The end of the beginning...

Firstly an apology for not updating this blog since July! It's been an extremely busy time and only now have I really come around to looking at what I've abandoned over the past few months.

Since my last post (which doesn't seem as long ago as it actually is!) my day to day life has changed completely.

Having passed the Instrument Rating flight test on a glorious Friday morning in July, I was in the airline's Exeter hotel on the Sunday afternoon ready to start my type rating the following day. It was such a close turnaround and without the help and swift action of a certain few people I'm sure I'd be sat here now still waiting to get my hands on the yoke of the Canadian Bombardier Dash 8 Q400.

As I said in the last post, some people wait months; years to get into the right hand seat of a commercial aircraft. I had less than 48 hours.

The actual type rating includes one week induction with the airline followed by two weeks of ground school covering everything from the structure of the aircraft to the day to day paperwork expected to be completed when on line. Following this we are sent back to base to jump seat four sectors to see what the world of a line pilot is. After picking my jaw up off of the ground I was quickly shipped off to Farnborough to jump in the simulator and finally get to learn how to fly this thing.

Post sim. training comes the 'base training' (explained below) and then finally they put you in the real thing, passengers in the back and a destination in the flight management system. A whirlwind three months. In fact this is the first time I have actually had time to think back and realise how much we have achieved in such a short space of time.

So, to that Friday in July. After the ninety minute flight test I was given the good news and it was full steam ahead to get home to unpack, repack and try to find some time to get some revision in before heading to the south coast.

Clothes washed and ironed, they were back in the suitcase and before I knew it we were over Bristol starting the decent into Exeter on an equally warm Sunday afternoon. Having only flown once before on the Dash it was great to see what was going on in the back before jumping in the front only a few weeks later.

Arriving at the hotel where I would be staying for the next three weeks I met up with my colleagues who I had spent the previous fourteen months with as we tried to plan out what to expect for the week ahead.

The following morning bright and early, after breakfast, we were dropped off at the airline's state of the art training centre. Currently housing two simulators and dozens of classrooms the building caters for both internal and external airline needs for carriers around the world. It was great to see such a professional image from the very beginning.

We spent the first day completing all the relevant paper work and being informed as to how the following three months would unfold and what was to follow that. It was great to finally get a detailed view of what was to come.

Days two to five were spent becoming familiar with the airline and the environment the company works in. We complete our first aid and water training, our security training and most importantly our CRM (crew resource management) course.

The latter is designed to coach people into dealing with colleagues in a professional and acceptable manner. We were able to look at a number of case studies where flight crew had had their 'differences' which had led to problems both on the ground and in the air.

With all the general company based training complete we were given the weekend off!

Again, bright and early on the Monday morning we were shipped back to the training centre from the hotel to start the aircraft systems course covering everything from the communication facilities to the two grossly over powered engines they've fitted to the thing. This lasted just over a week and, apart from the electrics (I've probably mentioned I'm not a fan of electrics...) it was all very interesting! Following CAA exams we were all then allowed to complete the final part of the ground school.

This was completed on the final week in Exeter taking all of three days. It covered flight plans to icing operations and everything in between. This, again, was followed by CAA exams before they could sign us off for the simulator.

The three and a half weeks in Devon were intense. It was a lot of information to take on in such a short time frame, and if I'm being honest I don't think half of it stuck. It wasn't until I got into the simulator where I could relate what we had been told to seeing it in operation could I come to terms with it's purpose. Having said that, it was no greater than the ATPL study. In fact, as much as I loathed the fourteen exams that we took at the end of 2011 and into the start of this year I do now feel it was good practice for what was to come during my time in Exeter, albeit on a smaller scale.

One note I would like to make about those short weeks 'down south' was my new appreciation for the work cabin crew do in the air. Before starting the course I was aware of the work that went on in the cabin but not to the extent that the authorities and indeed the airlines in the UK do. The amount they need to know is quite mind boggling. About their aircraft, first aid, emergency procedures, current commercial operations and at the end of it all how to keep a smile on their face after eight hours on their feet. Having been on line for a few weeks now it has only cemented my view of what a great job they do. They are arguably any airline's greatest asset and in my opinion should be rewarded by the general public with much more respect than they receive.

Happy to have completed the ground school I was more excited at the following day's prospect. As part of the type rating every new First Officer or Captain on type gets to jump-seat for a number of sectors, depending on experience and basic license type. Having completed the 'traditional' frozen ATPL we were to sit on the middle seat for four sectors completed in one day.

Having never sat in the flight deck of a commercial aircraft during the critical stages of flight such as take-off and landing it was something I'd dreamed about doing as a kid and I'd finally got that opportunity. The whole crew were great and finally I got to jump into the third seat and see how it all goes down.

Checks done, push back complete, we were cleared to taxi to hold short of Runway 06 at Edinburgh. Destination Knock, Ireland.

"Jersey XXX" cleared for take-off Runway 06, winds 030, 5kts."

The captain added juice to the engines and they reveled in it, rushing up to 90% of their maximum power within seconds. We were rolling, and fast. The aircraft is known for the disgusting amount of extra power Pratt and Whitney have fitted to it and I must say, I'm enjoying using it!

"80kts both." The First Officer checks both speed tapes but they're moving so fast the numbers are simply a blur.

"V1....rotate...V2." The Captain pulls gently aft on the control column and the nose duly follows pointing towards the sky.

"Positive climb."

"Gear up." The gear begin to stow themselves for the hour flight across to the west coast of Ireland. I take a small glance out of the side window and see the ground disappearing at over 4,000ft a minute. This thing is a rocket.

The aircraft is quickly cleaned up and accelerating to it's 210kt climb speed. Air traffic control are kind and direct us straight towards Belfast.

During the cruise it was great to talk to the flight crew about what they like about the aircraft and more importantly what they don't like! They were also very informative about everything else I wanted to know during the four flights.

We were soon on the approach into Knock and we were cleared for the full VOR procedure to land on the easterly facing runway. Who said airline flying was all radar vectors?!

As well as being known for being over powered the aircraft is equally famous for being a 'hard lander.' I've heard it called more expletive things but I think that will do for now. Anyway, the Captain did a good job of "not breaking anything" as the First Officer called it and we were on stand on time.

Three similar sectors followed including a trip down to Norwich and soon enough we were back on terra firma in Edinburgh.

As sad as it sounds it was a day I had dreamed about for many years and it wetted the appetite even more!

Next stop - the simulator.

No rest for the wicked. We were soon shipped down to Farnborough, one of the world's busiest and well known business aviation airports. Every day we would pass through to the training centre and see dozens of jets sat in the Hampshire sunshine including a number of 737s and A319s, owned (obviously) by those from the middle east. A place where the recession clearly forgot.

We spent about two weeks in the simulator firstly becoming familiar with our surroundings then jumping into the emergencies and problems associated with the aircraft and trust me; there is enough of them!

These ranged from problems with the anti-icing systems to engine failures at the most critical point in any flight; take-off. We were taught to deal with dozens of different scenarios and before our check ride in the sim; I think we'd done more single-engine flying than two-engined!

The Line Standards Test (LST) which is taken over two days encompasses everything we had been practicing over the three weeks. It is a CAA conducted examination in the simulator which assesses our skills in operating the aircraft.

The two weeks in "the box" was arguably the biggest learning curve of my short career so far and I think we as student pilots underestimated what was expected of us. We were soon made aware, however!

Thankfully all went to plan in the machine and we were finally signed off to jump in that right hand seat. This was getting real.

Base training. Arguably the most enjoyable part of the whole Type Rating. Base training involves completing six landings in the aircraft with a specially qualified Captain. Doing 'circuits' is something I've done many many times in both single and multi-engine piston aircraft. Doing it in something with 10,000 horse power was a little bit different. Being extremely light it was indescribable as the nose pointed itself towards the stars. It was like something from the launch pad at NASA!

After departure from Manchester we headed over to Durham Tees Valley in the North East of England. The flight was short and we were soon in the pattern. Back to the Warrior days! Well...kind of.

While we were 'wizzing' around the circuit it wasn't until after the third landing that we heard there was another aircraft in the pattern making left turns as opposed to ours to the right. 

The Training Captain makes a comment "good to hear they're keeping the weekend flyers out of our way."

"Jersey 22T, the aircraft making opposite patterns will be completing two circuits for every one of yours. Expect long downwinds." Hold on a minute...what on earth was coming in?! "Jersey 22T, do you have the Eurofighter in sight?"

Through the morning's mist we could see a small figure moving at great pace through the lower altitudes. We're happily sat at 1,500ft scooting on along at approximately 200mph and watching the approaching fighter. The plane approached the threshold and suddenly pointed its nose to the heavens and just by watching you could feel the heat increasing on the deck as the Royal Air Force commander injected huge amounts of Jet A1. The most advanced aircraft on any frequency was climbing fast, and that really is an understatement.

It swings to the left before joining us on an opposite downwind yet gladly overtaking us with ridiculous ease. He made a similar approach as we turned onto the final before being told to maintain runway heading.

Unfortunately due to commercial problems we were called back to base early and in turn I wasn't able to complete my required six circuits to add the aircraft to my new license. Due to that I again had to return to Durham later in the week to finish the landings and then head down to the airline's HQ followed by a trip to the Civil Aviation Authority at London Gatwick airport to collect my new EASA license. As Europe becomes more integrated the new Flight Crew license is new to everyone and over the coming months every pilot flying for a European airline will need to be in possession of one of these books. I'm quite proud to say I am one of the first to be carrying one of these around with me every day!

So that was that. I'm now qualified to sit in the right hand seat of one of these aircraft. To say that at Easter I was flying around in a single engine piston aircraft and now I'm busy working in one of the most over powered aircraft in the sky it's quite humbling to think what responsibility the airline are willing to put on us and for ourselves, where I for one am amazed how much we have learnt and come to understand over the past eighteen months. 

Obviously giving us the license and then letting us loose on the aeroplane isn't as straight forward as it sounds. For a certain number of sectors running over around three weeks we're seated next to a Training Captain. Someone who is trained to a very high standard to instruct on 'the line' and familiarise us flying day to day with passengers and cabin crew sat behind us. 

This is designed so that at the end of the three weeks we can take a line check ride with a 'normal' captain where the training captain sits on the jump seat and assesses whether I am fit and able to operate to company standard. Thankfully the day went to plan and I was "released to the line."

I'm a very lucky person. I have a fantastic job, some fantastic friends and most of all a fantastic family. Without so many of them I wouldn't have been able to achieve what I have. Their support has been amazing. To think, two years ago around now I applied to attend an assessment day and this evening I'm sat in my hotel room having completed my first six monthly line check yesterday is truly unbelievable. 

I've experienced something amazing, too many high points to mention and thankfully only a small number of low points to brush over. Having said that; for those who have followed this blog for a long time will know, there was one major low point that when the company that were tasked with training us went into administration it put a lot of strain on hundreds of students and their families. I was one of the very fortunate ones and although in the long term it has added pressures being blessed with support from an airline the initial burden was managed so swiftly and professionally by those here in Exeter. The fight for those who have lost so much continues and I wish them all the very best of luck with their legal challenge and their continued training.

In my time in the United States, Ireland and the UK I have come across some indescribable people. Some I know I'll be in touch with for many many years to come. I have met characters from quite literally every corner of the globe. From America to Australia, from Sweden to Colombia and many other places in between. Not to mention some of the more 'exotic' destinations such as Kazakhstan! 

Now imagine mixing those people with experiences such as watching the sun rise over the Atlantic every morning from 8,000ft. Being raised to 25,000ft in a decompression chamber; doing barrel rolls in an Extra 300, flying across Ireland and into the UK in a Seneca and then finally taking the seat of a commercial aircraft are things I just can't put into words. 

I used to roll out of my pit at 8am and it was the hardest task in the world. I now wake at 4am and have no problems in getting out of bed. How many other people can say that? When we grow up we all change our mind in what we want to do to pay the bills. Everyone wants to be a fireman or a nurse, a policeman or a doctor. I never had that. I always knew what I wanted to do. It seems now that as people approach my ripe old age of twenty one years they have exhausted every career path in their minds and are simply lost in how to move forward. I, again, am fortunate to have had one direction since I was a small boy and I am now proud and blessed to be able to say I can enjoy my life as a pilot.

Thank you for reading over the past twenty months.

Multi-Crew Course with Jet Orientation

With the news in Ireland still full of stories concerning the future of PTC and it's deserted pilots we continue to plough on with our training.

The unique nature in which we're due to complete the training means we had to swap two parts of our course. The general progression is to complete the training in the twin-engined Seminole and then head to Dublin to learn to work as a team during the MCC. This has been the process for many years across the majority of flights schools within the European curriculum.

However, due to the problems arising with the school in Waterford and the availability of resources it was decided that we move to the capital first before heading to another college to complete the flying stage of the Instrument Rating. This was done to increase the chance of us meeting the magic date of the 29th July - the day before the start of the type rating.

We arrived at Simtech eleven days ago to begin the course. As said in the last post, the idea of the ten days is to introduce the theory of working as a team to a set of procedures set out by the airline which have been agreed by the manufacturer and authoritative body. It it designed in essence to reduce pilot error as well as create a consistency within company and industry.

It is something that has evolved over the decades with the enhancement in technology coupled with lessons learnt from events gone by. Today when you jump on board your aircraft to far flung destinations or even short hops to nearby cities you'll be taken care of by at least two crew members who will be working seamlessly to their company's procedures. For me, it's something very reassuring when I travel as a passenger.

We initially spent three days engaged in ground school with a significant amount of time spent in the simulator becoming familiar with the system we would be operating for a week.

The 'sim' is based on the world famous Boeing 737 with the most modern cockpit creating a very ergonomic and eye pleasing environment. Spending thousands of hours in such a flight deck wouldn't be the worst place to call "the office."

Over the seven sessions we covered many different scenarios that could be faced by a crew in a modern aircraft ranging from rapid decompression of the fuselage during cruise at 37,000ft (over six miles above the ground) to engine failures on the ground and in the air. With four eyes, four ears and two brains all being susceptible to the flashing lights, horns, sirens and flickering screens it is very easy for 'newbies' to come to terms with the problem they face within seconds so you can imagine how satisfying it is to know that two highly trained pilots who know the aircraft extremely well are facilitated with such fantastic warning systems.

We have always been told that safety is the number one concern for everyone and this past week has really put that into perspective.

Along with learning about teamwork we have also had a little insight into operating a jet aircraft, something with a lot of power and that boasts extreme performance levels both with one and two engines. To add to this the superb instructors (many highly experienced captains) were on hand to offer tips, advice and stories into the daily operations of a commercial aircraft.

So, having learnt a lot and had a fantastic time we are now in Cork with the small matter just ahead of completing the Multi-engine Instrument Rating (MEIR), one of the biggest hurdles on the road to the Airline Transport Pilot's License.

It's going to be intense coming to terms with a larger and more powerful aircraft over the coming days but it's a challenge we're all relishing, but not as much as getting a few days at home with friends and family. Something I think we're all overdue...

Never take your eye off the ball...or indeed the runway!

It's been a week of bits and bobs! Not much progress in the simulator but a few things happening outside of it to keep myself busy. The European championships are now in full swing which should hopefully take us through to the conclusion of our training here in Waterford. As well as that we've visited the tower on two separate occasions with things happening on both tours. There was also an interesting situation regarding a commercial flight doing a bit of 'off-roading!' I'll explain later on.

Firstly I managed to get in the simulator on Tuesday evening which was indeed quite challenging; as we come to reach the end of our time in the box. Since then I've observed one flight and had a ground lesson. Thankfully in the coming ten days or so we should really start to push to getting to the aircraft stage of the IR training. Having seen a couple of friends who have only just this week completed their course entirely it is time to start to come to terms with the fact that this part of our separate careers will shortly be coming to a close and we look to the future (which isn't too far in the distance!) where we begin training with the airline.

Having been told my base back towards the end of the ATPL period I have kept it quite low key (in fact hardly anyone knew until after we finished the exams - not wanting to tempt fate!) and in the same email we were given a start date for the commencement of our Type Rating which will be towards the end of July.

The Type Rating is the part of the training where we will be taught how to fly the exact type of aircraft we will be flying. This is done through ground school, simulator training and then finally taking to the right seat where we will be under supervision and scrutiny for a certain number of flights. I'll be sure to explain more how that works as the training continues.

So, with a short time until the commencement of our further training it's time to start to look at properties, cars, future plans etc. and try to build a life again after spending fourteen months cocooned in the world of PTC. It is going to be a weird feeling but one I am quite looking forward to!

But...before this takes place there are two final hurdles. The IR exam and the MCC/JOC (our final basic training course that I will also explain in a future post). 

During our ground lesson on Friday evening, we were given the opportunity to visit the control tower here at Waterford. The airport is not Heathrow by any means but does provide a valuable and in some cases is a critical necessity to the city. It was great to meet such an enthusiastic controller who is superb at his job. He was very kind in showing us a number of the systems they use in controlling and planning at such a small field. It was great to see him liaise between the main ATC head quarters of Ireland in Shannon as well as Aer Arann's operations department in Dublin simultaneously to make sure the aircraft rotation was completed efficiently and correctly.

What was interesting at the time of our visit was the potential problem facing the crew at the time. The winds had been terrible all day and had been the cause of two flights in the morning being cancelled. One to London Southend and the second to Manchester. The afternoon Luton flight had managed to depart and we had arrived just in time for their delayed arrival back from the north London airport.

Again the winds were causing a problem for the airport and inbound traffic. Throughout the approach the controller was talking to the flight deck of the Aer Arann plane giving him live (2 minute average) winds for the field. The aircraft, under orders from the company, would only be able to land if the winds were at or below 25kts crosswind. It was going to be close.

As the aircraft turned on to final the winds died down and the aircraft was cleared to land. It was certainly an interesting approach with mother nature giving all those on board a bit of a ride but the aircraft was soon safe on the ground after a firm arrival. A very good job by those at the controls.

Unfortunately their work wasn't done. They had passengers to disembark as well as board while the plane was fed fresh Jet A fuel for the ride back to London, this time to Southend. Again, we got to experience first hand the work involved by the tower in providing all the necessary information to the crew before departure. It was also pretty cool seeing the whole operation with an unobstructed view from above.

Following our first visit we again made arrangements to head on up to the highest point on the field on Saturday. This was to see the arrival and departure of the daily Flybe flight to Birmingham. This flight began only shortly before we began training here in Waterford and has since struggled with loads but with a revised summer timetable and a bit of advertisement and awareness this route will hopefully pick up.

We arrived in the tower and met two of the other controllers who we would be working with over the coming weeks when we get into the planes and begin to practice what we have learnt in the simulator. Both again seemed extremely competent in their roles and it's quite comforting to know we're in the hands of people who really know what they're doing and do so in a calm, concise and professional manner.

As we entered the room we heard the Flybe aircraft make it's first contact.

"Waterford Tower, Jersey 755 is 20DME, flight level 80."

"Jersey 755, good afternoon. QNH 1015, ILS runway 21 in use. You're cleared to descend at your discretion to 4000ft; report established on the arc."

The above gives the aircraft approach instructions as well as key information about the airfield at that time.

We could slowly start to see the aircraft approaching in the distance. 

"Jersey 755, report established on the localiser."

The aircraft continued it's approach until it received the correct information from the signal being sent from the far end of the runway.

"Jersey 755 is established on the localiser, 10DME."

This is the crew confirming that they're now established on final and reporting that they're approximately ten nautical miles from the airport.

"Jersey 755, roger, continue your approach."

As the aircraft became larger in view the time had come for the controller to issue the magic words.

"Jersey 755, you are cleared to land runway 21; winds are 250, 14 knots."

"Cleared to land runway 21, Jersey 755."

The aircraft arrived as smoothly as it is possible for a Bombardier Dash 8-Q400 and backtracked to park on stand. A quick change around and the flight deck requested it's departure clearances.

"Jersey 2FV, you are cleared to Birmingham and filed, route direct Strumble; initial flight level 130." 

These words basically give the crew their instructions for the motorways (or highways) in the skies. In the aviation world they're called 'airways.' It also clears the aircraft up to 13,000ft. Before reaching that altitude the pilot not flying will be talking to Shannon control who will indeed clear the aircraft to the higher realms of the clouds.

There was a bit going on at the time the aircraft was waiting to depart including the local coast guard, the flight school and general aviation all causing work for the busy controller.

Soon enough the other magic words of "you're cleared for take-off" were issued by the man next to us and the turboprop engines were both filled with that all important juice. The Q400 accelerated down the runway at frightening speed before coming airbourne within half of the runway length and indeed followed by point it's nose towards the heavens. That thing climbs like nothing I have ever seen before. The words 'homesick angel' are often overused but I think in this case they're very relevant.

The controller said that for the Aer Arann flights he would ask that the crew report passing through 4,000ft where he would duly request they contact their next frequency. He then went on to say he asked the same question of the Flybe flight to which the reply was "we're already at 5,500ft..." I am certainly looking forward to getting to work in that office in the near future!

Finally, when we were in the simulator last week we were informed quite early on that the Flybe flight in from Birmingham had slipped a wheel off of the runway while trying to turn around to depart. Quickly enough we headed upstairs to a meeting room where we saw from the window the stuck aircraft.

I wouldn't like to comment on what took place as the report hasn't been released but unfortunately it led to the airport being closed for the evening due to the aircraft being on the only runway available at the field.

So a lesson learned - 100% awareness is needed 100% of the time!

Returning back to Florida with exam results...

It's quite scary how quickly these two and a half weeks at home have gone. It's been a bit of a whirlwind with moving house, Christmas and New Year all coming at once. It's certainly been a time of over indulgence and I think it will be good to get back to some normality in the coming weeks.

I've pretty much spent the past week doing much very similar to the week before with a great night on New Year's eve. I also managed to get to a local football game yesterday and was good to get back into the old mould before leaving for Melbourne back in May 2011. Although the local weather is something I haven't enjoyed while being back home!

Today I finally got hold of my exam results for the ATPL exams taken before Christmas. I managed to achieve an average of 98% giving me an overall average of 95.4% with five exams remaining. I'm glad to have been able to increase my percentage going into the final module.

So, when I return later this week to Florida I'm hoping to get a few flights in before starting ground school again on Monday 9th. The structure in which we complete our schooling is due to change this time and I'll explain next week how so.

It has been absolutely fantastic coming back home and seeing family and friends and I'm now looking forward to getting back to the states, getting the final set of examinations complete and then onto flying full time once again. In three months time I should be back in Europe for the foreseeable future.

Next time I head east across the Atlantic I'll be back for good...

Enjoying Christmas

As someone once said “it’s the most wonderful time of the year.”

Having arrived home last week there was little time for rest. We moved home on Thursday meaning I spent the first few days of my time back here in the UK packing boxes and then come the 22^nd move to our new home. It’s not the best time to be moving so close to Christmas day but it’s nice to be somewhere new.

It’s also been great catching up with family and friends including a couple of late nights and rough mornings! What has been most interesting has been the lack of change here – it really does feel like I haven’t been away!

The biggest shock has obviously been the weather. As I mentioned when landing in Manchester, it was clear to see the UK wasn’t enjoying the delights of Florida but as crazy as it sounds, it’s nice to be out of the sweat box for a few weeks. Another downside of being home and moving house is the fact we are without the house internet for some time – it’s almost like losing a limb. 

Apart from Christmas day and catching up with numerous people I’ve also been to Old Trafford to watch Manchester United demolish Wigan Athletic. The ground is somewhere I used to spend a lot of my weekends and many a weekday evening and it was thoroughly enjoyable going back to somewhere I know so well.

The ATPL results were released last week but as I’m not in the US at the moment I will have to ring up tomorrow to obtain my results. Having spoken to a number of fellow students who have been lucky enough to already have got hold of theirs it’s great to hear of so many good scores – hopefully mine will be something similar!

So as the 25^th has now passed it’s time to continue to demolish the remainder of the food in the cupboards and look forward to the new year.

I started this blog early this year before starting my training out in Melbourne. The main aim was to keep family and friends updated on my progress but it seems to have grown a bit bigger than that with over 13,000 views from 85 countries and over 850 cities. It’s something I enjoy updating and hope to continue doing so in 2012.

Speaking of 2012, the year will hopefully bring the end to my initial training and switch over to airline job. I have three more months is Melbourne, two spent completing the final set of ATPL exams followed by the CPL course which should last just three to four weeks. Following this I shall travel to Ireland, more specifically Waterford, to take on the Instrument Rating before heading to the Irish capital to complete the training in the simulators. Following this it is will be time to await the airline’s word as to when and where the training will continue!

It’s going to be a busy twelve months but at this moment in time I’m more looking forward to new year’s eve and to whoever has been reading this blog I hope you have all had a good Christmas and are looking forward to a prosperous 2012.

Consolidation complete

Five exams done, five exams thankfully passed.

Consolidation exams took place over the past week in the Babcock facility here in Melbourne. All fourteen were conducted over four days.

Four long nights since the end of ground school interrupted by Thanks Giving and Black Friday proved fruitful as the results came out all above the 80% mark needed to be allowed to sit the real IAA exams which will begin next Monday (12th) running for three days.

All of the consolidation exams are designed to give each student not only a good idea of how each test will be set but also an understanding of their current knowledge level in that particular field.

Since completing consolidation I have had a few days off spare a couple of hours of Radio Navigation whilst watching the Manchester United game on Saturday morning. It is hard to describe going from constant hours of revising to almost 'slobbing' within a matter of hours.

Tomorrow is where the work starts again as I slowly get through the material again and again before the all important tests in seven days time. Having said that, having the ten days between mock and real examinations is more of a time to buffer and fine tweak the knowledge already gained over the previous five to six weeks. If it is possible to score highly with only four days of intense study before consolidation then the extra ten days are a great way to tune the already embedded material. Having said that, I am hoping to get a number of hours in daily.

I'm also hoping to get back into the air this coming week with the mock check ride. I have been waiting a number of weeks to finally get towards the FAA PPL and although it maybe touch and go (no pun intended) I am hoping to have this under my belt before departing the country for the Christmas period.

Talking about the festive season, it is great to be able to start organising to meet up with friends and family when I'm home for three weeks. Having started in May it has been almost seven months here in Melbourne and although we are living in a fantastic climate, doing something that thousands (if not more!) would love to do it; I know it will be nice just to return to a sense of normality for a short time and what better way to do that than over Christmas.

ATPL exam results - 1st module

Just a quick post.

Today we received our exam results from the IAA in Ireland here at PTC Florida. After completion of the examinations here in the US the invigilators return to Dublin to mark the papers and sort out any discrepancies in the paper, markings and/or results.

Today I got hold of my first set of four exam marks which go towards the total of fourteen ATPL sittings.

In Aircraft General Knowledge I scored 96%, Instruments 88%, Performance 94% and Principles of Flight 93% giving me an average of 93%.

Overall I was satisfied with the results however I was kind of expecting to score a little higher in three of the papers yet with regards to Instruments, which I believed to be an extremely difficult paper, I am more than happy!

Hoping to increase the average come the end of the next module...another update at the weekend!

Operation Module 1: Complete

So they're done. Four exams and two hundred and ten questions over four and a half hours.

The exams were all taken at the Hilton Hotel in Melbourne over three days. They were conducted by the IAA examiners and concluded on Wednesday afternoon.

Overall I thought they were as expected although the Instruments exam was something else and I'm more than interested to see what that particular result will be! Having spoken to a number of people who have taken the exam in the past the majority seem to find it the hardest to swallow of all fourteen.

Anyway, since Wednesday afternoon it's been four full days off from any form of aviation theory...well almost. In the evening I went out for something to eat with the rest of the class before getting a well earned lie in on the Thursday morning.

Thursday was spent relaxing and just enjoying not having to look in any books! Friday however was a bit different. I was in fact hoping to get a flight with my old instructor in the morning however having arrived at the Flightline there were no planes available.

Instead, we did ground school which was a little embarrassing. When becoming engrossed in the European material it is amazing how much of the American stuff I have come to forget! We covered different subjects regarding airspace, map reading and aircraft equipment - subjects I should really know!

Anyway, in the afternoon I was again hoping to get in the air and back seat a flight to Lakeland but again due to aircraft availability we were grounded. More ground school! I was kind of hoping that I would be able to avoid all forms of aviation related thinking over the six days off however I think it was invaluable to actually get back into it and realise how much I really do need to brush up on!

This morning I woke up early to watch the Manchester derby. Since Manchester City have seen unparalled investment over the past couple of years the team finds themselves the holders of the world's oldest cup, in the Champions League for the first time and making their way towards real title contenders come May. Thirty minutes or so into today's game I fell back to sleep and woke after the full time whistle - thank goodness I didn't want the entire game!

Anyway, having seen Chelsea lose and the thought of going to Tampa this evening (after I finish my flight plan!) on a night cross-country flight I am trying to stay positive.

Hope to have a post up about tonight's flight later in the week - back to ground school come Wednesday!

They're here

As I write it's 21:11 local time. Just short of fourteen hours before the first of the four real IAA ATPL examinations.

Tomorrow morning we take on Performance followed by Principles of Flight and Instruments on Tuesday. We round off with Aircraft General Knowledge on Wednesday.

The difference between those in consolidation week and those this week coming is quite obvious. The previous were conducted internally by PTC themselves and this week will be under the jurisdiction of the Irish national aviation authorities. In short - these are the four that will count.

The revision has gone quite well over the past seven days. I have found it quite difficult to get motivated but I am hoping I've done enough.

Other than revising this week the news is pretty dry with little to report. It goes as far as saying I've watched a couple of films and seen Manchester United fight out quite a drab draw at Anfield.

One other event that took place on Friday was something I haven't really covered before which is the monthly student meetings organised to allow the students to meet on mass with the management, instructors and anyone else involved with the training college to discuss events, problems, developments and most importantly feedback. Personally I think it is a very good idea to help both progression of student learning, life in Florida and PTC as a whole. Obviously I will not be mentioning anything that goes on in these meetings as I personally believe that they should be respected for their internal privacy however I will report that the meeting last week was positive for the students to see where the company will be going in the near and distant future.

Finally, I mentioned a few weeks ago about a bizarre weekend of events here at PTC and a subject that I did say I would hopefully be able to cover more in depth in the future. Well, a student indeed had an unfortunate accident which put him in a serious condition. It was great that during Friday's meeting to see that he had made a full recovery and will be continuing with the course.

Time for an early night.