the aircraft and I went up for another circuit on my own.

What an experience it was! It felt equally exciting and terrifying to be left alone with an aircraft after I’ve only been flying for two months. Once I started to taxi away from the school line all of the nerves disappeared and I really enjoyed the rest of the flight! I should be doing lots more solo flying over the coming weeks.

December 2014: Circuits, EGBJ & Christmas

PilotPaulIts been a few weeks since I last posted mainly due to how busy I have been but also because, although I have been flying quite a bit, the training has become very repetitive. On Christmas Eve I passed my first flying progress test (PT1) and all of the lessons until that point were centred around preparing for that test.

PT1 primarily tests that you are flying safely, not only though the flying but also through the pre-flight planning and the decisions you make in the air. Passing PT1 means you are at the necessary safety standard to fly solo. EGBJIn the days leading up to my PT1 the weather around Oxford was not suitable so we made the decision to fly to Gloucestershire Airport where the wind was blowing directly down the runway. As we were going to be leaving the Oxford circuit it meant I would also be assessed on my ability to fly the aircraft enroute, which also included a practice forced landing after an engine failure. I would also be required to deal with an engine failure immediately after take-off, which my examiner simulated straight after the forced landing drill. The rest Christmas Jumperof the test is performed in the circuit where I had to demonstrate three safe landings; one normal, one flapless and one glide. My examiner told me I had passed as soon as we landed back in Oxford which was a massive relief as I didn’t think all aspects of the flight had gone as well as it could have. This also felt like the perfect stage to reach before the Christmas holidays.

Christmas was nice and relaxed this year and the first time I have had any kind of time off since I started in Oxford almost a year ago!

BackseatAlso over the past few months I have been writing my essays that go towards the foundation degree awarded by Bucks New University. The first essay was 1,000 words about the changeable nature of the airline industry and the second was 3,500 words about air transport management. Both essays seemed like a pain while I was writing them but in retrospect a lot of the information I found during my research was actually quite interesting.

SunsetIn November it was also COAA’s open day which I was helping at. I was showing potential cadets around the Cessna’s – it was great to be able to talking about flying with people who are as passionate about aviation as I am!

Next step of my training will be getting my first solo done and then moving onto a bit of instrument flying then I start navigation.

Week 3: Stalling, IFR & A Lot of Hanging Around

Up until this week we have managed to get quite a bit of flying in each week…. this week was completely different!

Piper Seneca VMonday we had a day off due to instructor availability. I decided to drive back from London early Monday morning and pop into school of my way. It was really lucky that I did because after only being in the building for a few minutes I was asked by one of the instructors if I wanted to backseat an Instrument flight going to Birmingham. The flight was conducted under instrument flight rules all the way to Birmingham, cruising at 9000ft and joining regular commercial traffic such as Ryanair, Flybe and Turkish Airlines. We then did an ILS procedure at Birmingham which ended with a go-around and engine failure procedure. We then flew back to Oxford under visual flight rules with some general handling and stalling practice on the way. The whole flight was on one of Oxfords brand new Seneca V’s.

Route Oxford-BirminghamOn Tuesday the weather was bad so we were grounded. It was a great opportunity to catch up on some of the SOP’s and our essay for the foundation degree. We decided to go out into Oxford on Tuesday evening for a burger and a cocktail… we could have stayed out all night but we were very careful to observe the 8 hour flight rules!
The weather on Wednesday was a little better in the afternoon, however as I was a lesson ahead we ran out of time before I got to fly. I did get to backseat again so at least i had some airtime. Thursday was another bad weather day so after a brief for the next flight and a lot of waiting around we decided to call it a day and head home.

FGarmin 1000inally the weather picked up on Friday and i got to fly! This lesson was the first part of stalling. After a smooth taxi and take-off we climbed to the north east at 4,000ft to carry out our stalling drills. Stalling is a very strange thing to experience because there is a point where you have basically lost control of the aircraft. I have been told by a few people that the sign of a good pilot is one who can regain control of the aircraft with minimum height lost… hopefully I managed to achieve this to a high standard and with a bit of practice will be perfect!

Hopefully the weather next week will be much better and ill get a few more hours of flying.