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
Friday, September 16, 2011
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
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