News Articles
Night Rating Briefing
December 2021
- Weather – ensure a good self-briefing, poor wx is not always easy to see at night.
- Freezing level.
- Route planning-ground features used in daylight may not be visible at night, although others may be better.
- Colours – when using a red torch, red on the chart is not visible
- Pre-flight check, ensure you have a good torch, leaks, damage etc are not so easy to see.
- Taxi check – AI & DI work.
- VFR minima at night.
VISUAL ILLUSIONS:
- Somatogravic and Somatogyral illusions are the two most common forms of vestibular or ‘false sensation’ illusion which may be encountered when no clear horizon is present and flying wholly or partly by visual external reference is attempted.
- Runway Visual Perspective may give rise to a visual illusion that may result in landing short of the runway, hard landing or runway overrun, but may also cause spatial disorientation and loss of control.
- Autokinetic Effect – when staring at a single point of light against a dark background it can appear to move on its own. This is what is happening when a star or planet is misidentified as an aircraft. To avoid, maintain a normal scan pattern.
- A false horizon can occur when the natural horizon is obscured or not readily apparent. It can be generated by confusing bright stars or city lights or while flying toward the shore of an ocean or large lake. Because of the relative darkness of the water, the lights along the shoreline can be mistaken for stars in the sky.
- Distances can be difficult to judge at night, especially when visibility is good, features appear closer than they really are.
- Rods & cones, blind spot & time to accommodate eyes to darkness.
EQUIPMENT
- Torch, ideally two, strong one for external inspections, a white and coloured for internal use with lanyard. Head torch can be useful but often too bright.
- Spare batteries.
PROCEDURES
- Thorough inspection of a/c & surroundings, hazards difficult to see at night
- Before start, Nav lights ON & flash landing light ON/OFF several times to warn others.
- Taxy with extra care, follow centre lines were provided, only some airfields will have a complete set of taxiway lights, stop bars may not be present.
- Half the speed, twice the caution
- Consider others with taxy and landing lights, it may affect night vision.
- Immediately after T/O use AI until at a safe altitude, especially when poor horizon, (eg departure from KA on rwy 20 over sea).
- Although flying VFR, IFR terrain minima should be used for safety.
NAVIGATION
- Depending on ambient moon light, many features are not visible, eg small lakes and villages.
- Items that do stand out well are larger towns, often look exactly as per chart, main roads and motorways (but dependant on time of day).
- Many smaller towns & villages are difficult to identify.
- If using a red filter, roads are barely visible on chart.
- Select larger features for navigation and radio aids / GPS.
OTHER CONSIDERATIONS
- Only a limited number of airfields are open at night.
- ATC services may be limited.
- Consider your diversion options.
LINKS
https://www.aopa.org/training-and-safety/students/crosscountry/skills/night-flying
https://www.cfinotebook.net/notebook/aircraft-operations/night/night-operations
TORCH
https://www.torchdirect.co.uk/coast-professional-led-torches/coast-tx10-quad-colour-led-torch.html
https://www.torchdirect.co.uk/coast-professional-led-torches/coast-tx12-tri-colour-led-torch.html
Civil Air Support Task to perform a medical flight to northern ireland
July 2021
I was phoned by a member of Civil Air Support while on an afternoon shift at a large airport in the south-east of England. The line was not very good and at first, I thought I was being offered a flight in an emergency services helicopter, however this turned out not to be the case.
On further discussion I realised that my flying services were being requested for a form of medical flight from near Birmingham to Belfast City airport, quite a trek from Redhill Aerodrome in Surrey! Neither myself nor my partner had plans for the following Wednesday, so I agreed to help. Due to the nature and cost of the delivery, an IFR rated pilot was considered to be essential to guarantee delivery.
I was given more information about the task and put in touch with the pilot who had carried out the same flight several weeks previously, he was very helpful and passed on detailed information from his trip.
General Preparation and Admin
The aircraft that I would have selected to fly was unfortunately out of check, so I went “cap in hand” to use another aeroplane that is available to me. It was well-equipped for IFR flight with a basic autopilot on board, although as it happens the entire flight was hand flown by the two pilots.
Flying to and from Northern Ireland requires the filing of a GAR form, needed to advise various police forces of our legitimacy and security. These are nowadays easy to complete via a government portal from which a printed copy can be carried, just in case!
The next task was to coordinate timings for departure from Redhill to collect our “package” from Halfpenny Green airfield for collection and onward delivery by Blood Bike from George Best Belfast City Airport, located next to the shipyard where the Titanic was built.
Our timings meant that we would have to request “out of hours” permissions to both depart Redhill Aerodrome and also land at Halfpenny Green. We also had a back-up of being able to depart and return to Biggin Hill Airport (with its instrument approaches) should the weather prove difficult on the day. Our grateful thanks go to all three airfields for being so obliging.
Next, flight plans were considered and eventually filed the day before flight, including the term “HOSP” to indicate the priority of the flight. Using the Afpex site proved difficult as our computers both had a too-recent version of Java software, which then had to be removed and an older version loaded!
Due to the ongoing situation of Covid-19 (on the date of flight, we had still not reached “Freedom Day” in England), we thought it both wise and safe to each perform an additional lateral flow test the day before flight and record the negative result on the Gov.UK website as usual. We then printed a copy of the results to carry with us. We also took the added precaution of downloading the NHS App and filling in our details so that our phones showed an official record that we had each received both doses of the vaccine. As always, we planned to wear face coverings whenever we interacted with any personnel and would keep socially-distanced wherever possible.
As you’d expect with a task such as this, various emails, phone numbers and WhatsApp messages were exchanged between all parties involved in the days leading up to the flight to keep everyone in the loop.
The Flight
Our journey commenced from Redhill with our specially-arranged early start of 0730 local time. We were given transit by Farnborough Radar, despite the fact that they were rather busy when we called up. Just under an hour passed and we arrived for a straight-in approach for runway 34 at Halfpenny Green, again before opening time.
Although only taking a small quantity of fuel, we topped up the tanks at the self-service facility. One of the Firemen kindly offered us a cuppa, but given the length of the next leg, we politely declined!
On completion of fuelling, a rider from the “Blood Bikers” charity arrived with the small but precious package for delivery over the Irish Sea.
The very helpful AFISO at Halfpenny Green liaised with Birmingham ATC to arrange our airways joining clearance. Contact was made with Scottish Control and we were placed on a radar heading. At first we were flying on a heading of 030° (I would have preferred 350°!) but we were eventually routed towards WAL VOR in the long climb to FL100.
Various ATC sectors were contacted including Ronaldsway, Aldergrove and eventually Belfast City – who then vectored us onto the ILS for runway 22. The handling agent met us at the aircraft and the package was soon biking its way to a Belfast City Hospital.
After sending a few “how goes it” messages, the job was done, so on to Newtonards airfield, only ten miles away in order to refuel both aircraft and pilots! After an excellent lunch at the Cloud 9 restaurant, we set course to join the airways system via PEPOD, flying along the beautiful Strangford Lough. Note to self, we must go back to Northern Ireland for a proper visit!
The FPL had us routing to leave CAS at CPT VOR, but after passing WAL, we were routed further east and overflew Birmingham and HON. London Control asked where we would prefer to leave CAS, but in the end traffic forced a routing overhead White Waltham, at FL90 and when south of Bagshot Mast, a rapid descent out of CAS on track for Redhill.
Review
On initial examination, the plan seemed quite daunting – particularly the logistics of liaising times for collection and drop off of the precious cargo. It took time to make contact with the various airports to request out of hours permissions, plus the waiving of landing and handling fees, all of whom were very willing to do.
Flight planning proved relatively straightforward, after the initial Java software issues were sorted out!
We spent over two hours over the Irish Sea, but had donned immersion suits, life jackets and PLB, with a life raft close by.
It was a long and tiring day, the flying was enjoyable, shared between us with addition of feeling that hopefully someone’s life has been improved by the delivery of the medical product.
What would you have done?
July 2021
A pilot with instructor were flying on a routine practice instrument approach flight in a single engine piston aircraft. On returning from Lydd (EGMD), the pilot flying thought that he had felt some vibration. A brief discussion was had, all engine instruments were checked but with no signs of a problem. (The aircraft in question has a modern sophisticated engine monitoring system). The pilot flying considered it may be an airframe issue. This was a good thought, as the undercarriage on this aircraft has occasionally not retracted fully.
It was suggested a re-cycle of the gear, at which point the instructor offered to become “pilot flying”. No change was observed following the gear re-cycle, other than shortly after the vibration worsened. The instructor reduced the manifold pressure and gently altered the propeller pitch and mixture to try to find an area of less vibration. Shortly after this there was a further increase in rough running and it was observed that cylinder head temperature was lost.
The pilots immediately needed to plan for the worst – a Pan call was made, and a rapid decision was made to divert from the intended destination of Redhill to Biggin Hill. From their present position both airfields were equidistant but Biggin Hill offered a longer runway, if required.
On first contact with Biggin Approach, the instructor requested a higher altitude (into the London TMA) for safety. Biggin Hill ATC coordinated with London Centre to offer the pilots up to 4000’. The instructor made a gentle climb with no added power. Upon reaching 4000’ it was clear that the aircraft was within gliding distance and the instructor commenced a powered descent. The wind at Biggin Hill favoured runway 21 and so the aircraft was positioned towards an angled left base leg. The gear and flaps were deliberately left up for as long as possible to increase the gliding range.
With an assurance that the aircraft would be able to glide to the runway if it became necessary, gear was then selected, followed incrementally by the flaps. The aircraft was flown through the final approach track since the instructor had deliberately positioned to fly above the glidepath. To help lose the extra height, the instructor flew several “S” turns and landed the aircraft safely just over a third of the way along runway 21.
The instructor had flown the approach and landing, but since there were no brakes on the RHS, control was handed back over to the left seat pilot. Almost immediately, both pilots heard a loud bang as the engine seized. The aircraft was safely stopped on the runway and the shutdown checks were completed. The pilots then exited the aircraft and joined the Fire Service to inspect the engine. A large pool of oil was already evident around the nose wheel and the engine cowling was damaged. 
The AFS were very helpful, and cleared up the spilled oil amongst other jobs. They later also assisted with the towing of the aircraft to a maintenance hangar. The AAIB were informed, but soon considered it as a routine engine failure and elected not to attend in person.
How did the pilots do?
Although perhaps not with the formality of an airline flight deck, the pilots did perform a DODAR process.
D | Diagnose | Diagnose the problem | This quickly became obvious as the vibration worsened. |
O | Options | Land immediately?
Plan to divert & if so where to? | A possibility but not the preferred option. Biggin Hill, Redhill or Headcorn |
D | Decide | The decision was made to go to Biggin Hill | Biggin Hill had a longer runway and at that moment was equidistant from other options |
A | Assign | Tasks were divided between the crew
| At all times, one pilot was always in charge of flying the aircraft, the other dealt with the radio and was otherwise monitoring the other pilot and the aircraft performance |
R | Review | Were they making the correct decisions? | Both pilots considered and discussed the possibility of an engine failure before reaching Biggin Hill. |
The important thing is that decisions were made quickly and acted upon without delay.
The request for climb, which put little or no extra strain on the engine was critical if the aircraft was to make the chosen destination. The extra altitude offered the pilots more time and a greater choice of fields if they could not reach Biggin Hill.
Even though they had a good plan, it was still wise to have other options in case the situation changed – namely, looking for suitable fields to land in en-route; a downwind landing at Biggin Hill; using the now-disused cross runway or even the grass areas on the airfield if necessary.
Maintaining a medium power setting helped to keep the engine going for as long as possible.
Probably the most important thing is to realise that, although rare, these things do happen and that as a pilot, you should have a plan and be in practice with forced landings.
Ask yourself these questions:
· Have you memorised the best glide speed for the aircraft you fly?
· When was the last time you practiced a forced landing?
· Do you avoid areas that would offer a poor choice for emergency landings, such a large towns?
· When flying, do you think about where you would go if the engine stopped right now?
· Are you in good two-way communication with a unit if you needed to call a Mayday or Pan?
Fortunately, these events are rare, and as in this case not always a total immediate loss of the engine. However it is good airmanship to always be prepared and err on the side of caution – just in case…
Understanding the Basics of GPS Approaches
June 2021
Acronym Alert!
Firstly, this subject can be very confusing purely by the multitude of similar acronyms used. The correct name for IFR approaches flown using a satellite system is, “Required Navigation Performance”, from now on referred to as RNP.
I will refer to IR (Instrument rating) and IR(R) but will call the latter the IMC rating, just for clarity.
As with conventional methods of IFR approach, RNP approaches can be divided into Precision and Non-Precision – the former gives both lateral and vertical guidance, the latter only lateral guidance.
Now that the UK has left the EU, and also no longer a member of the Galileo and EGNOS programmes, until further notice we do not have access to approaches with satellite-derived vertical guidance, more on this later.
What do we need to fly an IFR RNP approach?
- Be suitably qualified, this did require additional training for IR and IMC-rated pilots. Now required for an IR but optional for an IMC rating.
- An aircraft equipped with appropriate IFR certified navigation equipment which has a current database (updated every 28 days). For example, a Garmin 430 (below), hand-held equipment is not allowed.
- Up-to-date approach plates. These may be paper, but more commonly now via an iPad or similar.
Approaches are divided up as follows: LPV, LNAV/VNAV, LNAV, all these come under the heading PBN, Performance Based Navigation. (Do we need another acronym?).
It should be noted that these are not “types” of approach, rather minima within the RNP system.
Name | Approach | Comments |
LNAV | Lateral Navigation only | These are equivalent to a Localiser or VOR approach and have the highest minima. |
LNAV/VNAV | Lateral Navigation with Vertical Navigation
WAAS required | The aircraft must have a “vertical navigation” facility. Note: This is generated by barometric information provided by an altimeter, not a satellite. Glidepath information is displayed in a similar way to an ILS. You are also required to carry out a RAIM check. Minima are lower than for LNAV only. |
LPV | Localiser Performance with Vertical Guidance
WAAS required | This augmented satellite system allows vertical guidance as on an ILS, minimums are similar, normally 200’. RAIM is required. At present this is not allowed*, but LNAV/VNAV minima can be used. See an approach plate and note the two minima. Some plates will show all three. |
| *Although not presently allowed with UK airspace, LPV approaches are allowed at all of the Channel Islands by separate agreement. |
What is WAAS? (EGNOS over Europe and generically SBAS by ICAO).
Wide Area Augmentation System (USA) is simply a system whereby ground stations communicate with the satellites to improve accuracy, integrity and availability in order to allow a/c within any given area of an SBAS system to rely on GPS for all stages of flight.
WAAS is commonly used as the majority of Avionics come from the USA. Its generic, ICAO name of SBAS is Satellite Base Augmentation System, this can be further enhanced by a Ground Based Augmentation System (GBAS).
Thus, the SBAS system allows constant self-correction which allows for lower minima.
Do not assume that all glass cockpit aircraft are so equipped.
Approach Charts
These are quite different in appearance, and it would appear that high-G manoeuvres are required to get around the corners! In fact, the avionics will smooth out the turns by informing you when to turn at rate one – it even gives you a countdown.
Some of the waypoints are “fly over”, as in MA21 (at Lydd EGMC). As the name suggests, you are required to transit directly over the top of these waypoints.
Others are “fly by”, as in RIPIL, (at Shoreham EGKA) thus allowing for smoothing of the turn, i.e. maintaining a rate one turn and not overshooting the next required track.
Aircraft instrumentation is shared with that for an ILS or VOR and so appears familiar. Although caution is required here, as it is not immediately apparent that a given avionics system is WAAS capable.
Reading and briefing a chart
Read a chart as though it were book, starting at the top left corner.
Information to include in the approach briefing:
- Airfield name and type of approach, runway in use (note: the chart date must be checked before flight!)
- Minimum Sector Altitude
- Frequencies & callsigns, ensuring as many as possible are entered on standby and in a logical order
- Elevations & Obstacles within 25 NM
- Minimum temperature for use of the RNP chart (this limitation does not apply to Radio Aid based approaches)
- Transition Altitude
- Talk through the approach path – the inbound track at the IAF and required altitude at that point, the inbound track at the IF and required altitude at that point, the distance to the FAF and required altitude at that point (including configuration by the FAF – e.g. gear down, approach flaps), reiteration of the inbound course, vertical path angle (commonly 3.0°) and anticipated rate of descent during final approach, the MAPt and published missed approach instructions (including any associated radio navigation aids and their frequencies – which will need to be tuned and identified before commencing the approach)
- While performing the above actions, double-check that the waypoints in your aircraft’s navigation database match exactly the waypoints on the chart, including all tracks
- Mention any obstacles or danger areas/restricted areas which may be relevant to your approach
- Familiarise yourself with the “recommended profile” table, which gives the appropriate altitude (height in brackets) for each NM along final approach
- Ensure that you have selected (and entered, if relevant) the correct minima for the approach you will be flying and your aircraft category
- Finally, mention any other points or notes which have not yet been covered by your brief, including where you might expect to vacate the runway and anticipated taxi routing
RAIM – Receiver Autonomous Integrity Monitoring
This is a safety feature to allow pilots to determine the availability and accuracy of the satellite system for en-route and approach phases of flight.
RAIM can be checked on most modern avionics Equipment but can also be checked using the below website:
AUGUR – https://augur.eurocontrol.int/status/
Think of this RAIM check as similar to NOTAMS – which should be checked before each flight.
What are NANUs?
Notice Advisory to Navstar Users, they provide a health check for the satellite system, often giving three days’ warning of changes.
Flying an approach
Although all the above information is only a deep scratch into the topic, flying an approach is very straight forward as the modern displays tell you what to do and as discussed will give you a warning when the next “event” is approaching (pun intended!).
Flying an LPV is little different from an ILS, an LNAV/VNAV will display vertical guidance just as an ILS (or LPV), an LNAV only is akin to a Localiser only approach with pilot calculation for rate of descent.
In conclusion, although relatively easy approaches to fly and understand from the charts, there are hidden pitfalls from an invisible in space system. As with any fly, it would be foolhardy to practice approaches with no instruction.
Recommended reading
PPL IR Europe is a very detailed and useful site in general. The section relevant to this article can be found at https://pplir.org/pbn_manual/
Also, an American site Think Aviation has a good article on RNP approaches.
If you are interested in training for your IMC Rating or Instrument Rating, please get in touch. Remember, training for the IMC Rating can be carried out in your own aircraft.
Skills Test Briefing
May 2021
All pilots will at some point have to be examined for the issue or continuation of their Licence.
I doubt that many people will enjoy the experience, it would be fair to say that the majority feel stressed and do not perform at their best. This is a shame because there is always something to be learned from the process.
What is the examiner looking for and how can you reduce the stress levels on the day?
Firstly, and most importantly, please understand that the examiner wants you to pass!
A degree of stress is in fact good, it will encourage you to perform at your best, but too much stress is counterproductive. How do you reduce the stress levels for the day?
· Try to get a good night’s sleep before your test. Remember, do not fly if you are not fit to do so.
· Arrive in plenty of time to get the aircraft fuelled and checked out.
· First impressions are important. Provide the examiner with all the documentation needed in a neat and orderly manner. Mass and balance calculations on the back of an envelope will not achieve this. Presentation will create either a good impression or a bad start.
· As well as the paperwork, ensure the cockpit is well prepared – the more you can do on the ground, the less you will have to do in the air.
· If you do not understand the examiners instructions, ask for clarification.
· Do NOT try anything new, fly how you have been taught.
· Read the appropriate Standards Document (for example, Standards Document 19 for PPL/LAPL Skills Tests) to ensure you understand all that is expected of you and that you have covered all topics required in the test.
The Conduct of the test
You will be allocated an examiner; you cannot ask for a particular individual. It is possible that you may have previously flown together, but for no more than 25% of the dual flying time of the syllabus.
A suitable time for the test will be arranged between the two of you. The aircraft should be made available for a generous period to allow for unforeseen circumstances.
On the day itself, the examiner will brief you as to what is to be expected. Sometimes the examiner may give you a route before you meet or occasionally the night before.
It may seem a little overly formal, but the examiner will go through in detail the order of the test, normally in two sections. You are the “Captain” of the flight and as such, you will be responsible for the safety of the aircraft. The examiner cannot help you with the conduct of the flight or answer technical questions about the aircraft, they will instead act as an interested passenger and will not increase your workload. I always say that I will not initiate or overly engage in conversation as it could easily be distracting. You would have a right to make a formal complaint if that was the case.
Ensure the examiner has all they need:
Headset, PLOG, IF screens (if applicable), checklist, figures for M & B and Performance.
So, the test has in reality has already started as you walk to your steed. This is not an exhaustive list, but do not forget the following:
Do’s and Don’ts:
· DO ask if the examiner would like to receive a passenger brief?
· Do point out the straps, First Aid Kit and fire extinguisher.
· DO ensure all you need for the flight is in an easily reached position.
· DO have a chart of the airfield, you may think you know it inside out, but you may be given an unexpected instruction by ATC. Show the examiner where you will be going using the chart.
· DO carry out your taxy checks and ask if the examiner wishes to do the same?
· DO brief the departure, it will remind you what to do and impress the examiner.
· During the navigation phase, DO advise the examiner of any changes you wish to make to heading, altitude, speed or ETA.
· Do NOT feature crawl.
· Do NOT fly through cloud.
· DO remember your HASELL & HELL checks, engine warms during practice forced landing and to obey the 500’ rule.
· IF you make a mistake, do NOT dwell on it, correct the error and carry on – there is no such thing as a perfect flight.
· After landing, STOP, carry out post-landing checks, then taxy back.
· DO remember, the flight is not over until the aircraft is safely shut down and all paperwork completed.
The examiner will ask you some questions about the aeroplane as part of the class rating.
Hopefully you will have passed first time, but if you fail one section, you will be awarded a “partial pass”.
This means that you will have to do Section 1 again, plus the part you failed. Once the failed section is complete, the examiner will inform you that the test is over. It is your choice whether to fly the aircraft back to the aerodrome or offer the return flight to the examiner. By not relinquishing control, you run the risk of making an error which would be assessed and result in a fail – I would strongly suggest that you give the examiner the chance to fly!
After the test, the examiner will debrief you and complete the various forms – one of which is kept by the examiner, one is for you and one for the CAA.
The examiner is paid directly by you and the hire rate of the aircraft is usually charged at the PPL rate rather than a training rate.
Common mistakes to avoid
Some of the items which I find are poorly done are as follows:
· Instrument checks when taxiing for departure.
· Talking on RT when someone else is trying to reply to a clearance.
· Not stating the runway in use as part of line-up & take-off clearances.
· Not obtaining a service from a LARS unit (e.g. Basic Service) when in class G airspace.
· Not keeping 200’ vertically (at least!) from controlled airspace.
· Not advising of changes to heading/altitude etc. during the navigation phase.
· Recovery too early from a stall if the requirement is to fully stall the aircraft.
· Poor recovery from a spiral dive.
· No engine warming during PFL and not following the 500’ rule.
· After landing checks & shut down checks.
It can all appear very daunting, but you should not be asked to do anything you have not been instructed how to do. If at any point during the exam you do not understand what is being asked of you, ask for clarification. Remember the examiner will want you to pass. They have been through these same tests themselves and continue to have to do tests in order to revalidate their own ratings.
Returning to flying - some thoughts to consider
April 2021
Much has been said and written about returning to flying after a long (or even short) break. These thoughts / suggestions are applicable to all levels of experience and qualifications held.
Many, if not most pilots, especially those flying for leisure, may not have flown for many months and are well beyond a Flying Club’s currency or that set by syndicates, but most importantly past an individual’s own comfort level.
Preparation for flight may be divided into three areas, firstly the pilot’s lack of currency, so a loss of flying skills and therefore preparation for flight. Secondly, confirmation of an aircraft’s serviceability to fly and finally the first and subsequent flights.
PILOT’S PROFICIENCY
Even before leaving home there are numerous ways of preparing yourself in readiness for your return to flying:
- Armchair flying. Familiarise yourself with the PoH, if you do not have one, copies can be found on the internet, but ensure it a suitable copy applicable to the aircraft.
- Try to imagine yourself in the cockpit and practice touch drills for the various controls.
- Consider the operation of the COMMS equipment.
- Ensure you know the speeds required, e.g.: VR, VX, VY, VS, VFE
- Revise emergency procedures, especially what you would do after an engine failure, or partial failure after take-off, or a similar problem after leaving the circuit.
- Ensure that your Licence and medical are current.
- Read the aerodrome’s operating procedures, they may even have changed since you last flew.
- Reacquaint yourself with Notams.
- Have a plan where you will fly, ensure your chart is current and revise the position of controlled airspace and other hazards.
- Consider “Take2”, a buffer from controlled airspace. (Read more about Take2 in a previous article).
- Keep a knee pad handy to make notes.
- Is all you own equipment serviceable – do you have spare batteries for your headset, is the SkyDemon device charged and up to date?
- Revise RT calls.
- Remind yourself of a departure brief, consider what could go wrong?
- Plan what you wish to achieve on your first flight.
- Do not be afraid to discuss with your instructor what areas you would like to cover as well as those that they may suggest or require.
- Do not be disappointed if either you, or the instructor feels you may need another flight before venturing off on your own, safety is the most important factor.
- Consider that your first return to the air should be no longer than one hour.
- Revise the Go-around procedure.
Do not be surprised that you may have forgotten a few things and do not expect too much of yourself, aim to be safe. You may be required to have a check flight with an instructor or examiner but even if not, depending on your experience and currency, it is probably sensible to take another pilot with you.
Did you know …
The 90-day rule allows you to fly with another suitably rated pilot provided you are both aware of the fact and both agree before the flight.
Depending upon your overall experience and time since last flight, I suggest it would be wise to avoid a few circuits, allow yourself some time to get used to flying again, leave the high workload of the circuit to another flight.
A word of warning, although that is a sensible option, unless an instructor or examiner, the pilot in the other seat may not be familiar with flying from the wrong side, it is quite different.
Arriving at the aircraft
- Take your time.
- Check Mass & Balance, Performance, Notams.
- Ensure that the aircraft is legal to fly, all documents are present and in date.
- Carry out the pre-flight inspection slowly and with care, use the checklist.
- When checking fuel for contaminants, be very careful checking for water in your sampler, it is not unknown to have so much water in the bottom of a fuel tank that an entire sample may be water, it then becomes more difficult to see the change, or lack of in the colour, give it a sniff.
- Remember to turn the Master off!
- Clean the windows.
- Sit in the cockpit and re-familiarise yourself with the location of controls, instruments, placards, do not be embarrassed, you may feel self-conscious, but you will do doing the sensible thing.
- Use the checklist and methodically follow it. Say the checks OUT LOUD, it will help reinforce that you are following it correctly.
- Bear in mind, your aeroplane may not start too easily, there will be a danger of over priming and a potential fire – how would you deal with that?
The flight itself
This has already started with all your previous preparations.
- Do not forget the ATIS if applicable.
- Set up all the avionics that you may need.
- Think about what you are going to say, before pressing the PTT.
- Consider also that ATC will also be rusty.
- Taxy slowly, check brakes and steering as soon as is sensible to do so, carry out other taxy checks.
- Wait for the engine to warm up thoroughly before carrying out power checks, oil temperature in the green arc.
- Power checks, OUT LOUD.
- Pre-departure check, OUT LOUD
- Departure brief, OUT LOUD, this will reinforce in your short-term memory of what actions to carry out in the event of a problem.
- When ready, do not feel pressured to accept an immediate take-off, be methodical and take your time.
- Do not be afraid to shed some tasks, such as the RT to the other pilot if you feel that will help you.
- Fly the exercises you wished to do and return for landing.
- Your first landing should be as you usually do, probably a full flap approach. If it goes wrong or you are just not happy with it, Go-around and try again.
- After landing, vacate the runway and STOP, perform the after-landing checks from the checklist and then taxy back. Park considerately and shut down, again from the checklist.
- It may be a good time to write down any thoughts before they are forgotten.
- If you have not achieved all you wished to, another accompanied flight may be required, especially landing practice.
It may or may not be up to you if you are ready for a solo flight but think of these first flights as though you have just received your licence. I always suggest that a new pilot flies solo for a few flights before taking passengers. Do not forget the 90-day rule!
Below is a table written by John Farley, Harrier test pilot, which he felt he needed for his own currency. Not all will be relevant, or possible, depending upon your location and you may wish to add your own, for example an avoiding action turn.
| MY CURRENCY | ||||
| INTERVAL | Date | Date | Date | |
| Circuit work | ||||
| Rwy landing | 1 month | |||
| Grass landing | 1 month | |||
| Glide landing | 2 months | |||
| Flapless landing | 2 months | |||
| X-wind landing | 1 month | |||
| Sideslip approach | 3 months | |||
| Fan stop | 1 month | |||
| G/A various | 1 month | |||
| Stalling | ||||
| Clean idle | ||||
| Approach idle | ||||
| Approach power | ||||
| G/A power | ||||
| Turning idle | ||||
| Turning cruise power | ||||
| Unusual Attitudes | ||||
| Nose high | ||||
| Nose low | ||||
| Forced Landings | ||||
| Field selection | ||||
| Sideslip | ||||
| PFL & G/A | ||||
| Others | ||||
Example of a departure brief:
- Departing RWY __ (L/R), Crosswind component is ____ within the ___ kt limit.
- Rotate at ___ kts, Climb at ___ kts with flap & ___ kts no flap.
- In event of problem before VR, I will close throttle & stop on runway, inform ATC when able.
- In event of engine problem after VR, if sufficient runway: land back on, or, insufficient runway pitch for best glide ___ kts & select a field to land in, carrying out checks and R/T call IF time permits.
Do NOT turn back.
- Initial climb not above 1300ft (1200ft in ct) due Gatwick airspace, departing via (VRP).
- Any questions?
Hopefully you will be delighted to be back in the air, but if you were not entirely pleased with your performance, think about the items that went well, and you will have some goals to aim for on the next flight.
You may well be surprised just how fatigued you are after all this!
But remember, there is no such thing as a perfect flight.
Redcat "Tails" - My year of flying in 2020
December 2020
Hopefully none of us will ever see a year like this again.
I am very fortunate that I possess two part time jobs, one as an Air Traffic Controller at Gatwick airport, eight days a month.
The other – which takes up more time – is a flying instructor and examiner at Redhill Aerodrome.
I am qualified to teach most licences and ratings at Redhill Aviation Flight Centre, which results in a wide variety of different instructing roles. Which is my favourite? It would be fair to say that they all have different satisfaction quotients, but if pushed for an answer I would say CPL and IR training, followed by aerobatics. But it does mean I get little opportunity to practice my own take-offs and landings.
Instructor satisfaction can be obtained from all levels of ability; it is great to see a student come along who needs almost no instructing at all – Rob was one such student who achieved his CPL in minimum time and guidance from me.
The extreme opposite of this is one student (not even mine) who took 90 hours to go solo, I did finally send him off on “Exercise 14”. Although he never achieved it again, I obtained great satisfaction from seeing him do it the once and the pleasure from his achievement that resulted.
Sometimes that is the only hurdle an instructor will reach with a student, but of course they are the difficult ones. Most succeed, but flying isn’t within everyone’s abilities.
So, having discussed who are the better or most challenging to fly with, but what about the worst? I think that most instructors or teachers become frustrated by those students who put no effort in, or who are just not interested. The latter are more common than you may think, especially the unfortunate soul who is forced into flying by an enthusiastic parent. Ultimately, no effort results in many extra hours flying and, of course, extra expense.
The best days of the year: Waiting for one of your own students to return and confirm that they have passed a Skills Test, that makes all their angst and self-doubt worthwhile. The converse is sitting next to a candidate who you know has failed but as an examiner, you are required to complete the test. As an examiner in this situation, you sit there willing them to do something to recover the situation, it is not nice to have to tell someone that they were unsuccessful – but as I explain, I have to be able to sleep at night in the knowledge that they will be safe.
Personal flying this year has been limited due to COVID-19, but we have been able to accept the challenge of visiting numerous farm strips, most were very welcoming when phoning for PPR and often there was nobody about at all upon landing. Great for the flying picnic!
Controlled Airspace infringements
dECEMBER 2020
HOW NOT TO INFRINGE CONTROLLED AIRSPACE
Much has been said and written about pilots infringing CAS, but here are a few tips to help you avoid the wrath of the CAA.
Firstly, an understanding of how you may be accused of an infringement.
Within south-east England, all CAS airspace is monitored by CAIT – controlled airspace infringement tool – a piece of software that will “alarm” if a primary radar contact is observed within a CTR (control zone, surface upwards). You do not even need to be displaying Mode C or S information. It will also “set off the bells” if your mode C or S transponder indicates you have climbed into CAS, a CTA or airway.
NOTE: CAIT has no altitude readout tolerance, although the controller may well ask your altitude to confirm your vertical position.
The air traffic controller concerned is required to take avoiding action on the miscreant and also may be withdrawn from duty until it is established that he or she is not at fault.
Not all airfields have radar, but you could still be reported by another pilot or a Radio operator or AFISO.
HOW TO ASSIST IN AVOIDING INFRINGEMENTS:
- Ensure you have the most up to date chart(s) and your electronic database is also the latest one.
- Even for a “local” flight, ensure you have a plan.
- Always communicate and obtain at least a “Basic” service from an ATSOCA unit, for example Farnborough Radar. They may even save you from the embarrassment of an infringement.
- Take heed of the CAA’s “Take 2” campaign. That is to ensure that you remain at least 2nm horizontally and 200ft vertically from CAS. These are minimum distances, on a bumpy day even 200ft should be increased – especially if your transponder encoder over-reads.
- Check with a radar unit what altitude you are displaying; you will then know what tolerance you have.
- Carry an electronic device (SkyDemon or similar), BUT still have a paper plan, electronics do fail, usually at the most inconvenient time. Such a device will provide some supporting evidence of your position if needed. (Although note that the CAA usually accept lateral information, they do not accept altitude information).
- Ensure you have the correct QNH (CAIT will actually use Heathrow’s QNH so may be slightly out from for example Gatwick’s – another small part of an error chain.
- If you are “uncertain” of your position, do not be afraid to ask! The LARS service may help or London Military on D & D on 121.5, they love helping people out.
- Try to get used to only using QNH, mark on your chart or plate what the circuit altitude is. At some airfields, Rochester is one, it is very easy to climb into the London TMA if you have QFE set, especially for an Overhead Join.
- If anywhere near CAS, do not use the RPS (Regional Pressure Setting), it is a forecast figure and will aim to stop you flying into terrain, but not CAS.
- Communicating with ATC or lesser service, Information or Radio, does NOT mean you have clearance to enter CAS, so do not assume. Failure to be able to communicate with the controlling authority even after a first call is still NOT necessarily a clearance. Remain outside until you are positively cleared to enter.
- As a final thought, don’t be embarrassed by verbalising your intentions before departure. Professional pilots do just this – state aloud that you will be climbing to 1300ft on departure, to remain under CAS. This reinforces the action far more than just saying it to yourself.
- Another way of making yourself conspicuous is a “Listening Squawk”. Personally, I am not overly keen on these, if you do wander into CAS, it may be too late. My advice is, “Talk to the controller concerned or someone else”.
It may seem a long and daunting list but is common sense and will help avoid the greater stress of a formal chat with the CAA!
Project propeller
november 2020
Project Propeller is a charity set up 20 years ago to help WW2 veteran aircrew to have an annual get-together at a different airfield, some RAF, ex-RAF or civilian. They are flown to various venues by volunteer pilots, both private and professional, at their own cost.
Disappointingly, I joined the party only five years ago, but nonetheless have made friends with some modest but brave men who flew with the RAF during World War 2.
Due to Covid-19, 2020’s celebrations were cancelled and over the last few years the weather hasn’t been too kind either.
The first aircrew member I had the honour of taking to Cosford was Peter Potter, a Lancaster “tail end Charlie”, who completed thirty-three missions over Germany and occupied France, for the latter he was awarded the Légion d’Honneur. Peter sadly passed away in 2019, but up to the end he was the centre of attention where ever he was, especially with the ladies!
He was based at Wickenby with 626 Sqn where he flew Lancasters. On his first “trip” he was still only 17, he should have been 18! The Lanc. he flew (UM-F2) survived the war and had completed over 100 missions.
I took Peter to Wickenby several times for their annual commemorative service, for those interested, it has a fascinating museum in the old control tower. I believe that the control column from Guy Gibson’s Dam Buster Lancaster AJ-G.
Peter informed me that he never once fired his guns in anger, nor ever saw a German Night Fighter- he led a charmed and very fulfilled life. He is sadly missed. Peter’s memoirs are in a book (“Tales of Peter Potter”), which I thoroughly recommend reading.
My second “air gunner”, was not so lucky and was shot down over Germany in a Halifax on his first trip. Fred Hooker (standing left in the image) was a very different character, much quieter, but still a modest yet delightful person. As was Peter, Fred was happy to talk about his experiences, and wrote a small book about them (“Lest We Forget”, sadly no longer available to purchase).
As a PoW, Fred was involved in “The Long March” where the prisoners were marched in the freezing winter conditions of 1944/45, never sure if they would be shot or abandoned, many died en-route back to Germany,
Fred also joined Project Propeller quite late, but we enjoyed several trips together. The last one at Halfpenny Green made him a TV star, being interviewed along with two other survivors of the Long March.
The final “air gunner” we have flown is Jan Black, not his natural name as he is Polish. Again, a great character and a member of the McIndoe “Guinea Pig Club”, having been badly burned trying to recue his pilot, the aircraft crashing on a training flight. His injuries were such that he need not have flown again, but elected to do so, flying from RAF Ingham – not many miles from Wickenby.
It is difficult to put into words the emotions one feels meeting these real heroes, none became household names, nor would have wanted to be, but they all stepped up when needed to do their bit.
Sadly of course, each year there are fewer and fewer, the youngest being late nineties now so I suspect that there will not be many Project Propeller reunions now, if any at all due to this year’s pandemic.
I would like to say a big thank you to Graham Cowie, the organiser who has put so much effort into making the days a great success and is still finding more air crew to attend. Thank you for enabling myself and my fiancée to be able to help in a small way.
The Safety Pilot (CoPilot) Course
november 2020
The Safety Pilot, or sometimes referred to as Flying Companion’s course is intended to enable those who fly regularly with a Private Pilot to be more involved in the flights and ultimately, if needed, to land the aeroplane or assist in flying the aeroplane.
The course does NOT lead to a pilot’s licence; however, it should be conducted by a qualified Flight Instructor. It is quite possible that some flying companions may wish to continue training for their PPL and the hours flown on the course may be used towards that qualification. However, it should be noted that the Safety Pilot syllabus is an abridged version of the initial flight exercises for the PPL and therefore, only covers parts of the full PPL training requirements. Further basic instruction may be required.
The Safety Pilot course consists of a minimum of eight hours’ flight training with a qualified Flight Instructor and does not involve any practical or theoretical tests. More information from AOPA can be found by following this link.
The definition of a professional
It happened sometime in 1965, in Germany. I was a co-pilot, so I knew, everything there was to know about flying, and I was frustrated by pilots like my aircraft commander. He was one of those by-the-numbers types, no class, no imagination, no “feel” for flying. You must be able to feel an airplane. So, what if your altitude is a little off, or the glideslope indicator is off a hair? If it feels okay, then it is okay. That’s what I believed.
Every time he let me make an approach, even in VFR conditions, he demanded perfection. Not the slightest deviation was permitted. “If you can’t do it when there is no pressure, you surely can’t do it when the pucker factor increases,” he would say. When he shot an approach, it was as if all the instruments were frozen – perfection, but no class.
Then came that routine flight from the Azores to Germany. The weather was okay; we had 45,000 pounds of fuel and enough cargo to bring the weight of our C-124 Globemaster up to 180,000 pounds, 5,000 pounds below the max allowable. It would be an easy, routine flight all the way.
Halfway to the European mainland, the weather started getting bad. I kept getting updates by high frequency radio. Our destination, a fighter base, went zero/zero. Our two alternates followed shortly thereafter. All of France was down. We held for two hours, and the weather got worse. Somewhere I heard a fighter pilot declare an emergency because of minimum fuel. He shot two approaches and saw nothing. On the third try, he flamed out and had to eject.
We made a precision radar approach; there was nothing but fuzzy fog at minimums. The sun was setting. Now I started to sweat a little. I turned on the instrument lights. When I looked out to where the wings should be, I couldn’t even see the C-124 navigation lights 85 feet from my eyes. I could barely make out a dull glow from the exhaust stacks of the closest engine, and then only on climb power.
When we reduced power to maximum endurance, that friendly glow faded. The pilot asked the engineer where we stood on fuel. The reply was, “I don’t know— we’re so low that the book says the gauges are unreliable below this point.” The navigator became a little frantic. We didn’t carry parachutes on regular MAC flights, so we couldn’t follow the fighter pilot’s example. We would land or crash with the C-124.The pilot then asked me which of the two nearby fighter bases had the widest runway. I looked it up and we declared an emergency as we headed for that field.
The pilot then began his briefing. “This will be for real. No missed approach. We’ll make an ILS and get precision radar to keep us honest. Co-pilot, we’ll use half flaps. That’ll put the approach speed a little higher, but the pitch angle will be almost level, requiring less attitude change in the flare.”
Why hadn’t I thought of that? Where was my “feel” and “class” now? The briefing continued, “I’ll lock on the gauges. You get ready to take over and complete the landing if you see the runway – that way there will be less room for trouble with me trying to transition from instruments to visual with only a second or two before touchdown.”
Hey, he’s even going to take advantage of his co-pilot, I thought. He’s not so stupid, after all. “Until we get the runway, you call off every 100 feet above touchdown; until we get down to 100 feet, use the pressure altimeter. Then switch to the radar altimeter for the last 100 feet and call off every 25 feet. Keep me honest on the airspeed, also. Engineer, when we touch down, I’ll cut the mixtures with the master control lever, and you cut all off the mags. Are there any questions? Let’s go!”
All of a sudden, this unfeeling, by the numbers robot was making a lot of sense. Maybe he really was a pilot and maybe I had something more to learn about flying. We made a short procedure turn to save gas. Radar helped us to get to the outer marker. Half a mile away, we performed the Before Landing Checklist; gear down, flaps 20 degrees. The course deviation indicator was locked in the middle, with the glide slope indicator beginning its trip down from the top of the case.
When the GSI centered, the pilot called for a small power reduction, lowered the nose of the C-124 slightly, and all of the instruments, except the altimeter, froze.
My Lord, that man had a feel for the C-124! He thought something, and the airplane, all 135,000 pounds of it, did what he thought. “Five hundred feet,” I called out, “400 feet … 300 feet … 200 feet, MATS minimums … 100 feet, Air Force minimums; I’m switching to the radar altimeter … 75 feet nothing in sight …. 50 feet, still nothing … 25 feet, airspeed 100 knots.”
The nose of the C-124 rotated just a couple of degrees, and the airspeed started down. The pilot then casually said, “Hang on, we’re landing.” “Airspeed 90 knots….10 feet, here we go!” The pilot reached up and cut the mixtures with the master control lever, without taking his eyes off the instruments. He told the engineer to cut all the mags to reduce the chance of fire.
CONTACT! I could barely feel it. As smooth a landing as I have ever known, and I couldn’t even tell if we were on the runway, because we could only see the occasional blur of a light streaking by. “Co-pilot, verify hydraulic boost is on, I’ll need it for brakes and steering.” I complied. “Hydraulic boost pump is on, pressure is up.” The brakes came on slowly—we didn’t want to skid this big beast now. I looked over at the pilot. He was still on the instruments, steering to keep the course deviation indicator in the centre, and that is exactly where it stayed.
“Airspeed, 50 knots.” We might make it yet. “Airspeed, 25 knots.” We’ll make it if we don’t run off a cliff. Then I heard a strange sound. I could hear the whir of the gyros, the buzz of the inverters, and a low frequency thumping. Nothing else. The thumping was my pulse, and I couldn’t hear anyone breathing. We had made it! We were standing still!
The aircraft commander was still all pilot. “After-landing checklist, get all those motors, radar and un-necessary radios off while we still have batteries. Co-pilot, tell them that we have arrived, to send a follow me truck out to the runway because we can’t even see the edges.” I left the VHF on and thanked GCA for the approach.
The guys in the tower didn’t believe we were there. They had walked outside and couldn’t hear or see anything. We assured them that we were there, somewhere on the localizer centreline, with about half a mile showing on the DME. We waited about 20 minutes for the truck. Not being in our customary hurry, just getting our breath back and letting our pulses diminish to a reasonable rate.
Then I felt it. The cockpit shuddered as if the C-124 nose gear had run over a bump. I told the loadmaster to go out the crew entrance to see what happened. He dropped the door (which is immediately in front of the nose gear), and it hit something with a loud, metallic bang. He came on the interphone and said “Sir, you’ll never believe this. The follow-me truck couldn’t see us and ran smack into our nose tire with his bumper, but he bounced off, and nothing is hurt.”
The pilot then told the tower that we were parking the bird right where it was and that we would come in via the truck. It took a few minutes to get our clothing and to button up the C-124. I climbed out and saw the nose tires straddling the runway centreline. A few feet away was the truck with its embarrassed driver.
Total damage—one dent in the hood of the follow me truck where the hatch had opened onto it. Then I remembered the story from Fate Is the Hunter. When Gann was an airline co-pilot making a simple night range approach, his captain kept lighting matches in front of his eyes. It scared and infuriated Gann. When they landed, the captain said that Gann was ready to upgrade to captain. If he could handle a night-range approach with all that harassment, then he could handle anything.
At last I understood what true professionalism is. Being a pilot isn’t all seat-of-the-pants flying and glory. It’s self- discipline, practice, study, analysis and preparation. It’s precision. If you can’t keep the gauges where you want them with everything free and easy, how can you keep them there when everything goes wrong?
Pratt & Whitney R-4360-63A “Wasp Major” radial engine
C-124 Globemaster Stats:
Crew: Five
Length: 130 ft 5 in (39.76 m)
Wingspan: 174 ft 11⁄2 in (53.09 m)
Height: 48 ft 31⁄2 in (14.72 m)
Wing area: 2,506 ft² (232.9 m²)
Empty weight: 101,165 lb (45,984 kg)
Loaded weight: 185,000 lb (84,090 kg)
Max. takeoff weight: 194,500 lb (98,409 kg)
Powerplant: 4 × Pratt & Whitney R-4360-63A “Wasp Major” radial engines, 3,800 hp (2,834 kW) each
Performance: Maximum speed: 304 mph (264 kn, 489 km/h) at 20,800 ft (6,340 m)
Cruise speed: 230 mph (200 kn, 370 km/h)
Range: 6,820 mi (5,930 nmi, 10,975 km)
Service ceiling: 21,800 ft (6,645 m)
Rate of climb: 760 ft/min (3.9 m/s)
