Author: Kai

-->

Airline Pilot Career Pathways

Posted on by Kai

Are you serious about an airline pilot career? In this blog we discuss some of the airline pilot career pathways available to you.

Airline Cadet Pilot Pathway VS General Aviation / Direct Entry Pathway

There are two main airline pilot career pathways to consider. Both can lead to an equally fulfilling career as an airline pilot. These are via an airline cadetship or via General Aviation training leading to a direct entry application.

Cadets will need to pass several rounds of exams, including a group interview and aptitude test. Direct entry pilots will require some prior flying experience, often accumulated through work as a flight instructor or charter pilot. Both methods of entry are standard, and each has its advantages and challenges.

General Aviation / Direct Entry Pathway

For this pathway, students need to graduate from a flying school and obtain their Commercial Pilot Licence (CPL). This is the minimum qualification to work as a pilot. This can also be obtained in conjunction with a Diploma of Aviation or Bachelor of Aviation qualification.

After graduating, the next step is to gain flying hours whilst working. This can be done a number of ways. Some of the more common roles are instructing, scenic flights, parachute drops or single-engine charter. You can then advance to multi-engine aircraft and build more hours, again through similar opportunities such as instructing.

Different airlines have different hourly requirements, and these are far lower than what they were even 5 years ago.

Cadet Pilot Pathway

An airline cadetship usually involves an intense full-time course during which the cadet must also gain the minimum flying hours. Following this, successful cadets are offered a role with their respective airline.

Entry Points

Cadet Pilot Program

Many airlines now offer cadet pilot programs. There are many benefits, one of which is that airlines can teach pilots according to their protocols. This means they can iron out unaligned habits formed at flying schools. You can technically apply for a cadetship with no flying experience at all. Having said that, we strongly recommend having some flying experience prior to applying.

As there is such high demand for pilots, some airlines will even provide free training for their cadets. The cadetship path can be especially beneficial to students with limited finances.

Out of the two main airline pilot career pathways, the cadetship is the most accessible. But that doesn’t mean it’s easy! Competition for cadetships is fierce, with only a limited number of spaces available.

For example, an airline may receive a thousand applications each year but only select fifty cadets. This means applicants must demonstrate fervent attention to detail, impeccable attitude and dedication that sees them stand out from the rest. The interview process is rigorous and requires a great deal of preparation.

General Aviation / Direct Entry Pathway

Direct entry is the “traditional” pathway to becoming an airline pilot. You obtain your CPL, build hours, and then apply for relevant airline roles. The two most common direct entry options are for First Officer or Second Officer roles.

The airline will determine the minimum requirements for application, and this usually centres around the number of flying hours you have. Obviously, Second Officer direct entry requires less hours than First Officer direct entry.

The benefit of this pathway is that you are applying based on your flying skills and experience, so there are less variables. You won’t find the same level of fierce competition that you see with cadetships. You either have the hours and experience, or you don’t. Having said that, preparing your application well is still very important. It’s still a job interview after all, and the airline will still want to know that you will be a good fit.

The downside to this pathway is time and money. Learning to fly is expensive. Obtaining your CPL will likely take a minimum of 12 months and cost you $70K AUD at the very least. Only then will you be able to start earning money as a pilot. From there, building the hours you need for direct entry takes time.

Airline Pilot Career Pathway Job Prospects

Cadet Pilot Program

Past statistics suggest that between 85 – 90% of cadets go on to graduate. According to data, there is a 95% chance of a cadet pilot flying for the airline that trained them. Markets can fluctuate, however, and there are often outside factors that can affect employment.

Your level of success will always will always be determined by your level of dedication, aptitude, safety and attitude. Some airlines have been known arrange extra training so a cadet can meet requirements, but that is not a given. It’s not a free ride, and some would say that cadet training requires you to exceed expectations far more than a standard flight training process.

General Aviation / Direct Entry Pathway

The aviation industry is currently booming, with a high demand for pilots around the world. It’s now common for pilots in Australia to be poached by overseas airlines with salary packages they can’t refuse.

Major airlines such as CommutAir, SkyWest Airlines, Qantas, Air New Zealand, Cathay Pacific, Singapore Airlines and Scoot are hiring via direct entry. More recently, we have seen a huge reduction in the minimum hours required for both First and Second Officer direct entry applications.

In addition to this, many flying schools are hiring junior instructors as full-time pilots. That means that gaining a job post graduation is very much achievable, as is being able to build hours while you work.

Regardless of which of the airline pilot career pathways you choose, it is ultimately about skill, endeavour, performance and above all, attitude. After all, being a pilot isn’t just about flying machines; it is also about carrying people.

Captain Darren McPherson from ACS – Aviation Consulting Services is our specialist airline interview consultant. He runs our highly successful airline interview courses, which includes the Future Cadet Pilot Program (FCPP) and Airline Interview Coaching Session.

Airline-Pilot-Career-Specialist
Captain Darren McPherson is our airline career pathways specialist.

If you are thinking about an airline career, then email [email protected]. You can also visit https://drift.me/learntofly/meeting to book a meeting and school tour.

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

Common Pilot Phrases: What Are The Pilot Phrases You Should Know?

Posted on by Kai

Have you listened to the way a pilot speaks over the intercom? Can you make out everything they say? ICAO Aviation English is the universal language of aviation. It is used by pilots, air traffic control, aircraft maintenance engineers, technicians, airport crew, and airline and cabin staff. Like any language, there is a lot to learn, but knowing it well will make you a far better pilot. So what are some of the most common pilot phrases that you should know?

Clear Communication

Passing the radio communications exam is compulsory for all trainee pilots. A pilots role is to be fluent and knowledgeable in the various technical words and abbreviations. A pilot who can respond swiftly and accurately with an air traffic controller will significantly reduce the margin for error. In the air, mishearing can lead to a big mistake.

Some of the worst plane disasters occurred with confusion from the pronunciation of certain words. A pilot must not just break through the sound barrier, but the language barrier as well.

The Phonetic Alphabet

The NATO spelling alphabet that you may already know (Alpha = A and Bravo = B) was first developed by the International Civil Aviation Organisation (ICAO) after World War II. Like all languages, the phonetic alphabet can differ slightly around the globe. Certain Scandinavian countries have altered letters and added symbols. Some words in the NATO alphabet are spelt differently to assist with international pronunciations.

For example, ‘Alfa’ is spelt without the ‘ph’ because some European languages would not pronounce it as an ‘f’. ‘Juliett’ is given an extra ‘t’ for similar reasons because, in French, with Juliet a single ‘t’ is silent.

Common Pilot Phrases

AFFIRM

Don’t believe everything you saw on Top Gun! Pilots don’t say “affirmative” for ‘yes’ – the correct term is “AY-firm”.

APPROACH

A plane coming into land.

MAYDAY

This is one you never want to use. It’s the distress call for emergencies, such as a complete engine failure. It comes from the French ’m’ aidez’, meaning ‘help me.’ When in trouble, a pilot will say it three times.

MEL

Minimum Equipment List. This means a part of the aircraft has malfunctioned but is not of vital importance to the flight.

PAN-PAN

This is the next level of distress down from ‘Mayday’. Apply it situations which are severe but not life-threatening. Pan-pan originates from the French word ‘panne’, meaning a breakdown. Like ‘Mayday’ it is said three times at the start of a call.

ROGER

Contrary to popular belief, not all men who work in aviation are called Roger. This code-word confirms the pilot has received a message but not yet complied.

SQUAWK

To squawk is to set your transponder (the device for receiving a radio signal) so that your location can be identified on radar. Pilots may be asked to ‘squawk Mode – – Charlie’ or ‘squawk ident’, which are individual settings to allow air traffic control to locate a plane.

STANDBY

Meaning “please wait”, this is said when the air traffic controller or pilot is too busy to receive a message.

WILCO

An abbreviation of “will comply”, meaning the message has is received, and the pilot will comply. The phrase ‘Roger Wilco’ has made its way into more popular use, but technically, the ‘Wilco’ part is the more important.

So, read up on common pilot phrases! Then combine them with clear pronunciation and eager listening skills, and you are clear for takeoff.

Common-Pilot-Phrases
Knowing some common pilot phrases is a great start to mastering ICAO Aviation English.

For information on our flying courses, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

A Successful Forced Landing: Case Study (Part 2)

Posted on by Kai

The case study of the successful forced landing has proved that other than having the tremendous flying experience, pilots need to be determined and make quick decisions.

Forced landings are simulations that we do when we are down to 500 feet and when we punch the power and overshoot; however, in reality, if your engine fails, you are literally flying the final 500 feet to the ground without training. The instructor did have the fortune to go through specialised forced landing training and he shared some excellent tips to students.

How do you sustain the seat crash tolerance?

According to the Federal Aviation Administration (FAA) regulations, aircraft that are manufactured before 1987 only require a seat crash tolerance of 9Gs in all directions while for others all seats have to exceed that tolerance.

A Cessna 172R has crashworthiness of 26Gs. As the impact in the incident was actually around 5–6Gs, it can be easy to exceed limitations if you botch something.

Tips for a successful forced landing in this aircraft:

To keep the cabin intact during the impact, you do not only need to fly at the minimum controller airspeed, but also use dispensable parts of the airplane to take the impact for you, such as the wings, landing gears and even the engine.

The crash energy goes up with the square of airspeed and using other parts of the airplane structure can help reduce that crash energy safely.

If you were to use trees as the instructor did in this case study, you should aim to impact the trees as horizontally as possible as that will allow the trees to reduce your forward kinetic energy.

How do you deal with engine failures?

A crucial takeaway from this case study is that not all engine failures are the ‘propeller stops spinning’ scenario that you might see in a textbook.

Most engine failures are in fact partial power loss. Some partial power losses can sustain level flight but in the case of the pilot in the case study, he didn’t have the power to sustain level flight, so essentially he was in a slightly powered glide.

How do you measure the best glide speed?

Tips:

If your flight is too high, then fly faster, which will allow you to be less efficient and fall faster. You just have to have the technique to slow it down.

If you want to lose altitude and you are not on final approach on a forced landing yet, it is advisable to pitch the nose over to the white arc speed in order to lose height even quicker.

In the end, you have two options, either side-slipping or S-turns or even a combination of both.

Do not be timid on S-turns! The instructor in this case study flies extremely wide S-turns, which is the only way for them to be effective.

Hopefully, this entry can inspire you to get up and practice some forced landings and consider that the last 500 feet will be the real make or break moment! Have fun and fly safe!

To learn more about forced flying techniques, head to Forced Landings: An Alternative Technique. Thanks to LTF student pilot Howard Lau for contributing this case study on completing a successful forced landing.

Successful-Forced-Landing
Practicing successful forced landing technique can help to avoid a potentially life threatening situation.

For information on our flying courses, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

How To Execute A Forced Landing: Case Study (Part 1)

Posted on by Kai

The man who sent me on my first solo flight in Hong Kong is full of wisdom and has a sense of humour in the cockpit. He shared a flying experience involving a forced landing in a Cessna 152 with me. I want to share this story with you now as a case study along with tips that will guide you on how to execute a forced landing.

This is his story:

Tolo Harbour, Hong Kong, Approximately 2,800 Feet

On the 26th of February, like any other Sunday, I was sitting in the flight operation office in Hong Kong. Little did I know, out there in the Tolo Harbour, a Cessna 152 was about to be at the centre of a whirlwind adventure involving a forced landing.

At the time, we were doing some pre-examination exercises for students, and we had just turned around towards the Shek Kong Airfield. The engine suddenly ran rough, so I pulled the carb heat out and went full throttle, but it did not change the situation.

I was thinking, “Is this my lucky day? Alternatively, a bad day?”. But really, you don’t have time to think or even pray.

Decision Time

A decision had to be made in around 10 seconds. I had 3 options.

1. Go back to Shek Kong, but in that case, I would fly over Tai Po and many buildings.

2. Fly over to the dam wall (of the Plover Cove Reservoir), but it was 11.30am on a Sunday which means many people were there.

3. Fly towards Three Fathoms Cove.

I thought of those three options and discarded the first two options as they were too populated. Either way, today was the day for learning how to execute a forced landing.

Altitude

When you are at that height you will have less than two minutes before ground impact. I was thinking, “if I drag on too much or if I drag on too long, I wouldn’t have the altitude to execute my approach.”

At this point, I still didn’t want to believe that I had to do a forced landing, and I always wanted to revive the engine and glide back into the airfield. I asked ATC for approval to climb above the vertical limit, and they said, “Sure, no problem.”

The Engine Will Not Revive Itself. Decision Time Again.

You can’t spend too much time hoping to recover the engine. Run your checklists and if it isn’t working, make the decision to execute a forced landing.

The rule of the thumb here is to get a plan and stick with it. If you keep switching plans and your aircraft keeps descending, you will eventually limit your options for the forced landing too much, which is more likely to have serious consequences.

Forced Landing: Into The Trees On The Golf Course!

So how did I manage to land in the trees of the golf course without injuries? And moreover, why did I choose the trees?

I was trained to approach a field with an escape route to overshoot and go around in case something miraculously happens to the engine. The most important thing is that you have a technique to slow down. I can do S-turns to bleed off the height and shorten the landing distance, and side-slipping helps as well.

I was at 70 knots, nowhere near 60, and I was out of options at the time. If I dived the aircraft into the golf course, I would gather up speed, which may result in a tumble and getting wet. I spotted a relatively flat spot in the trees. I went for it. With full flaps, I hit the trees at around 45 knots, close to the minimum controllable airspeed.

Intentionally, I aimed between two branches so the wings would hopefully lessen the impact. And it did. The left-wing was broken off, but we walked away unhurt.

Head to Part 2 of this case study to see the lessons learnt and gain some tips on how to execute a forced landing. Thanks to LTF student pilot Howard Lau for contributing this case study on how to execute a forced landing.

Execute-Forced-Landing
Making fast decisions is an important factor in how to execute a forced landing.

For information on our flying courses, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

The Best Flight Instructors Make The Best Pilots

Posted on by Kai

Flight instructors are the backbone of all successful pilots, whether that’s for a career or just flying recreationally. One of the most important considerations you can make when choosing a flight school is finding the one with the best flight instructors.

Here at Learn to Fly, the best flight instructors are training some of the brightest future pilots in Melbourne. Students are assigned primary and secondary flight instructors. However, this can obviously be flexible based on student progress and training requirements. We have a wide range of flight instructors with diverse backgrounds and varied areas of expertise for this very reason.

The best flight instructors will always be the ones you’re able to build a productive and trusting work relationship with. Regardless of how far into your aviation career you are, your instructor should always be someone you can rely on for guidance, assurance, advice and improvement.

Here are five great qualities all aviation students can expect from the right flight instructor:

They Have A Diverse Range Of Experience

Based on CASA guidelines, there are 3 levels of flight instructor for General Aviation. There are Grade 1 and Grade 2, and Grade 3 – with Grade 1 being the most senior. Beyond that, you have RA-Aus instructors and also instructors with specific capabilities such as IFR or multi-engine training.

Grade 1 instructors have extensive experience in not only flying, but also in instructing. To achieve that level of seniority, they have displayed their expertise in teaching both students and other instructors. Typically, your primary instructor at LTF will be a Grade 1 instructor.

It’s important to find a flight school that has instructors of all levels, and with a wide range of additional capabilities. But beyond what’s on paper as far as capabilities go, look for a diverse range of experiences. Our instructors come from multiple countries, and from different areas of aviation including airlines, charter and more.

Your Safety Is Their Priority

A large portion of flight training centres on emergency procedures. Stalls, wing drops, forced landings, engine failures, radio failures, and the list goes on! This is why our school standards require instructors to be not just be well-trained, but for safety to be their first priority.

A focus on safety is learned behaviour. A flight school with high safety standards passes this on to their instructors. The instructors then pass it on to you, the student. By treating EVERY safety detail as important – even the small things – bigger saefty issues become less likely.

The best instructors will respond immediately to any situation in which the risk outweighs the learning opportunity. This may mean that an instructor wants you to repeat something when you want to progress. That might be frustrating at the time, but it will make you a better pilot.

Beyond our instructors, our Chief Flying Instructor (CFI) and Safety Manager actively supervise all flight training operations and consistently check training records and documentation. This ensures compliance with Standard Operating Procedures (SOPs) and means students can always feel safe while flying!

They Bring Out The Best In You

What kind of learner are you?

Do you learn visually or kinesthetically?

Do you like to push yourself out of your comfort zone or take things step-by-step?

Are you goal orientated, or do you prefer to enjoy the ride?

You may not yet know the answers to these important questions. The best flight instructors will help you to learn these answers, and will be able to adjust their teaching style to bring out your best. Sometimes it becomes apparent that your primary or secondary instructors may not be best suited to your learning style. This is another reason why having a diverse range of instructors at a flying school is important.

Aside from the dos and don’ts of flying, an outstanding flight instructor will teach you the right attitude towards managing risks, valuing responsibilities and trusting in your abilities.

They Make You Confident

Confidence and self belief are huge factors when learning to fly. Not everybody is confident in their own abilities, or their own knowledge. It’s a very different feeling being 3000ft up with an experienced instructor next to you, and being up there alone.

The best flight instructors will help you to trust yourself.

It’s also important to ask as many questions as possible when learning to fly, and you should always be confident asking your instructor anything. Even the questions you may think are silly – because really, there are no silly questions.

The best flight instructors are excellent motivators who’ll help you overcome any self-doubts and boost your confidence. Remember – they were a student once too.

They Inspire You

Your teachers are always a part of your story in life. Whatever knowledge your instructors instill will remain long after they leave your side in the cockpit. And it’s this knowledge that you will often look to as your inspiration to fly.

Sometimes, learning can become a chore. You may be struggling to progress past a certain point. You may not find what you’re learning at the moment as exciting as some other areas. Let’s face it – some of that theory stuff can drag – especially when you just want to get airborne!

Whether you want to fly for fun or for a career, a great instructor will inspire your aviation journey. They’ll make you remember what drew you to flying in the first place, and inspire you to fly further and higher.

Find your perfect flight instructor at Learn To Fly. Email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

Airline-Pilot-Career-Specialist
The best flight instructors make the best pilots!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

Learn To Fly Becomes The First Diamond DA42 Flight School In Victoria

Posted on by Kai

We are proud to announce that we have ordered the Diamond DA42 aircraft, making us the first Diamond DA42 flight school in Victoria, Australia. The DA42 is an elite twin-engine aircraft equipped with a Garmin G1000 avionics system, produced Diamond factory in Ontario, Canada.

The DA42 will be the first new major multi-engine aircraft type introduced into LTF’s fleet since we started flying the Piper Seminole. This acquisition provides us with the ability to replace our older, less efficient aircraft and deliver better quality training. We believe students should have as many options as possible when it comes to flight training.

Training at a Diamond DA42 flight school in Victoria has many benefits for students. Here are our top five reasons why you should train in a DA42!

1. Amazing Specs & Performance

The twin-engine Diamond DA42 truly is a next-generation aircraft – it combines all the newest innovations to create a capable, robust aircraft that turns heads. The DA42 boasts carbon fibre construction, FADEC controls, glass cockpit with Garmin G100, and a 1000 nautical mile range.

There are very few planes that perform well enough to fly comfortably across the Atlantic at a lower altitude as well as through varied terrain. The Diamond DA42 does that in its sleep.

You will get to enjoy every moment flying, thanks to the panoramic wrap-around canopy and generous rear windows.

2. Advanced Avionics

The Garmin G1000 avionics system is complimented by several avionic options. These can suit almost any need and are usually only available on much more expensive aircraft. The advanced avionics and day and night weather capability offered by the aircraft means that a full variety of flying experiences await.

3. Safety

At Learn to Fly, safety is our priority. It’s only fitting that Diamond aircraft has one of the strongest safety records of any light aircraft in the general aviation industry today. Furthermore, aspiring airline pilots and private pilots alike can enjoy the impressive cross-country performance and safety of the DA42 twin-piston without the additional costs often associated with having a second engine — fuel, maintenance, etc.

4. Environmental Innovation

The DA42 is powered by with eco-friendly, fuel-saving and powerful engines. These engines have far less fuel burn than conventional engines. This dramatically reduces the flying costs for students.

5. Obtain Your Multi Engine Class Rating or MECIR

Thanks to the Diamond DA42, those hoping to become airline pilots can gain considerable experience with similar flight approaches, procedures, and conditions similar to those encountered by light jets and turboprops.

This makes the DA42 one of the best aircraft options when pursuing a Multi Engine Command Instrument Rating especially.

Learn To Fly Is The Only Diamond DA42 Flight School In Victoria

The purchase represents a new chapter for LTF, with the DA42 becoming a valuable addition to our fleet. It will allow students to complete their Recreational Pilot Licence (RPL), Private Pilot Licence (PPL), and Commercial Pilot Licence (CPL) training on the Diamond DA40 and then smoothly transition onto the DA42 for their multi engine training.

We will be ordering more Diamond D40 aircraft and another Diamond DA42 this year. As our flight training fleet expands, so does our capability to train the next generation of pilots.

Diamond-DA42-Flight-School
Learn To Fly becomes the first Diamond DA42 flight school in Victoria, Australia.

Want to learn more about flying with the only Diamond DA42 flight school in Victoria? Email [email protected]. You can also visit https://drift.me/learntofly/meeting to book a meeting and school tour.

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

Flying In Marginal Weather: A Student Pilot Experience

Posted on by Kai

Flying in marginal weather with an experienced instructor is a great way to gain experience and build confidence. As an aviation student, you will regularly be placed in unfamiliar situations that test your skill, airmanship and decision making. These judgements could even determine the entire outcome of a flight. It is paramount for all pilots to attain a weather briefing for all matters of flying, including flying circuits.

The 24th of September, 2017, was a definitive learning curb and monumental day for me in my aviation career. What was supposed to be a regular day of circuit flying soon turned into an unforeseen challenge.

The weather was marginal on that day, with gusts up to 20 knots and some showers, as the outer rainbands of a tropical depression were affecting us here in Hong Kong. However, it seemed safe enough to fly circuits at first glance.

Fly with an instructor who is comfortable with flying in marginal weather

This will allow you to test your limitations safely.

After pre-flight, I immediately requested not to be sent out solo due to the weather. Nevertheless, my instructor and I decided that today would be a wonderful opportunity to test my abilities safely under his supervision.

My instructor was comfortable with the conditions; however, we were both aware of a squall line brewing to the south of Hong Kong that could potentially affect us. We calculated that we had at least 45 minutes before the line hit, and we assumed we would be in the clear.

Think beyond the aviation weather briefing

Interpreting the weather does not stop there. It’s vital that you can visualise how the forecast can potentially affect your flight.

Heels to the floor, full power, RPMs in range, Ts and Ps in the green and as the aircraft passed 55 knots; I gently applied backpressure for a smooth take-off.

Almost as soon as I climbed above the tree-lines, the aircraft jolted to the right, and I corrected instinctively. I remembered exactly how to respond during turbulence – focus on holding the altitude of the plane, don’t chase the altitude and most importantly don’t bust manoeuvring speed.

As I rolled out on downwind, the aircraft was thrown around in all directions. My body, with the absence of double shoulder harnesses, was also thrown around alongside as the rain and turbulence worsened. I struggled but managed to get my pre-landing checks complete and radio call out. Despite my headset bumping the ceiling, in such turbulence, one must remember that the priority is always to fly the aircraft.

Fly the attitudes. It will save your life one day!

The final approach was terrible, the turbulence made me delay my full flaps selection and I felt as if the aircraft was being tossed around. It occurred to me that I was way too flat as I flared so I applied more back pressure to establish a landing attitude. Even so, it turns out that I was way too fast. I hit and bounced, holding the landing attitude before touching down once again. The conditions weren’t easing, and I really began to worry.

The rain and turbulence escalated and my headset fell off. The instructor took over as I tried to collect myself. It appeared the squall line on the radar image I saw before the flight was going to hit. I voiced to my instructor and knew that this was going to be a full stop.

Plan for unforeseen delays. Anything can close the runway

Prepared and eager to land, I rolled out on downwind, least expecting flight operations to declare a runway closure for 5 minutes over the radio.

The rain became menacing as I flew at circuit height and held, pelting onto the windshield, and obscuring my visibility. My instructor, however, remained silent to test my decision-making skills for flying in marginal weather.

Waiting for the all-clear seemed like forever. Panic began to set in as I came too close to losing control. “Don’t chase the instruments and hold the attitude,” I reminded myself.

“The runway is now all clear”

Thank goodness. My instructor sprang into action and decided to help me with radios. On the base leg, I set the appropriate attitude for 75 knots and trimmed—I feel very fortunate to be taught how to fly attitudes instead of chasing airspeed, the emphasis on attitude flying by Learn to Fly helped immensely.

Just as I was about to turn final, 75 knots plummeted to only 65 and I sank like a rock. I just had a wind shear of a 10-knot loss. Immediately I applied full power and performed a go-around.

On final approach, I focused on just flying by feel. The landing was hard; however, being back on the ground was all that mattered.

“A superior pilot uses his superior judgement to avoid situations which require the use of his superior skill” – Frank Borman, NASA Astronaut, Commander of Apollo 8

Fifteen minutes after landing, the squall line came through with heavy thunder and rain. It was at this moment I realised the outcome of today’s flight was merely a testament to my good judgement under pressure in a difficult situation. My instructor and I were both safe after I made the decision to call it off. It reiterated to me that as a student, we have the right to make a no-go decision! Because despite embracing every ounce of optimism, even for the simplest of tasks, it won’t change the weather outcome.

This flying in marginal weather experience strengthened my decision-making skills and confidence as a pilot. Contributed by LTF student Horace Ho.

Flying-in-Marginal-Weather
Flying in marginal weather with an experienced instructor is a great way to gain experience and build confidence.

For information on our flying courses, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

Passing The Recreational Pilot Licence (RPL) Flight Test

Posted on by Kai

Every professional pilot once undertook and passed their Recreational Pilot Licence (RPL) flight test. You’ve completed your theory and your flight training, and your instructor has told you that you are ready. But what should you prepare for in order to pass the test with flying colours?

On the day of the test, the CASA-approved testing officer will sit with you and run through how they will be grading you. It may seem daunting, but don’t stress, going for and passing your Recreational Pilot Licence flight test really isn’t as scary as you make it out to be. Plus, it’s all based on knowledge and skills that you have already demonstrated.

In-flight, your testing officer will want to see how you can demonstrate the following:

1. Steep turn through 360 degrees and back onto the original heading

The best way to do this is to make sure you give a thorough lookout to ensure you are in the clear before the turn. When you’re ready, hold the required amount of back pressure on the control stick so as to stay more or less the same altitude or level out in anticipation as you come back upon your original heading.

2. Stall recovery

For this part of the test, your testing officer will want you to demonstrate stall in various configurations. Make sure you remember the HASELL checks—Height, Airframe, Security, Engine, Location, Lookout—and know how to identify the symptoms before entering a stall.

Your instructor may also ask you to demonstrate how to recover a stall with a wing drop. If you make sure to use rudder rather than the ailerons, in the opposite direction of the dropped wing, you’ll be fine!

3. Forced landing

An integral part of flying – and your responsibility – is to be prepared for anything. To make a forced landing successfully, maintain control of the aircraft and select the suitable field. It is important to carry out all emergency checks. Conduct the passenger brief and mayday call, and always make sure to reassure the “passengers” that you are a trusted pilot and have been trained to handle emergency situations.

4. Instrument flying

The testing officer will want to see your demonstrated ability to fly on instruments alone under the hood. To do so, ensure you stay within the +/- 100 of the requested altitude and +/- 10 of the requested heading.

5. Circuit flying

The final part of passing your RPL flight test will have you demonstrate how to fly a squared circuit pattern and control your speed and altitude when doing so. Make sure you can also land the plane with different approach configurations, and manage engine failure after take-off and in the circuit.

Remember your inbound radio calls as you return to Moorabbin Airport’s control zone, and congratulations, you’ve completed the test.

After passing the RPL flight test and obtaining their RPL, students are qualified to fly within 25 nautical miles of the departure airport and carry passengers, during daylight in good weather (VFR) conditions.

Remember that every professional pilot was once a student, itching to achieve their next milestone. Bombarding their flight instructors with questions about how many flying hours it would take for them to reach their First Solo, Training Area Solo, RPL, PPL and finally, CPL.

However, we know that while flying itself is a great adrenaline rush, you shouldn’t be in a rush when learning and attempting your exams. If you mess up any part of the RPL flight test, remember that it won’t be the end of the world. You will always be able to have another go.

Student-Pilot-Checklist
Remember your checklists! They are crucial to successfully passing your RPL flight test.

For more information on our RPL course, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

Aircraft Forced Landing Techniques

Posted on by Kai

A situation that requires a forced landing is something that most pilots would rather not experience while flying. But the reality is, that while uncommon, it could happen at any time. It’s a pilot’s job to be prepared. Like anything, practice makes perfect. In this blog we look at aircraft forced landing techniques.

To complicate things a little, there are a couple of different aircraft forced landing techniques a pilot may be instructed to follow. Knowing them all gives you more flexibility to make the right decision should the need arise. Lets take a look at both the traditional and alternative methods.

Traditional High Key / Low Key Forced Landing Technique

The High Key /Low Key technique is the method traditionally taught in most civilian flying schools across the world. This technique depends on your judgement of the trajectory of the flight in order to hit 1500 feet by your low key position, which is normally abeam your IAP (Initial Aiming Point) on a downwind.

Forced-Landing-Technique-High-Key-Low-Key
The High Key / Low Key method is the most commonly taught of the aircraft forced landing techniques

Some believe this technique to be somewhat flawed. There are a lot of factors to process in order to clearly judge the altitude of your aircraft in a glide at a particular arbitrary point. It also requires the pilot to be extremely knowledgeable about surrounding terrains and the elevation of the terrain they are flying over, which sometimes can be challenging.

Constant Aspect Technique

The Royal Air Force has developed a newer method, known as the Constant Aspect Technique. This method combats the issues of different aircraft, and the requirements for some undetermined judgements.

The principle of this aircraft forced landing technique is that it removes all the guessing of altitude and descent angle. It narrows down to one thing, which is called the “Sight Line Angle” or SLA. It is the perceived angle between the IAP of your landing field and the horizon.

Realistically, all you can look at during the forced landing with this technique is airspeed and the SLA.

Forced-Landing-Technique-SLA
The “Sight Line Angle” or SLA is the perceived angle between the horizon and the IAP of your chosen landing field.

The SLA is the “Aspect” which is part of this entire forced landing approach, and the “Constant” is basically the entire technique itself. The ultimate goal of the entire pattern is to keep your SLA constant as you approach the IAP.

How To Conduct The Constant Aspect Technique

The first step to fly this approach is to pick a landing field within safe gliding distance and meet the criteria set out by your instructor. Next, you can choose a sensible IAP within the first third of your landing field. This will be the “fulcrum” where your aircraft will pivot during the entire pattern, which ideally is a round pattern unlike the High/Low Key method with a rectangular pattern.

Forced-Landing-Constant-Aspect-Technique
The Constant Aspect Technique is one of the newer aircraft forced landing techniques.

Ideally, you will join what is equivalent to a crosswind. However, depending on wind direction, it may be a direct downwind or a midfielder crosswind join into the “circuit”. It is important that your bank angle does not exceed 20 degrees during the approach. Otherwise, you may risk the SLA either increasing or losing airspeed and glide ratio due to the reduced vertical component of lift and increased drag.

If your SLA is increasing (getting too high), deviate from best glide speed or increase spacing.

If your SLA is decreasing (getting too low), decrease spacing, fly inwards.

When approaching final, you must make the turn in to directly approach your IAP. This is the time when you decide, using your knowledge of the trend of your SLA, whether you:

1. Cut in short

2. Fly a standard final, or

3. Overshoot and then turn back onto final depending on your height.

If the SLA is high, you have three options to get back onto glide path. You can use flaps, do S-turns or do a steep slip, or you can combine S-turns and steep slips if it is ridiculously high.

This technique is not only used by RAF but also being slowly accepted by flying schools around Europe and the UK.

It is recommended that everyone should practice the entire pattern all the way down into the flare and touchdown. You will find out, if you really are ridiculously high, you can still hold the slip into the flare, centralise the rudder when the aircraft sinks, and then continue to flare.

Experiment With Aircraft Forced Landing Techniques

Chat to your flight instructor about which method they prefer and why. Proactively seek to practice both aircraft forced landing techniques, so that you know which one you feel more comfortable with.

Thanks to LTF student pilot Howard Lau for contributing this article on aircraft forced landing techniques. For information on our flying courses, email [email protected] or go to https://drift.me/learntofly/meeting to book a meeting and school tour. You can also get more handy flying tips by clicking below and subscribing to our YouTube channel!

Learn-To-Fly-Melbourne-Youtube-Subscribe-Footer

STUDENT ACCOMMODATION TERMS AND CONDITIONS

Posted on by Kai

1. Agreement

A. This Agreement is made between Learn To Fly Australia Operations Pty Ltd (LTF) and the Student (the Student) whose name is specified in item 1 of the Schedule.

B. LTF agrees to allow the Student to occupy the Learn To Fly Student Accommodation facility for the period as specified in item 2 of the Schedule, for the Occupancy Fee (the Fee) as specified in item 3 of the Schedule, on the basis that the Student conforms with the rules and conditions of use as outlined in this Agreement, the Student Code of Conduct or any associated documents as amended from time to time.

2. Definitions

Student Accommodation – All buildings and outdoor areas within the boundary of 5 Kallista Court, Cheltenham, VIC 3192

Common areas – Kitchen, Living, Dining and Outdoor area

LTF – Learn To Fly Australia Operations P/L

Bedroom – The accommodation area assigned to a specific student

Laundry – The building housing the communal washing machines and dryers

Dining Room – The area within the Central Building used for meals

Living Area – The lounge area within the Student Accommodation

3. Terms of use

General

The student must not:

A. use or allow the Student Accommodation to be used for any illegal purpose.

B. use or allow the Student Accommodation to be used in a such a manner as to cause a nuisance or cause an interference with the reasonable peace, comfort or privacy of any occupier of neighbouring student blocks or other occupants of the airport.

C. affix any sign, nail, screw, or other fastener or adhesive to the inside or outside of the Student Accommodation.

D. store lubricants or flammable liquids (including but not limited to kerosene and motor fuels) at the Student Accommodation.

E. keep any animal, bird, or other pet within the Student Accommodation.

F. Do not tamper with the smoke detector in the bedroom, this includes placing any item over the detector.

Alcohol and other drugs

G. The storage and/or consumption of alcohol or prohibited drugs within the Student Accommodation is prohibited.

H. Drunkenness or indecent/objectionable/disrespectful behaviour to ALL staff, third-party contractors or other students will not be tolerated, such behaviour may lead to disciplinary action.

Smoking

I. Smoking is not permitted anywhere within the Student Accommodation other than the designated smoking area located in the backyard only.

J. Cigarette butts must be placed in the appropriate receptacle. Cigarette butts must never be thrown on the ground.

K. A Student caught smoking in a non- designated smoking area or incorrectly disposing of cigarette butts may be subject to disciplinary action.

Cooking

L. The Student is permitted to boil water in the kettle and heat up food in the microwave that is supplied.

M. No other cooking equipment or utensils are permitted to be used in the Student Accommodation including but not limited to rice cookers, frying pans, and toasters.

N. Students must clean and tidy the area after use, otherwise a $50.00AUD cleaning fee may be imposed.

4. Access to student accommodation

Access cards

A. The Student will be provided with two keys. One key will allow the Student to access the Student Accommodation via the main entry. The second key will allow the Student to access their assigned bedroom.

B. The Student must return both keys when the Student vacates the Student Accommodation.

C. If the Student loses their keys the Student will be charged for the cost of replacement key at a cost as shown in Item 4 of the Schedule or as determined by LTF from time to time

Access rules and times

D. The Student is required to enter and exit the Student Accommodation via the main door.

E. The Student will not allow any person to enter the Student Accommodation unless they are a known resident of the Student Accommodation or an LTF staff member. If in doubt, the Student is required to ask the person trying to enter the Student Accommodation to show their LTF-issued Student or Staff ID card.

F. The Student acknowledges that LTF may at its discretion set curfews in relation to the entry and exit to the Student Accommodation. Information on any curfew times will be provided to the Student via a separate communication.

Lock outs

G. If the Student has lost or does not have their Student ID or their Room key with them and they are unable to enter the Student Accommodation or their bedroom (a Lock Out), they should in the first instance contact their roommate and then Manager to meet them and allow them to enter the Student Accommodation.

H. If another Student is not able to provide them with access, the Student is to present themselves at the Reception at LTF Officer. A staff member will then make arrangements for them to access the Student Accommodation.

I. If the Lock Out occurs outside of the operating hours of LTF operating hours, then the Student is to contact the Manager on the number listed in Item 5 of the Schedule.

J. LTF reserves the right to charge a student for any costs associated with a Lock Out that occurs outside of the operating hours of the Operations.

Visitors

K. The Student is not allowed to have visitors to the Student Accommodation without obtaining permission in writing and in advance from Management.

L. Under no circumstances will visitors be allowed to stay overnight in the Student Accommodation.

5. Conditions of the student accommodation

A. LTF will ensure that the Student Accommodation is maintained in good repair in accordance with all applicable health, safety, building and other applicable regulations.

B. The Student must ensure that care is taken to avoid damaging the Student Accommodation and any furniture or fittings. This includes their assigned room and all common areas including outdoor areas.

C. The Student must notify LTF as soon as practicable upon becoming aware of any damage or defects to the Student Accommodation, including smoke detectors, air conditioners, other equipment, and furniture and fittings, that might require repair or that might injure a person or cause further damage to the Student Accommodation.

D. The Student acknowledges and agrees to pay for any damage caused to the Student Accommodation by the Student including any damage as the result of the tampering with a smoke detector.

E. No item that could cause a blockage (including but not limited to feminine hygiene products, disposable towels, or excessive amounts of toilet paper) is to be flushed down the sewerage, stormwater, or drainage systems.

F. The Student must as soon as practicable notify LTF of any blockages or defects in drains, water services, or sanitary systems.

G. The Student may be required to pay for all reasonable expenses that are incurred in rectifying defects or blockages that are caused by the Student.

6. Cleanliness of the student accommodation

Common areas

A. LTF will ensure the common areas of the Student Accommodation are cleaned regularly and the cleanliness maintained at a high standard at all times.

B. The Student is required to ensure that the common areas are kept free of rubbish at all times

Bathroom and kitchen

C. LTF will provide a periodic cleaning service of the bathrooms and kitchens to ensure that these areas are maintained in a clean condition.

D. The Student is to ensure that any spills, splashes or sprays are cleaned immediately and that microwaves, bench tops and fridge are kept clean at all times. Students are required to maintain the integrity of the bench tops (including stains, hot equipment etc.)

E. The Student is to ensure that any crockery or cutlery is cleaned after use and stored safely

F. The Student must store all rubbish and waste in the appropriate receptacles or as directed by LTF.

Student bedrooms

G. The Student must keep their assigned bedroom in a clean condition at all times.

H. Students must remove rubbish and waste from rooms and deposit in the general waste bins on a regular basis.

I. The Student acknowledges and agrees to pay for any costs associated with special cleaning of the Student Accommodation being required due to the Student Accommodation not being kept reasonably clean by the Student.

J. The student will be provided with a new set of bed linen once a week. Students can contact Management if they require a new set prior

Inspections

K. The Student acknowledges that LTF will carry out the bedroom, and common area inspections at regular intervals.

L. LTF reserves the right to enter the student’s room at any time (with or without the Student present) to conduct an inspection without prior notice. Noting that LTF will knock first to ensure that the Student has the opportunity to open the door.

M. If the Student’s room or the shared areas are deemed to be in an unacceptable state the student will be required to clean the room/area.

N. A failure to clean a room or repeated cases of rooms being in an unacceptable state may see the Student be subject to disciplinary action.

O. A Final Inspection will be conducted after the Student has vacated their bedroom. Any damage or ad-hoc cleaning required to the bedroom will be noted and the costs of repairs or cleaning may be charged to the Student or deducted from their Security Deposit.

7. Utilities and internet

Utilities

A. The cost of all utility charges (electricity and water) during the occupancy by the Student is included in the Fee.

B. The Student is required to ensure lights and the air conditioner is turned off when their bedroom is unoccupied.

C. Charges arising from the excessive or negligent use of utilities may be passed on to the Student.

D. If a service is damaged or disconnected because of the fault of the Student, the Student must have the service repaired or reconnected and pay the expense of doing so.

Internet

O. The Student will have Wi-Fi access to the internet from within the student accommodation.

P. The Student acknowledges that accessing any illegal sites, performing illegal transactions or illegal downloads is strictly prohibited.

Q. Any Student found to be using the internet for illegal purposes will be subject to an investigation that may lead to termination and possible criminal action by the relevant authorities.

R. Charges arising from the excessive or negligent use of the internet may be passed on to the Student. 

8. Laundry

A. Laundry facilities are provided including a washing machine, tumble dryer, external clotheslines, folding tables, clothes irons and ironing boards.

B. Additional charge of AUD$3.00 each for the use of Washing Machine and Dryer.

C. The Laundry and the associated external area are to be kept clean and tidy at all times.

D. Clothes must be removed from washing machines and/or tumble dryers promptly once the washing/drying cycle has been completed.

E. Students are required to check and clean the lint filter within the tumble dryer before and after using the tumble dryer.

9. Recreational activities

A. The Student Accommodation has a number of recreational facilities available for the quiet enjoyment of the Student including an outdoor BBQ area and spa.

B. The procedures for the use of the BBQ and spa will be provided by LTF in a separate document.

C. LTF does not provide bicycles for use by the Student, however, the Student is permitted to purchase their own bicycle for storage within the Student Accommodation.

D. Bicycles should be parked in the garage only. e. The Student must adhere to all road safety rules when riding a bicycle on a public road, including the wearing of an appropriate helmet.

10. Car parking

A. Limited car parking spaces are available. Students must advise and request car parking availability with Management.

B. The Student acknowledges that LTF is not liable for the security or any
damage to the Student’s vehicle arising directly or indirectly from parking in this car park. Parking in this car park is at the Student’s risk.

11. Property and liability insurance

A. LTF will maintain adequate property and liability insurance cover for the Student.

B. The Student acknowledges that LTF’s insurance policies do not provide cover for the Student’s personal possessions.

C. The Student will not knowingly do or allow anything to be done on the Student Accommodation that may invalidate LTF’s insurance policies or result in the premiums being increased above the normal rate.

D. The Student acknowledges that LTF may charge the student any excess incurred as a result of the accidental breakage of any glass, toilet bowls, or wash basins or any furniture or fittings in the Student Accommodation if the damage has been caused by the Student or by a person the Student has allowed or permitted to be on the Student Accommodation.

E. The Student will indemnify LTF for any loss or damage caused to the Student Accommodation by the Student.

F. The Student will indemnify LTF against liability for injury or loss sustained by any person or a person’s property because of the negligence of the Student.

12. Safety and emergencies

Safety

A. LTF is committed to developing, implementing, maintaining and constantly improving strategies and processes aimed at achieving the highest level of safety.

The Student is required to:

B. Familiarise themselves with all health and safety policies, practices and theemergency evacuation procedures.

C. Take responsibility for their own safety and that of their fellow students and strictly adhere to safety regulations and practices.

D. Assume active involvement in health and safety training activities.

E. Identify any hazard in the Student Accommodation and whenever possible eliminate, minimise or isolate the hazard and bring the hazard to the attention of LTF as soon as possible.

Emergencies

F. In the event of an emergency requiring an evacuation, the Student must follow the emergency evacuation procedures and/or the instructions of the Student Accommodation Manager (where applicable)

Fire hazard and smoke alarm

G. Students must take full responsibility for all fees and charges raised by a fire hazard caused by the student which includes smoke alarms activated by the students’ negligence. Charges start from AUD$1,000.00

13. Health and welfare

A. LTF values and respects the social and cultural diversity of our students, encouraging inclusive practices in order to provide an environment that is supportive, professional and productive. Any concerns held by the Student should be brought to the attention of LTF as soon as possible.

B. If a student becomes sick or unwell during the times that the LTF is open they should bring this to the attention of the Student Accommodation Manager on the number listed in Item 6 of the Schedule.

C. The Student Accommodation Manager must be notified immediately in the event of an accident that occurs within the Student Accommodation that causes injury to a Student.

D. The Student Accommodation Manager must be notified as soon as possible in the event of an accident that causes injury to a Student that has occurred outside of the Student Accommodation.

14. Notice to vacate

A. LTF reserves the right to terminate this Agreement at any time on the basis of a breach of this Agreement or the Code of Conduct by the student. In such a case the student may be required to vacate the Student Accommodation immediately.

B. The Student must provide at least 7 days’ notice of their intent to vacate the Student Accommodation, no refund will be provided.

15. Occupancy fee, security deposit and payments

Occupancy fee and security deposit

A. The Occupancy Fee associated with occupying the Student Accommodation is shown at Item 3 of the Schedule.

B. The Occupancy Fee includes the provision of a bedroom and all associated services within the Student Accommodation.

C. The Student will also be required to pay a Security Deposit as shown in Item 4 of the Schedule.

D. The Security Deposit will be refunded after the final inspection has been conducted minus the cost of any damage or additional cleaning.

E. LTF reserves the right to increase the Occupancy Fee at any time with a least 1 month- notice in writing to be provided to the Student

16. Payments

F. LTF will provide the Student with an invoice for the Occupancy Fee for the
daily/monthly rate and/or the Security Deposit prior to the commencement of the Occupancy Period.

G. The Student will be required to pay the Occupancy Fee for the first 28-day period plus the Security Deposit OR Full payment will be required if the student books less than 28 days prior to being permitted to occupy the Student Accommodation.

H. LTF will provide the Student with an invoice for the Occupancy Fee for each subsequent 28-day period 2 weeks before the expiry of the previous period.

I. The student will be required to pay each invoice promptly and a failure to pay may result in termination of the Agreement.

J. LTF will refund the security deposit made to LTF on completion of the final inspection.

K. At least 14 days- notice of booking cancellation is required with no additional charges.

L. If a student provides less than 14 days’ notice of booking cancellation, an Admin Fee listed in schedule Item 4 will be charged

M. No refund will be provided with less than 7 days’ notice of booking cancellation in addition to the Admin Fee listed in schedule Item 4 will be charged. 

Schedule a School Tour

We're here to provide you with more information about learning to fly. If you are in Melbourne, feel free to schedule a school tour to check out our aircraft & facilities. Speak to our friendly flight instructors & staff, they will talk you through the whole flight training process, step by step, and answer any questions you have.

Schedule Now