Majlis Pertunangan Ismail & Izzati.

It was a great honor for me to have the opportunity to join an event organized by respected people.Many thanks to Capt. Za’ba and the family for the opportunity. Although they have the official photographer and videographer, but still I volunteer to join such a big event.

See more at => http://www.facebook.com/album.php?id=100000560508381&aid=59151

Advertisements

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.

Chart

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. =)

3rd International Hot Air Balloon Festival

It has been a while since my last writing in Bahasa Melayu. This time, I will “report” from Putrajaya in Bahasa Melayu.

Fiesta belon udara panas peringkat antarabangsa yang ke-3, telah diadakan di Presint 2, Putrajaya. Program tersebut telah berlangsung dari 17 hingga 20 Mac 2011. Ini merupakan kali pertama saya mengikuti program seumpama ini.

Secara kebetulan, saya mengambil cuti ketika pesta itu berlangsung. Saya mengajak kawan fotografi ke pesta tersebut. Kami bertolak dari Shah Alam kira-kira 10pagi dan tiba di Putrajaya dalam 11pagi. Agak mengecewakan kerana tiada satu belon pun yang terbang pada ketika itu. Saya diberitahu belon-belon tersebut telah terbang pada pukul 7pagi tadi. Acara perlepasan belon seterusnya akan diadakan pada jam 6petang. Bermakna 7 jam dari masa saya sampai.

Kami memutuskan untuk tidak tunggu sehingga pukul 6 kerana terlalu lama. Jadi, buat sementara waktu, kami berlegar-legar di ruang karnival dengan mengambil gambar badut dan orang ramai.Haha. Helikopter dari “Sabah Air” turut menyertai program ini. Orang ramai dibenarkan untuk menaiki helikopter itu selama 5-7minit dengan bayaran sebanyak Rm130.

Setelah masing-masing penat dan bosan, kami pun beredar ke Shah Alam kira-kira pukul 2.30petang. Perasaan kecewa mula terbentuk apabila melihat jurugambar yang lain dapat mengambil gambar belon secara dekat pada sesi awal pagi. Nasib saya baik. Esok merupakan hari terakhir pesta itu dan saya tekad untuk datang awal pagi untuk mengambil gambar belon-belon tersebut.

HARI TERAKHIR; 20/3/2011

7.30pagi : Bertolak dari Semenyih terus ke Putrajaya mengambil masa kira-kira 30min.Tiba di Putrajaya kira-kira 8pagi.

Dari tempat letak kereta, saya sudah nampak beberapa buah belon telah terbang di udara. Tetapi ada 1-2 belon masih belum kembang.Jadi saya ambil kesempatan ini untuk mengambil gambar secara dekat. Hanya jurugambar sahaja yang dibenarkan berada dikawasan “pemasangan” belon udara.

Saya dikerumuni oleh kira-kira 20-30 jurugambar yang masing masing ingin mengambil gambar secara dekat. Disebabkan saya guna lensa biasa iaitu 55mm, jadi saya perlu berada betul-betul dekat dengan bakul belon untuk mengambil gambar; biarpun terpaksa berasak-asak dengan orang yang lain. Semuanya berjalan lancar. Saya dapat apa yang saya mahukan. Iaitu gambar belon secara dekat dan semasa juruterbang belon menyalakan api dan sebagainya.

Setelah puas hati dengan hasil yang diambil, saya seterusnya berlegar-legar di kawasan tersebut sehinggalah saya terserempak dengan seorang anggota Rela. Disebabkan perasaan ingin tahu mengenai sukan Paramotor; saya kini menemubual anggota tersebut.

Saya : Assalammualaikum, Encik…

Rela (EN Rajab): W’salam..Ya, boleh saya bantu.?

Saya: Saya nak tahu, tadi ada pengumuman cakap hari ni ada nak buat rekod? (Malaysia book of records)

Rela : Ohh…memang ada, diorang nak buat formasi…Jumlah paramotor sebanyak 30…Tahun ni lagi banyak dari tahun lepas..

Saya : oooo…Jadi sekarang dah ada dalam 12 buah..Diorang berlepas (take-off) dari mana Encik?

Rela : Diorang berlepas dari presint 20…jauh dari sini..

Saya : ooo..patutlah tak nampak…ingatkan takeoff kat sini je..saya tengok benda ni macam menarik..Encik Rajab pernah naik?

Rela : Pernah…Nak naik paramotor ni kena training dulu..tak boleh main bawak jer…

Saya : Wah, saya tak sangka pulak yang En Rajab pernah terbang dengan Paramotor. Jadi senanglah saya nak tanya soalan.

Rela : Boleh…

Saya : Berapa lama minyak (endurance) paramotor ni En Rajab?

Rela : Kira-kira 2jam untuk tangki penuh..

BEGINI….En Rajab tunjukkan cara pengendalian sukan Paramotor

 

 

 

 

 

Saya : ooo..lama la jugak tu..Saya nampak, mereka kena lari dulu sebelum berlepas..

Rela : ya memang…Sebab nak bagi payung tu kembang, baru kita berlepas dengan kuasa kipas…

Saya : ooo..patutlah…Sama macam masa landing, diorang perlu lari sebelum berhenti..

Rela : Haha..memang lah..kalau tak boleh patah kaki…

Saya : Selalunya, berapa darjah maksimum boleh pusing? (Angle of Bank)

Rela : Dalam 30darjah hingga 35darjah..

Saya : Kalau terlebih?

Rela : Kalau terlebih ada kemungkinan tali boleh tersimpul..

EN RAJAB menunjukkan cara pendaratan sukan Paramotor

 

 

Saya :  Kalau sekiranya tali tersimpul? Apa yang perlu di buat En Rajab?

Rela : Kalau tali tersimpul, pilot tu kena cepat2 betulkan tali…

Saya : oooo…mcm tu pulak yer…Kelajuan dia berapa ya? Saya rasa dlm 30kts?

Rela : yer, dalam 30-35knots.

Saya : Bila kali terakhir En Rajab terbang dengan sukan ni?

Rela : Lama dah…

 

KENANGAN…En Rajab menceritakan pengalamannya

 

 

Ketika kami rancak berbual mengenai sukan ini…Tiba-tiba kami dikejutkan dengan bunyi kuat dan jeritan orang ramai…

Rela : Ada satu Paramotor tersangkut di tiang lampu..!!

Orang ramai yang secara kebetulan berada berdekatan mula mengerumuni kawasan tersebut dan apa yang dapat saya dengar ialah, bunyi “shutter” kamera mula kedengaran dengan banyaknya…Hahaha……Bukannya nak tolong!


TERSANGKUT…


CEMAS…


SELAMAT….Juruterbang tunjukkan isyarat “baik” kepada orang awam.

 

Kira-kira 5minit kemudian, bantuan sampai dengan menaiki sebuah trak untuk menurunkan beliau.

 

 

SELAMAT…Tangan diangkat sebagai simbolik..

Setelah beliau turun dengan selamatnya, apa lagi, saya dan jurugambar lain mendekati juruterbang tersebut untuk sesi temubual.

CERITA SAAT GETIR…

Juruterbang melaporkan bahawa salah satu kipas (blade) telah patah menyebabkan dia kehilangan “thrust” dan memaksa beliau untuk “glide”

Juruterbang menunjukkan lokasi dimana kipasnya patah.

Dikerumuni oleh orang awam

 

PUNCA…Salah satu bilah kipas patah semasa penerbangan dibuat memaksa juruterbang untuk mendarat cemas

 

Setelah keadaan kembali menjadi reda, saya kembali bertemu En Rajab dan mengucapkan terima kasih di atas maklumat dan masa yang diluangkan. Saya terus beredar ke perkarangan presint 2 dan dapati belon udara seperti hilang kawalan. Jadi saya dekati kawasan terbabit dengan bantuan anggota Rela (pembantu EN Rajab) untuk memasuki kawasan belon untuk menemubual juruterbang belon.

TUMBANG…Belon dilihat tumbang dan kempis

Saya kemudian mendekati orang ramai yang beratur menunggu giliran dan juruterbang belon kelihatan berdekatan untuk menerangkan keadaan kepada orang ramai.

Beliau mengatakan bahawa faktor cuaca seperti suhu panas dan angin kuat menyebabkan keadaan tidak selamat untuk menaiki belon ketika itu. Tambah beliau, jika ada orang ramai yang ingin duit dipulangkan boleh berbuat demikian di kaunter berdekatan.

“Maaf, keadaan tidak selamat untuk menaiki belon sekarang.

Saya kemudian beredar dari kawasan itu sebelum pulang. Selesai sudah misi untuk membuat “liputan” acara ini.

 

Sekian, Laporan saya dari Putrajaya.

Untuk lihat gambar sila rujuk => https://www.facebook.com/album.php?id=100000560508381&aid=57964

Terima Kasih kerana membaca.

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.

Navigation 12 (S)

Total Hours : 53:50

Aircraft : DA40

Registration : 9M-NRJ

Instructor : SOLO

It was my first time flying on “Saturday”. My route for today was the same as yesterday (Nav 11) with Capt Zeenu.

WMKC/BACHOK/P.RHU/PENAREK/WMKN/MARANG/KUALA BERANG/PERMAISURI/P.REDANG/P.PERHENTIAN/BACHOK/WMKC//

Total EET was around 104mins.

After done with my preflight check, went inside the aircraft and everything was normal. Until, I contact ground for startup.

Me : Ground APAC 2458, Assalammualaikum…

Silent…More than 5 secs..I check my frequency, correct..I’m on 121.6..I reinsert my headset cable..then re-transmit. Then I got a replied

Tower : Contact tower 122.5

ATC transmitted on Ground frequency..Then only I knew that only Tower Freq is available on Saturday..Haha..malu do!

After established contact with Tower, everything was normal until airbone. Initially weather was good around the airfield, but getting worse as I getting closer with Terengganu. It all started when I tracked to Penarek, after Pulau Rhu. Clouds was everywhere, I’ve tried my best to avoid clouds.

Quite bumpy of course.

I was told by Capt Zeenu and warned about cloud entry when I did Nav 11(dual) with him yesterday. He explained the dangerous and how disorientate a pilot can be. So I didn’t risk my self as I flown SOLO.

Safely touch and go at Terengganu and proceed as per flight plan to Marang, Kuala Berang and thereafter to Permaisuri

I was told to maintain initally 2000feet because Pulau Kapas Training area was active and one aircraft came back for rejoin at 1500feet. So, I have 500feet of separation. After passed Marang and tracked to Permaisuri, I was cleared to 5000feet. Clouds are building up. Everywhere.

I managed to avoid clouds but entered a few small cumulus type of clouds. I cant request for lower because of the high terrain in the area. I’m in trouble if I request for lower and cannot maintain visual with ground!. So, I just maintained 5000feet. Tracked to Pulau Redang from Permaisuri. I thought weather is getting better but, seems become worse and I can see big clouds (like Cb’s) around Pulau Redang, I tried to avoid but seems it was too many.

I forced to divert from current position direct to Perhentian.

Me : Tower, APAC 2458.

Tower : APAC 2458, go ahead.

Me : APAC 2458, request divert from current position to Perhentian due weather, 5000feet.Estimate Perhentian xx.

Tower : Approved, report again Perhentian.

Me: Report again Perhentian.

Weather around Perhentian was much better than Pulau Redang.

Approaching Pulau Perhentian.Thanks to GPS =p

Perhentian from 5000feet.I’ve never been there before but I think maybe one day.

Tracked safely to Bachok and landed safely =).

Bachok town

APFT sewakan pesawat ringan mulai Julai

APFT Berhad (APFT), pemilik dan pengendali Akademi Latihan Penerbangan Asia Pasifik bercadang melebarkan sayap perniagaannya dalam bidang berkaitan penerbangan selewat-lewatnya pertengahan tahun ini.

Pengerusi Eksekutifnya, Datuk Faruk Othman berkata, pihaknya dijangka memulakan operasi dalam bidang perkhidmatan sewaan pesawat ringan, penyelenggaraan, pembaikan dan pemeriksaan serta latihan untuk kru lapangan. “Kami memulakan operasi dengan mengendalikan akademi latihan penerbangan dan sudah tiba masanya menceburi bidang lain.

“Justeru, kami memilih bidang yang ada kaitan dengan industri penerbangan bagi memberi sokongan kepada sektor ini yang dijangka terus berkembang setiap tahun,” katanya selepas melancarkan prospektus syarikat itu di Kuala Lumpur, kelmarin. Hadir sama Pengarah Urusan Bank Islam Malaysia Berhad, Datuk Seri Zukri Samat. Menurutnya, sebagai permulaan, syarikat itu akan memulakan perkhidmatan sewaan pesawat ringan dalam usaha membantu sektor pelancongan tempatan. “Perkhidmatan ini dijangka dimulakan Julai depan dan kami berhasrat menyediakan pesawat ringan untuk disewa khususnya bagi pelancong yang mahu melawat kawasan yang sukar dilawati melalui jalan darat,” katanya.

Beliau berkata, selain mengembangkan operasi dalam bidang lain, APFT tetap meneruskan fokus utamanya dalam melahirkan juruterbang berkualiti dengan menjalin kerjasama di beberapa negara.
“Kami akan menjalin kerjasama dengan syarikat di India dan Myanmar untuk menjalankan operasi di negara berkenaan yang dijangka dimulakan pada suku kedua tahun ini,” katanya.

Katanya, buat masa ini, APFT memiliki 35 pesawat, 45 pengajar dan lebih 750 pelajar.
Dalam pada itu, APFT meletakkan sasaran mengumpul RM11 juta daripada tawaran awam permulaannya (IPO) yang dijadualkan 18 Mac ini. Menurutnya, IPO itu sempena penyenaraian syarikat di Pasaran Utama Bursa Malaysia Securities Berhad.

Source:http://www.hmetro.com.my/articles/APFTsewakanpesawatringanmulaiJulai/Article

Navigation 11 (D)

Total Hours : 51:35

Aircraft : DA40

Registration : 9M-NRJ

Instructor : Capt Zeenu (APAC 08)

It was a beautiful Friday morning. When I looked up in the sky, I knew its perfect day for Navigation. Total Estimate Elapse Time (EET) was 1Hr 44Mins. The only difference between last navigation (NAV 8) which also to Terengganu are the waypoints. There are few additional waypoints in this route. There are; Pulau Redang, Marang and Kuala Berang. The rest are remain the same as previous exercise.

I checked the aircraft and drained fuel for 3times as instructed by Capt Zeenu to make sure no water contamination in the fuel tank. Satisfied with the condition of the aircraft, I then carried on with the checklist. Safely airborne and tracked to Bachok.

Capt Zeenu asked to maintain 90% Load  (engine power) with 90kts (fast cruise settings) as we climb higher. Normal power setting is 100%(power) with 80kts. But personally, I prefer maintain 90% with 90kts as this will not stress the engine during prolonged climb.

Tracked to Pulau Rhu after Bachok thereafter to Penarek and Batu Rakit before touch and go at Terengganu airfield (WMKN). After safely touch and go, we are cleared for right turn to Marang. It was my first time flying to Marang and Capt Zeenu change the MFD to Backup Mode. Which means, both of the screen display Instruments, not GPS. So, I really did “Navigate” this time to make sure I’m on track and overhead then only started turning to Kuala Berang.

We were asked to hold South of Kuala Berang 1500feet due to scheduled departure. Malaysia Airlines. After Boeing 737-400 climbed higher, we then continued navigation to Permaisuri. Clouds are everywhere. Sometimes Capt Zeenu took over control to avoid clouds. We then climb to 3000feet initially due to high terrain. Overhead Permaisuri, we then tracked to Pulau Redang.

Approaching Pulau Redang, I can see an airfield. I cant take picture at the moment because flying Dual. =p We then tracked to Perhentian which took us around 9mins with 110kts ground speed. Before start descending, Capt Zeenu asked me to listen to the ATIS and brief about the weather as well as Arrival brief.

Before we descend, Capt Zeenu shown me how to setup Top of Descent (TOD) using G1000. With 500ft/min and the current height minus height to maintain will get height to lose. Once we have the “time”, we then enter and the computer will show where to start descend. Nice!

After descended to Bachok and tracked to KB town as per normal joining approach. Landed safely 2Hours 20mins after airbone.

Instruments Flying 4

Total Hours : 49:15

Aircraft : DA40

Registration : 9M-NRD

Instructor : Capt Kamis (APAC 19)

Today I didn’t expect to fly because my sortie was scheduled early in the morning (0730) and it was raining (-SHRA). However, Ops managed to rescheduled for take off in the afternoon. It was my first time flying with APAC 19 . For this exercise, I practiced Basic IF (with IF hood on) for Medium Turns,Steep Turns,Climb and Descend as well as unusual attitude recovery. But, there is something interesting ahead. I was introduced to the VOR approaches.

Normally, we have to check Comm. and Nav Frequencies. Now only I fully utilized the “needle” pointing to VKB as well as DME. Before this, we didnt use it during GH.

An example of the CDI

Normally, we have NAV 1 and NAV 2. So we can set to VOR at one time. Just like COMM 1 and COMM 2. Basically, new things that I’ve learned today was to check the needle tracking during tracking to ensure that the NAV is working properly prior to Take-off.

We safely airborne and tracked to Uban. I put on the IF Hood after 300feet and guided by Capt Kamis as he will be my safety pilot to make sure we are clear of any other traffic. Practiced normal straight and level even though its quite bumpy. But I tried my best to maintain the desired heading and Altitude. After established Uban, practiced exercises as in IF 3. After completed those exercises, Capt Kamis explained to me about Radial and Bearing and how to intercept.

At first, I’m quite confused the differences between two but after demo, I finally have the idea how to intercept radial and fly inbound VKB.Capt Kamis then requested for VOR RWY 10 and we are cleared to climb and maintain 2500feet track to VKB. As we flying to the beacon, Capt Kamis told me that I need to brief the frequency,missed approach procedure and etc as written in the chart.

Once overhead, we turn (rate-one-turn) and follow as per charts. Finally after passed the beacon (Beacon Outbound), we then descend to 1600feet and start to turn at 3min(as per chart), and finally align with RUNWAY 10.

Quite a lot of process but slowly I think I can mange to understand.

Note to myself : DO not confuse radial and bearing. Radial is independent of your heading. Its like a “lines” coming out from Beacon and you are flying on the lines(radial) whether it is TO or FROM the station. Ex: On Radial 225′ . To intercept Radial 270′ you have to fly to the left! . While if you are at bearing(Heading) 225degrees, you want to go to 270′ you have to fly to the right! Do not confuse.

PPL Test

Total Hours : 48:05

Aircraft : DA40

Registration : 9M-NRE

Examiner : Capt Zeenu (APAC08T)

I still can remember back then, when I flown with Capt Zeenu for the first time for Instruments Flying 3. Today, it was my second time with APAC 08. Last time, I felt like doing PPL test and now, I really did the test with him. As usual, preparation is everything. My sortie was scheduled early in the morning around 9.30AM. I’m the first student to be tested and the second sortie was my senior,Philbert, CPL (GH).

Getting early in the morning is crucial as I need to prepare the Loading and Performance charts. To prepare the performance charts, there are several steps to be done. First of all is to have the weather report as I need the current temperature and latest QNH for Pressure Altitude calculation.

After having the weather report in hand, I then proceed with Load and Balance sheet to have the Take-off weight (TOW) before proceed to Performance charts. For DA40, the Maximum Take Off Weight is 1150KG (MTOW).

After having the Take Off Weight and moment, I then continued to calculate CG range. By having those number in hand, I know that the CG is within limit.

The effect position of CG is important especially in Light aircraft. If the CG is too aft, aircraft can stall after lift off. If the CG too forward, nose is too heavy to lift off and increase the take off ground roll. I then continued with few performance charts for Take off and Landing with different configurations.

Last but not least, I calculated the crosswind component based on the METAR and slight crosswind expected during take off.

Finished with Loading and Performance chart is only halfway of the process, I then prepared the briefing board by filling up the aircraft remaining hours and etc.

Finished with paperwork and board, I then checked the aircraft carefully. Previously, the aircraft several time reported with ECU problem, made me check every single inch. Even though ECU situated inside the engine compartment, but external pre-flight checks is also important ! After satisfied with the condition of the aircraft, I went inside and started looking for Capt Zeenu.

After introduced myself to him, I went inside the briefing room and prepare myself for the test. He went inside the briefing room and checked my license, FTR as well as loading and performance chart.

Capt Zeenu : Have you checked the aircraft?

Me : Yes Sir, I’ve done the pre-flight check.

Capt Zeenu : Let’s go.

Me : Ok Sir.

This is the time…..

He checked the propeller and did walk around to make sure everything fine. I went through the checklist as per normal.

Capt Zeenu : Request startup for circuits first, if not available, go to training area.

Me : Ok sir.

I made the radio call and lucky for me, circuits and landing is available. I carry on until Before Take-off check. Everything was normal. ECU test was normal, no indications of something going wrong.

Initially, the coolant was in the yellow sector and I had to increased the RPM to 1400 to warm up the engine. It was my first time doing that actually. I’ve never done that before until my batch mate told me that Capt Zeenu want 1400RPM to warm-up the engine as per checklist.

We were cleared for taxi and did instruments check while taxying. Taxied to Holding point Charlie and cleared to enter active runway 10 but number two for departure.

Shorten the story,

Took off and join the circuit, Capt Zeenu asked me to show him Normal circuit. I did downwind checks as per normal. He remain silent and watched me as I said “Spacing Heading Spacing Height and Spacing Speed”. We were cleared No 2 for approach. No 1 is PA28 which is slower that DA40. So I need to maintain spacing and let him pass my 3’oclock before start turning for Base. Everything was normal and safely touch and go. After airborne from touch and go, Capt Zeenu asked me to show Glide circuit, however, right after I reported “Downwind Glide for Touch and Go”, ATC asked us to hold mid down wind while the PA28 infront of us was asked to hold at late downwind due to scheduled departure.

After the aircraft safely airbone, PA28 was cleared  No 1 for approach and I was no 2. Normally, for glide circuit spacing is 1 wing chord from initial aiming point.I follow as per glide circuit pattern. PA28 was still on the runway and I had no choice but to go around. Immediately after going around, Capt Zeenu made RT call asked ATC whether can hold for left base and ATC cleared.

Capt Zeenu : I have control.

Me : You have control sir.

AAArrrrr… What came through my mind was, confirm failed. Maybe my spacing too close with the aircraft until he need to take over the control? I just remain silent and try to calm down. After the aircraft touch and go, he Radio ATC after touch and go proceed to Bachok. I was surprised. Hehe..I then did Glide circuit for the second time and touch and go direct to Bachok.

Passing 300feet, Capt Zeenu asked me to put IF hood for Basic IF. Exactly the same as I did in IF3 last time. He asked me to do Medium turn and rate one turn. Enough with IF, he asked me to take off the hood. Aircraft was cruising at 1000feet tracking to Gunong.

Capt Zeenu : Engine Failed!

Me : Select Attitude for 70Kts. Emergency landing prepare…errr..sir I will select 11’oclock as my force landing area.Emergency fuel valve OFF, Engine Master OFF,Finals Flaps LDG and ELEC MSTR OFF.

Capt Zeenu : Why dont you select there? (pointed to 1’oclock), much closer.

Me : Ok sir =p

Me : Reaching 500feet sir going around.

Capt Zeenu : OK, turn left to this heading (moving the Heading bug)

Me : Roger Left HDG 150, left clear front clear right clear all clear.

After then he asked me to climb to 2000feet. Approach config stall exercise straight away. I did HASELL check and follow as per circuit/downwind pattern. He remain silent and keep watching me. After recovered from approach config stall, Capt Zeenu asked me to do a steep turn to the left.

Me : Left clear Front Clear Right Clear, all around clear. Steep turn to the left.Passing 30degrees, power 80%. Bank Balance Back Pressure.

Attitude Bank angle Attitude

Attitude Back Pressure Attitude

Attitude Balance Attitude

Attitude LOOKOUT Performance

After Rollout from steep turn, we request for rejoin as the timer indicating approx 1hrs 15mins.

I safely touched down 1hr 30mins later. After the engine stopped, Capt Zeenu said, after philbert we will brief.

Now, the same aircraft was used during Philbert.9M-NRE. They took off safely and did few circuits, however according to Philbert, while tracking to Bachok, ECU A and B caution lights ON forced Capt Zeenu to took over control and request to land Runway 28. Normally cruising altitude while tracking to Bachok training area is 1000feet. It was a tense moment to come across this situation. I was relieved that they made a safe landing on Runway 28.

After a while, Capt Zeenu debrief me and asked Emergency question such as Spins Recovery technique and RPM Overspeed. He then gave the PPL paper and said I passed the test.

Alhamdullilah.

Thanks to my friend for wishing me good luck/all the best prior the test. A few words means a lot to me. Also congratulations to Ariventhan. He passed PPL test last week also with APAC 08Tango.

General Handling 11 (Pre-PPL)

Total Hours : 46:35

Aircraft : DA40

Registration : 9M-NRC

Instructor : Capt Nay (APAC 21)

Pre-PPL or also known as GH11 was the last dual sortie before PPL test. Basically, for this exercise, instructor will check on you whether you are ready to sit for PPL test. Time allocated for this exercise is 1hour 15mins. I requested startup for circuit and landing initially and thereafter proceed to Bachok. However, circuits was full, so I proceed to Bachok training area first then rejoin for circuits.

It was the last sortie for me to practice before being scheduled for test by APAC 08T (Capt Zeenudin) on 21/02/2011. (“T” stands for Tango means student on Test.)

As usual, Capt Nay watched me as I went through the checklist and everything was normal. We safely airborne after AirAsia (A320) took off. Tracked to Bachok and follow as per PPL profile.

Once finished, requested to rejoin Overhead PFL as well as circuits, but we were asked to hold initially at Bachok. In the mean time, I practiced PFL over and over again. After some time, we then cleared to rejoin for Overhead PFL and circuits at 2000feet initially. I managed to practiced Normal and Flapless circuit due traffic. We safely touched down around 6PM, only Tower frequency is available at that time.

P/s: Preparing for the test tomorrow. Hope everything will be fine.

Newer entries » · « Older entries