Hi All,
Almost 850 viewers already! Well, I was flying at 8am this morning, and my Skills test was scheduled for 5pm.
I met the examiner at the airport at 4pm, with all my documents; Licence, Medical, Weight & Balance, Performance Calculations, Logbook and the CAA forms.
He gave me a route to plan, The flight would be to Almeria Airport. The route invlolves completing the SID from malaga, joining the A44 airway at MGA VOR and Usually completing a STAR at the destination.
With the weather got, flight route planned, Notams & Flight plan sent to Eurocontrol, It was back within minutes; Approved.
There wasnt much else, he did ask some questions about the low level en route chart, but that was it really. Asked me about the weather, what runway to expect.
Once downstairs, he asked me to make a quick turnaround. Its bad in malaga as the Instructors/Examiners are the only one allowed on the ramp with the student. So when the examiner arrived, I didnt know if there was fuel in the plane, or even if the plane was in malaga.
While I had done the flight plan & route, he was looking over my Licence & Logbook, making sure I had done all training and met the requirments.
We soon got onto ground control for clearance and taxi, We started the long 3.2Km taxi to runway 13. They asked us to expedite, as there was a number of larger aircraft behind us.
We were given the VIBAS 1A departure, but the controller asked us to fly on a heading of 090 passing 1000ft to get us out of the way of all the other operations.
It was nice to see the control tower so close lol.
Before departure, I already had the Navaids set up and identified. I gave him my takeoff brief, and had all my performance calculations to hand. The Accerated Stop Distance Required was 800m, and we had the full 3200m. I probably shouldnt of told him this, because when we got to 71kts he called for an aborted takeoff. So we stopped and continued from C6 where there is still over 2300m of runway available.
After departure we were told to fly direct MGA to join A44 to AMR. Which we did, at FL100.
The airway is over 102miles, so it was very boring for the best part. We descended visually below the airway to perform our general handling parts of the flight test and continued at FL90 to AMR.
At the top of descent, I was given an engine failure. So, got it secured by just touching the relevant controls (except the cowl flaps) and started descending. We approached NUSMA, which is the Initial Approach fix for the NDB approach, Pumps On, Lights and pre-landing checks! The arc is a 17mile arc, but you only join it for 20degrees, than you are on the inbound bearing for the NDB.
The wind was 15kts, 30 degrees off the runway. I had my ADF needle glued the 068Bearing,
We did a single engine go around and a visual circuit.
I made one mistake, I had 2 stages of flaps on about 5 miles from touchdown. The 180hp engine struggled to maintain level at 740ft with gear and flaps 20. Once visual with the runway, we descended below MDA after the MAPt.
We passed Asymetric Commitment Height of 500ft. Basically, after this height above the runway you have to commit to land, as if you try go around, you will most likely loose 500ft in the process of applying full power and getting the aircraft configured in such a way that you will have a climb performance!
Once on the ground, that was the worst part over, the Non-Precision approach, and it had been done on one engine so that was a relief.
We taxied back to the runway and changed our callsign to return to malaga. We were cleared to FL140, I had to tell the controller that neither me, or the aircraft would make it to FL140. It was almost 35degrees outside. The climb performance at FL80 and above goes to about 200fpm.
Due to other traffic in the airport, we were given a non standard Departure. Flying to the AMR VOR, going outbound on the 220 radial for 20miles and holding.
Some of the way back was in IMC, we were in a nice layer of stratus cloud, It was nice and smooth and the OAT was still almost 10degrees.
Earlier in the day with my Instuctor we did an approach to Granada and the visibility was so bad that at the Missed Approach point on the VOR approach we couldnt see the ground! So we had to go around. Typical High Pressure haze sitting over the place.
The ILS into malaga was good, I was ahead and asked would I be given vectors or would I have to fly to MAR vor to complete the entire procedure. I was told to anticipate flying to the VOR and then getting vectors for a 14 mile final.
The interception on the ILS good, I heard a Ryanair 737 behind us being asked to reduce speed, the controllers words were " Due to a slow light aircraft on the approach",
So, the throttles were moved forward and we finished the ILS at 160kts. At 4 miles, I brought the power back and within gear operating speed got the gear down to slow things down. Worked great, and we didnt disrupt the airport operations.
I taxied back and saw the examiner write "PASS" on the report! Wahey! My centreline steering was so good that you could heat the "thud, thud, thud" from the nosewheel hitting the lights. Once parked up he told me I had passed! Im delighted, It was a really good flight.
So, Ive spent 12 hours at the airport. The test route was just under 3 hours! Im ready to hibernate for the next 2 days before I return home!
Bye for now...
Andrew
Tuesday, September 27, 2011
Day 16 Part 1 - Aerodynamics, Malaga
Hi All,
Well this was going to be a long day, So ill make the first post brief as possible;
Arrived at the airport for 8am, filed our plan to Granada Airport, Almeria airport and back to malaga.
Did some approaches into Granada, ILS, VOR and over to Almeria.
Sevilla Controll told us to expect Kunen 1E arrival for ILS runway 25.
When we contacted Almeria, it sounded like the controller was having a breakdown. She said " I dont know whats happening, the wind on 07 is 070 at 15kts and on 25 its 270 at 15 kts. Expect NDB approach 07.
So, after me brieing the arrival, and preparing and identifying all the Navaids, she swaps them!
Back to the book, get out the plates, and set up for the NDB!
It was a non-event, all went fine and did a full stop to pick up our clearance back to LEMG where we did an ILS to runway 13.
Andrew
Well this was going to be a long day, So ill make the first post brief as possible;
Arrived at the airport for 8am, filed our plan to Granada Airport, Almeria airport and back to malaga.
Did some approaches into Granada, ILS, VOR and over to Almeria.
Sevilla Controll told us to expect Kunen 1E arrival for ILS runway 25.
When we contacted Almeria, it sounded like the controller was having a breakdown. She said " I dont know whats happening, the wind on 07 is 070 at 15kts and on 25 its 270 at 15 kts. Expect NDB approach 07.
So, after me brieing the arrival, and preparing and identifying all the Navaids, she swaps them!
Back to the book, get out the plates, and set up for the NDB!
It was a non-event, all went fine and did a full stop to pick up our clearance back to LEMG where we did an ILS to runway 13.
Andrew
Monday, September 26, 2011
Day 15 - Aerodynamics, Malaga
Another early start this morning;
Got up at 6:30 to get the bus! I arrived early to get the flight plan in. It was to Almeria again. I sent away the flight plan and shortly after got all the notams, weather and did out my route plan.
The instructor arrived and I was then let out on the ramp to pre-flight the aircraft. Malaga have very strict procedures and all students must be with an Instructor. There is security checks at the GA Terminal the same as the Commercial Terminal.
Once pre-flighted, we got clearance and taxi. There wasnt a single transmission on the radio. We were even hurried up to get out. The controller had nothing better to do only as us were we ready yet.
Vibas 1A departure from Malaga runway 13. Its not so bad, as your just climbing on runway heading for 19miles, then doing an arc about a beacon. Cleared to AMR via the A44 airway at FL100.
Once in contact with Almeria, we got notice of the standard arrival, which was the Kunen 1Z. Quickly set it up, briefed it, and completed it. Runway was 07 again, the lovely NDB approach. Descent is very quick again and if you waste any time in the early stages, it will not help in the final stages of the approach.
NDB was completed without problems, arrived at the MDA and levelled off to fly to the Missed Approach point. We landed on runway 07 and returned to the holding point to pick up the clearance back to malaga.
Cleared for the Kunen1A departure we soon got on our way to FL110. Picking up the ATIS we noticed the MGA vor was out of service, which is what most of the approach and departure plates are based on, however we were given a fix to fly to from another VOR.
Once we got there, It was so quiet we were able to commence the complete approach at a nice pace. Configuring the plane at 11 miles out and getting nicely set up. We were in IMC, the visibilisy very poor due to the inversion that was present. It was a bit of a task removing the goggles from my head at Minimums as its 200ft above ground level.
2.8 Hours today. Final flight should be tomorrow to Granada Airport and a quick stop at Almeria once more for an ILS and back to Malaga.
Talk then,
Andrew
Got up at 6:30 to get the bus! I arrived early to get the flight plan in. It was to Almeria again. I sent away the flight plan and shortly after got all the notams, weather and did out my route plan.
The instructor arrived and I was then let out on the ramp to pre-flight the aircraft. Malaga have very strict procedures and all students must be with an Instructor. There is security checks at the GA Terminal the same as the Commercial Terminal.
Once pre-flighted, we got clearance and taxi. There wasnt a single transmission on the radio. We were even hurried up to get out. The controller had nothing better to do only as us were we ready yet.
Vibas 1A departure from Malaga runway 13. Its not so bad, as your just climbing on runway heading for 19miles, then doing an arc about a beacon. Cleared to AMR via the A44 airway at FL100.
Once in contact with Almeria, we got notice of the standard arrival, which was the Kunen 1Z. Quickly set it up, briefed it, and completed it. Runway was 07 again, the lovely NDB approach. Descent is very quick again and if you waste any time in the early stages, it will not help in the final stages of the approach.
NDB was completed without problems, arrived at the MDA and levelled off to fly to the Missed Approach point. We landed on runway 07 and returned to the holding point to pick up the clearance back to malaga.
Cleared for the Kunen1A departure we soon got on our way to FL110. Picking up the ATIS we noticed the MGA vor was out of service, which is what most of the approach and departure plates are based on, however we were given a fix to fly to from another VOR.
Once we got there, It was so quiet we were able to commence the complete approach at a nice pace. Configuring the plane at 11 miles out and getting nicely set up. We were in IMC, the visibilisy very poor due to the inversion that was present. It was a bit of a task removing the goggles from my head at Minimums as its 200ft above ground level.
2.8 Hours today. Final flight should be tomorrow to Granada Airport and a quick stop at Almeria once more for an ILS and back to Malaga.
Talk then,
Andrew
Sunday, September 25, 2011
Day 14 - Aerodynamics, Malaga
Well, My days in Spain are drawing nearer and nearer to an end! Thank God, All this sun and warm weather is taking the better out of me ! Not, lol
Early start this morning, up at 6.30 to get the 7.10 bus to the airport. The bus was 10 minutes late, typical! Its a 40 minute journey from the centre of Malaga where im staying to the Airport, 20 on the bus and 20minutes walking after the bus to the Small General Aviation Terminal.
We discussed where we would go, and the best option was Almeria Airport, Its a busy airport located 100miles east of Malaga on the coast. I noticed the airport was much quieter today and we didnt have to wait so long. Got clearance to depart Malaga via the "Vibas 1A" standard departure, climbing to Flight Level 100 (10,000ft) and flying on the A44 airway to the "ALM" Radio Aid.
The departure was straight forward, It was quiet so we got to complete the entire SID. Once over Malaga VOR, we went on the A44 Airway to Almeria.
We got handed over to Almeria Approach about 30 miles out. We were already listening in on the frequency on the second radio to determine which runway was in use.
There was only the Non Directional Beacon approach in use for runway 07. As the precision approache are on the opposite runway. I would imagine because of the seabreeze it would make more sense!
Your expected to loose 7000ft in about 3 seconds when you establish on the arc around the airport as the Minimum Sector Altitude in our area is 9800feet. The arc lasts for about 4 miles and then you have to make your "Base" turn onto the inbound track to the beacon.
That all went fine, and I managed to nicely intercept the inbound track until.....
The controller gave us the clearance back to Malaga;
"DNC05NC you are cleared touch and go rwy 07, after departure call sign DNC15NC, cleared to Destination Malaga, via the Kunen 1B Departure, Climb FL110"
Previous to this call all my brain cells were concentrating on the approach, But now, I had to fly the NDB approach, root out the Book from the back with the Instrument Charts in it, Find Kunen 1B, Brief it and keep on the approach! Well, It was clear the approach wasnt going so well, I ended up about 15degrees to the right of the inbound bearing. There was some rapid attack headings lol
It wasnt over yet;
The touch and go was a non-event, climbed to 600feet as per the chart and turned left onto a heading of 316. This quickly followed by an argument with the tower, You are suppose to make a right turn the long way around onto the heading, So another sharp turn back on track.
Advice from my Instructor; Next time dont read back clearance and ask for a full stop and brief everthing on the ground. Which makes a lot of sense!
When we finished flying the Airway and arrived at MGA VOR, we were advised to enter the hold their. There was a 15 minute delay! Oh no, so around and around and around we went lol
They eventually gave us vectors and asked us to keep 160 on the approach. The mighty duchess was at the upper end of the green arc and the needles were moving very very fast!
We got to 4miles from touchdown and brought the power right back and configured. All went nicely to a nice landing!
Ive got a little over 5 hours left. I have been told that we will not go to Sevilla as the controllers there do not like anyone flying at all. They put you in the hold for the majority of the flight. So Its back to Almeria tomorrow morning to use the VOR and ILS approach.
See you then,
Andrew
Early start this morning, up at 6.30 to get the 7.10 bus to the airport. The bus was 10 minutes late, typical! Its a 40 minute journey from the centre of Malaga where im staying to the Airport, 20 on the bus and 20minutes walking after the bus to the Small General Aviation Terminal.
We discussed where we would go, and the best option was Almeria Airport, Its a busy airport located 100miles east of Malaga on the coast. I noticed the airport was much quieter today and we didnt have to wait so long. Got clearance to depart Malaga via the "Vibas 1A" standard departure, climbing to Flight Level 100 (10,000ft) and flying on the A44 airway to the "ALM" Radio Aid.
The departure was straight forward, It was quiet so we got to complete the entire SID. Once over Malaga VOR, we went on the A44 Airway to Almeria.
We got handed over to Almeria Approach about 30 miles out. We were already listening in on the frequency on the second radio to determine which runway was in use.
There was only the Non Directional Beacon approach in use for runway 07. As the precision approache are on the opposite runway. I would imagine because of the seabreeze it would make more sense!
Your expected to loose 7000ft in about 3 seconds when you establish on the arc around the airport as the Minimum Sector Altitude in our area is 9800feet. The arc lasts for about 4 miles and then you have to make your "Base" turn onto the inbound track to the beacon.
That all went fine, and I managed to nicely intercept the inbound track until.....
The controller gave us the clearance back to Malaga;
"DNC05NC you are cleared touch and go rwy 07, after departure call sign DNC15NC, cleared to Destination Malaga, via the Kunen 1B Departure, Climb FL110"
Previous to this call all my brain cells were concentrating on the approach, But now, I had to fly the NDB approach, root out the Book from the back with the Instrument Charts in it, Find Kunen 1B, Brief it and keep on the approach! Well, It was clear the approach wasnt going so well, I ended up about 15degrees to the right of the inbound bearing. There was some rapid attack headings lol
It wasnt over yet;
The touch and go was a non-event, climbed to 600feet as per the chart and turned left onto a heading of 316. This quickly followed by an argument with the tower, You are suppose to make a right turn the long way around onto the heading, So another sharp turn back on track.
Advice from my Instructor; Next time dont read back clearance and ask for a full stop and brief everthing on the ground. Which makes a lot of sense!
When we finished flying the Airway and arrived at MGA VOR, we were advised to enter the hold their. There was a 15 minute delay! Oh no, so around and around and around we went lol
They eventually gave us vectors and asked us to keep 160 on the approach. The mighty duchess was at the upper end of the green arc and the needles were moving very very fast!
We got to 4miles from touchdown and brought the power right back and configured. All went nicely to a nice landing!
Ive got a little over 5 hours left. I have been told that we will not go to Sevilla as the controllers there do not like anyone flying at all. They put you in the hold for the majority of the flight. So Its back to Almeria tomorrow morning to use the VOR and ILS approach.
See you then,
Andrew
Saturday, September 24, 2011
Day 13 - Aerodynamics Malaga
More Delays;
Hello Everyone. As will read from last nights post I didnt get back untill late and was flying at 8.30 this morning. I set the alarm for 7 and I rolled out of the bed with one eye open. I missed the 7.45 bus so it meant getting the 8 O clock bus and walking a little bit quicker at the other end.
After rushing the whole way, Arturo the Instructor told me that the examiner was using the plane and wouldnt be back for 2 hours! I was going mad - 2 hours more sleep I could have gotten!
Eventually at noon we got in the aircraft. Full of fuel and ready to go, we call Clearance Delivery for our flight plan clearance and start up. Once ready, we call Ground Control. Ground control was like Heathrow on a quiet day. Couldnt get a word in edgeways for about 5 minutes.
It didnt help the fact that my callsign was "Delta November Charlie one eight November Charlie", which is so long that I can hear the laugh in the controllers voice when I call. You need a deep breath before you reply!
We prepared for our 3Km taxi to the active runway, and ATC gave us an Intersection to hold at, so he could get the 10+ aircraft out behind us while we did our power checks.
Just about ready! I gave the takeoff brief for the Standard Instrument Departure called Vibas 1A from Runway 31.
In the air, we continued to climb to Flight Level 90 (9000ft). Atc soon realised how slow we were and gave us a vector away from the departures. We were cleared from "MGA" radio aid to the "GDA" radio aid and given a frequency change to Granada Tower!
It was great, I changed frequency and there was no traffic! When I made the initial call, he told me there was an airbus A320 due in 20 minutes!
We got 2 ILS approaches into Granada and went back to malaga where ATC vectored us for a high speed (145kts) ILS approach into runway 31. The airport is very well designed and you can run off the high speed exits from either direction onto the taxiway!
I have noticed the odd temptation from the spanish controllers to speak spanish, but they soon realise when they are ignored that they are not getting a reply in spanish. Well, the approach controller did anyway at 3 miles on the ILS when she told me to contact tower in spanish.
Thats all for today!
See you tomorrow,
Andrew
Hello Everyone. As will read from last nights post I didnt get back untill late and was flying at 8.30 this morning. I set the alarm for 7 and I rolled out of the bed with one eye open. I missed the 7.45 bus so it meant getting the 8 O clock bus and walking a little bit quicker at the other end.
After rushing the whole way, Arturo the Instructor told me that the examiner was using the plane and wouldnt be back for 2 hours! I was going mad - 2 hours more sleep I could have gotten!
Eventually at noon we got in the aircraft. Full of fuel and ready to go, we call Clearance Delivery for our flight plan clearance and start up. Once ready, we call Ground Control. Ground control was like Heathrow on a quiet day. Couldnt get a word in edgeways for about 5 minutes.
It didnt help the fact that my callsign was "Delta November Charlie one eight November Charlie", which is so long that I can hear the laugh in the controllers voice when I call. You need a deep breath before you reply!
We prepared for our 3Km taxi to the active runway, and ATC gave us an Intersection to hold at, so he could get the 10+ aircraft out behind us while we did our power checks.
Just about ready! I gave the takeoff brief for the Standard Instrument Departure called Vibas 1A from Runway 31.
In the air, we continued to climb to Flight Level 90 (9000ft). Atc soon realised how slow we were and gave us a vector away from the departures. We were cleared from "MGA" radio aid to the "GDA" radio aid and given a frequency change to Granada Tower!
It was great, I changed frequency and there was no traffic! When I made the initial call, he told me there was an airbus A320 due in 20 minutes!
We got 2 ILS approaches into Granada and went back to malaga where ATC vectored us for a high speed (145kts) ILS approach into runway 31. The airport is very well designed and you can run off the high speed exits from either direction onto the taxiway!
I have noticed the odd temptation from the spanish controllers to speak spanish, but they soon realise when they are ignored that they are not getting a reply in spanish. Well, the approach controller did anyway at 3 miles on the ILS when she told me to contact tower in spanish.
Thats all for today!
See you tomorrow,
Andrew
Friday, September 23, 2011
Day 12 - Aerodynamics
Hi Everyone, As im sure all the regular readers have been aware I havent posted in some time.
I was told by the school that all of their multi engine airplanes were gone tech (3 of them). So that left me counting my fingers for 4 days.
Today was Interesting to say the least;
It started out meeing my Instructor at the Airport for 2pm.We had already arranged what we would do, We would do a long cross country to Madrid so I could get some experience flying in the airways and also get some serious flying done.
This wasnt the start, we had to get to a small airfield outside malaga where the Maintenance provider is. The company gave us a loan of their 15 Year old Volkswagon Polo. We got on our way, only to soon figure out that the only gear worked was second. It was a long and loud drive. We went over a Viaduct in the road, and the radio fell off the floor. We went through a tunnel and the lights didnt work.
So, We got to "LEAX", I cant pronounce or even spell the name of the airfield, But it was a very proffessional maintenance organisation. When we got their at 2:30, the cowlings were all off, the gear was retracted and the plane was up on a jack. I thought to myself we would be here all day!
Not that long; There was 8 guys working on the plane and in about 10 minutes it was all complete! What appeared to be the owner (or the guy who was doing the most talking and least work) spoke very good english and came over to me to tell me that there was a brand new left engine! I had to have a smell! I like the smell of new engines lol, and it looked nice too!
It started up! The nice new smell of an engine firing up and the oil burning off! All temperatures and pressures looked fine, but we let it warm up for a while and taxied down to the holding point to complete our powerchecks.
Once ready, We took off and contacted Malaga very quickly to change to IFR so we could get climb clearance. My Instructor was very eager that I did the radio, but felt a little uncomfortable. I later found out that if he used the radio, the controller would always reply in spanish, But If I used it, they would reply in English, Therefore I had to adapt pretty quick.
We changed to IFR and climbed up through the layer of cloud. It was a very good feeling for once, knowing that we dont have to look out the window for the church on the map, or the car thats burnt out 3 miles west of the airport! We were cruising along in the "Bravo 11" airway. It went without an event and later landed in Cuatro Ventis - Madrid.
We spent some time there and when it was dark we took off. We were instructed to climb in a circle over the airfield to 5000ft, which was the Minimum Safe Altitude for the area. The airport itself is almost 2500ft above sea level!
You may think its nicer flying at night! But its the opposite, You dont have any light in the cockpit that you can comfortably see your kneeboard, and also control the airplane. Once we entered IMC (or cloud for the novice readers), I soon realised the important of turning off the strobes, I was like someone having a seizure! They are blinding!
The other danger of flying at night in IMC is the disadvantage of not seeing the type of clouds your flying through. Usually the instructor is keeping an eye out, from time to time giving vectors, But we didnt need a hood or screens as we were in cloud! We came through some pretty rough stuff, and there was four hands and four feet on the controls!!!
We were also at FL130 (13000feet), and your night vision is one of the first things to be effected by hypoxia above 5000ft!
The next danger is ICE. At this altitude, we were about 3 degrees above zero, this is usualy ok. The airplane is not approved for flight into "Known" icing conditions, and there are no lights on the wings to check if you have any ice.
Ice is dangerous, It adds weight and alters the profile of your wing! So better not have it.
We were in and out of cloud for the most part of the trip and eventually getting in contact with Malaga Approach, they told us we would get the "Vulpe 1 A" Standard Terminal Arrival Route, which they quickly took us off again as we were too slow for the 737 doing 250 kts up our behind!
They gave us vectors for a 5 mile final approach at 3000ft and asked us to keep 140kts on the approach.
She also thanked us for our "co-operation", which was nice!
It was all very well timed, there was a 737 becoming airborne when we were on a 2 mile final, and as we were taxing down there was a 757 landed behind us!
So a good day, followed by a nice ILS into malaga!
My eyes hurt like mad now, and I can see an Attitude Indicator everywhere I look!
Up at 7 in the morning to get the bus to the airport to fly at 8:30! Route planned to Granada!
Talk to you soon,
Andrew
I was told by the school that all of their multi engine airplanes were gone tech (3 of them). So that left me counting my fingers for 4 days.
Today was Interesting to say the least;
It started out meeing my Instructor at the Airport for 2pm.We had already arranged what we would do, We would do a long cross country to Madrid so I could get some experience flying in the airways and also get some serious flying done.
This wasnt the start, we had to get to a small airfield outside malaga where the Maintenance provider is. The company gave us a loan of their 15 Year old Volkswagon Polo. We got on our way, only to soon figure out that the only gear worked was second. It was a long and loud drive. We went over a Viaduct in the road, and the radio fell off the floor. We went through a tunnel and the lights didnt work.
So, We got to "LEAX", I cant pronounce or even spell the name of the airfield, But it was a very proffessional maintenance organisation. When we got their at 2:30, the cowlings were all off, the gear was retracted and the plane was up on a jack. I thought to myself we would be here all day!
Not that long; There was 8 guys working on the plane and in about 10 minutes it was all complete! What appeared to be the owner (or the guy who was doing the most talking and least work) spoke very good english and came over to me to tell me that there was a brand new left engine! I had to have a smell! I like the smell of new engines lol, and it looked nice too!
It started up! The nice new smell of an engine firing up and the oil burning off! All temperatures and pressures looked fine, but we let it warm up for a while and taxied down to the holding point to complete our powerchecks.
Once ready, We took off and contacted Malaga very quickly to change to IFR so we could get climb clearance. My Instructor was very eager that I did the radio, but felt a little uncomfortable. I later found out that if he used the radio, the controller would always reply in spanish, But If I used it, they would reply in English, Therefore I had to adapt pretty quick.
We changed to IFR and climbed up through the layer of cloud. It was a very good feeling for once, knowing that we dont have to look out the window for the church on the map, or the car thats burnt out 3 miles west of the airport! We were cruising along in the "Bravo 11" airway. It went without an event and later landed in Cuatro Ventis - Madrid.
We spent some time there and when it was dark we took off. We were instructed to climb in a circle over the airfield to 5000ft, which was the Minimum Safe Altitude for the area. The airport itself is almost 2500ft above sea level!
You may think its nicer flying at night! But its the opposite, You dont have any light in the cockpit that you can comfortably see your kneeboard, and also control the airplane. Once we entered IMC (or cloud for the novice readers), I soon realised the important of turning off the strobes, I was like someone having a seizure! They are blinding!
The other danger of flying at night in IMC is the disadvantage of not seeing the type of clouds your flying through. Usually the instructor is keeping an eye out, from time to time giving vectors, But we didnt need a hood or screens as we were in cloud! We came through some pretty rough stuff, and there was four hands and four feet on the controls!!!
We were also at FL130 (13000feet), and your night vision is one of the first things to be effected by hypoxia above 5000ft!
The next danger is ICE. At this altitude, we were about 3 degrees above zero, this is usualy ok. The airplane is not approved for flight into "Known" icing conditions, and there are no lights on the wings to check if you have any ice.
Ice is dangerous, It adds weight and alters the profile of your wing! So better not have it.
We were in and out of cloud for the most part of the trip and eventually getting in contact with Malaga Approach, they told us we would get the "Vulpe 1 A" Standard Terminal Arrival Route, which they quickly took us off again as we were too slow for the 737 doing 250 kts up our behind!
They gave us vectors for a 5 mile final approach at 3000ft and asked us to keep 140kts on the approach.
She also thanked us for our "co-operation", which was nice!
It was all very well timed, there was a 737 becoming airborne when we were on a 2 mile final, and as we were taxing down there was a 757 landed behind us!
So a good day, followed by a nice ILS into malaga!
My eyes hurt like mad now, and I can see an Attitude Indicator everywhere I look!
Up at 7 in the morning to get the bus to the airport to fly at 8:30! Route planned to Granada!
Talk to you soon,
Andrew
Monday, September 19, 2011
Day 11 - Aerodynamics Malaga
Last Sim session today! I had 2 Hours 10 minutes to complete.
We started with the startup, calling ground for clearance to Seville, We were given the Sevilla 1C departure from Malaga Airport and cleared to 10,000ft. Once in the air, approach control gave us some vectors, as the standard departure is some 40miles long.
Once we were about 30 miles from seville, we were given a frequency change.
The instructor had given me the preference of the approach I would like to do, So I picked the NDB approach runway 25 in seville. Once safe to descend we did so, and we got a radio failure at that point.
We were already cleared to the Seville NDB and our expected approach time was 1100Zulu, and without hesistation we set 7600 on the transponder and set us up for a direct entry to the hold at Seville. The hold was a standard right hand turn, using the fixed card ADF. I did one round of the hold, and made the correction on the next one.
When you are holding about a radio navigation aid such as an Non Directional Beacon, you dont have any reference or datum on the outbound leg, only timings. So to prevent your nice racetrack type holds from turning into triangles, or squares, or for that matter - circles, there are corrections to be made!
The corrections are to do with the timings and wind component on the outbound leg only, as you already have a datum such as a radio aid to fly to on the inbound leg.
So, we did about 10 of those with various wind directions and speeds.
Once we reached our Approach time, we made the first NDB approach of the day! It went very well. The instructor usually is controlling the weather to a fine point on the non-precision approach. He will often have the visibiltity down to 100metres untill i reach both the missed approach point at Minimum descent altitude/height. He is trying to stress the fact, that you might not be able to see the runway if you are above MDA at the missed approach point! Or you may in fact, go around once reaching Minimum Descent Altitude because you are not visual, well that is incorrect, as you must have both.
The missed approach point on the non-precision approach can be many things, such as Distance from VOR, passing a beacon/locator, timing from the final approach fix.
That went well and we landed. Time for the Jerez 1A Departure from Seville, and onto do an approach at Jerez Airport. Once in the cruise, the instructor asked again what approach we would be doing and I told him the NDB, He almost fell off the chair with the shock.
I think he was a little sick of NDB approaches, so on the outbound leg from the NDB he gave me an engine failure. I had it all cleaned up and ready to make the base turn when I had another engine failure.
My mind wasnt prepared for a dual engine failure today, but I quickly got working, picking a field, feathering both props.
Field in sight, gear down, full flap and made a great landing.
So, the end of my 35 hours in the Beechcraft 76 ALSIM 200 ended up in a field... Great!
Will be back on Thursday to report my first flight.
Andrew
We started with the startup, calling ground for clearance to Seville, We were given the Sevilla 1C departure from Malaga Airport and cleared to 10,000ft. Once in the air, approach control gave us some vectors, as the standard departure is some 40miles long.
Once we were about 30 miles from seville, we were given a frequency change.
The instructor had given me the preference of the approach I would like to do, So I picked the NDB approach runway 25 in seville. Once safe to descend we did so, and we got a radio failure at that point.
We were already cleared to the Seville NDB and our expected approach time was 1100Zulu, and without hesistation we set 7600 on the transponder and set us up for a direct entry to the hold at Seville. The hold was a standard right hand turn, using the fixed card ADF. I did one round of the hold, and made the correction on the next one.
When you are holding about a radio navigation aid such as an Non Directional Beacon, you dont have any reference or datum on the outbound leg, only timings. So to prevent your nice racetrack type holds from turning into triangles, or squares, or for that matter - circles, there are corrections to be made!
The corrections are to do with the timings and wind component on the outbound leg only, as you already have a datum such as a radio aid to fly to on the inbound leg.
So, we did about 10 of those with various wind directions and speeds.
Once we reached our Approach time, we made the first NDB approach of the day! It went very well. The instructor usually is controlling the weather to a fine point on the non-precision approach. He will often have the visibiltity down to 100metres untill i reach both the missed approach point at Minimum descent altitude/height. He is trying to stress the fact, that you might not be able to see the runway if you are above MDA at the missed approach point! Or you may in fact, go around once reaching Minimum Descent Altitude because you are not visual, well that is incorrect, as you must have both.
The missed approach point on the non-precision approach can be many things, such as Distance from VOR, passing a beacon/locator, timing from the final approach fix.
That went well and we landed. Time for the Jerez 1A Departure from Seville, and onto do an approach at Jerez Airport. Once in the cruise, the instructor asked again what approach we would be doing and I told him the NDB, He almost fell off the chair with the shock.
I think he was a little sick of NDB approaches, so on the outbound leg from the NDB he gave me an engine failure. I had it all cleaned up and ready to make the base turn when I had another engine failure.
My mind wasnt prepared for a dual engine failure today, but I quickly got working, picking a field, feathering both props.
Field in sight, gear down, full flap and made a great landing.
So, the end of my 35 hours in the Beechcraft 76 ALSIM 200 ended up in a field... Great!
Will be back on Thursday to report my first flight.
Andrew
Friday, September 16, 2011
Day 10 - Aerodynamics, Malaga
Finaly, some normal landings! I was hoping to finish all of my Sim time today, But I had almost 7 hours to do, and I just was not able for it! Instead we done 5 today, and I will do 2 Monday morning, followed by my first flight monday evening.
I was flying with Gloria today, We took off from Malaga Airport, and did the "Vibas 1A" departure, from there it was direct to Granada Airport, where I was told by ATC to enter the hold at 10,000ft. I eventually got to descent 1000ft at a time down the holding pattern untill i reached 7000ft and I could commence my approach.
First approach was the VOR for runway 09 at Granada, It involved tracking a Radial Out from a VOR untill a set distance before turning back to the VOR (which is a radio navigation aid), to track another radial to take you to the runway. All went well, got down to minimums and couldnt see anything, so a go around was in order! The missed approach point is defined by passing a marker beacon on the approach, and its difficult as the missed approach procedure makes you fly to a different marker beacon, so your turning a lot of dials while flying at 800ft above the ground!
We did another VOR approach, followed by 2 more ILS approaches into Granada, time for a quick break and a walk around the school and it was back for another flight.
This time we took the Vibas 1B departure and joined the Airway "A44" to the Almeria VOR where we descended to the Initial Approach Fix on the 17DME arc for an Non Directional Beacon approach. This time, the RMI was frozen to simulate a fixed card ADF, which is somewhat more difficult as the correction is not staring you in the face like the other instruments!
Anyway, that completes my day! Followed by the walk home in 36Degrees sunshine!
I cant wait to start flying the aircraft monday evening, the sun sets here around 8.30 and ill be doing my first real ILS into Malaga!
Andrew
I was flying with Gloria today, We took off from Malaga Airport, and did the "Vibas 1A" departure, from there it was direct to Granada Airport, where I was told by ATC to enter the hold at 10,000ft. I eventually got to descent 1000ft at a time down the holding pattern untill i reached 7000ft and I could commence my approach.
First approach was the VOR for runway 09 at Granada, It involved tracking a Radial Out from a VOR untill a set distance before turning back to the VOR (which is a radio navigation aid), to track another radial to take you to the runway. All went well, got down to minimums and couldnt see anything, so a go around was in order! The missed approach point is defined by passing a marker beacon on the approach, and its difficult as the missed approach procedure makes you fly to a different marker beacon, so your turning a lot of dials while flying at 800ft above the ground!
We did another VOR approach, followed by 2 more ILS approaches into Granada, time for a quick break and a walk around the school and it was back for another flight.
This time we took the Vibas 1B departure and joined the Airway "A44" to the Almeria VOR where we descended to the Initial Approach Fix on the 17DME arc for an Non Directional Beacon approach. This time, the RMI was frozen to simulate a fixed card ADF, which is somewhat more difficult as the correction is not staring you in the face like the other instruments!
Anyway, that completes my day! Followed by the walk home in 36Degrees sunshine!
I cant wait to start flying the aircraft monday evening, the sun sets here around 8.30 and ill be doing my first real ILS into Malaga!
Andrew
Thursday, September 15, 2011
Day 9 - Aerodynamics Malaga
Another busy day,
I arrived at the flight school early again today, 9am, for my 10am slot. This gave me time to prepare the route, the Standard Instrument Departure we would use, and the route we would take and the Standard Terminal Arrival Route to our destination.
We planned to fly to granada, which eliminates the use of a STAR, as the SID already takes you to the Granada VOR, which is the Initial Approach Fix for the approach there.
We briefed the departure, set the instruments and we were soon on our way. This is quiet a long departure, and there is a climb upto 10,000ft, so it takes a while. Just passing 8000ft our right engine failed, so I got the aircraft under control, fault finded and made my PAN call. I was amazed the aircraft managed to hold 10,000ft with one engine, I dont think it would in actual conditions.
The Instructor/Controller advised me that the ILS in malaga was not working and the only approach available was a VOR approach onto runway 31.
When I got to the Missed approach point of 1DME and 860ft, I was not visual and I had to do a go around so the controller gave me vectors to keep me clear of any terrain, as I was unable to complete the standard missed approach procedure.
I was then informed that the ILS was working again, and right after I get vectors to establish on a 16 mile final approach for the Instrument Landing System. Once I got established, I hear and custom circut breaker pop and my artifical horizon starting to go mad, followed by an "ATT" flag appearing. I now had to make my scan right across the panel to the Backup one.
At least we had two HSIs and two RMIs! - Or so I thought.
Once passing 8DME, wing flaps were selected down, and landing gear also.
I then noticed the heading flag on the HSI appear! - No problem - I have an RMI right beside.
So, then i get a "HDG" flag on the RMI, and when I looked across at the right hand pilots instruments, I see the same. So ive got a compass and an ILS.
The controller then tells me for traffic separation, turn right 30degrees for vectors in and out of the ILS to allow traffic in front of me land.
So, Im trying to fly an ILS, Im waiting for his vector, dividing it by 3 (3 Degrees per second), starting the stopwatch and turning rate one in that direction.
It was lucky this time I got visual at 4 miles and could relax a little.
So, after that, I was straight back to bed, the pure concentration took the good out of me.
I was then informed that my last sim sessions would be tomorrow! So 6 Hours of sim! And I will finally get to fly........
Andrew
I arrived at the flight school early again today, 9am, for my 10am slot. This gave me time to prepare the route, the Standard Instrument Departure we would use, and the route we would take and the Standard Terminal Arrival Route to our destination.
We planned to fly to granada, which eliminates the use of a STAR, as the SID already takes you to the Granada VOR, which is the Initial Approach Fix for the approach there.
We briefed the departure, set the instruments and we were soon on our way. This is quiet a long departure, and there is a climb upto 10,000ft, so it takes a while. Just passing 8000ft our right engine failed, so I got the aircraft under control, fault finded and made my PAN call. I was amazed the aircraft managed to hold 10,000ft with one engine, I dont think it would in actual conditions.
The Instructor/Controller advised me that the ILS in malaga was not working and the only approach available was a VOR approach onto runway 31.
When I got to the Missed approach point of 1DME and 860ft, I was not visual and I had to do a go around so the controller gave me vectors to keep me clear of any terrain, as I was unable to complete the standard missed approach procedure.
I was then informed that the ILS was working again, and right after I get vectors to establish on a 16 mile final approach for the Instrument Landing System. Once I got established, I hear and custom circut breaker pop and my artifical horizon starting to go mad, followed by an "ATT" flag appearing. I now had to make my scan right across the panel to the Backup one.
At least we had two HSIs and two RMIs! - Or so I thought.
Once passing 8DME, wing flaps were selected down, and landing gear also.
I then noticed the heading flag on the HSI appear! - No problem - I have an RMI right beside.
So, then i get a "HDG" flag on the RMI, and when I looked across at the right hand pilots instruments, I see the same. So ive got a compass and an ILS.
The controller then tells me for traffic separation, turn right 30degrees for vectors in and out of the ILS to allow traffic in front of me land.
So, Im trying to fly an ILS, Im waiting for his vector, dividing it by 3 (3 Degrees per second), starting the stopwatch and turning rate one in that direction.
It was lucky this time I got visual at 4 miles and could relax a little.
So, after that, I was straight back to bed, the pure concentration took the good out of me.
I was then informed that my last sim sessions would be tomorrow! So 6 Hours of sim! And I will finally get to fly........
Andrew
Wednesday, September 14, 2011
Day 8 - Aerodynamics, Malaga
Hi All,
Early sim session this morning, I was at the school for 9am, which involved getting up at 7am. Thankfully, It was only 26Degrees when I was walking there.
More approaches! More Holds! and more emergencys!
So, we took off from Malaga Airpor in the ALSIM-200, configured to a Beechcraft Duchess 76. It seems from my memory of flying the Beechcraft Skipper, the controls are identical, the flap switch was certainly the same, and the Instruments were also the same.
So, we departed on the Vibas1A, which brought us to Granada airport. We did an ILS into granada, followed by a VOR approach. Then, completed the SID from granada to join the airway to Almeria (LEAM). There we did an NDB approach (with no flaps), where the approach track is a huge 31degrees off the runway centreline. We did the approach and it was fine, when we descended to MDA, I couldnt see the runway, but when we got to the missed approach point, there is was, 31degrees off to our left, and at 800ft there was the threshold below us.
I got myself into a bit of a panic, and closed the throttles, but the instructor said, that the approach was correct, and the procedure brings you to 860ft at 1 mile above the runway.
This coupled with our flap failure didnt help matters when slowing down, but I managed it.
After that, we took off and followed the SID back to malaga, during the takeoff, at about 300ft, the right engine failed. During which I feathered the prop. Once settled down, the instructor advised me to fault find, and so I did, to find the right tank filled itself all the way up with air! On with the crossfeed and we were back in business.
Routing direct to the Almeria VOR, we did a VOR approach, just as I was descending on the outbound leg the right engine failed again. This time, my fault finding didnt work, so engine feathered and continue with the approach.
Turning onto the inbound radial, and i hear the custom "pop", to look down to find my alternators going crazy. Its so annoying, just as your think its going so well, and the needle on the HSI is coming together at the same rate as your heading, you get a problem. After advising ATC of my problems (no alternators, and one engine), I was cleared for the approach, missed approach if needed and around for an ILS if required, which was good, because a radio failure was imminent. I had no equipment on, only my nav1, adf and DME, which was the requirment for the approach.
1 mile before the final approach fix, gear down, (no lights), so, thinking it was an electrical problem, i reduced the throttle on the dead engine to check if the horn sounded, which it did, so the gear wasnt down!
Circuit breaker out, turn emergency gear operating valve, and three greens.
ATC then advise of turbulance on the approach.
So, we get to MDA on the approach, and there is the runway. Great! I can land, and I did!
After that, we set up for a SID from Almeria to join a STAR with Malaga, the usual brief was given;
"If in the event of an emergency, we shall close throttles, eyes and cross fingers and legs";
Joking aside the brief is;
"If in the event of an engine failure before rotation, with sufficient runway remaining, both throttles will be closed and we will land straight ahead,
If in the event of an engine out at or after rotation with sufficient runway remaining, both throttles will be closed, Full flap will be selected and a landing will be made straight ahead.
If in the event of an engine out after rotation with no runway remaining, full power will be selected, the inop engine feathered and if in visual conditions, a left circuit to land, and if on Instruments, follow the missed approach procedure or request vectors if radar available".
Wouldnt you know I got an engine failure after rotation with no runway remaining, I was twisting and turning for a few minutes untill he asked me do I have the runway visual, to which I turned left downwind and landed. Ooops!
See you tomorrow! Hope the hurricane didnt blow all the readers away, haha
Andrew
Early sim session this morning, I was at the school for 9am, which involved getting up at 7am. Thankfully, It was only 26Degrees when I was walking there.
More approaches! More Holds! and more emergencys!
So, we took off from Malaga Airpor in the ALSIM-200, configured to a Beechcraft Duchess 76. It seems from my memory of flying the Beechcraft Skipper, the controls are identical, the flap switch was certainly the same, and the Instruments were also the same.
So, we departed on the Vibas1A, which brought us to Granada airport. We did an ILS into granada, followed by a VOR approach. Then, completed the SID from granada to join the airway to Almeria (LEAM). There we did an NDB approach (with no flaps), where the approach track is a huge 31degrees off the runway centreline. We did the approach and it was fine, when we descended to MDA, I couldnt see the runway, but when we got to the missed approach point, there is was, 31degrees off to our left, and at 800ft there was the threshold below us.
I got myself into a bit of a panic, and closed the throttles, but the instructor said, that the approach was correct, and the procedure brings you to 860ft at 1 mile above the runway.
This coupled with our flap failure didnt help matters when slowing down, but I managed it.
After that, we took off and followed the SID back to malaga, during the takeoff, at about 300ft, the right engine failed. During which I feathered the prop. Once settled down, the instructor advised me to fault find, and so I did, to find the right tank filled itself all the way up with air! On with the crossfeed and we were back in business.
Routing direct to the Almeria VOR, we did a VOR approach, just as I was descending on the outbound leg the right engine failed again. This time, my fault finding didnt work, so engine feathered and continue with the approach.
Turning onto the inbound radial, and i hear the custom "pop", to look down to find my alternators going crazy. Its so annoying, just as your think its going so well, and the needle on the HSI is coming together at the same rate as your heading, you get a problem. After advising ATC of my problems (no alternators, and one engine), I was cleared for the approach, missed approach if needed and around for an ILS if required, which was good, because a radio failure was imminent. I had no equipment on, only my nav1, adf and DME, which was the requirment for the approach.
1 mile before the final approach fix, gear down, (no lights), so, thinking it was an electrical problem, i reduced the throttle on the dead engine to check if the horn sounded, which it did, so the gear wasnt down!
Circuit breaker out, turn emergency gear operating valve, and three greens.
ATC then advise of turbulance on the approach.
So, we get to MDA on the approach, and there is the runway. Great! I can land, and I did!
After that, we set up for a SID from Almeria to join a STAR with Malaga, the usual brief was given;
"If in the event of an emergency, we shall close throttles, eyes and cross fingers and legs";
Joking aside the brief is;
"If in the event of an engine failure before rotation, with sufficient runway remaining, both throttles will be closed and we will land straight ahead,
If in the event of an engine out at or after rotation with sufficient runway remaining, both throttles will be closed, Full flap will be selected and a landing will be made straight ahead.
If in the event of an engine out after rotation with no runway remaining, full power will be selected, the inop engine feathered and if in visual conditions, a left circuit to land, and if on Instruments, follow the missed approach procedure or request vectors if radar available".
Wouldnt you know I got an engine failure after rotation with no runway remaining, I was twisting and turning for a few minutes untill he asked me do I have the runway visual, to which I turned left downwind and landed. Ooops!
See you tomorrow! Hope the hurricane didnt blow all the readers away, haha
Andrew
Tuesday, September 13, 2011
Day 7 - Aerodynamics, Malaga
Hello All,
Glad to see the blog views have managed to hit 420 so quick! I will have to stop hitting refresh over and over.
Well, today was much better. We briefed we would go to Jerez today, so we completed the Jerez 1C Standard Instrument Departure. Wind was about 20kts off the runway, so there was a bit of work to be done. Once above the terrain, I got an ATC vector to an intersection point on the departure, this would be a lot shorter and brought us straight to Jerez.
I have been told by others, that this airfield is not a popular Skills Test airfield, as Flight Training Europe are based here, and they are forever doing touch and gos, leaving it impossible to get some approaches in.
We went overhead the beacon, with a direct entry and proceded with the approach. The missed approach point is based on timing from the Final Approach Fix, which in this case, is when you pass over the beacon.
Went good, managed to descend to Minimum Descent Altitude a little early, so i was flying straight and level at 600ft for 30 seconds. No runway in sight, so did a go around and followed the missed approach procedure.
Due to weather being below minimums for the NDB approach, we completed an ILS approach, which has a reduced minima of 200ft AGL on this particular type. Again, no runway in sight so we did a go around and went on our way to Seville, where the weather was a little better.
First approach was the ILS Z/ LOC Z approach, we started from the airway intersection called "RUVEN", Once established at RUVEN, I followed the procedure in to Seville, shortly after passing the waypoint, I received a red flag on my attitude indicator and I saw the world slowly topple. I would not like this to happen to me for real, Its basically when your artificial horizon fails, and this is usually coupled by a direction indicator failure, but in this case, we have an electronic HSI. So, using the turn co-ordinator to determine your rate of turn and your airspeed/vertical speed to maintain your level flight attitude.
I made a PAN call to atc, which is an Urgency call. I requested vectors to an area where Visual Meteorological conditions prevailed. Then my Instructor, who was actually ATC showed me where my electric attitude indicator was and I was saved.
If you ever think that the Attitude Indicator is rubbish, try flying in Instrument Meteorological Conditions without it!
So, I got vectors for the ILS and just about to intercept it i heard a pop! Looked down and saw the circut breaker popped for the right alternator. This meant that the left alternator was picking up the load and was indicating a 70% Load. So i started to do whats called "Load Shed", by turning off any equipment you do not need, such as lights, fans for air, or unused radio equipment.
Just as I solved that out, my left prop started to overspeed! I could hear all this banging through my ears! So, trying to keep the localiser within my tolerance and sort out the overspeeding prop by changing the pitch to a more coarser setting, which seemed to work. As I slowly changed the pitch of my left prop, my right engine stopped. At this point, I almost burst into tears laughing, It was like a circus!
At this point on the approach, I feathered the bad engine, I couldnt start any sort of fixing as we were about 4 miles from touchdown.
We got to minimums and I could just about see the runway, so once visual i started to descend below it. Then I lost it, Then i saw it again, Then I lost it! AAAhhH!
So, a single engine go around, with an overspeeding prop, failed alternator and failed Artifical Horizon!
The missed approach procedure was to follow runway heading, what do you know only we get a HSI failure soon after the go around.
Trying to get the BE76 upto 6000ft above sea level was a struggle, It was maxed out to make it. Soon after my instructor leaned over and said "you know you can use the electronic trim here on the yoke", me trying to be nice said "oh yeah" - Knowing well it was there, I decided to operate it just to keep him happy. When i released my finger from the switch, I could hear the trimmer motor still running and my Instructor with a grin on his face! So much for that set up, Circut breaker pulled and back to my manual trim wheel.
With some time on the approach, I did some fault finding to find out that there was something wrong with the fuel tank on the engine that had failed, and no, it did not magicaly become filled with air!
Crossfeed on, and got the engine back into life!- Was I a happy camper or what.....
Back to Malaga for another approach to a full stop!
In the sim again at 10am, hopefully not to sweat as much.
Andrew
Glad to see the blog views have managed to hit 420 so quick! I will have to stop hitting refresh over and over.
Well, today was much better. We briefed we would go to Jerez today, so we completed the Jerez 1C Standard Instrument Departure. Wind was about 20kts off the runway, so there was a bit of work to be done. Once above the terrain, I got an ATC vector to an intersection point on the departure, this would be a lot shorter and brought us straight to Jerez.
I have been told by others, that this airfield is not a popular Skills Test airfield, as Flight Training Europe are based here, and they are forever doing touch and gos, leaving it impossible to get some approaches in.
We went overhead the beacon, with a direct entry and proceded with the approach. The missed approach point is based on timing from the Final Approach Fix, which in this case, is when you pass over the beacon.
Went good, managed to descend to Minimum Descent Altitude a little early, so i was flying straight and level at 600ft for 30 seconds. No runway in sight, so did a go around and followed the missed approach procedure.
Due to weather being below minimums for the NDB approach, we completed an ILS approach, which has a reduced minima of 200ft AGL on this particular type. Again, no runway in sight so we did a go around and went on our way to Seville, where the weather was a little better.
First approach was the ILS Z/ LOC Z approach, we started from the airway intersection called "RUVEN", Once established at RUVEN, I followed the procedure in to Seville, shortly after passing the waypoint, I received a red flag on my attitude indicator and I saw the world slowly topple. I would not like this to happen to me for real, Its basically when your artificial horizon fails, and this is usually coupled by a direction indicator failure, but in this case, we have an electronic HSI. So, using the turn co-ordinator to determine your rate of turn and your airspeed/vertical speed to maintain your level flight attitude.
I made a PAN call to atc, which is an Urgency call. I requested vectors to an area where Visual Meteorological conditions prevailed. Then my Instructor, who was actually ATC showed me where my electric attitude indicator was and I was saved.
If you ever think that the Attitude Indicator is rubbish, try flying in Instrument Meteorological Conditions without it!
So, I got vectors for the ILS and just about to intercept it i heard a pop! Looked down and saw the circut breaker popped for the right alternator. This meant that the left alternator was picking up the load and was indicating a 70% Load. So i started to do whats called "Load Shed", by turning off any equipment you do not need, such as lights, fans for air, or unused radio equipment.
Just as I solved that out, my left prop started to overspeed! I could hear all this banging through my ears! So, trying to keep the localiser within my tolerance and sort out the overspeeding prop by changing the pitch to a more coarser setting, which seemed to work. As I slowly changed the pitch of my left prop, my right engine stopped. At this point, I almost burst into tears laughing, It was like a circus!
At this point on the approach, I feathered the bad engine, I couldnt start any sort of fixing as we were about 4 miles from touchdown.
We got to minimums and I could just about see the runway, so once visual i started to descend below it. Then I lost it, Then i saw it again, Then I lost it! AAAhhH!
So, a single engine go around, with an overspeeding prop, failed alternator and failed Artifical Horizon!
The missed approach procedure was to follow runway heading, what do you know only we get a HSI failure soon after the go around.
Trying to get the BE76 upto 6000ft above sea level was a struggle, It was maxed out to make it. Soon after my instructor leaned over and said "you know you can use the electronic trim here on the yoke", me trying to be nice said "oh yeah" - Knowing well it was there, I decided to operate it just to keep him happy. When i released my finger from the switch, I could hear the trimmer motor still running and my Instructor with a grin on his face! So much for that set up, Circut breaker pulled and back to my manual trim wheel.
With some time on the approach, I did some fault finding to find out that there was something wrong with the fuel tank on the engine that had failed, and no, it did not magicaly become filled with air!
Crossfeed on, and got the engine back into life!- Was I a happy camper or what.....
Back to Malaga for another approach to a full stop!
In the sim again at 10am, hopefully not to sweat as much.
Andrew
Monday, September 12, 2011
Day 6 Part 2 - Aerodynamics, Malaga
Good Evening All,
I managed to clock up a grand total of 5 Hours in the sim today. The quality of my flying seems do go down after the third hour, so I only have 3 hours tomorrow.
The walk to the school was a killer, it was 35Degrees and in mid afternoon, the sun is pointing right in your face all the way there! - I suppose its better than 10Degrees, with rain and wind.
We decided we would go to Seville today, They have 3 types of approaches there, ILS, VOR and NDB approach.
We completed the Seville 1C Standard Instrument Departure which is over 60 miles long and takes you initially out to sea and away from all the high ground.
We leveled off at "Flight Level 100" - 10,000ft pressure altitude, and started heading north to the seville VOR radio aid. Initially it was the VOR approach to runway 27, followed by 2 go arounds and 2 more VOR approaches. The first one I was a little ropey on, because I had descended down to Minimum Descent Altitude, and proceded to go around, but what i had forgotten, is that you cant go into the missed approach unless your at the missed approach point, in our case was 4 miles from the VOR.
The other 2 went fine, missed approach procedure was long, It involved climbing ahead to 4000ft and joining the 13mile arc from the VOR, when you pass a certain radial, you fly inbound on that radial, untill you come to 8 miles, and join a smaller arc! - Headwrecking stuff... You then have to join the hold over the radio aid.
By now, i was getting a little tired, and already had a pain in my head. We managed to do one good Instrument Landing System approach down to minimums (340ft), but did not have our runway in sight so back around for another one.
This one i messed up, I got a little confused as to what i was doing, and whilst doing my parallel entry to the hold, I thought I was on the ILS, What an Idiot! Coupled to that, i had a 17Kt wind from my 4 o clock, and that didnt help when i was doing 160kts on the approach. I had to give it away and get vectors for an approach to which I did a full stop!
I could barely think after it, 5 Hours of Instrument approaches over and over again is very intense, But the fun had only begun there......
When getting out of the sim, I managed to walk into the over head door panel whilst in the dark, which gave me a right shiner on my head!
We did the de-brief and discussed what we would do next time. Thinking it was all over, I was walking home and it seems to be rush hour at around 9pm. I was walking along the footpath, and next minute i get soaked wet, by what seemed to be someone downing a bucket of water out their apartment window. (I hope it was water, because it left a stain). Initially it was refreshing, but I think i ruined a shirt!
Anyway, back on at 1500 tomorrow for 3 hours! Might get some sleep!
Andrew
I managed to clock up a grand total of 5 Hours in the sim today. The quality of my flying seems do go down after the third hour, so I only have 3 hours tomorrow.
The walk to the school was a killer, it was 35Degrees and in mid afternoon, the sun is pointing right in your face all the way there! - I suppose its better than 10Degrees, with rain and wind.
We decided we would go to Seville today, They have 3 types of approaches there, ILS, VOR and NDB approach.
We completed the Seville 1C Standard Instrument Departure which is over 60 miles long and takes you initially out to sea and away from all the high ground.
We leveled off at "Flight Level 100" - 10,000ft pressure altitude, and started heading north to the seville VOR radio aid. Initially it was the VOR approach to runway 27, followed by 2 go arounds and 2 more VOR approaches. The first one I was a little ropey on, because I had descended down to Minimum Descent Altitude, and proceded to go around, but what i had forgotten, is that you cant go into the missed approach unless your at the missed approach point, in our case was 4 miles from the VOR.
The other 2 went fine, missed approach procedure was long, It involved climbing ahead to 4000ft and joining the 13mile arc from the VOR, when you pass a certain radial, you fly inbound on that radial, untill you come to 8 miles, and join a smaller arc! - Headwrecking stuff... You then have to join the hold over the radio aid.
By now, i was getting a little tired, and already had a pain in my head. We managed to do one good Instrument Landing System approach down to minimums (340ft), but did not have our runway in sight so back around for another one.
This one i messed up, I got a little confused as to what i was doing, and whilst doing my parallel entry to the hold, I thought I was on the ILS, What an Idiot! Coupled to that, i had a 17Kt wind from my 4 o clock, and that didnt help when i was doing 160kts on the approach. I had to give it away and get vectors for an approach to which I did a full stop!
I could barely think after it, 5 Hours of Instrument approaches over and over again is very intense, But the fun had only begun there......
When getting out of the sim, I managed to walk into the over head door panel whilst in the dark, which gave me a right shiner on my head!
We did the de-brief and discussed what we would do next time. Thinking it was all over, I was walking home and it seems to be rush hour at around 9pm. I was walking along the footpath, and next minute i get soaked wet, by what seemed to be someone downing a bucket of water out their apartment window. (I hope it was water, because it left a stain). Initially it was refreshing, but I think i ruined a shirt!
Anyway, back on at 1500 tomorrow for 3 hours! Might get some sleep!
Andrew
Day 6 Part 1 - Aerodynamics, Malaga
Hi All,
After 4 days off, I was finally ready to get back in the sim this morning. Arrived at the school at 12:00 for my first sim. The first was only going to be 2 hours, instead of the usual two.
We started off with the Checklist, calling Malaga for start and clearance. We were allocated with the VIBAS 1A "Standard Instrument departure" from Malaga, which would bring us to the Granada Radio Aid, to which we can start our sim work.
In the cruise we had an alternator problem, so we had to do some load shedding and turn off the left alternator as it was overloading.
The first being an ILS approach into Granada, On the turn inbound, the glideslope had failed, so straight away swapped plates for a Localiser only approach. Once briefed, we started the procedure.
Went down to minimums and did a go around. On the go around we had a right engine overspeed, so i quickly reduced the rpm to within limits. Not long after i had a left engine failure and because we were so low and needed to climb, I feathered the prop, cleaned up and got climbing.
We got vectors back for the VOR approach, so this was the difficult part, I had a wind from the left, right my left engine out. So any increase in power, would mean a yaw to the left, followed by the wind trying to weathercock us into it.
Once established on the inbound radial, i passed the Final Approach Fix, soon after i selected flaps 10Degrees, As this was assymetric i decided to leave the flaps and gear untill the last minute. So, the flaps didnt work. Not long after that, I extended the landing gear. Again, no greens. Time for a manual gear extension.
These things seem pretty easy when completed on their own, such as a flap failure or gear failure. Couple all these things together, along with a Non-Precision approach makes life very difficult. My Brain was pretty much mush after I finished.
If there was a camera in the cockpit, It would have looked something like this;
http://www.youtube.com/watch?v=KSQyW_l8OgE&feature=related
Anyway, after a quick walk on the beach, Im almost ready for Part 2!
Talk soon,
Andrew
After 4 days off, I was finally ready to get back in the sim this morning. Arrived at the school at 12:00 for my first sim. The first was only going to be 2 hours, instead of the usual two.
We started off with the Checklist, calling Malaga for start and clearance. We were allocated with the VIBAS 1A "Standard Instrument departure" from Malaga, which would bring us to the Granada Radio Aid, to which we can start our sim work.
In the cruise we had an alternator problem, so we had to do some load shedding and turn off the left alternator as it was overloading.
The first being an ILS approach into Granada, On the turn inbound, the glideslope had failed, so straight away swapped plates for a Localiser only approach. Once briefed, we started the procedure.
Went down to minimums and did a go around. On the go around we had a right engine overspeed, so i quickly reduced the rpm to within limits. Not long after i had a left engine failure and because we were so low and needed to climb, I feathered the prop, cleaned up and got climbing.
We got vectors back for the VOR approach, so this was the difficult part, I had a wind from the left, right my left engine out. So any increase in power, would mean a yaw to the left, followed by the wind trying to weathercock us into it.
Once established on the inbound radial, i passed the Final Approach Fix, soon after i selected flaps 10Degrees, As this was assymetric i decided to leave the flaps and gear untill the last minute. So, the flaps didnt work. Not long after that, I extended the landing gear. Again, no greens. Time for a manual gear extension.
These things seem pretty easy when completed on their own, such as a flap failure or gear failure. Couple all these things together, along with a Non-Precision approach makes life very difficult. My Brain was pretty much mush after I finished.
If there was a camera in the cockpit, It would have looked something like this;
http://www.youtube.com/watch?v=KSQyW_l8OgE&feature=related
Anyway, after a quick walk on the beach, Im almost ready for Part 2!
Talk soon,
Andrew
Wednesday, September 7, 2011
Day 5 Part 2 - Aerodynamics, Malaga
Good evening all,
Not much to say, but im wrecked after a second 3 hour session.
We did the entire procedure today starting on the ramp in malaga, getting start, clearance, taxi for the Vibas 1A SID. After MGA VOR we were cleared direct to AMR, which is the Almeria VOR. Its a 100mile trip and it was pretty boring in the cruise. Once 20 miles away, we descended to 5000ft and again around and around and around and around in the holding pattern.
Eventually getting clearance to do the VOR approach. Went ok, got to minimums and no runway in sight. Go around procedure was ropey at first, theres a list the length of my hand for the go around procedure and the instructor had to prompt me on one or two occasions, that meant back around again for another one.
Better this time, again to minimum descent altitude at 4DME, no runway in sight so we went around. (Better this time)
After this, we were cleared for the AM NDB to hold, so around and around and around we go lol
The procedure here involves timing and dme before intercepting the glideslope.
Completed the ILS down to descision altitude with no runway in sight, another go around back to the hold and another ILS, eventually to land.
This felt like the longest sim session so far.
Anyway, im off untill Monday.
See you then
Not much to say, but im wrecked after a second 3 hour session.
We did the entire procedure today starting on the ramp in malaga, getting start, clearance, taxi for the Vibas 1A SID. After MGA VOR we were cleared direct to AMR, which is the Almeria VOR. Its a 100mile trip and it was pretty boring in the cruise. Once 20 miles away, we descended to 5000ft and again around and around and around and around in the holding pattern.
Eventually getting clearance to do the VOR approach. Went ok, got to minimums and no runway in sight. Go around procedure was ropey at first, theres a list the length of my hand for the go around procedure and the instructor had to prompt me on one or two occasions, that meant back around again for another one.
Better this time, again to minimum descent altitude at 4DME, no runway in sight so we went around. (Better this time)
After this, we were cleared for the AM NDB to hold, so around and around and around we go lol
The procedure here involves timing and dme before intercepting the glideslope.
Completed the ILS down to descision altitude with no runway in sight, another go around back to the hold and another ILS, eventually to land.
This felt like the longest sim session so far.
Anyway, im off untill Monday.
See you then
Day 5 Part 1 - Aerodynamics, Malaga
Hello everyone,
Another 30 degree day here today with not a single cloud. Scheduled to fly at 1 o clock. Arrived at the school at 12:30 to meet Jeronimo and got the brief that we would be starting to fly a standard instrument departure and how to brief, fly and communicate with atc.
Started up the engines, power checks, got departure clearance from atc (who is the instructor lol) and brief our "SID".
The Standard Instrument Departure is designed to maintain a specific flow of traffic and also designed around obstacles, which there are quiet a lot of both.
I got clearance to Seville via the Jerez 1C SID. I briefed this to the instructor and we were on our way. Takeoff was normal, ahead to 3DME. After 3 miles,we turned to a heading of 133 and intercepted the 106Bearing from the NDB. Once intercepted, fly untill you cross the 204Radial from the Malaga VOR and you must cross this position at an altitude of 3000ft or above.
Being my first one, i managed to get the 106Bearing from the NDB and from there it all went horribly wrong . I started my turn to intercept the 204Radial, which i wasnt suppose to do untill i had passed the radial first.
So, a quick reset, out of the sim and have a look at what went wrong. Soon we were back in the air and i got it right this time.
After the sid was complete it joined us to the Seville approach plate. So there was a few bits and pieces on the way, ATC, tune/identify the instruments to the Seville approach and get clearance to descend.
Entered the hold at seville using an offset entry and was cleared to descend in the hold down to Altitude 3000ft. We did about 4 rounds of the hold with different winds and corrections. From 3000 ft i was cleared for the VOR approach. My first time doing it, but once passed the 5 mile position, I was cleared down to 2500ft and passing the VOR you are allowed to descent to the "Minimum Descent Altitude/Height" which for this approach is 600ft. (Hope i got this right). Its not practical to dive down to 600ft, so there is a constand descent of 2.96 Degrees in our case, which when you work off your ground speed will give you the required feet per minute. There are various checkpoints to check on the way down, like at 1dme you should be at XX Altitude.
There is one tricky thing about this particular airport, the VOR is not at the airport, so as you approach, the distance is increasing and the altitude is decreasing.
Oh, Forgot to mention that if you go more than 5Degrees from the inbound radial, you must discontinue the descent (thats 2 dots on a VOR CDI)
We are cleared to land!
We get closer and closer and eventually reaching about 650ft we get visual with the runway, and what do you know, theres some mad man on the runway and we have to go around.
I wont bore you with the go around procedure but on the climbout we had a blocked static port so our altimeter stopped reading and our airspeed started to underead. we joined the hold again with the alternate static source, around and around and around with different winds untill we got clearance for another VOR aproach.
This approach was pretty much similar and we established on the inbound radial with the exception that this time my landing gear wouldnt come down. No delay, put the gear position switch down, popped the circuit breaker and used the emergency extension tool! Wehey, it worked :) 3 greens.
I think i spoiled the instructors chance for another go around so he said, ok theres something else on the runway, go around!
This time, i did an NDB only approach, which was again my first one. The ndb is not at the airfield and there is no DME facility. So we proceded to the beacon and did the hold a few times, around and around we go!
This time, your tracking a QDM to the beacon, and given a specific altitude to pass overhead at. Once overhead, you start a stopwatch. On the basis of your ground speed, your given a time in minutes and seconds which will indicate your missed approach point. Again you have a MDA of 610ft. You can either fly all the way in a 610ft, or use the constant descent profile and descend at a given rate of descent.
Finally, we got clearance to land! With the wind 20kts across the runway! I was never so delighted to be on the ground, even though i never left it :)
Im back in the school in 30 minutes for another 3 hours. Ill report back later.
Andrew
Another 30 degree day here today with not a single cloud. Scheduled to fly at 1 o clock. Arrived at the school at 12:30 to meet Jeronimo and got the brief that we would be starting to fly a standard instrument departure and how to brief, fly and communicate with atc.
Started up the engines, power checks, got departure clearance from atc (who is the instructor lol) and brief our "SID".
The Standard Instrument Departure is designed to maintain a specific flow of traffic and also designed around obstacles, which there are quiet a lot of both.
I got clearance to Seville via the Jerez 1C SID. I briefed this to the instructor and we were on our way. Takeoff was normal, ahead to 3DME. After 3 miles,we turned to a heading of 133 and intercepted the 106Bearing from the NDB. Once intercepted, fly untill you cross the 204Radial from the Malaga VOR and you must cross this position at an altitude of 3000ft or above.
Being my first one, i managed to get the 106Bearing from the NDB and from there it all went horribly wrong . I started my turn to intercept the 204Radial, which i wasnt suppose to do untill i had passed the radial first.
So, a quick reset, out of the sim and have a look at what went wrong. Soon we were back in the air and i got it right this time.
After the sid was complete it joined us to the Seville approach plate. So there was a few bits and pieces on the way, ATC, tune/identify the instruments to the Seville approach and get clearance to descend.
Entered the hold at seville using an offset entry and was cleared to descend in the hold down to Altitude 3000ft. We did about 4 rounds of the hold with different winds and corrections. From 3000 ft i was cleared for the VOR approach. My first time doing it, but once passed the 5 mile position, I was cleared down to 2500ft and passing the VOR you are allowed to descent to the "Minimum Descent Altitude/Height" which for this approach is 600ft. (Hope i got this right). Its not practical to dive down to 600ft, so there is a constand descent of 2.96 Degrees in our case, which when you work off your ground speed will give you the required feet per minute. There are various checkpoints to check on the way down, like at 1dme you should be at XX Altitude.
There is one tricky thing about this particular airport, the VOR is not at the airport, so as you approach, the distance is increasing and the altitude is decreasing.
Oh, Forgot to mention that if you go more than 5Degrees from the inbound radial, you must discontinue the descent (thats 2 dots on a VOR CDI)
We are cleared to land!
We get closer and closer and eventually reaching about 650ft we get visual with the runway, and what do you know, theres some mad man on the runway and we have to go around.
I wont bore you with the go around procedure but on the climbout we had a blocked static port so our altimeter stopped reading and our airspeed started to underead. we joined the hold again with the alternate static source, around and around and around with different winds untill we got clearance for another VOR aproach.
This approach was pretty much similar and we established on the inbound radial with the exception that this time my landing gear wouldnt come down. No delay, put the gear position switch down, popped the circuit breaker and used the emergency extension tool! Wehey, it worked :) 3 greens.
I think i spoiled the instructors chance for another go around so he said, ok theres something else on the runway, go around!
This time, i did an NDB only approach, which was again my first one. The ndb is not at the airfield and there is no DME facility. So we proceded to the beacon and did the hold a few times, around and around we go!
This time, your tracking a QDM to the beacon, and given a specific altitude to pass overhead at. Once overhead, you start a stopwatch. On the basis of your ground speed, your given a time in minutes and seconds which will indicate your missed approach point. Again you have a MDA of 610ft. You can either fly all the way in a 610ft, or use the constant descent profile and descend at a given rate of descent.
Finally, we got clearance to land! With the wind 20kts across the runway! I was never so delighted to be on the ground, even though i never left it :)
Im back in the school in 30 minutes for another 3 hours. Ill report back later.
Andrew
Tuesday, September 6, 2011
Day 4 - Aerodynamics Malaga
Hello from sunny Spain! All im hearing is how miserable the weather is at home!
Its 33 Degrees today and im stuck in the sim.
Scheduled to start at 3 today, but arrived at 2.30 as per the schools policy.
We had a pre-flight brief about what the flight would involve. I was shown the 3 holding enty procedures and how to hold over a station.
For those of you not knowing what the above is; Its a holding procedure similar to a roundabout, all aircraft must go one way around it to the right (standard) or to the left (non-standard). Its used over or abeam a radio station, either a VOR (Very High Frequency, Omni Range) or an NDB (non- directional beacon). These radio stations are not the average type, but instead send out signals (Radials for VORs & Bearings for the NDBs) to the aircraft receiver to let them know where you are and where your going.
In order to prevent madness around these stations, there was procedures drawn up from many moons ago on how to join these holding patterns, a "direct entry" being the easiest and just flying straight into it, or a parallel entry, where you parallel the pattern in the opposite direction, and at the right time you turn into it to join the flow. The last entry being the offset/teardrop, where you fly past the position, and make a teardrop shape turn inside the loop before returning to the "gate" of the pattern.
Im sure your thinking that it sounds easy, but in reality, there are many other factors that require your attention. The hold is timed and when you add wind to the equation your race track patterns will turn into odd shapes unless corrected for wind.
Next, the sim was paused and i got a brief on how to brief the Instrument Landing System ( "ILS"), again this is another radio aid that guides aircraft down to land. Its used in lots of aircraft worldwide and if there is an Instrument approach in an airport, this has to be the easiest ones.
After that, we left the holding pattern in Granada and proceded to descend with the approach chart.
This is the most difficult part, as theres a lot of button flicking to make sure the radio frequency is the right one and displaying the correct information. Morse Code : (
So after a little while we intercepted whats called the "Localiser", which is the extended runway centreline. Soon after the "Glideslope" comes into range, which is the correct descent profile to be followed. There are some checks to be performed, such as the wing flaps down, and landing gear down.
We kept on the ILS all the way down to DA (Descision Altitude or Height) of 200ft AGL or 2042ft above Sea Level.
Once reaching that point, we did a go around, which is simulating that you cant see the runway at the specfied altitude and follow the missed approach procedure. Of course, the approach cant be attemped unless atc give you weather that is above the specified minimums.
The go around was good (i think), We climbed straight ahead to the other NBD (radio-aid) and once passed that, back to the VOR. At this stage once over the VOR we had to take the 289Radial out from the VOR, sort of like a roadway in the sky.
At this point, I got an engine failure, So standard procedure, Roll wings level, stop any yaw, Mixtures, Propellers and throttles full forward. Landing gear and wing flaps up. Identify the engine thats failed with your "dead leg", verify by retarding the throttle that you have the correct engine, You do not want to shut down the wrong engine or youll be seeing a brick glide. Once done, you decide what to do, if you are below circuit altitude you feather the propeller, and if you are above you try and fix the problem.
I tried to fix the problem, but it seemed like it was none the usual like carb ice, fuel pump or fuel starvation, so i proceded to feather the propeller (turning the propeller into wind to make it more aerodynamic).
All went well, and now for the hardest part, the single engine ILS approach. Its difficult, because if your not carefull, you will have hands and legs where they shouldnt be and end up crashing.
We continued all the way down the ILS, and at 500ftAGL i still didnt see the runway. We had to descent to minimums and broke out.
The wind was from the left which made matters easier with the right engine failed. With the wind from the left, makes the aircraft yaw left, and with the left engine live, made it yaw right, so they both would cancel them out. I wonder would it be much different if the wind was from the right with a right engine out?
Anyway, its 6pm and the sun is still shining! Im off to the beach for a while.
Andrew
Its 33 Degrees today and im stuck in the sim.
Scheduled to start at 3 today, but arrived at 2.30 as per the schools policy.
We had a pre-flight brief about what the flight would involve. I was shown the 3 holding enty procedures and how to hold over a station.
For those of you not knowing what the above is; Its a holding procedure similar to a roundabout, all aircraft must go one way around it to the right (standard) or to the left (non-standard). Its used over or abeam a radio station, either a VOR (Very High Frequency, Omni Range) or an NDB (non- directional beacon). These radio stations are not the average type, but instead send out signals (Radials for VORs & Bearings for the NDBs) to the aircraft receiver to let them know where you are and where your going.
In order to prevent madness around these stations, there was procedures drawn up from many moons ago on how to join these holding patterns, a "direct entry" being the easiest and just flying straight into it, or a parallel entry, where you parallel the pattern in the opposite direction, and at the right time you turn into it to join the flow. The last entry being the offset/teardrop, where you fly past the position, and make a teardrop shape turn inside the loop before returning to the "gate" of the pattern.
Im sure your thinking that it sounds easy, but in reality, there are many other factors that require your attention. The hold is timed and when you add wind to the equation your race track patterns will turn into odd shapes unless corrected for wind.
Next, the sim was paused and i got a brief on how to brief the Instrument Landing System ( "ILS"), again this is another radio aid that guides aircraft down to land. Its used in lots of aircraft worldwide and if there is an Instrument approach in an airport, this has to be the easiest ones.
After that, we left the holding pattern in Granada and proceded to descend with the approach chart.
This is the most difficult part, as theres a lot of button flicking to make sure the radio frequency is the right one and displaying the correct information. Morse Code : (
So after a little while we intercepted whats called the "Localiser", which is the extended runway centreline. Soon after the "Glideslope" comes into range, which is the correct descent profile to be followed. There are some checks to be performed, such as the wing flaps down, and landing gear down.
We kept on the ILS all the way down to DA (Descision Altitude or Height) of 200ft AGL or 2042ft above Sea Level.
Once reaching that point, we did a go around, which is simulating that you cant see the runway at the specfied altitude and follow the missed approach procedure. Of course, the approach cant be attemped unless atc give you weather that is above the specified minimums.
The go around was good (i think), We climbed straight ahead to the other NBD (radio-aid) and once passed that, back to the VOR. At this stage once over the VOR we had to take the 289Radial out from the VOR, sort of like a roadway in the sky.
At this point, I got an engine failure, So standard procedure, Roll wings level, stop any yaw, Mixtures, Propellers and throttles full forward. Landing gear and wing flaps up. Identify the engine thats failed with your "dead leg", verify by retarding the throttle that you have the correct engine, You do not want to shut down the wrong engine or youll be seeing a brick glide. Once done, you decide what to do, if you are below circuit altitude you feather the propeller, and if you are above you try and fix the problem.
I tried to fix the problem, but it seemed like it was none the usual like carb ice, fuel pump or fuel starvation, so i proceded to feather the propeller (turning the propeller into wind to make it more aerodynamic).
All went well, and now for the hardest part, the single engine ILS approach. Its difficult, because if your not carefull, you will have hands and legs where they shouldnt be and end up crashing.
We continued all the way down the ILS, and at 500ftAGL i still didnt see the runway. We had to descent to minimums and broke out.
The wind was from the left which made matters easier with the right engine failed. With the wind from the left, makes the aircraft yaw left, and with the left engine live, made it yaw right, so they both would cancel them out. I wonder would it be much different if the wind was from the right with a right engine out?
Anyway, its 6pm and the sun is still shining! Im off to the beach for a while.
Andrew
Monday, September 5, 2011
Day 3 - Aerodynamics Malaga
Evening All,
Glad to see people are visiting the blog. It was a late start this evening. Scheduled for the simulator at 16:30.
Arrived at the school to meet with my Instructor Jeronimo, who had lived in Ireland for a while. I had already met him before on a previous sim session with another student. (HAPPY NOW??) lol
Started some takeoff practice, Every procedure with him involved an engine failure. We did normal takeoffs with engine failure at 100ft. Short field takoffs with an engine failure at 100ft. We then did a departure to the East, with an engine failure in the turn.
A short climb to FL070 and level off in the cruise. We did VOR tracking, Position fixes and VOR interceptions.
I also learned how to do procedure turns, 45/180 and 80/260 which went great.
We started on DME Arcs with an RBI and the standard VOR CDI, the later being the more difficult.
On the way back, the visibility was set to 100meters and he got me to fly the ILS down to the runway. Which was really good fun. Although still in the early stages of the course it was rough and well below any minima for the BE76, I managed to get it on the ground!!! (Bonus lol)
Thats all for today! Flying the sim again at 15:00 tomorrow!
Andrew
Glad to see people are visiting the blog. It was a late start this evening. Scheduled for the simulator at 16:30.
Arrived at the school to meet with my Instructor Jeronimo, who had lived in Ireland for a while. I had already met him before on a previous sim session with another student. (HAPPY NOW??) lol
Started some takeoff practice, Every procedure with him involved an engine failure. We did normal takeoffs with engine failure at 100ft. Short field takoffs with an engine failure at 100ft. We then did a departure to the East, with an engine failure in the turn.
A short climb to FL070 and level off in the cruise. We did VOR tracking, Position fixes and VOR interceptions.
I also learned how to do procedure turns, 45/180 and 80/260 which went great.
We started on DME Arcs with an RBI and the standard VOR CDI, the later being the more difficult.
On the way back, the visibility was set to 100meters and he got me to fly the ILS down to the runway. Which was really good fun. Although still in the early stages of the course it was rough and well below any minima for the BE76, I managed to get it on the ground!!! (Bonus lol)
Thats all for today! Flying the sim again at 15:00 tomorrow!
Andrew
Sunday, September 4, 2011
Day 2 - Aerodynamics, Malaga
Early Start this morning.
I arrived at the school at 08:30 to meet with the Instructor. I met with Gloria, who will be my sim instructor and Arturo who will be the Instructor in the Aircraft.
Arturo did 3 hours of ground school with us on the Instrument Rating, Performance, Weight & Balance and all that good stuff.
He then brought us to the GA terminal at Malaga Airport to show us the procedures for filing flightplans and how to pre-flight the aircraft.
Getting back to the school, I was back with the Sim Instructor Gloria. I done 3 hours in the sim just getting used to the procedures. We did some takeoffs, Turns, Speed Changes, Stalls, Emergencies and Circuits. The graphics in the sim are poor, But the cockpit is almost an exact replica of the BE76 Duchess.
More for tomorrow!
Andrew
I arrived at the school at 08:30 to meet with the Instructor. I met with Gloria, who will be my sim instructor and Arturo who will be the Instructor in the Aircraft.
Arturo did 3 hours of ground school with us on the Instrument Rating, Performance, Weight & Balance and all that good stuff.
He then brought us to the GA terminal at Malaga Airport to show us the procedures for filing flightplans and how to pre-flight the aircraft.
Getting back to the school, I was back with the Sim Instructor Gloria. I done 3 hours in the sim just getting used to the procedures. We did some takeoffs, Turns, Speed Changes, Stalls, Emergencies and Circuits. The graphics in the sim are poor, But the cockpit is almost an exact replica of the BE76 Duchess.
More for tomorrow!
Andrew
Day 1 - Aerodynamics, Malaga
Well, I thought id post another blog, after the success of my previous blog for my JAA CPL which has over 2500 views. http://andrewpowerjaacpl.blogspot.com/
So, It was an early start, 3am Irish time on the road to Cork Airport. Just before I got to the Airport i got pulled over by the Police. Just the usual interrogation, "Where you off to at this hour".
Got to Cork Airport to take my Ryanair flight to Malaga Airport. Flight time was about 2.5 Hours.
Landed in Malaga at about 10:30 local. It was already about 25C. I jumped in a taxi and after a few minutes I was on my way to the school.
Initial impression of the school was poor, it was in a dirty laneway, with lots of clothes hanging over run down apartments. But I had been warned about it so I went inside and was amazed at how proffessional the school looked. I was greeted by the receptionist (Irene) and she already knew my name before I told her who i was. Shortly after, Raquel came down the stairs. She is the saleswoman for the company and was the only person i was in contact with.
She got all the paperwork completed and gave me the grand tour of the facility. Aerodynamics is a large company based in Malaga, that do ground support, Aircraft Charter, Flight Training & Cabin Crew training. They operate an ALSIM 200 and FRASCA 50 simulator. All of my my hours will be in the ALSIM.
That was pretty much it for Day1. They then brought me down to the Apartment on the beach which i will be renting from them.
There will be many people reading this to see what the training in Spain is like. I have been discouraged by many, and encouraged by few. Some of the main reasons why I picked this school are;
Meanwhile, Im off for some sunshine..
Andrew
So, It was an early start, 3am Irish time on the road to Cork Airport. Just before I got to the Airport i got pulled over by the Police. Just the usual interrogation, "Where you off to at this hour".
Got to Cork Airport to take my Ryanair flight to Malaga Airport. Flight time was about 2.5 Hours.
Landed in Malaga at about 10:30 local. It was already about 25C. I jumped in a taxi and after a few minutes I was on my way to the school.
Initial impression of the school was poor, it was in a dirty laneway, with lots of clothes hanging over run down apartments. But I had been warned about it so I went inside and was amazed at how proffessional the school looked. I was greeted by the receptionist (Irene) and she already knew my name before I told her who i was. Shortly after, Raquel came down the stairs. She is the saleswoman for the company and was the only person i was in contact with.
She got all the paperwork completed and gave me the grand tour of the facility. Aerodynamics is a large company based in Malaga, that do ground support, Aircraft Charter, Flight Training & Cabin Crew training. They operate an ALSIM 200 and FRASCA 50 simulator. All of my my hours will be in the ALSIM.
That was pretty much it for Day1. They then brought me down to the Apartment on the beach which i will be renting from them.
There will be many people reading this to see what the training in Spain is like. I have been discouraged by many, and encouraged by few. Some of the main reasons why I picked this school are;
- They were the only school to get back to me within 3 days for a quotation.
- The quote was 4000euro cheaper than the others and said (ALL INCLUSIVE of test, landing fees)
- Personal Recommendations.
Meanwhile, Im off for some sunshine..
Andrew
Subscribe to:
Posts (Atom)