I’m a Pilot!

Almost two years after leaving the Azores, I can finally say: “I’m a Pilot!“.

Last Friday, January 29th, 2010, I made my final exam on a Piper Seneca II, registration CS-DCW (Charlie Charlie Whiskey!), from Cascais (LPCS) to Faro (LPFR) and back.

The night before the exam I could hardly sleep. I was feeling so anxious that for most of the night I was wide awake thinking about all the things I was sure were going to be wrong during the three hour flight. Moments after finally deciding to grab the Seneca’s manual to review it one last time, I was overcome by exhaustion and fell asleep until the next morning, where I woke up with a hugeeee pile of drool on the flight manual by my side.

The examination flight was scheduled for 13:15. At 11:00 I arrived at OMNI’s Hangar to review all the paperwork I had done and to start preparing the aircraft. As I waited for CS-DCW to arrive from it’s flight, the examiner showed up. I had only spoken to him once on the previous day, so I knew nothing about the man. While the examiner was reviewing my planning I telephoned to Cascais’s ARO to issue a delay for my flight, since the airplane was a bit late.

As soon as CS-DCW landed, I was already asking the flight line mechanic to call the fuel truck. We would be taking 360 liters of fuel (95 US Gal) and estimating to burn roughly 240 liters (63 US Gal).

I took the usual 10 / 15 minutes to complete the preflight inspection to Charlie Charlie Whiskey. Just a few minutes after signing the Technical log, in which I state to have inspected and approved the aircraft, I was getting airborne on the 1800 kg, 400 brake horse power flying machine for the last time.

Everything was going smooth. At least until ESP VOR!… I was flying at Flight Level 70 (7.000 ft), as cleared by Lisbon Control, when, all of a sudden, the first emergency of the afternoon happened. The right engine had failed in flight! I calmly maintained the aircraft under control and advanced the mixture and propeller levers to the fully forward position, and then adjusted the throttles to maintain 7.000 ft. Having completed the rest of the procedures, the right engine was once again working normally and we continued to Faro.

Shortly after crossing position ODEMI, I requested Faro Approach to descent. We would fly two ILS approaches to LPFR, both starting at VFA VOR.

Two miles before overflying VFA, another emergency. Apparently this time it was the left engine which had failed. Having to turn towards the inoperative engine to comply with the ILS, meant that now I would have to be extra cautious. As usual, standard procedures and all went fine. When approaching the decision altitude for the ILS, it was time to fly a go-around. A single engine go-around!

The problem with most light twins is that they fly very badly with an engine failure. A single engine go-around should be avoided if at all possible, but it’s still something we have to train for. Already with the gear and flaps up, maximum continuous power and 5º of bank towards the operating engine, we were struggling to reach a mere 200 feet per minute climb rate.

The second approach was made under twin-engine operations using a normal configuration. At minimums, a go-around to ODEMI to start the return flight to Cascais.

This time cruising at 6.000 ft, only 300 ft above the clouds top, the examiner asked a lot of questions about the normal operation of the aircraft and it’s systems. Fortunately the reason that made me drool over the flight manual had helped me out for this part of the exam!

This time in contact with Lisbon Approach, and since I still had some minutes to spare, I asked for an ILS approach to runway 03 at Lisbon. As usual, the ILS would be approved but first I had fly a holding at ESP to give way to some commercial traffic. This would be an high speed approach, so not to mess with the other traffic around, but since I didn’t want to get on the examiner’s good mood, I opted to fly at a lower speed of 140 knots… Passing 1000ft for the 580ft minimums, Lisbon Tower cleared us for a low pass. My first and only low pass at the commands of a twin-engine! I again opted to fly at just 140 knots but I wasn’t able to resist and flew it as low as possible. About midway down the runway, the instructor told me to proceed to Cascais, and so I did… But not before pitching the nose up and baking hard to the left.

At Cascais we flew the 8 DME ARC for the VOR/DME Approach to runway 35. After a twin-engine touch and go, another failure. This time the right engine failed immediately after rotation. Again… Performance on these airplanes is marginal and not being able to climb enough to avoid Monte Manique, a known obstacle for all student pilots at Cascais, my only chance was to manoeuvre by the left of the obstacle and then climb to the safety altitude. On short final, another single engine go-around. This one was absolute rubbish! Maybe it was the strong winds or I was just a bit tired, but it was my worst single engine go-around ever! Nevertheless, the instructor said it wasn’t too bad.

We finally lined up for the last time. To finish my examination flight, a beautiful smooth touchdown. My best landing ever on the twin-engine…

Immediately after shutting down the engines, the examiner looked at me and said: “Congratulations. You’re a Pilot!”.

A new chapter is about to begin!

Photos by Carlos Gomes and Miguel Grilo.

Thanks for reading!

Going Twin

I have to start by saying that I am a bit disappointed with myself regarding Positive / Climb. When I created this blog it was my intention to maintain an updated journal of my pilot training and to write about aviation in the Azores islands, but now I suddenly realize I haven’t done nothing of the sort… For that, I am sorry. Nevertheless, I do want to maintain this website running and I hope to soon be able to write about my first flying job!

During the past months I’ve been flying mostly IFR, training instrument approaches to the three major airports  in Portugal - Lisbon, Porto and Faro - and to some smaller airfields like Viseu, Coimbra, Beja, Montijo, Évora and Badajoz (Spain). These flights were all done in the school’s CS-DCL (Reims FR172 Rocket) and in CS-DAG, a leased Cessna 172 RG from Aeroplano. Instrument flying is easy but it’s no way near as much fun as flying VFR in a C152! Still, also this part of the training is rapidly coming to and end… Next Sunday I will start the ground school for the school’s twin engine, a Piper Seneca II. I am feeling happy for being on the final stages of the course, but I also feel a bit nostalgic. As I progress through the training, I keep having the urge to go back to the start and doing it all again, just so I can experience it all one more time… Maybe I should try to find the money to get an instructor rating!? We’ll see…

Next phase: Multi-engine flying!

Thanks for reading.

One year of flight

Time goes by so quickly… In a heart beat an entire year has gone past. Yesterday [September 3rd, 2009], on the same day I first flew, I found myself flying a Cessna 172 as a Student Pilot in Command, with an instructor and two colleagues in the back seat, on an IFR flight to Évora [LPEV]. The routing took us at 6.000ft from Cascais airfield to Évora via ESP VOR, GAIOS and EVR NDB. After an NDB approach to runway 01, we flew back to Cascais at 5.000ft via ATECA, ESP and a VOR/DME approach to runway 35 at Cascais. The best part of the flight happened when one my colleagues fell asleep with his head against the window and I decided to give him a different awakening, a zero gravity awakening! Have you ever seen someone asleep floating in mid-air and only waking up once his head hits the celling? Hilarious!

Here are some photos of the flight by Miguel Grilo. n’Joy!

(65 knots…. ROTATE!)

(East side of Tires airfield)

(Carcavelos)

(25 de Abril bridge over the river)

(At CP NDB, direct ESP)

(Évora)

(Descing to 3.000ft inbound EVR)

(Overview of Évora airfield)

 

Thanks for visiting. Cheers!

General Aviation in the Azores

(Cessna 150L from Aeroclube Ilha Verde - Stored in a pile of boxes at LPPD since 2003)

The Azores are nine beautiful islands with spectacular landscapes and nine well maintained airfields. Amongst the 250.000 people who inhabit the islands, I’ve met many who show a real interest in aviation. Some express their interest by spending their free time flying in the virtual skies of Microsoft’s Flight Simulator, others spend their weekends taking the sky’s in their radio controlled airplanes or simply by standing near an airport fence inhaling the great smell of JET A-1 and watching the “heavy metal birds” go by. Within this group of aviation enthusiasts, it’s noticeable that a considerable amount of people are eager to take their passion to the next level and learn to fly.

It still troubles me how there are only two active leisure airplanes in the islands, both privatly owned. Two of the islands (Terceira and S.Miguel) have had airclubs but none of them is currently working. The C150 from Aeroclube Ilha Verde (from S.Miguel island) currently lyes in a pile of boxes in SATA’s hangar and the C172 from Aeroclube Ilha Terceira, which appears to be in perfect flying conditions, remains grounded for reasons I still haven’t quite understood.

(Cessna 172M from Aeroclube Ilha Terceira at Ponta Delgada in 2005)

Aviation in Portugal is commemorating it’s 100th years but in the Azores we have nothing to be proud off on what concerns the general aviation segment.

To obtain either a private or a commercial license, people still have to leave their homeland for many months and upon returning to the Azores they find themselves unable to rent an airplane simply because there isn’t any available. Where else in the world have your ever heard of a place where that happens?

Before leaving the Azores last year, I contacted the people in charge of Aeroclube Ilha Verde and tried to get it back to the skies, but instead of finding people willing to help I discovered people who no longer cared about a project the Azorean money had helped create. It makes me sad that the Azorean people don’t care enough about flying to make such an exciting project survive the tiniest of problems… I hope that Aeroclube Ilha Terceira takes on a different heading of the one followed by it’s counterpart.

Last year a new airclub was formed in São Miguel, one which I’m glad to say I have been collaborating with. Things haven’t been moving as fast as I expected but for the while being they are well headed and it is my honest believe that soon we will see a brand new Land Africa cruising the Azorean Skies with excited student pilots! Right now all help is needed and if you believe you can help us, please use the contact feature of this webpage.

(BRM Land Africa)

Being at the controlls of an aircraft is one of the best things one can experience in life. It’s a shame not many Azorean people have experienced such a feeling… Maybe soon!?

One hundred flight hours

It was on May 19th, aboard CS-DIB (C152), flying solo from Portimao (LPPM) back to Cascais (LPCS), on the last VFR Navigation of the course, that I reached my first hundred hours at the controls of an aeroplane.

I thought about carrying a bottle of champagne and a party hat to celebrate, but that would have been stupid… Instead, upon reaching Cascais, I made a couple of touch and go’s to complete the required 39 hours of solo VFR navigation time and also to improve my landing skills with strong winds (Gusts were up to 27 knots) and that was it. 900 hours left for the first thousand!

Thanks for reading.

SATA’s new regional aircraft

SATA, the Azorean based airline, started renewing their airplane fleet back in 2004. Initially replacing their two Boeing 737-400 (CS-TGZ and CS-TGW) and one Boeing 737-300 (CS-TGP) by three Airbus A320 (CS-TKJ, CS-TKL and CS-TKK), and now replacing the regional fleet of five BAe ATP and one Dornier 228 by four Bombardier Dash 8-400Q and two Dash 8-200. The 1997 built Dash 8-200 (sn 476 and 480) are expected to arrive at Ponta Delgada (Sao Miguel island) on May 15th. Here are some photos also showing the new colour scheme…

Photos by Bill Fawcett

The remaining four Dash 8-400 are factory new and will be delivered next year. Also this month SATA will receive another factory new Airbus A320. I’m glad to see SATA’s expansion plans are clear and that they are coping well with the current economic crises.

Just some more months!

During the past week I found myself wondering about time and how fast it sometimes goes by. It’s been 13 months since I left my home in the Azores Islands and arrived at Lisbon.

These past 13 months have been very exciting. I’ve met great people - as well as not so great people, but those tend to be forgotten through time - and I have had a lot of fun flying in the Portuguese sky’s.

Right now I have 35 flights left in the school. I have been flying an average of three times per week, so, I could finish the course within the next three to four months. The only problem is that to this day I have only been to one exam season and done only four exams of a total of fourteen. This means I have to start flying a bit less until I have enought subjects to go for another round of exams.

I expect to end the course by November, if not earlier.

First Solo!

As I’ve written before, my first flight was on September the 3rd. Well, on November the 3rd 2008, with 14 flight hours, I made my first solo!

The weather was good. CAVOK with winds 360/20G25KT. The runway in use was runway 35, which meant that I would be landing and taking off with some head winds.

I started the flight with an instructor (Rodrigo Aguiar) on CS-DPD at 11:05. We made two touch and go’s with a simulated engine failure after take off and we also flew an engine failure procedure on downwind. It was the first time I was flying with that instructor so I was pretty much sure he wouldn’t allow me to fly solo, specially with those winds… I was wrong!

At 11.40 I had just touched down on runway 35 for what I assumed was another touch and go, and, just as I was about to apply full power, the instructor took control of the airplane and advised ATC we were performing a Stop and Go and that we would taxi to the apron just for him to get out. I was speechless!

A few moments after the instructor had left the plane I contacted the ground controller and requested taxi. From that point on I did my best to be fully concentrated in the flight.

With all the Before Take off checklist procedures completed, I was finally ready to go up to the air. I advised ATC I was ready for departure and they cleared me for an immediate take off. No more chance to change my mind!

- Landing lights ON;

- Brakes APPLY;

- Throttle 1700 RPM;

- Ammeter CHARGING;

- Low voltage light OFF;

- Engine oil temperature and pressure ON GREEN ARC;

- Suction gauge ON GREEN ARC;

- Brakes RELEASE;

- FULL POWER.

In the blink of an eye (well, not actually, it’s a Cessna 152, not an Eurofighter…) I was at 55 Knots and it was time to rotate. A small movement on the yoke and I was no longer feeling the vibrations of the airplane’s wheels of the runway, everything had gotten smother and there was only one thought in my mind: “I AM FLYING!!! ALONE!!!!!!”.

Climbing at 70 Knots:

“500 Feet (MSL), Landing Light OFF, Flaps UP.”

Everything was perfect. At 700 Ft it was time to join the crosswind of runway 35 and shortly after I was already flying on the left downwind and it was time to once again speak with Cascais Tower.

ME: “Cascais, CS-DPD on left downwind runway 35 for touch and go.”

ATC: “C-PD, number two, number one on final, do you accept a short approach?”

ME: “Negative. I have the traffic in sight and will extend downwind, C-PD.”

ATC: “Roger.”

When ATC asked me if I could perform a shorter approach then usual, I thought about it for a second but decided It was not worth the risk of spoiling my first solo landing…

On final, fully configured for landing (Airspeed 70 Knots; Carburator heat ON; Landing lights ON; 10º of Flaps), ATC called me saying that the next pattern would have to be flown via the right downwind of runway 35, then they gave me the latest wind information and cleared me to touch and go on runway 35.

Now on short final, with the runway approaching rapidly (again, not an Eurofighter so “rapidly” is quite subjective, specially with 20 knots of headwind) I began sweating a bit and found myself grabbing the yoke with a stupid amount of strength. I did my best to remain focused but my mind kept drifting away to the same simple thought: “I’M FLYING ALONE!”.

Eventually I reached the runway, throttled back, flared and performed my first solo landing. I smiled… nothing else, just smiled. It was simply a perfect moment. Then it was time to get back to the air. I placed the carburetor heat back to cold and applied full power. In just a few seconds the airplane’s speed was at 55 knots and I, once again, rotated the airplane and started flying a new circuit for a full stop landing.

During the 2nd traffic pattern I was feeling more confident and less nervous, but this time ATC wasn’t going to allow me to fly a continuous approach. There was a Falcon 7X on short final, so ATC asked me to hold East of the field to give way to the jet. About five minutes later I was cleared for the approach. The wind had changed a bit and was now blowing at 020/20G25KT, which was enough to make me work a bit harder. In front of me there was a Robinson R22 also performing touch and go’s. I gave the traffic as much space as I could, but he kept flying slower then me. While I was overflying the threshold of runway 35, the R22 was still on the ground, so I decided to make a Go Around. As soon as I had established a positive climb and was flying parallel to the runway to keep an eye on the traffic, I advised ATC who told me to proceed immediately to the left downwind of runway 35 for a new approach. As I did so, I looked down to OMNI’s apron and could see a bunch of people already waiting for my arrival… with a hose and a bucket. :S

My second landing wasn’t as smooth as the first one, but the airplane survived.

Vacating the runway, ATC congratulated me and instructed me to continue taxiing to the apron ECHO. A quick look at the checklist and all was ready for the taxi back to the apron. I stopped the airplane, applied the Shut Down procedures and that was it. Forty minutes of pure pleasure, nervousness and excitement had come to an end. A day I will treasure to the rest of my life.

P.S.: Off course those people waiting for me with the hose and bucket were planning something with it. I will try to get permission to post some photos here.

Thanks for reading.

I am back!

As you all know, the longer you spend enjoying the real world, the less time you have to write in a blog, right? I am sorry for not updating Positive / Climb in such a long time. Here are the latest developments!

- I have flown my FIRST SOLO!

- I have flown my first X-COUNTRY VFR;

- I have flown my first X-COUNTRY VFR SOLO;

- I have flown my first NIGHT FLIGHT.

During the next few days I will write a new entry for each one of those special flights, starting, obviously, with my first solo! Stay tuned!

First flight (!)

Yesterday [September 3rd, 2008] was a very special day for me. I made my first flight at OATC and logged my first flight hour!

I was scheduled to fly on aircraft CS-DPD, a C152. Our Estimated Time for Departure was 09.00 LT. Since this was my first flight, the instructor - António Teves, a fellow Azorean - met me at the control tower to show me where I could see the weather forecast and NOTAM’s and also explain to me how I should fill the flight warning so that ATC from Cascais knew what we would be doing.

As soon as we got to the other side of the airfield we both checked to see if all the airplane’s documentation was valid. As soon as we were done with that we were advised that we wouldn’t be flying CS-DPD but CS-AYG instead. After having reviewed all the documentation for our new airplane we headed out to the aircraft.

I performed the walk around to check the aircraft’s general condition, fuel onboard, etc with the instructor explaining what I should be looking for.

The start up was made by the instructor while I followed what he was doing.

(After start up)

While taxiing to the holding point of runway 35, we performed some more checks to see if all was working properly and then we waited for our turn to take off.

(Crossing runway 35/17)

As soon as the landing traffic vacated the runway we were instructed to perform an immediate take-off because of another aircraft on final (Cascais has about 90.000 aircraft movements per year, making it the second busiest airfield in Portugal) . Once again it was the instructor who was at the controls but I kept my hands on the yoke and feet on the pedals until we reached our rotation speed at 55 kts, time at which the instructor handed me the controls and told me to rotate the airplane. I struggled a bit to keep the aircraft on the runway heading after departure and when I finally had it under control we had an engine failure… It was just the instructor who had taken all the power off the aircraft, forcing me to start gliding down to the runway still below us. I remained calm but that was really unexpected!

During this first flight I was also shown the work areas, where student pilots go to train - this is actually one the main purposes of the first flight. While we were in one of the work zones, the instructor took control of the aircraft and flew some awesome maneuvers. Really exciting stuff!

After that, I had control of the aircraft again and we flew to Bravo point to start our approach to the runway.

As we flew on the left base leg for runway 35, a red Extra 300 took off, climbed almost vertically and joined the left downwind of runway 35 as well. We jingled the cessna’s wing to see if the guy in the extra did some acrobatics but I guess he didn’t notice. Too bad

(The same Extra getting ready for another flight a couple of hours later)

Just like as when we took off, both me and the instructor flew the airplane to the ground. I thought we were much higher and if Teves hadn’t pulled a bit on the yoke I would have made a bit of a hard landing but fortunately it was ok.

We left the runway and I taxied the aircraft to the same apron we had left one hour before.

The night before I was so anxious that I couldn’t sleep but I was so excited with this first flight that I was full of energy as soon as I started driving to the airfield. It was really fun and I am eager for the next flight, which will be really soon!

(Checking the fuel quantity after the flight)

Many thanks to André Garcez for the photos!

Thanks for reading.