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Dear readers,

I would like to inform you, with effective of 12/05/2011, I will move this blog to a new blogspot address. As far as I’m concern, blogspot provide more features compared to wordpress . Rest assured that this blog will not be deleted, as some of the pictures link are from this wordpress address. Be advised, no more update will be provided here at .

My new blog address =>

Night Flying 7 & 8 (SOLO)

Total Hours : 97:25

Aircraft : DA40

Registration : 9M-NRA

Instructor : SOLO

Date of flying : 28/04/2011

I’ve been scheduled for NF 7&8 (SOLO) 2hours of Night Flying by Flight Operations. For those who dont know, a cadet must not have Night Flying sortie more than 3days in a row. There must be at least one day off between the gap. Back to story, as usual, junior Night Flyer will have to do the Night Flying briefing. Once briefing completed, I went and check my SOLO aircraft (9M-NRA) alone as I’m the only person who utilized the aircraft during night time. So I have to make sure everything normal before sunset.

Navigation lights also known as Position lights(DA-40). Red light on Port side while Green on Starboard. This light must be turn-on when an aircraft is “occupied“. It is very important to make sure this lights working in perfect condition, as the ATC will know the aircraft nose position by referring to this light. Other lights such as Strobe or also known as Anti-Collision light is equally important.

Landing and Taxi Light located on the left wing on Diamond-40 aircraft

After satisfied with the lighting condition of the aircraft, I proceed with external check. I checked the fuel quantity and drained few times to ensure the fuel is not contaminated with water.

After everything was completed, I signed the tech-log and went out for dinner. Around 7.18PM, I performed Maghrib prayer with my batchmates and we requested for start-up around 8PM. I did most of Flapless circuit rather than normal. Reason why is the attitude is quite different from normal circuit.

As you can see in the video, it was very dark to see the centreline, I only aim for the lights from taxiway to centreline to correct my approach as well as runway edge lighting.

Safely landed around 1HR 45Mins. I landed 15mins early due to scheduled inbound. ATC officer working during my NF time was MR Az Ha =)

Night Flying 6

Total Hours : 95:25

(NF2,3,4,5 included)

Aircraft : DA40

Registration : 9M-NRA

Instructor : Capt Rao (APAC 14)

Date of flying : 26/04/2011

I’ve flown with Capt Kamis (APAC09) for my second night flying (NF2). Alhamdullilah, everything went normal as I getting used with dark-time flying. For today, I flown NF 6 with Capt Rao. It was the second time I’m flying with him during night time. Basically, during night time we practiced Normal and Flapless circuit only. There is no GLIDE/PFL circuit.

This is how it looks in DA-40 during Night Flying

There are few differences between Night and Day time flying. Normally, during Night Time flying, when you rotate (Vr) (Term: Pilot will start to pull-up to lift the nose wheel) and transfer from visual to instruments. Until reaching 300feet (Safe ALT), Flaps UP and LDG/Taxi light OFF as per normal.

During day time, we start to turn for downwind around 500feet. However, for SOLO at night, the turning Altitude increased from 500feet to 800feet. However, with instructor, you may turn earlier at 500feet (REFER: APFT SOP UPD:01/2011)

This time, Capt Rao asked me to practiced Radio Failure Procedure. (REF: APFT SOP 01/2011)

According to APFT  Standard Operating Procedure (SOP), pilot shall maintain 1000feet keeping a good lookout for another traffic. Squawk 7600 (Radio Failure). (Notes: Squawk 7500 (Unlawful Interference), Squawk 7700 (Distress) )


Referring to above picture, Note that the transponder code is set to 1200 ALT. XPDR stands for Transponder. After set the correct squawk code. Aircraft shall continue circuit and on final, descent and maintain 300feet OVER the Runway. Flash the letter R ( . _ . ) with LDG/TAXI light to notify ATC that you have Radio Failure. Then join circuit with 1000feet and wait for Light signal from Tower.

Steady Green –  Clear To Land

Steady Red – Overshoot and carry out another circuit

Intermittent Red – Aerodrome Unsafe , DO NOT LAND

After I followed as per procedure, I return with one more circuit and practiced Flapless approach to land. This time, Capt Rao request NO APPROACH LIGHT, NO PAPI LIGHT as well as LDG/TAXI Light OFF…The only lights available was the runway edge light.Touched down safely without any incident =).

Night Flying (1)

Total Hours : 88:25

Aircraft : DA40

Registration : 9M-NRA

Instructor : Capt Myo (APAC 17)

Date of flying : 20/04/2011

Flying at night. Sounds interesting right? I was very excited at first to know that I’ve been scheduled for my first night flying by flight operation. What came on my mind was the beautiful runway lighting, aircraft lighting as well as cockpit lighting making me can’t wait for it.

I came with 10.30AM bus because I have sortie in the afternoon with Capt Amrul (APAC11). Normally, night flyer will come to hangar around 1PM. However, my sortie with Capt Amrul around 1.30PM. So I need to get there early so that I can prepare the aircraft.

Make it short, I’ve flown with one of the best instructor, Capt Amrul for one hour. We did GH28 (P1/US). I practiced PFL,Steep turns,Medium Turns,Rate-One-Turn,and circuits.

I’ve been told that Night Flying briefing will be held around 6PM, and the most interesting part. New comers; like me have to get this done.Huhu...

Basically, nothing much different with morning briefing. The only thing, only few instructor and 3-4 aircrafts allocated for night flying. During briefing, the duty student must cover :


2)Aircrafts Hours

3)Night Flying Emergency Procedures

4)Sunset Time

5)Scheduled Departures/Arrival

It is important to know sunset time. Reason why is because, flying after sunset time will be declare as Night Flying. Before the time, it will noted as Day time flying. Plus, I also know “Maghrib” praying time. =)

After covered the briefing part, we then checked the aircrafts conditions especially lighting system to make sure everything in good condition.After satisfied, we went out to have a quick meal around 6.30PM before maghrib.

As usual, sometimes my batchmate asked me to take photos…Yeah, that’s what I do in KL.

Diatas permintaan….

After finished with our so called “Dinner”, we went back inside just before Maghrib time. Nearest stall situated around 5-mins walking distance.

Getting darker

It is clearly written in APFT SOP for night flyer about dark adaptation. Well, its new to me. Before any night flight, the cadet are required to stand outside the terminal building or any other place which have bright light in order to “familiarize” with dark condition; and of course, there are reasons behind it.


After signed tech-log and prepared everything, I sat outside and famil myself with the darkness..Not to forget, take a few photos..hehe


DA42 and DA40

Procedures for Night flying quite different from daytime. Especially lighting system. The moment you sit inside the aircraft, Electric Master switch must be turn ON and immediately Navigation/Position light ON. Aircraft is occupied whenever this lights ON.

Before start the engine, pilots must shine the engine using torchlight to warn the marshaller and of course, verbally say “Clear Prop”. After engine started, carryout as per checklist. Again, the engine will be shine but this time, in circular motion for ECU test.

Once received clearance for taxi, Taxi light must be turn ON OFF then ON to acknowledge marshaller that aircraft is going to taxi. To dismiss marshaller, LDG light ON then OFF.

Strobe light and Landing light must be turned ON before entering an active runway. Or in other word, when received clearance to lineup at runway.

It was quite dark at runway making it hard to see the centreline. As for me, I will turn the aircraft until DA40 LDG/Taxi light point to the centerline and I will select ref point. DA40 manufacturer design the lights on the left wing. Not on the nose wheel unlike any other aircraft, making it dim in front.

Once safely airbone, “airborne call” has to be made to inform ATC.

Landing part was the most challenging for me. Its like flying in total darkness plus moonless night. As for Night Flying 1, I really dont have the judgment to start flare  but after few circuits on that night, I feel more confident.

I landed safely after 4circuits. 3normal and 1 flapless. Once I taxi clear of the dispersal, I made Radio call “Runway Vacated” to inform the ATC.

That’s all for my first night flying. =)

Navigation 17 (M)

Total Hours : 66:35

Aircraft : DA40

Registration : 9M-NRF

Co-pilot : Ihsan (APAC 2451)

Date of flying : 01/04/2011

It was lovely Friday morning. Route for this time was to Kerteh airfield then back to Kota Bharu. Actually, I’ve never been there with any instructor. So, it was my first time. I decided to have a co-pilot a.k.a adviser during my flight. APAC 2451, Ihsan agreed to mutual my flight.

We did preparation on ground together and I explained our route and he double checked everything. I did pre-flight check as per usual and found the aircraft condition satisfactorily.  We agree that I did RT and fly as PIC, however, in case of anything, he agreed to take over the control in case found me disorientated.

We safely airborne somewhere around 0930HRS local time. Tracked to Bachok as per flight plan. Cleared to climb to 5000feet. Overhead Bachok, we then tracked to Pulau Rhu and there after to Permaisuri.

Crossing Penarek tracking to Permaisuri

It was our first time flying to Kerteh airport (WMKE). Weather on route to Kerteh is a bit cloudy. He did advised me to climb to 6000feet due to cloud and I agreed and call Terengganu Approach to advise.


Me : Approach, APAC 2458.

Tganu : APAC 2458, go ahead.

Me : APAC 2458, request to climb 6000feet due to cloud sir.

Tganu: Approved 6000feet initially.

Me : 6000feet approved APAC 2458.

I then started to climb to 6000feet and avoid few patched of clouds. But purposely let the left wing entered small cumulus cloud..hehe..

Terengganu approach then handed over me to Kuantan Approach. I then contact as per normal. We flown overhead Kerteh airfield at 6000feet. I can see clearly the runway 16/34 overhead and one helicopter on final. We then tracked back to Terengganu airfield via Dungun and Marang. We were asked to contact Terengganu again abeam Penerak.

Established contact with Terengganu Approach, we then decided to overfly Terengganu as the weather at Terengganu is pretty bad. I’m not going to spend a night there without carrying anything. Because one of my batchmate did land there but forced to spend a night at Terengganu due weather.

Tracking to Marang.

I then turned on the Autopilot…Eah sorry, I asked Ihsan to take over the control for a while..hehe..

Left-hand control ^^

Overhead Marang, Set heading to Terengganu airfield.

There are few prominent features at Marang such as river connecting to the sea and also a bridge. Approximately 6mins from Marang to Terengganu with 110kts groundspeed. After flown overhead Terengganu airfield, we then tracked to Pulau Redang (WMPR).

Navigation log – Used to record our Route or also know as Legs which contain information such as Heading, Speed, Time,Distance, Estimated time of arrival (ETA) and most importantly Minimum fuel and actual fuel on board.

Overhead KB town 1500feet.

Everything was normal and I took over the control again and resume Navigation to Pulau Perhentian and final check point was Bachok. We then were asked to report overhead KB town and landed safely.

Thanks to Ihsan (coloured). He was my first mutual partner.

General Handling18 (Power loss)

Total Hours : 67:35

Aircraft : DA40

Registration : 9M-NRF

Instructor : SOLO

Date of flying : 2011/04/03

My sortie was scheduled in the morning session, around 10.30AM. Weather early in the morning (8AM) declared as IMC (Instruments Meteorological Conditions) because the visibility less than 4000Metres which means VFR flights (It’s me) cant get airborne.

Around 10am, first dual aircraft got airborne and reported weather is only suitable for CPL SOLO flyer and of course dual flight. And of course, I’m one of the cadet excited to get airborne. Its CPL stage. We need hours to finish!.

I’ve decided to go to Uban training area because haven’t been there for a while. Quite lucky because only 2 reported traffic there which both of them are my batchmate.

I did pre-flight check as per normal and of course ECU test A and B as I went through the checklist. I safely airbone and tracked to Uban. Maintained 1000feet tracked to Pasir Mas town took few mins time. After established at Uban, I changed over to Ground frequency and copied traffic information. I operated at Gual Periok.. Thanks to G1000, Again..I can crosscheck everything =p.

After confirm that I’m in Gual Periok area, I then advanced throttle to full power (100%) and then climbing to 2000feet before starting any exercise. However, as I passing through 1200feet, I entered clouds, around 7/8 octas. Passing 1600feet, I’ve got the full view of the clouds from above.

Nice…Thanks (I said twice) to Garmin. I know my position in Real time so that I wont cross Thailand border and have F-16 escort me..huhu..

I then continue climb to 2000feet and did Medium Turn, Steep Turn, Rate-one-turn and approach config stall. Fully development stall I didn’t do this time due to condition of the cloud. Its quite dangerous if I entered into spin (Plus) I don’t have visual with ground.

Everything seems to be normal. I request rejoin as per normal. Then I wanted to climb back to 1500feet for standard rejoin height. I advanced the throttle to full power gently and I noticed something was terribly not right. The Load (%) indication is not indicating at 100%. I then crosschecked with my T’s and P’s. Everything seems to be in green. Check my fuel. Its sufficient on the left tank and balance. I turned the G1000 to backup mode which means both screen display the same thing. It was confirmed that reading was around 68% load. Cruise power setting.

Throttle fully advanced…But..Unable to get 100% load indication.

Even RPM showing 2290RPM, when I wanted to climb to maintain 1500feet (passing 11oofeet), my airspeed reduces even my pitch attitude around 3′-4′ degrees. I knew something was not right now. I then Radio Ground

Me : Ground APAC 2458, request immediate rejoin due to technical problem.

5secs goes by…

Ground : APAC 2458, cleared standard rejoin 1500feet contact tower.

Me : Cleared standard rejoin 1500feet contact tower, APAC 2458.

Switched to Tower….

Me : Tower, APAC 2458, now passing 1300feet, Uban Training area, request rejoin via Kelantan River to land.

Tower : APAC 2458, cleared rejoin via Kelantan River 1500feet.

Me : (readback)

I then transmitted at Company frequency (133.0Mhz) to advised all traffic in Uban because I’m tracking to Pasir Mas then to Kelantan River.

Me : Tower, APAC 2458, unable to climb 1500feet due to Power loss..Advise I’m maintaining 1200feet now.

Tower : APAC 2458, copied. Descend 500feet and do you need any assistance on arrival?

Me : Descend 500feet, negative I dont need assistance. (I hope)

I noticed that once I descended, If I wanted to climb back my airspeed will be reduced greatly. Initially, cruise airspeed around 110kts. But now I only had 78Kts in flight. 8 kts to spare before entering glide airspeed. So from 1200feet, I reduce my Rate of descent from 500feet per min to 100-200fpm.

Tower : APAC 2458, advised traffic hold Late downwind 1000feet.

Me : Copied traffic and I have visual with traffic.

Tower : 2458.

Finally, I reached Right base around 800feet.

Me : Tower , APAC 2458, turning final to land.

Tower : APAC 2458,Continue approach

Me : Continue approach APAC 2458.

I saw Malaysia Airlines 737 still on the runway, Vacating.

Tower : Malaysian xxxx, please expedite vacate Bravo

Malaysian xxxx: Wilco Malaysia xxxx.

Once MAS vacated the runway, Tower then cleared me to land.

Now, I decided to do flapless approach and landed safely an hour after my airborne time.

Alhamdullilah…Thanks to ATC for assisting me and managed to slot me for landing.

I then reported to engineer and Mr Fauzi did some checks and he said it was confirmed, Power Loss in flight.

Next thing I saw that, they opened up the front cowling for further inspection =)

Instruments Flying 5 (D)

Total Hours : 69:45

Aircraft : DA40

Registration : 9M-NRH

Instructor : Capt Kamis (APAC09)

Date of flying : 2011/04/05

It was the second time flying IF in CPL stage. Nothing much new. Last time, I did IF 4 with Capt Kamis also.This time, I did everything by myself. Last IF 4, Capt Kamis showed me VOR RWY 10 approach (demo). We joined from Uban training area which means we made offset entry from sector 2.

Basically, there are 3 types of entries.

– Parallel

– Offset

– Direct

Every single type of approaches requires different technique which normally will be covered during IF mass briefing.

For DME approach, the only different from the 0ther approach is this approach have distance and height requirement. For example, at DME 7, the height requirement is 1700feet and so on.. Other than that, everything remain the same.


I was lucky this time, when I requested for startup, ATC cleared direct for Victor Kilo Bravo (VKB), the -name- for VOR  Kota Bharu at 2500feet. So, I dont have to go to training area and standby.

Climb on Runway heading (100degrees) until reaching 2500feet and left turn direct to VKB. Overhead VKB, RT call shall be made here :

Me : Tower,APAC 09, overhead Victor Kilo Bravo 2500feet, Outbound Plus 4.

ATC: APAC 09, report again outbound.

Me : Report again outbound APAC 09.

Turn Time Transmit. (almost like TTRT =p)

So, after clock the time, I did rate-one-turn (thanks to G1000 made my life much easier).

After 4mins, came back Overhead VKB and RT call : APAC 09 Beacon Outbound.

Tower : Report again inbound.

Me : Report again inbound APAC 09.

This is the toughest part. I need to maintain constant rate of descent around 250feet per-min (FPM), otherwise, I might end up being too low or too high at specified distance. The height and distance plotted on chart. So we don’t have to memories anything.

After descended to MDA (Min Descent Altitude) which is 450feet. I asked instructor whether runway in sight, he replied runway inside and I removed my IF hood and land the aircraft visually.In case runway is not in visual, I need to commence my miss approach at DME 3.0 and follow as per chart.

Thats it for IF5. =)

Navigation 15 (S)

(UPD:GH13/14/15 TOTAL 3HRS INC.)

Total Hours : 59:20

Aircraft : DA40

Registration : 9M-NRD

Instructor : SOLO

Date of flying : 2011/03/03

It was a lovely Thursday morning…I stayed up till late night yesterday because I didn’t have any sortie tomorrow (Thursday).  Got a wake up call from my batch mate (Shahrin Shaffie). At first, I thought he just wanted to ask where am I because I’ve been at hangar everyday for the past 2 weeks. When I answered the call, he told that Operations asked me to fly in the afternoon for Navigation because there was no student available. Luckily they informed me early so that I can catchup on 10.30am bus and submit flight plan by 11.10am.

Lucky for me, I still have last Navigation Log and Map from last sortie due to minor emergency that forced me to RTB right after took off. Having Nav Log and Map in hand solved one of my problems. Had a cup of tea and “Nasi Berlauk” at nearby kopitiam early in the morning made me feel better. The only thing left was to hand over Flight Plan to Tower and Operations before I can fly.

Everything was settled 1hour before my Estimated Time of Departure (ETD) which was 0430Zulu (12.30PM local). Went to Flight Ops and look for an instructor for authorization. Everything went fine. I checked the aircraft as usual and found satisfactory. Shorten the story, I took of safely and tracked to Bachok. I was cleared climb and maintain 5000feet.  Weather was so good and visibility more than 10KM. Tracked to Pulau Rhu from Bachok took DA40 around 10mins when maintaining 110kts ground speed, and the distance was around 18NM from Bachok.

Pulau Rhu

Note: Some instructor prefer to fly right on track while the other overhead track. I usually maintain right on track so that I can see my reporting point features on the left.

After overhead Pulau Rhu, TTRT; the check need to be done. Turn Time Reference point and Transmit. Maintaining 5000feet cruise height, well above Gong Kedak (WMGK) control zone. If I maintain cruise level below 4500feet, I need to change frequency to Gong Kedak Approach and report to them my position and ETA for the next reporting point. In this case, I still maintained 122.5 which was Kota Bharu Tower freq.

Maintaining 5000feet, almost the same height with small amount of cumulus clouds.

Next reporting was Penarek. 9mins from Pulau Rhu (with 110kts GS).

Overhead Penarek

Next reporting point was Batu Rakit. But, in order to fly to Batu Rakit, I have to fly over Kampung Merang which in this route is not my reporting point.

Thanks to mother nature for the good weather. I was able to take few photos of the reporting my for my future reference as well as for my fellow juniors. I was cleared to descend to 1500feet and airfield insight when I overhead Batu Rakit. Cleared to join left hand circuit Runway 04 and I was instructed to join via mid downwind.

Successfully touch and go at WMKN (Terengganu) airfield.

Tower : APAC 2458, wind xxx/xx cleared touch and go,right turn to MARANG.

Me : (readback the instructions)

After touch and go, I carried out after Take off check. Right turn tracked to Marang.

I was advised that Pulau Kapas training area was actived and Tower asked me to climb and maintain 5000feet before reaching Marang. So I did “fast cruise” climb speed which is 90kts with 90% power.

From Marang, I then tracked to Kuala Berang. Crosschecked with my GPS of course =p.

I had 9kts tailwind, thus making me early by 1mins from ETA. Normally, pilots need to revised their ATA (Actual Time of Arrival) in case the ETA and ATA differ by 3mins or more. As you can see in the GPS, area with yellow colour depicted on the screen shows high terrain.

I experienced a slight weather (clouds) over head Kuala Berang. Managed to avoids some clouds. Dog-leg procedure applied here =p.

Tracked to Bandar Permaisuri once overhead Kuala Berang.

Tower : APAC 2458, Tower.

Me : Tower go ahead.

Tower: APAC 2458, expect direct to Pulau Perhentian from Bandar Permaisuri.

Me : Copied APAC 2458, standby for ETA perhentian.

Tower : Report again Permaisuri.

Me : Wilco APAC 2458.

So I calculated the ETA,Dist and Track from Permaisuri to Pulau Perhentian and note in Nav Log. Previously, I heard Radio call from Berjaya Air. After I have the ETA in hand, I reported overhead Permaisuri and gave ETA for Perhentian.

Tower : APAC 2458, confirm resume NAV to Pulau Redang?

Me : APAC 2458, if possible proceed to Redang thereafter to Perhentian..

Tower : APAC 2458, copied report again Redang and request REDANG ETA.

Me : Standby APAC 2458.

hahaha..I’ve erased my previous ETA and need to calculate again ETA for Redang. Maybe Berjaya Air have landed safely which allow me to resume my route to Redang. I then calculated the ETA and inform tower.

Still maintained 5000feet at all time and have visual with Pulau Redang.

Runway surrounded with high terrain =p

Overhead Pulau Redang, I set my heading to Pulau Perhentian which was the second last reporting point.

I was ask to descend 3000feet from 5000feet halfway from Perhentian to Bachok. Rejoin as per standard and landed safely 2hours later. Alhamdullilah no snags.

Note : Pictures taken is for my reference as well to other for their Navigation exercise. My advice to my fellow juniors, do watch out your fuel quantity and Min fuel. I’m sure you dont want to end up with fuel exhaustion up there =p. I still practiced safe flying while taking photos. Flying the aircraft was my first priority over taking pictures.

Aviate – Navigate – Communicate.

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