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Thursday 18 September 2014

I passed my Instrument Rating!

Lots has happened since my last update! It has been a very busy several weeks...



Non-training wise, the Bournemouth Airshow was on a few weeks back, which was absolutely incredible. I went down to the beach to watch the display for a few days during the week, although on the weekend show days, I was volunteering at CTC's Bournemouth drop in event at the airport. It was great to show people around the training centre and the fleet of Twinstars, as well as try help people fly the simulators! It was incredible to be at the airport during the airshow - I am not sure many people can say the Red Arrows, Typhoons, Lancaster Bombers and DC3 Dakotas have taxied past them just several metres away! I doubt I will ever get that close to them again...

Spectacular as always! 
The Lancaster Bomber parked right outside CTC
Yes, I got a few waves! 


The old and the new

So just in case the title didn't give anything away, I have indeed passed my IR. I took the test yesterday and have now begun the CTC sign out process, which needs to be done before I start the Airline Qualification Course.

For anybody that doesn't know, the test involves:

. Planning/ground work.
  The examiner will give us a destination, which we have some time to plan to. This will involve the route itself as well as filing a flight plan and preparing the aircraft (preflight/performance/mass and balance etc). In the briefing, the examiner asks for a quick overview of the route, the weather and will ask some ground questions which can literally be on anything. The ATPL theory all came flooding back!

. The flight itself
  The scenario for the test is that we are the captain of a single pilot commercial operation, flying the examiner as our passenger to their chosen destination. For the flight, we are examined on plenty of things:
- Radio
- Departure
- Enroute
- Non precision approach
- Holds (normally NDB)
- Stalls (approach and landing configuration)
- Limited panel (compass turns; general handling; unusual attitudes)
- Precision approach
- Low level circling to land
All the time, we not only have to abide by the rules of the air, but we are expected to fly within strict limits in order to pass the exam. Oh and in case you didn't know, the windows and windshield are covered up just a few hundred feet after take off, until a few hundred feet at landing two hours later! 

For anybody wondering, I was asked to go to Exeter, routing: 
BIA - SAM275040 - MULIT - ATWEL - EX - BIA

Skyvector is a great way to show you the route

VFR chart version

I did the RNAV approach for RWY 08 at Exeter, which resulted in not going visual. On the go around, I got an engine failure and had to go through the necessary drills. Once complete, I was given the engine back until we got closer to Bournemouth; when we arrived I entered the NDB hold before commencing the procedural ILS, for RWY 08 also. Again, we didn't go visual, which led to an asymmetric go around before commencing a visual circuit to land. 

On the way to our destination, we are to use conventional navigation aids, although on the way back the GPS equipment is allowed to be used (on the G1000 this can be a big help). 
The G1000 primary flight display

After all of the preparation for this flight, it is such a relief to have passed first time. We had 12 sim sessions in Bournemouth and 8 flights - that is on top of all the IFR flying we did in New Zealand. I am probably prouder of this than I was when I got my CPL - the exam result sheet is the most expensive piece of paper I will ever own! 

The completion of my CPL/IR means I have earned my first pilot stripes! 

Last Twinstar selfie - had to be done!
Some great views from UK flying (in the backseat!)

Alderney
Sandbanks, Poole 

Heading back from Cardiff 

A bit of point to point tracking


Expect an update for the AQC!