Commercial & Multi-Engine training Part I : DA40

We took our first commercial training flight by the end of April with G.B. This skilled man flew for a wellknown african dictator for years during the eighties and before that was a jetfighter pilot for the Belgian Defense. He finished his airline career within DHL on 727. But what is the commercial training ?

Basically, exactly the same thing as a PPL training, but with the idea that we are no more flying for ourselves but for a client. Meaning our decisions do not simply involve us, but passengers that want to arrive at destination in the shortest time and the safest way ; what a program ! We will learn to fly with precision, using only outside references or VFR, to brief our passengers about the flight and security, to deal with last minute changes, short time flight preparation, precision and short field landing and, more than ever, deal with marginal meteorogical conditions. We won't put ourselves in dangerous situations, but assess if we can departe or not and following which routing.

Love at first sight with the DA40.

Even if you dislike the full composite aircraft, I think you would love the DA40. With a 135HP Diesel engine, its 3 variable pitch propellers blades and 5hours of flight time with a cruise speed of 120kts, who wouldn't ? I'm litterally in love with the machine, since I first flew to Maubeuge(LFQJ) for a qualifcation flight. Once again, no big deal ; general handling of the aircraft, a few stalls, step turns and touch & go in different configurations to see how the aircraft reacts. The first impression is clear, the DA40 is easy to fly but very sensitive. It can be a deadly weapon when not used properly, especially upon landing. As a matter of fact, students broke down the nose wheel on two occasions and burned a tyre in Spa a few months ago. No need to say that a very cautious handling of the aircraft as well as an accurate knowledge of its parameters are vital to a correct utilisation.

I decided to fly the multi engine training with G. B. and most of my VFR CPL SEP with M. D. another instructor of the school who was available almost all the week, which was an important factor for me. As myself, he liked to fly and to use this time spend in the air to find the most delicious restaurants located on little airfields mainly in the nothern France. Flying with him almost always included a pit stop to refuel our stomach properly before departing for another destination, a program that was fine by me I guess !

We took advantage of those 10hours on the DA40 to fly in Merville, Dunkerque, Abbeville and much more others airfields. One of the most difficult approach I had to do was in St Omer by the end of the day. My wingmate saved my flight by giving me his sunglasses without which I would not have seen the runway at all. After that day, I realised how important a good pair of sunglasses was, which leads me to buy a proper one...

Not much to say about the SEP part of the training. As previously stated, it is basically the same as a PPL program. Let's take a step ahead and see what the multiengine training has in its bag...

Video footage : CPL-ME Training

I don't have much time for myself at the moment. I'm planning a few articles about commercial and multi engines training. But here is something to make it up to you ;) Do not hesitate to comment and rate it ! Stay tuned !

ELP : English Level Proficiency.

As any pilot flying in the European sky and willing to use the controlled area, I have to take a proficiency check every few years, depending on the level acquired. The minimum acceptable level to fly in Europe is the level 4 which is considered as an operationnal level, meaning you are able to cope with any given situation in flight, or at least normally. This level 4 is valid 3years, the level 5 6years and the level 6 is permanent.

Let's get back to 2011, when I was still a young pleasant boy full of dreams and willingness. Before taking my PPL examination flight, I went to Bruxelles to pass the ELP with a captain of DHL, which was, as stated previously, mandatory to fly in controlled airspace. No need to say that, in Belgium, you can't fly a lot if you don't have it ! At this time, I had a decent level in english, I was able to hold a conversation on a known subject, to speak almost fluently and without too much mistakes. As everything connected to aviation, it cost money of course. I paid 100€ at that moment, for approximately half an hour of discussion, listenning and so on...

Air English : English Test For Aviators

So, back in 2014, I had to renew this english licence. I decided, as most people in Belgium, to take the examination with Air English. Created by an airline pilot, who I know very well for passing my single engine piston renewal with him last year, Air English provides a complete assesment of your level trough several checks. The examination is divided in two parts :

The first one is done via a computer, asking you to listen to short videos or ATC records. You will then answer some questions about the media that you have just read/listenned. This is where the first assesment is done, by testing your level on aviation related subjects. Some basic vocabulary is used and some precise one. The level 4 is pretty easy to get, with an average good answers of 60% I think. It is more difficult to get the level 6, because a few questions are clearly made to induce an error, and test yourself. Quick example ;

I was listenning to a record of an aircraft abording the take-off due to a stall of one of the engine stages. The pilot informed the ATC that he had vacated the runway via the left on S4 for example. The ATC asked if they needed any help, the pilot responded no.
Which answer is true :
The pilot vacated on taxiway S4
The pilot aborded the take-off due to an engine stall

A two other propositions that were false. Well, it can seem quiet easy now, but with the accent and stress going on, you can really missunderstood the whole thing and make a mistake. Indeed, the pilot vacated on S4 which is not a taxiway but a holding point. He didn't say it but you should know it, because you are a  pilot...
After completion of the questions, I was sur I had made a few mistakes but could reach the level 5. The level 6 requires more than 90% on 13 to 14 questions I think, a very small marge.
Here is a little example directly get from Air English Website

The second part is a discussion with two Air English examinators. They'll discuss with you, ask you to present youself and a few questions on general subjects. Then, you will have to explain to a partner of the session a video that you saw on the computer. After hearing it, he should be able to explain it again. No big deal !

At the end of our discussion, the examinator said that he had a good new while looking at me, and a bad new for my companion. He told me that I made him lose a client, meaning that I reached the level6, no mistake done during the computer check and a good level during the discussion. I was really happy to hear it, because some companies ask for a level 5 or 6 before hiring you. My classmate wasn't so unlucky, because he reached the level 5. In the end, everyone is happy. ;)

Once again, I am getting a little bit closer to my dream...

EBLG ATC Visit 

IFR Training : Flying the Cessna182RG

One week after my final check, the planning scheduled a flight on the Cessna182 for a modele qualification. No big deal, just a few touch & go in different configurations, to have the speed and procedures in mind. Then follow a few stalls, steep turns and unusual attitude. I did not have the opportunity to do all the exercices on the same day, reason why I lost almost two months between my last IFR flight and the examination, but that's another story.

The 182 feeled like the very  first big aircraft I had ever handled. The engine compartiment is huge, way more bigger than on the 172. The instructor told me that you can feel it when slowing the aircraft just before the flare. This is indeed the case, to realise a perfect landing, you have to pull the command harder than on the 150-172, you can really feel the weight of the engine trying to kiss the ground when your only idea is to land on the main gear before letting softly the nose wheel touches the ground ! On every others aspects, the aircraft respects the same rules of any others Cessna I flew ; friendly and not vicious.

What do I mean ? It is very simple. The 150-152 are widely used for training because they allow mistakes, litterally. A cessna is more 'difficult' to stall, you don't have a big nosedown moment when stalling, he doesn't spin except if you push it into. The 182's stall speed in landing configuration can be as low as 39kts, which is incredible ! And even then, it is still kind of flying, it doesn't drop. The structure is very solid too, allowing hard landing which makes it a perfect aircraft for touch&go training in the early formation. Flying today the DiamondDa40 and 42, I can really tell there is a huge gap between the two manufacturers. On the other hand, I do prefer the Da40 for the moment, even if it is a more deadly weapon when not used properly ; but we will come to that later guys !

The 182 is a perfect aircraft both for training and IFR. Its 235hp engine, variable pitch propeller, allowed us to climb to FL080 without any problem, getting over the layer in cold day with decent performances ; a revolution for a cessna150 pilot like me !

Since C-H was in the simulator most of the time during the day, we flew almost all our IFR flights by night. Most of the instructors didn't feel confortable to fly by night, in IFR, with a single engine aircraft. We didn't really have the choice and it allowed us to take some very nice pictures, when the time permits.

On the highway to EBCI

Doing the IFR during the winter allowed us to sharp our skills and meteo knowledge aswell. A bad analysis of the meteorogical report can lead to very inconfortable situations in winter, while summer pardons a lot, except when CB come, they don't pardon anything those little bastards. But another story too !

Winter operation can be distinguish by a very important factor in our region : the freezing level. It is defined as the altitude, or level, at which the temperature is 0°. When approaching this altitude, if we are in watervapour ( or clouds if you prefer ), we will freeze the airframe. It is probably the second deadliest thing in aviation after thunderstorms. Also, a very precise analysis of the situation before the flight is required, to know where it is and if there is a possibility to be in a cloud at the same altitude.

I wouldn't lie if I said that flying the aircraft was easier than the simulator. I see two main reasons to that : first, the aircraft is way more natural to fly than the simulator. Even if the seat of the pant sensation can give you false indication about you attitude, we are back to an environment that we know for a decent time now.
Second, the instructor cannot break everything down. And it is really more easy to fly the aircraft knowing that, than in the simulator where everything, or nearly, can happen.

Cockpit view from the back seat. Simulated GPS failure and
IMC conditions with the limited means.;)
Still in contact with Charleroi tower, on a flight to EBLG.

Basically, flying this aircraft will be exactly the same as flying in the simulator. We are going to fly in the vicinity of Charleroi. Liège being one of the base of our school, we can train there, free of charge, and on an international airport almost free of heavy traffic till 11pm ! Others airports intended for the training are Ostende, Lille, Valencienne, Maastricht...Time to deal with a real controller and real traffic too ! High speed approach at 140kt till 5nautical miles final due to the Ryanair738 behind us, holding due to traffic and short delay are our current routine now. It is very different from the simulator, because we are now under a little bit more pressure from that traffic and control. We have to be precise and quick when reporting to the control of Bruxelles, especially in the busiest hours. Also, icing on the airframe obligate us to take quick decision, most of the time climb or descend. We have to find either warmer air below or dry air above. That were a good analysis of the meteorogical report is important and airmanship too ! That's what we are training for...

Icing at FL070

We had the occasion to see a lot of beautiful weather phenomena. From froggy morning to night thin cloud layer in the sky, my only regret is not to have carried my camera everytime !

After completion of the 15hours of flight, I am ready for the examination. It went smoothly, not my best flight but a decent one in a cloudy day. The examinator was really nice guy, flying for Brussels Airline on A320-330. He told us that the hard part of the training was behind us now, and that, with our level, we shouldn't have any problem to complete the rest of the formation.

The IR training was really a great experience, a lot of hard work to finally learn to handle all the instrument procedures. I am not feeling confortable about the idea to go alone on an IFR flight today, and I will certainly need a lot of hours to understand all the tricks to master completely all this. But it feels like a great revenge to life to finally get this licence, known as the hardest one. I am now looking forward for the CPL and ME training, feeling like a lot of change in the air...

IFR Training : Final Check on the simulator

The final check on the simulator is the second of the 3 assesments scheduled by the school for the IFR training. The goal is to assess the level of the student, particularly on the operational and safety scale. In general, the examination is done by the chief flight instructor, and I won't be the exception...

The flight scheduled is a ELLX/Luxembourg to EHRD-Rotterdam. After a brief analysis of the route, I decide to first go the Bruxelles VOR and after set course to the first VOR of my arrival segment in Rotterdam. The check isn't suppose to last more than 1h30, I am expecting then to divert to 3airports : Liège & Charleroi, which are located on the right and left side of my route, and Maastricht that have a NDB approach available. I am trying to see what the instructor will ask me...Sadly, I forgot one option.

Route selected with in red squares EBCI-EBLG-EHBK

The Chief Flight asked me to choose one of the two meteorogical conditions of the last two days. I chose the one from wenesday that should be easier to explain. Indeed, we must be able to explain what conditions will affect the flight and extrapolated slightly on what can be expected in the next few hours.

By noon, I was ready for the check scheduled at 2pm. The instructor arrived, he was in a very good mood, joking about the weather of the day ; a good sign I guess ! I'm sitting in the simulator, preparing the aircraft for the flight. I am a bit nervous, reviewing mentally all the departure procedure. A final check of my settings, and I am calling the ground to receive my departure clearance.

""Luxembourg Tower, good afternoon, OO-GSM calling from the general aviation apron. Request start up and IFR Clearance, IFR from Luxembourg to Rotterdam, information Echo onboard."

The instructor responds, taking the role of the atc. Now, I am alone in the aircraft and take all my decisions alone. The instructor is here to see how I am handling the aircraft and the flight in general, he sure won't help me or give any advice. I set all the frequencies and heading in the radio panels and instruments, a quick check of all my settings and I am ready to brief the meteorogical conditions, notam, fuel and so on...

A few minutes later, after a short taxi, the control tower clears me for take-off. I push the trust lever forward, runway axis well insight. A few routine calls to check the engine's parameters, rotation speed, a slight impulsion on the control lever and we take off from the virtual runway. Positive rate of climb, gear is retracted and we are off for an hour and a half of examination.

I'm using the DIK2X till the VOR of DIekirch, the initial point of my enroute phase. The control allow me to climb directly to FL070, or 7000feets on standard setting. That's nice, I'll proceed for a continuous climb without leveling off, it gives me time to think about my briefing for the arrival at destination. I'm now expecting a diversion for any reason after passing the VOR, but not before that.

The instructor hasn't the same plan.

" OO-GSM, the operation of your company wants you to go back to Luxembourg."

I am just a few nautical miles from the VOR, steady at FL070. I am quickly thinking and take the decision to enter the holding overhead Diekirch to prepare for an approach in ELLX and brief it.

The ATC approve my request to enter the hold, but for only one turn representing approximately 6minutes of flight time with the entry procedures. One turn only, otherwise I'll have to wait 2hours to land, unthinkable ! I'm doing a short briefing, setting the aircraft as fast as I can and monitoring my descend at the same time. I don't have much time to brief and descent, I must descend at nearly 1000ft per minutes to reach 3000ft and start the approach ! The instructor, seeing that I'm not doing bad but my holding is looking like a strange patato, allowed me to do one more hold : Hourray...

This one is not perfect either and I am beginning the approach. I intercept the final axis for a localiser runway24, so without glideslope information. I start the descend upon passing my final approach point-FAP. Everything was going pretty well till I passed 2000ft on the approach. The wind suddenly back to the left, blowing me out of the axis till the autorised limit, or half scale deflection on the HSI. I know that the instructor saw it behind me, so I am simply calling "Half Scale deflection, go around."

A good decision, but I forgot to prepare the missed approach. Absorbed by the approach itself, I forgot to prepare myself for the missed approach case. Even if it is quiet easy, climb straight till 3000ft then turn right upon passing the NDB, I know I am in a hurry and request, just in case, a vectoring for another approach. The instructor accepted and gave me a first vectoring to clear the axis. I am breathing again and focus on the new attempt.

HSI Classique. La petite barre jaune représente la déviation
par rapport à l'axe de piste. Une fois établit, une déviation de
plus de moitié signifie une remise des gazs. 

Sadly, I get surprised once again by the wind. It varies of almost 90° on maybe 100ft, blowing me again to the left. I was able to take a late correction to counteract this effect and get back on the axis to continue the approach. A pretty close call, but I am finally reaching the minima and the runway is insight. I'm getting ready to either land or go around, knowing that the test might not be finished yet. A good feeling ; just a few feet above the runway, the ATC request a go around. Full throttle, gear up again for the 3th time today ! Another vectoring for a full ILS this time, what a luxury ! The instructor set a very difficult meteorogical setting, with gusts and turbulence to see how I'am doing at the end of the test. I following this ILS pretty well and reach the minima perfectly on the glide. Once the aircraft on the ground, I sit back in the seat with a mitiged sentiment. That wasn't really bad, but I used to fly better than that...

After leaving the simulator, the chief flight instructor asked me a lot of theoretical questions. I was able to respond to most of them, but not enough for him. I'll have to review that for the examination on the aircraft. Otherwise, the check is passed and I am released on the aircraft to continue the training!

Cessna182RG.

IFR Training : Simulator FNPT II

After a few months of absence for family reasons, I am back in training on the ground of Charleroi Airport. I took advantage of my bad luck in this beginning of 2013 to finish my time building with the aim to begin my IFR training as soon as possible.

Aim reach since I start the formation in september ! I'm not very use to the building of Charleroi and its instructors, being formed exclusively in Liège till now. I started the training with C-H, a young instructor graduated from the famous ENAC in 2010, who arrived a few weeks earlier to reinforce the IFR instructors team in Charleroi. He is very friendly, and the simulator promises to be rich on a humain and technical scale.

The IFR is known to be the toughest part of an airline training, thus I went to the first simulator session with a bit of apprehension. The training given by the school is very standard ; 35h on simulator FNPT II followed by 15hours on Cessna 182RG. Being kind of short on money, I really can't afford to make some extra hours on the simulator or the aircraft...

FNTPII

My 2 wingmen in action !

The first sessions are quiet easy to be honest. The two first hours are spent doing some piloting without external reference stuff, meaning we are flying IMC and relying on the instrument to guide us. The only reference for the pilot is the attitude indicator (ou new best friend !) backed up by the other instruments onboard. The goal is to show the student how important it is to trust those instruments. The ADI failure can be a real pain in the ass, because it can be slow or fast depending on the good willing of the instructor and be very disturbing at first. You have to rely on the other instruments and crosscheck their informations to understand what the aircraft is doing. For example a speed increasing and altitude going down mean that you're going down obviously. Add to that bank angle and stress, and you can hit the ground faster than you might think !

After those two hours, we learn how to intercept radials inbound and outbound from a VOR then for a NDB. The procedure requires a bit of patience but is not very complicated in the end. C-H teaches us how to do a standard instrument departure(SID), following a designated route to leave the airport and start the enroute phase...And it is already time to learn certainly the most difficult procedure ; the holding pattern.

The holding is the famous lifter for aircraft for the common world. It was designed to put the aircrafts in queu before the landing, today used to give time to the pilot to handle a failure or prepare the plane for landing. It has several 'stages' at different altitudes given either by the ATC or requested by the pilot. When the pilot is ready for the approach, he can leave the holding upon passing the station and start the approach.

Even if it looks harmless, the holding can be a real chinese puzzle for young pilots and even the older one. The secret is to visualize the position of the aircraft seen from the holding pattern. Indeed, there is 3 types of entry, depending on your position...

The second simulator consacred to the holding was a real ordeal for my wingman and myself ! C-H took the decision to stop the session after only 40minutes of  fly, knowing that I burned of good part of  my cerebral cortex in the first 10minutes of the session. Fortunately, his patience and perseverance allowed me to defeat those 'circles in the sky'. I had then a little bit less then 15h of simulator, being the approximate time of the mid simulator check. We were in the time limit and I passed the mid check.

The next phase of the training and the most intersting part ; the instrument approach procedures. Head down in the needles, we are leaving the hold to join the outbound leg, sector designed to put the aircraft in position to intercept the final axis course or inbound leg. Even if it isn't de most demanding part of the training on a 'things to do' point of view, it is certainly the most demanding on a concentration point of view ! After 40 to 50minutes of simulator, full of failures and sweating, the approach can quickly turn into a living nightmare. This is the time when the instructor is having fun, he wants to see where your breaking point is, to assess your capacity to handle failures and stressfull situations. However, this part was the most fun and it is with an unmatched delight that we discover the ramp light drawing on the screen a few feet above the minima. Flying is really an art now !

ILS Approach R25 EBCI

After a few more hours, we start to feel confortable (or almost!) with all those procedures. Time has come to practise everything with navigations. Handling of time, fuel, failures and of course weather forecast ! So, everything that we will have to do when flying the Cessna182. By that time, I have round 28-29hours of training on the FNPT, which is perfectly on the schedule. C-H saw that I was doing okay during the last session, so he asked me if I wanted to do a few more ndb approach (more complicated to realise because of the lack of precision of the ADF) for my last sim before the big one in front of the chief flight instructor. I said yes of course and finished the simulator training with 33hours and 30minutes of flight, juste enough for a final check of 1hour and a half !

NDB Approach LFMP