Our flight took us from Cascais to Madeira Island and then Santa Maria, the first discovered island of the Azores Archipelago. The total flown distance to Santa Maria was 1.000 nautical miles ( 1.850 kilometres / 1.150 miles).

(Route from Cascais to Madeira, Santa Maria and Sao Miguel)

Before departing for the Azores we still had some aerial work to complete at Madeira and therefore stayed on the island for a week.

(Flying at Madeira Island)

July 14th was the day scheduled for the departure to the Azores. The routing I chose from Madeira to Santa Maria was via IRKID 35N020W ETROX VSM at Flight Level 100 and with an expected True Air Speed of 180 knots. Anticipating some headwinds I planed for a 03h15m flight.

With the weather at Madeira being a bit cloudy, I briefed the IRKID 5N Standard Instrument Departure. The take-off from runway 05 was uneventful and shortly after airborne we were out of the clouds and able to request to proceed visual and direct to the first point in our route.

After a couple of hours over the North Atlantic issuing position reports, it was with great excitement that we first contacted Santa Maria Radar who said they had us identified on their radar screen.

(Flying from Madeira to Santa Maria Island at 10.000 ft (3.000 meters))

Again expecting some clouds on the approach path to Santa Maria, I briefed my co-pilot for the VOR approach to runway 36, but as we were just about to start overflying the Island I could see land and flew left for a visual approach and another uneventful landing. Landing at the Azores for the first time is a feeling I will forever treasure.

(Breaking left for a visual approach to runway 36 at Santa Maria)

(“Playing” / avoiding the clouds on a the approach)

(Final runway 36 at Santa Maria)

It was just the time needed to refuel, fill up the paperwork and we were again airborne, this time proceeding to my home island, Sao Miguel. With a Visual Flight Rules Flight Plan direct to overhead the airport at S. Miguel, it took us only 25 minutes to reach our destination. But then came the news neither me or the people on the ground waiting for my lading were expecting: the weather was good enough to make some aerial work and we wouldn’t be landing right away. It was even possible we had to go back to Santa Maria for some more fuel before finally completing our work day at Sao Miguel! Without any other option, I asked ATC if I could transmit a message on the approach frequency. He said yes and I was able to inform my friends on the ground with their Air-Band scanners I was going to take a bit longer!… The controller even asked if I wanted him to call anyone! I was definitely home and really enjoying my welcoming.

(The first view of Ponta Delgada airport, in Sao Miguel island)

(A first glimpse of Sete Cidades, my favourite location at São Miguel Island)

After thirty minutes of overflying S.Miguel island, the clouds appeared again and we proceeded for landing. Runway 30 was in use with 12 knots crosswinds from the mountains. Just as I had been anticipating, the landing at my home airport wasn’t the smoothest, but oh well…

After parking, two of my friends were on the apron waiting for me! A quick tour of the plane and we were all on our way to the control tower to meet the controllers and explain them what our work was all about.

The weather in the Azores is known for being very unstable but always, even during the best summer days, with the presence of some clouds, but then, all of a sudden, the weather got completely clear and we went running back to the airplane for some more flying.

(Flying over Sao Miguel island at 10.000 ft during the aerial work session)

(A clearer view of Sete Cidades lagoons from 10.000 ft)

(My home town and Ponta Delgada airport)

(Sao Miguel island)

At 6.30 PM we ran out of good lighting and we flew once again to Santa Maria to refuel.

In the Azores islands, we only had to work at Sao Miguel and Terceira islands, but due to the lack of AVGAS at Sao Miguel, extra fuel flights were required to operate normally.

(Final runway 18 at Santa Maria)

(Short final runway 18 at Santa Maria)

Refuelling at Santa Maria was done and just 20 minutes after landing we were back on the air, this time flying under Instrument Flight Rules direct to Ponta Delgada NDB. At 4.500 ft, with the island in-sight, I asked for a visual approach to runway 12. With the sunset behind us, and after a long day of flying, I landed for the second time at S.Miguel as pilot of an aircraft and was finally able to go home to my loved ones.

(Right downwind runway 12 at Ponta Delgada)

(On base leg for runway 12)

(The surprise of the day! Some of my friends waving at the threshold of runway 12 at Ponta Delgada! Thanks guys!)

Thank you for reading.

If you saw my last post on Positive / Climb you could probably feel my sadness for having to return home and not being able to fly anymore, but guess what? I never left! Life sometimes treats your like crap, but you should always look on the bright side of life. Success is inevitable.

Just as I was about to leave for the Azores, I was offered the amazing opportunity to fly left seat on one of my dream aircraft, a Cessna 402 Businessliner! It was with great happiness that I realized someone noticed my passion and dedication to aviation and tough I deserved a chance to actually become a commercial pilot.

Since I had already purchased the ticket to the Azores, I went home for a week to say hello to my family and friends. As soon as I returned, I flew the required adaptation flight and I was on my way.

I’ve been on the job for the past three months and it’s been a lot of fun. From the people I’ve met, to the responsibility required, the airplane and the places where I’ve flown, it’s all coming together to make this one of the most exciting experiences of my life!

In just a couple of days I will fly home… As pilot! For the second time ever, I will fly over the North Atlantic Ocean in the Cessna 402B on what is expected to be a 6 hour flight to the Azores islands. How great is that!!!?

Thanks for reading and come back soon!

At 9 Am on the day after my final exam, I started the next part of the course. The Multi-crew Co-operation certificate is necessary for pilots to be able to work as a safe and efficient team in multi-pilot aircrafts. The MCC is made up of twenty-five hours of theoretical classes and five simulator “flights”, each lasting three hours. It took me and Vítor Pelado roughly one moth to complete with quite a bit of fun (and terror!) during the simulator rides. These past couple of weeks I also did a SEP (Single Engine Piston) exam and an Aviation English exam. To my great sorrow, the lack of this exam has cost me what could have been my first flying job…

Now the time has come. Two years and fourteen days after arriving to mainland Portugal, I will return home to the Azores islands… It’s been a lot of fun learning to fly. Today, just as when I was a child, I know that the thing I most want in life is to be up in the sky!

In the Azores there are no leisure aircraft availble for me to fly in, so I will come back to mainland Portugal as often as I possible can. Unfortunately flights are expensive and with each flight hour costing in excess of 100 Euros, I don’t think this will happen as often as I wish…

I’ve sent my résumé to many different countries. From Botswana to Nepal but things aren’t easy for low-hour pilots. Well, such is life! And talking about life…

“Some things in life are bad
They can really make you mad
Other things just make you swear and curse.
When you’re chewing on life’s gristle
Don’t grumble, give a whistle
And this’ll help things turn out for the best…

And…always look on the bright side of life…
Always look on the light side of life…”

Thanks for reading.

]]> http://www.positiveclimb.com/?feed=rss2&p=151 0 http://www.positiveclimb.com/?p=150 http://www.positiveclimb.com/?p=150#comments Thu, 04 Feb 2010 02:42:20 +0000 João Couto Resendes http://www.positiveclimb.com/?p=150

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!

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.

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!

(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!?

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.

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.

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.