Student Pilot Mickey Wu travelled from Taiwan to Melbourne to learn how to fly. He returned home to Taipei having completed a CPL, MECIR, Multi-Engine Class Rating, and 5 ATPL exams. In his third journal instalment, Mickey talks about finding the right attitude for straight and level flying, and teaching his mum how to fly using a simulator!
Challenge Accepted
Written on January 15th, 2021
Let’s bring the storyline back to the current day. Well, current at the time of writing. January 2021 in Taipei, Taiwan.
I bought a used set of Logitech controls and Microsoft Flight Simulator 2020. I wanted to stay sharp. The practice was alright, but without expecting to do so, I actually ended up teaching my Mum how to fly. I found that teaching someone how to fly is not an easy task. The reaction of the aircraft after each input has become second nature to me, but it’s not like that for those who are just starting to learn.
Me: “Mum, this is not straight and level flying. Are you going up or down?”
Mum: “……down.”
Me: “Good. So do you push the control or do you pull to fix it?”
Mum: “……push.”
Me: “Okay, let’s see what will happen.”
Mum (five seconds later): “Hey Mickey, the houses are getting bigger and bigger really quick!!!”
Me: “Tell me about it.”
Warning on the screen two seconds later: “You just damaged your landing gear.”
Just the landing gear?! Wow, that is forgiving!
My instructor once said that sometimes you have to let go and let the learner see the consequence of his or her action or inaction. Obviously, they didn’t let me learn this in a real aircraft, and so my landing gear (and the houses) were safe!
But it’s interesting to see that the way my Mum and I learn things is so similar. Like mother like son. But I have faith in her. My goal is to take her to her first solo on Microsoft Flight Simulator 2020. I give it two months. Challenge accepted!
Challenge accepted! Mickey is teaching his mum how to fly using MS Flight Sim 2020!
The Right Attitude
Written on January 17th, 2021
The “attitude” of an aircraft is an abstract idea to me. It can look like it is straightforward on the aircraft’s artificial horizon, but in terms of the real visible horizon, it’s quite intangible. But it’s obviously very important when learning how to fly, especially for straight and level flying.
LTF Instructor Shannon taught me to judge the attitude with the position of the visible horizon in relation to the dashboard. For instance, on a cruise climb in a Sling 2 we position the horizon on the dashboard. To climb at Vy (the abbreviation for the best rate of climb), the horizon goes through the top of the PFD (Primary Flight Display). And to climb at Vx (the abbreviation for the best angle of climb), the horizon cuts through the middle of the PFD.
It may sound weird, but it works quite well. And for straight and level flying, we put four fingers on the dashboard and the visible horizon stays at the top finger. For a cruise descend, we put five fingers instead. Last but not least, for an approach, we use a “half-land-half-sky” attitude. Of course, we have to adjust the power setting accordingly.
It’s hard to judge the attitude at the beginning when you’re learning how to fly, for straight and level flying and for climbing and ascending. I even had doubts about the whole idea, considering that my visual perspective is different from that of Shannon’s. In addition to that, my four-finger attitude is not the same as that of LTF Instructor Alexey (Alexey is very tall and has huge hands).
But the key is to have a mental snapshot when your instructor says, “OK, this is the straight and level flying attitude.” Memorise what this attitude looks like from your perspective, and set it that way next time you need it. Trust me. It works!
A big part of learning how to fly is learning how to trust your instruments
We would like to thank Mickey for contributing these journals on learning how to fly in Melbourne. Stay tuned for the next journal entry!
If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
Student Pilot Mickey Wu travelled from Taiwan to learn to fly with a Melbourne flight school. He has now returned home after completing his CPL, MECIR, Multi-Engine Class Rating, as well as 5 ATPL exams. Mickey is sharing his flight training experiences with us in a series of journals.
Hidden Tiger, Crouching Dragon
Written on January 1st, 2021
Learn To Fly, my Melbourne flight school, is a place full of so much talent. The Flight Instructors are the ones who set up the framework and foundation. And sometimes it is my classmates that inspire me and help to build my own character.
My classmate Terry is an exceptional pilot. He flew the Sling 2 and converted to a Diamond DA40 later on. He is very devoted, and creates his own system to take in and digest the knowledge from the textbooks. Terry also takes flash cards with him everywhere he goes, so he can review VMC (Visual Meteorological Conditions) requirements or air laws whenever he wants.
His notes on airspeeds and the use of the CR-3 (Jeppesen CR-3 Flight Computer) are so concise and accurate. I wish I had taken a screenshot of it. I admire the way he answers his Flight Instructor’s questions. He can quote the rules in the AIP (Aeronautical Information Publication) with the right reference, not missing a single word. And when he says it, he beams with confidence.
Brandon is another hero. He has flown the Cessna 172 all the way from the beginning. I would say Brandon is a born pilot. There were more than six months that he wasn’t able to fly, when pilots were unable to attend their Melbourne flight school due to the coronavirus lockdown. But once he came back, he flew as if he had never been away.
Preparing for a flight is not an easy task. Measuring distance and track, checking the weather, drafting a fuel plan, submitting the flight plan… you name it. What makes Brandon incredible is that he has three jobs to support himself flying. And he makes it all work. Every time when I felt lazy, I thought of Brandon. And that helped me to pull myself together and do what had to be done.
Terry is the best advocate for practice makes perfect, and Brandon’s story always motivates me to keep going at the right pace. I never tell them, but to me, they are the tiger and dragon.
Brandon Smith with his Cessna 172 aircraft at Learn To Fly
You Have To Leave Something Behind To Move Forward
Written on January 4th, 2021
At certain points of life, you may feel that the burden on your shoulders is so heavy that you cannot breathe. The pressure from your workload keeps you awake at night and makes you reluctant to get up in the morning. But then it is time to hop in a Sling 2 and go for a spin. Well, not really a spin.
The Sling 2, designed and built by Sling Aircraft, is a one-of-a-kind aeroplane. It’s like a sports car in the sky, light and agile. The real-time response to the control inputs builds confidence in the pilot. It’s like an iPhone 5, sharp and smart. The intuitive touch screen interface integrates all the information you need. The exchange of information between the aircraft and the pilot is so instant, it’s as if the pilot were the brain and the aircraft were the extension of his or her body. At 55 knots, slightly faster than what you usually do on the M1 highway, you can defy gravity and take to the sky.
With a Melbourne flight school, you don’t even have to fly far to enjoy the experience of flying. A trip from Moorabbin Airport to Portsea on the Mornington Peninsula to see the shimmering water of Port Phillip Bay is just as good as an orbit around Melbourne’s CBD to feel the vibe of the city from above.
The point is, once airborne, you feel that the worries that have been occupying your mind are left in oblivion far behind. The pressure that was suffocating you becomes so trivial, far below. And that is the magic of flying, because you can savour the purity of the blue sky, and all your troubles are left on the ground.
It’s Just Like Making A Cup Of Coffee
Written on January 6, 2021
“Once airborne, you feel that the worries that have been occupying your mind are left in oblivion far behind.”
That was what I wanted to say about flying. And, well, that is partly true. The fact is, there were moments when I found myself so task-saturated that I actually didn’t have time to worry or even think about anything else.
Shannon helped me to overcome this ‘tunnel vision’ mindset. One day when we were flying back towards Moorabbin Airport, he asked me:
“Mickey, who is your favourite athlete?”
I replied “Lewis Hamilton” without even thinking.
I was so immersed in the pre-landing checks that my brain didn’t actually have time to think about anything else. Shannon took over control, and said:
“I think that you can see the mindset that you need to have when flying in some professional athletes. They are very calm when they play, but you can tell they are still thinking. You can tell from looking at their eyes. They play with their brain. Good pilots are no different.”
He then explained that if we visualize and actually think through the situations we might experience before the flight has even started, then we can focus on more things during the flight.
That problem had been haunting me for a long time. It was not until a couple of months later that I fully realised this philosophy. I was coming inbound from Brighton, and I was thinking about how stunning the beach was. I was also on top of everything else I needed to think about in the plane. It was at this point that I actually started to reap the fun of flying.
Learning how to fly is like making a nice cup of coffee. It takes some skill and some pressure to make the crème, and it takes some time to get the grind and drip right. But it is worth the wait, and when done properly, it tastes delicious!
Taiwanese student pilot Mickey after flying his first solo in the Sling 2 aircraft
We would like to thank Mickey for contributing these journals on learning how to fly in Melbourne. Stay tuned for the next journal entry!
If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
Taiwanese student pilot Mickey Wu has just returned home after an amazing experience training with us at Learn To Fly. Mickey’s achievements are inspirational to other pilots. His time in Melbourne was affected by a COVID19 lockdown that meant he couldn’t fly for 3 months, however he still managed to complete his Commercial Pilot Licence (CPL), Multi-Engine Class Rating, Multi-Engine Command Instrument Rating (MECIR), and 5 Air Transport Pilot Licence (ATPL) theory exams. Mickey has been kind enough to share his experiences in a student pilot journal series. In part 1, he talks about starting flight training in Melbourne.
Tap the Brakes, Positive Rate, Gears Up
Written on December 30, 2020
Light shower of rain, 11°C. In other words, a typical winter day in Taipei, Taiwan. Now I am sitting in front of the window, staring off towards the south in the distance, as if Moorabbin Airport were right there behind the overcast clouds. I can see Carrum, and I can see runway 35L. There is the windsock by the northern run-up bay, and I see the Diamond DA40s parked on the apron. It was an amazing year of flight training in Melbourne – I think I miss the sky there already.
There were frustrating moments for sure, like having trouble with radio calls or actually getting lost during lost procedures. Sometimes I even sat in my car for hours, thinking I would never make it. But my Flight Instructors always said, “don’t worry – we’ll get you there”, and that is all you need to hear when you have days like this.
Bob Tait (one of the most respected authorities for aviation theory) says long-term memories are subject to errors. Sorry Bob, but I beg to differ. I’ll say, these memories are vividly engraved in my mind, and just like a good wine, they taste even sweeter afterwards.
This is my adventure starting flight training in Melbourne with Learn To Fly at Moorabbin Airport. It is the adventure of an ordinary guy with an extraordinary dream. So, fasten your seatbelt. Tap the brakes. Positive rate. Gears up.
The Sling 2 is an excellent aircraft for starting flight training.
On my first day of flight training in Melbourne, I met my first Flight Instructor, Shannon. Shannon is a composed and knowledgeable pilot. On the first day of flight school, he showed me how to read the weather forecast. I loved the way he put together bits and pieces of weather information. It started with mean the sea-level pressure map on the Bureau of Meteorology website, so we had a big picture of what was going on with the weather. Following that, he explained how the weather on GAFs (Graphical Area Forecasts) corresponded to what was on the pressure charts. Then he referred to the TAFs (Terminal Area Forecasts) of the aerodromes on our planned route for a more close-up look. Just after that brief, I already felt that I could give a more persuasive forecast than most of the weather reporters do on TV.
Shannon may seem calm and composed on the outside, but he actually also has a warm and playful heart with a great sense of humour. The first aircraft I flew was the Sling 2 and as I recall, when Shannon demonstrated the pre-flight check, this was what he said:
“Now to measure the fuel quantity, we use what I call a high-tech measuring device.”
With a complete poker face, he took out a wooden stick with a measuring scale drawn on it. The corner of his lips lifted – in other words, he knew that his joke totally got me. There were times when I just did not get his punch lines. I could sense his disappointment in the awkward silence. However, it never stopped him from bringing some fun to the flight!
I feel lucky that Shannon was my first ever Flight Instructor, because that gave my flying career a really good start.
We would like to thank Mickey for contributing these journals on learning how to fly in Melbourne. Stay tuned for the next journal entry!
If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
We recently published a blog from airline Second Officer Vincent Mok, who talked about how important completing an Instrument Rating (IFR) flight training course was to his career. An Instrument Rating really does open up a whole new world of flying for you. It allows to you to plan and fly in a far greater range of light and weather conditions. No longer restricted to daylight and clear skies, it can also drastically reduce the time it takes you to build flight hours.
What is Instrument Flight Training?
Under Visual Flight Rules (VFR) conditions, the weather and light must be better than the visual meteorological conditions (VMC), as specified by CASA. You must be able to operate the aircraft with visual reference to the ground, and by visually avoiding obstructions and other aircraft.
Instrument Flight Rules (IFR) Flight Training teaches you to
fly using the aircraft’s instruments rather than relying on visual cues. You will
become an expert at communicating with Air Traffic Control (ATC). All of your aircraft’s
procedures will become second nature to you. You will read your instruments as
though you were actually looking at the information they provide physically.
During Instrument Rating training, pilots learn on both the simulator and in the actual aircraft. At Learn To Fly we have both the TRC 372 (Cessna 172) simulator and the Alsim AL42 (Diamond DA42) simulator. Both of these simulators recreate the full cockpit environment of each aircraft with highly realistic features and accurate instruments.
Learning in the simulator is a very effective method of training. Simulator hours are far less expensive that flying an actual aircraft. You can save money by perfecting procedures on the ground, which means there’s less chance of having to repeat them in the air. Simulators obviously also provide a highly safe environment to learn unfamiliar procedures.
Our state-of-the-art Alsim AL42 simulator is a crucial part of Instrument Rating flight training
What Are the Benefits of Completing Instrument Flight Training?
Having to fly VFR means that you are limited with the number of hours you can fly, often based on things that are out of your control. When you are trying to build flight hours, it can be frustrating when changes in the weather cancel your flights. It can also be frustrating when other flights are delayed and you run out of daylight hours to go flying.
Completing an Instrument Rating training course will allow
you to fly in the dark, and in most weather conditions. This means that you
will be able to fly when others can’t, and you will build your flight hours far
more quickly.
Pilots with IFR training are far more desirable to employers
in most pilot roles. In fact for many pilot roles, including airlines, having
an Instrument Rating is required.
Aside from the skillset and career benefits mentioned above, instrument flight training means that you can fly in some stunning conditions. You can enjoy the amazing sensation of soaring both through thick cloud, and above it. You can watch colourful sunsets from the sky, and cruise above sparkling city lights.
Enjoying sparkling city lights from the air is just one of the benefits of completing Instrument Rating flight training.
Meet Instrument Rating Training Graduate Mickey Wu
Following his amazing achievements, and before he jumped on a plane back to Taiwan, we had a chat to Mickey about his IFR training and his thoughts on the MECIR course.
Instrument Rating training graduate Mickey Wu with the twin-engine Piper Seminole aircraft.
What are the main differences in flying during instrument flight training?
Instrument flight training is simpler, but not easier, if that makes sense. This is because it is all process and procedure based. Your planning is simpler. ATC provides you with more information. Learning all of the procedures is hard, and it feels like you are going right back to square 1 at the start. Once you are familiar with them however, everything just feels simpler. You feel like a real airline pilot.
What new skills have you learnt during IFR training?
I have developed a much larger understanding of ATC terminology. My communication skills and the my relationship with ATC has really improved. Instrument Rating training gives you hands-on experience with a lot of things that you learn in theory. Some of these things you might not use a lot in VFR flight. It’s a great feeling when you realise it’s not “just theory” anymore and you put your knowledge into practice.
How have you used the simulators to help with your training?
On the simulators you can train different types of approaches, and some are much harder than others. When you are training in a sim and you make a mistake or you want to do it again, you can just restart. It’s far more costly to do this in an actual aircraft. With my LTF instructor, we trained on the Alsim AL42 simulator as well as the G430 X-Plane simulator.
What are the benefits of completing an Instrument Rating?
Completing an Instrument Rating will allow me to build more hours quickly by flying in more conditions. It is required by the airlines, which is my ultimate goal. It will also make me more employable in other pilots roles, including becoming a Flight Instructor which I will find very rewarding.
Why would you recommend choosing Learn To Fly to complete an Instrument Rating course?
I have had the best year of my life in Australia at Learn To Fly. I really enjoyed the people and the atmosphere. The instructors are very supportive and come from a wide range of experience and backgrounds. At LTF you can choose from a range of reliable aircraft. You can choose to fly in a glass cockpit aircraft like the DA42, or an analogue cockpit like the Piper Seminole.
We would like to congratulate Mickey on his inspirational flying achievements during difficult times. We’d also like to thank him for taking the time to share his thoughts and knowledge on IFR training. We will catch up with Mickey again for a blog on what it is like as a Taiwanese student training in Australia, and how training here can help you become an airline pilot in Taiwan.
If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
We’ve all seen a lot of news about how the COVID pandemic has affected airlines and airline pilots. Guest blogger and Second Officer Vincent Mok shares an airline pilot’s COVID pandemic experience.
“Resilience”
There were 20 round tables in a classroom
the size of a basketball court. We found the specific light switch for the
ceiling light at the front, leaving the rest of the room in a dark void.
“Don’t bother with name tags” the CRM
instructor said.
This time last year, the same room was
buzzing with activity and smelled like perfume and cologne as second officers,
first officers, captains, junior flight attendants, flight pursers, senior
pursers, chief customer managers and CRM instructors made introductions, all
keen to find out what hypothetical in-flight emergency awaited us. Today, the 5
of us were greeted by the silent hum of the air conditioner as the smell of
alcohol rub filled the void.
The CRM instructor wrote one word on the
whiteboard.
“RESILIENCE”
A picture of an A350 oleo strut came
into my mind. I hadn’t seen one for 2 months.
“What can you tell me about resilience?”
the instructor asked.
“The ability to spring back like a
landing gear, which I might not see again” I said.
“During these times with lockdowns and
job losses, the uncertainty can cause our minds to ruminate into a dark
corner.”
The instructor then led a discussion on Unhelpful Thinking Styles and how we could challenge them to become resilient professionals. As an airline pilot during the COVID pandemic, a resilient mindset is so important.
1. Mental Filter
Written on December 31st, 2020
As COVID took hold, flying schedules became scant and people lost jobs, I began to question my career decision to become an airline pilot.
“During times of
stress, our minds have a tendency to focus on the negative and filter out the
whole picture. This mental filtering is an unhelpful thinking style that can
lead to stress, anxiety and depression.”
“You mean tunnel vision?”
“Yes. Instead of focusing
on a small part of the situation and ignoring the rest, try to see the whole picture”
Tunnel vision had made me focus on the transient financial insecurity as a pilot during COVID and filtered out my reasons for leaving a high paying secure job. I’d forgotten that I’d left a 9-5 desk job in a little cubicle with no windows to see thunderstorms from above; to feel the rattle of the nose gear as the jet took off; to take my friends, family, strangers, and essential cargo like vaccines safely across the Pacific Ocean. The job satisfaction from airline flying is unique.
2. Jumping to Conclusions
“I realize that I love being an airline pilot, but with all the upcoming job cuts due to the COVID pandemic, I’ll lose my job in the next few months”
“You
see, jumping to conclusions is unhelpful thinking” the instructor said. “You
become too busy assuming that you
fail to see the opportunities in the present.”
He
continued to impart his wisdom.
“Rather
than jumping to conclusions, focus on
what you can control.”
“A
resilient airline pilot knows they’re like an elite sportsperson who is ready
to perform during competitions and has back-up options in case of injury.”
The
opportunity presented to us while flying less is the free time to improve
ourselves as pilots by practicing in the procedural trainer, reading operation manuals
and learning more about the aircraft we fly. It also gives us the opportunity
to pursue back-up options and other interests. Like elite sportspeople, many
pilots have a second vocation to fall back on during economic lows while
waiting to return to an airline job. I know of pilots who pursued their fitness
goals, learned hydroponic farming, and built their CV through teaching.
“You don’t want to jump to conclusions then give up”.
3. Catastrophising
“OK, you’ve widened my perspective to see the positives and the opportunities. But with all the parked aircraft and no end in sight, I feel that the aviation industry is dying and it’ll never recover!”
“Don’t
you think this is catastrophising? It is unhelpful thinking to blow things out of proportion. Instead try
to look at the facts rationally.”
Aviation has suffered many setbacks throughout its history, from the Wright Flyer crash in 1908, to September 11 2001, and also the Global Financial Crisis in 2008. Although flying would never be the same after each crisis, it consequently led to advancements in efficiency and safety. Aviation will continue to evolve through each challenge, and pilots will always be there as safeguards.
Furthermore, history has shown that all pandemics end. There are already promising advancements with vaccines and scientists are also building their knowledge on COVID at a rapid pace. When it is safe to do so, people will return to the skies and the industry will bounce back.
“Aviation is dynamic. Resilient pilots stay rational through crisis and therefore prepare themselves for disruption through devotion to learning and self improvement”.
Looking To The Future
During these unprecedented times, resilience has never been so important. Part of it is in recognizing and also mitigating unhelpful thinking styles. When encountering a crisis, it helps to step back and look at all the evidence instead of mental filtering, jumping to conclusions and catastrophising. Adopting a positive attitude and eliminating unhelpful thinking styles helps us build resilience. This keeps us moving forward, not just as an airline pilot during the COVID pandemic, but in life as well.
For flying students, try to see the opportunities in the increased availability of aircraft. Think about the uncongested airspace, or unique experiences like being able to fly into Melbourne International Airport while a jet’s at the holding point. On one of my recent flights out of Sydney, ATC cleared us to overfly the Sydney Harbour Bridge. This is something that would usually only be reserved for special events (such as the recent Qantas Boeing B747 farewell flight).
As for the commercial future of airlines and airline pilots, there’s no doubt the world still needs aviation, and it will bounce back. There will be changes, which will most likely include more stringent health requirements for passengers. Initially, it’s likely that the first sectors to bounce back will be the domestic and cargo markets. Australia is similar to China in that COVID outbreaks have been well controlled. Post-COVID, China has actually seen an increase in domestic passengers already compared to last year. It’s looking very likely that Australian domestic flights will bounce back strongly very soon.
Flying into Melbourne International Airport in a Diamond DA40 during the Covid pandemic.
We’d like to thank Vincent very much for providing this valuable insight into an airline pilot’s COVID pandemic experience. If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
The current pandemic has had an enormous negative impact on the aviation industry, so should you start your pilot training during COVID?
It’s obviously a fairly tough time for current pilots, with huge disruptions to domestic and international travel. Major carriers like Qantas, Singapore Airlines and Cathay Pacific have had to stand down thousands of employees. Sadly this has included even experienced airline pilots. Many people may think that starting pilot training now is risky, but we think the future is bright. Read on to find out why!
So if the aviation industry is struggling, why is it a great time to start your pilot training?
Firstly, becoming a pilot doesn’t happen instantly. It usually takes 15 to 18 months to be able to complete your pilot training to achieve your Commercial Pilot Licence (CPL). But that is just the initial training. If you are looking to become an airline pilot, you may need to have up to 1,500 hours of flying experience before you apply.
We anticipate that airlines will most likely start recruiting again in 3 to 4 years. Let’s break that down a little further to put it in some perspective:
First, let’s start with the 15-18 months CPL pilot training.
Once you obtain your CPL, most pilots will look for work (such as flight instructor) in the General Aviation Industry to gain experience and build hours. Let’s assume that you are able to work/fly 500-600 hours per year. To reach 1,500 hours might take you 3 years in itself.
We don’t yet know exactly what minimum hourly requirements airlines will have for direct entry positions when the industry peaks again. But whatever that minimum requirement is, starting your pilot training now during COVID gives you the best chance to be ready!
Why do we think that the industry will bounce back and that airlines will start recruiting again in 3-4 years?
There are a number of factors that indicate to us that the aviation industry will bounce back strong in the post-COVID world. In Australia, regional and domestic holiday hotspots are booking out. Those who are able to travel are travelling in high numbers. With higher vaccination rates, lockdowns will become a thing of the past. As more borders open, people will look to travel further abroad.
Another factor to consider is the retirement of older pilots. The International Air Transport Association (IATA) has remained consistent with their predictions of increased retirements over the next 5 to 15 years. It’s possible that the pandemic may actually accelerate these figures, with a number of pilots stood down deciding not to return to the industry.
But what about finding work straight after finishing pilot training during COVID?
Looking outside the airline industry, we are also confident that there will be many opportunities for pilots in General Aviation. Many students have had to put their pilot training on hold during COVID, but we are starting to see more enquiries from potential student pilots.
What this indicates is that the demand for Flight Instructors will remain strong. It’s likely to get even stronger as student numbers continue to build.
In Australia especially, it’s likely that there will be a boom in local tourism. This means that charter operations will see increased demand, and require pilots. Becoming a charter pilot is a great way to build hours after pilot training. It can also be an exciting career in itself.
How can I start pilot training during COVID?
During COVID we been hard at work to build an extensive online training platform that allows students to access high quality training even if they are unable to physically attend our training base.
In addition to this, we are regularly adding new content to our YouTube channel, We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Click the button below to subscribe!
Now flying an Airbus A350 for a major international airline, Second Officer Vincent Mok looks back on his airline cadet pilot journey and shares some of his experiences. In his first guest blog, he talked about his airline cadet pilot training. If you missed that you can read it here. In this edition, he discusses the next step – the road to the line!
Week 1: “The Honeymoon”
Within the space of a week, barely enough time to recover from the graduation party, we went from being the most respected gold-bar-on-the-shoulders seniors at airline cadet pilot school, to the most junior fresh pilots at the airline headquarters. It took 20 weeks to transform into a line pilot.
Day one at the airline started with a buffet breakfast with the chief pilots. With the same hands that commanded many heavy jets around the world, they opened a small envelope and brought out a piece of paper with the company logo at the top.
“Who’s Vincent?”
I put my hand up and gulped down the partially
chewed fried egg in my mouth.
“Airbus.”
It was no longer flying the Slings, Foxbats, Diamond
DA40s, Cessna 172s or the Diamond DA42 Twinstar. The link between my fingers
and the ailerons will no longer be a few mechanical rods. Instead, a twitch of my
finger will send digital signals through a myriad of wires connecting stacks of
computers conferring at the speed of light whether they will grant the wish of
that finger twitch. I’d be flying the Airbus A350.
There were two days of Safety School during the Honeymoon
week. We trained for evacuation through various tasks:
1 Retrieve Snoopy the dummy from a smoke-filled cabin mock-up after donning a smoke-hood 2 Operate aircraft doors 3 Jump down an inflated 2-storey-high slide (which isn’t as easy as the “safety cards in the seat pockets in front of you” suggest) 4 Drag a classmate across a 25m swimming pool 5 Drag the same classmate from the pool into an inflatable life-raft 6 Set up shelter in the life-raft
The last day of the Honeymoon week was “new joiners’ day”. We broke ice with new joiners from other departments. We played games, toured the simulator building and maintenance hangars.
“Your accent sounds funny,” said the maintenance hangar tour-guide.
“I grew up in Australia”.
“People will start thinking you’re a pilot with that
accent”.
Instead of saying “you’ve just met a pilot”, I grinned nervously. The upcoming schedule was ruminating in my mind.
Weeks 2 – 3: Ground School
At airline cadet pilot school, we had 20 weeks to
digest ATPL theory. The Airbus ground school was 2 weeks. We had to put
everything we’ve learned, from airline interview preparation to cadet school
theory classes, to full use.
Tip: Take the time to completely understand the aviation theory taught at interview training and airline cadet pilot school. Your future self will appreciate it.
The course consisted of:
Computer based training on a dedicated laptop where a monotonous voice explained the operation of all the A350 systems.
Study guide of questions, all of which we need to answer before the end of the course.
Technical briefings by our instructor, an experienced Airbus engineer.
Use of a fixed base procedural trainer where we learned Standard Operating Procedures and dissected the function of all the buttons and switches.
I once thought the Diamond DA40 Aircraft Flight Manual was extensive until I started studying the airline manuals. To list a few of them:
Flight crew operating manual (7000 pages FCOM)
Flight crew techniques manual (500 pages FCTM)
Quick Reference Handbook (90 pages QRH)
Minimum Equipment list (2000 pages MEL)
Operations Manual: Policy, Procedures and Requirements (1000 pages)
Tip: You don’t have to be a “walking FCOM”. Memorise the safety critical information and know where to find the rest.
Weeks 4 – 10: Simulator Training
Simulator training commenced at 10pm the day after
we passed our ground school exams.
The first session was in a full motion A350
simulator and is similar to the “Effects of Control” lesson. The most
challenging aspect was handling the momentum during landing. If we flared like
a DA40, the jet will float and run out of runway. If we flared too little too
late, our buttocks would learn a lesson as if the instructor hit them with a
paper FCOM.
The remainder of the simulator sessions consisted of
normal and non-normal training, each lasting 4 hours.
Tip: Spend plenty of time rehearsing each lesson in advance on a “paper flight deck”
The goal of normal
procedurestraining was to learn
the Standard Operating Procedures and associated manual handling. There were:
4 sessions in the fixed based procedural trainer
4 sessions in a full motion simulator
The non-normal training included handling failures (e.g. engine failures, electrical failure, hydraulic failure, decompression) including their associated ECAM actions, decision making and manual handling. There were:
3 sessions in the fixed based procedural trainer
5 sessions in a full motion simulator
Our final two airline cadet pilot simulator sessions consisted of low visibility operations and performance based navigation training and general revision for the upcoming type rating and instrument rating.
For our type rating and instrument rating in the simulator, we had to demonstrate to the senior training captain our proficiency in rejected take off, takeoff, go-around, diversion, hold, and landing in manual flight as well as with automatics (autopilot and autothrust).
Weeks 11 – 20: Line Training
“Where’d you go for lunch today?”
“I went to Korea”
The observation flight you do will be one of the
most memorable of your career. You’ve trained for 14 months as an airline cadet
pilot and finally get to sit back and observe the masters at work over a
sandwich or two. I went to Seoul. After observing the first sector, I had a
Bibimbap over a 2 hour lunch and bought some Kimchi with my meal voucher. I was
a school kid on my first excursion.
Line training is about learning to fly safely,
legally and efficiently in a multi-crew operation. It consisted of 10 sectors
and took me to multiple exciting destinations including:
Auckland
Melbourne
Sydney
Barcelona
Washington DC
Brisbane
The 17 month journey from the beginning of airline cadet pilot school to the line check was full of challenges and triumphs. I made many lifelong friends and learned a lot about resilience, persistence and comradery.
I was lucky to have the ongoing support of my mentors including Darren McPherson from ACS – Aviation Consulting Services as well as my family and friends. Realising my dream would have been impossible without them. If your dream is to be an airline pilot, certainly consider the airline cadet pilot pathway.
Vincent’s airline cadet pilot class graduates with Captain Darren McPherson from ACS Aviation Consulting.
We’d like to thank Vincent very much for contributing these fantastic blogs on his airline cadet pilot journey. If you are interested in finding out more about our flight training courses and online learning options, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
So you want to be a pilot? That’s awesome! You won’t regret embarking on this rewarding and exciting career. Before you even get to sit in the cockpit and take the controls, there are lots of considerations, particularly around choosing the right flying school. Let’s take a look at things to know before you start flight training.
We’re sure you are aware that
becoming a pilot is full of challenges and requires hard work. If it
were easy, everyone would do it! Pilot training will test your limits of
knowledge, persistence and patience – in a good way.
There are dozens of reasons to do your pilot training in Australia. Australian pilot qualifications are internationally recognised and highly regarded because our education and training standards are some of the highest in the world. We also boast:
– Being a world leader in aviation safety – Consistently good weather – Visa options that allow students to also work up to 20 hours a week – A safe, and politically and socially stable environment to live and learn in
Make sure you love flying!
Enrolling in a flight training course is a commitment, both financially and time-wise. Before you start flight training, it’s a great idea to try it out first. A Trial Introductory Flight (TIF) is an excellent way to get the feel of being in the cockpit of a small aircraft, and trying your hand at taking the controls for some basic manoeuvres under the guidance of an instructor.
We also have beginner courses like the Learn To Fly Starter Set available. These will get you flying and give you enough experience in the air to be able to decide whether it’s for you. All of the training and flight time in these courses can also actually count towards a licence if you decide to commit to a more extensive training.
What are your pilot goals?
Knowing what you want to achieve from your flight training is an important consideration. Do you want to fly for fun, or do you want to think about flying for a career?
The answer to this question will impact the direction you take with your training. Make sure you choose a flying school with a range of courses to cater for your aviation goals. Make sure you talk to the flying school before you start flight training so that they can help you to choose the right path.
What aircraft should I fly?
The cost of pilot training courses is in part reflective of the type of aircraft in their fleet. You can select the training that fits your budget according to not only your pilot aims but the kind of aircraft you want to learn in.
A quality flying school will have different types of aircraft in their fleet to not only suit different budgets, but also to allow for varied flying experiences. Some pilots prefer to train in aircraft with all of the modern technology equipped (like glass cockpit, auto-pilot etc), whilst others gain more out of flying an aircraft where the majority of functions are performed completely manually.
A good flying school will allow their pilots to experience different aircraft, and to “progress” to other aircraft during training. They’ll also have flight simulation options available for extended learning whilst on the ground.
Another very important factor to consider before you start your flight training is the availability of aircraft. Make sure you choose a flying school with a big enough fleet to cater for their students during busy periods, and when aircraft require scheduled maintenance.
Learn To Fly offers a range of aircraft covering both single and multi-engine flight training. Our fleet includes the Sling 2, Cessna 172, Diamond DA40, Piper Seminole, Diamond DA42, Super Decathlon and RA-Aus Foxbat. Check it out here.
Before you start flight training, find a flying school with a well maintained and varied aircraft fleet.
What other facilities do I need?
Remember, you won’t be spending ALL of your time in the air! Every training course has a theory component to it. A good flying school will have modern facilities that provide a good learning and study environment on the ground as well as in the sky.
Flight simulators now form an important part of training. They are actually a great way to hone your skills in realistic flight environments whilst never having to leave the ground. Utilising simulators well can save you money. This allows you to maximise your time in the actual aircraft and reducing the chance of you having to repeat lessons.
Flight Instructors with endorsements and ratings such as Multi-Engine or Instrument Flight Rating are a great asset to your training too, so it’s important to look at the instructors’ range of flight experiences and not just the flying hours.
Besides qualifications, you want an instructor who is enthusiastic, adaptable and professional. You’ll be spending a lot of time together, so you need to get along and connect with their teaching style. Your instructor should be able to give honest, constructive feedback at all times to help you become an better pilot.
FLIGHT TRAINING BOOKING TIP: Book extra sessions in as a back-up in case of cancellations due to weather, or aircraft and instructor availability. Be as flexible as possible and take every opportunity to fly.
What is ICAO English proficiency?
The International Civil Aviation Authority (ICAO) establishes certain principles and arrangements to facilitate safe and collaborative international civil aviation, including English proficiency standards. English is the chosen international language of civil aviation. Essential to your pilot training from the point of enrolment onwards, you must be able to communicate in clear English.
ICAO English proficiency testing is recognised in 192 countries which is great for international students wanting to transfer their licence to their home country. Aviation English standards are considerably higher in Australia, so you will be confident in your abilities.
There are English language requirements that you need to meet before you start your flight training, regardless of whether you are from a “native” English Speaking country. Check out the CASA website for more information.
Does it matter what airport I train at?
Location, location, location is so important in many life choices, and your flight school is no different. Is the flight school location easy to get to by public transport or do you need a car? How far from the city is it? Can they arrange accommodation if you are from interstate or overseas? These are all important questions to think about before you start your flight training!
Your flight school might be at an aerodrome, but is it near a major airport?
Different locations mean different aerodrome classifications. This can affect where and how often you can fly. For example, a Class G aerodrome has no air traffic control (ATC), meaning less practice on those vital radio calls allowing you to develop your aviation communication skills.
A flight school near a major airport may seem logical, but that also means operating in more restricted airspace, and therefore potentially having to go to other airports to practice your circuits.
LTF’s main training base is at Melbourne’s Moorabbin Airport, which is a Class D controlled airspace and one of the largest flight training airports in Australia. It has an advanced runway setup and a high volume of aircraft movements – which makes it perfect for learning aspects of flight training that smaller airports simply can’t offer. It’s also very well located with plenty of public transport options nearby.
Moorabbin Airport in Melbourne is a great place to train to become a pilot.
When is the best time to fly?
The best time to fly in Australia is generally from Spring through Summer and Autumn, as that period offers more daylight hours and less chance of inclement weather. The state of Victoria also has “Daylight Saving” time from October through to April which allows you to fly until much later (up to 9pm in Summer).
It is beneficial to your flight training to experience a variety of flyable weather conditions – and the changeable climate at LTF’s Melbourne base is perfect for that.
You’re never too old to chase your dreams! Student pilot Kim shares with us his story of learning to fly in his fifties, training as a mature age pilot, and fulfilling his pilot dreams. This year he flew his first solo just shy of his 54th birthday.
Hailing from Singapore, like all citizens and second-generation permanent residents there, Kim had to join the armed forces. He still keeps in contact with two of his military friends who are established pilots and are currently captains for Singapore International Airlines.
“We have a WhatsApp group chat to keep in touch. The two pilots recently captained a flight together, and shared a photo of the two of them in their uniforms after the flight.”
I replied with a photo of myself after my first solo, next to a Diamond DA40 with the text “I may be 30 years behind you, but I am learning to fly”.
They were so happy and excited for me. One replied, “Kim, have fun. A small plane is fun to fly and lots of things to look around”.
Kim is one of our mature age pilot training students.
Did you always want to be a pilot?
I have always had a keen interest in aviation, like flight planning and Air Traffic Control. I tried to join the Singapore Air Force when I was younger but was rejected because of their eyesight requirements. So I missed that chance.
What are the issues with your eyesight?
I used to wear glasses for short-sightedness. For the air force your eyesight must be perfect. I had laser eye surgery 15 years ago, and now my vision is excellent. However, it was still too late to join the air force. The dream to fly remained, though. I’m retired and still healthy, I thought I would try again to be a pilot of some sort.
Everybody says your first solo is the most memorable and most exciting moment as a pilot. Indeed it was for me, but not for the reasons you might think. I had to do three solo checks before I could fly. The weather changed, then the air traffic was too busy.
Then when I did get to fly, another issue was my own silly mistake. I didn’t line the aircraft nose up straight. My aircraft wheels weren’t straight either. When I powered up, the plane went to the left. I tried to use the rudder to straighten up, but that didn’t work to straighten the aircraft, and I was moving sideways. I had to hit the brakes and I went onto the grass. Then I advised the control tower I was aborting the flight. I came back to the training room to debrief. The instructors said I did the right thing calling off the flight, as after something like that you should come back and check for potential damage.
I was upset with myself. When something like that happens, it’s a big blow to your confidence. My instructor was a little surprised too because he thought I seemed ready. It was one small thing that I didn’t check. However, that is all behind me now. It has made me a better pilot. I won’t make that mistake again!
So a mistake that you made ended up being a highlight because you learned the lesson from it?
It made me more aware of things that can go wrong, even when you are focused and prepared. This can happen to anybody – even an experienced pilot.
What have you found to be the most difficult thing about mature age pilot training?
The weather and busy air traffic. Even when you get good weather and an aircraft, the airport is hectic. So there is lots of waiting. We only have a two-hour time slot to fly. More waiting around means less flying time. The weather here is the most challenging for me.
How did you go with the theory and exams?
I found the exams ok so far. You have to study hard, and you have to know the material – lots of memorising. I haven’t found it an issue, and I am currently preparing for a big theory exam. I will do that around mid-August. So by next week, I should have finished all my flying so I will have two weeks of intensive study and prepare myself for theory. When that is over, I can arrange for my flight test.
What would you say to anyone whose considering learning to fly later in life?
Live your dream if you want to fly. I feel, at 54, my age is not an issue. It is more about your mental will.
The other day I met a man who had come in for a Trial Introductory Flight. A retired businessman around my age who was asking me many questions. He was scared about the engine stopping mid-air and asking me what happens. I was explaining that pilots are trained to manage those situations. We got talking about how I was getting my Recreational Pilot Licence. He was saying he did want to learn to fly and now thought he was too old. He is 50, so I told him I am 54 and I am learning. So you are not too old!
Then when he went out for his flight, and the pilot let him glide. After landing, he came and spoke to me again. He was so excited.
So to people my age, I want to tell them, you are never too old. As long as you are medically fit and you have good motor reflexes, then you can fly.
This is what I always wanted to do. Now I am retired and have the resources. It took me a while, but here I am. I enjoy it so much. I’ve met some nice people. The instructors are great.
Thanks Kim for sharing your experience of learning to fly in your
fifties. Best of luck for achieving your Recreational Pilot Licence.
Are you a mature age pilot looking to start your training? Get in touch with our flight training specialists. Email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.
Pilots know their pre-flight checklist inside and out to ensure the aircraft is safe and ready to fly. Of equal importance is the IMSAFE for pilots method, which is pre-flight wellbeing cross-check to determine that they are physically and mentally fit to fly aircraft.
Pilots will learn the IMSAFE checklist early in flight training because a multitude of human factors can impair pilot skills and decision making. Decisions that pilots make can bear far greater consequences than your average 9-5 job.
Passenger and pilot safety is paramount, and therefore conducting an IMSAFE check helps reduce the likelihood of errors.
IMSAFE for pilots stands for:
Illness (meaning, are you currently sick or have been recently?) Medication (meaning are you taking prescription or over the counter medications?) Stress (meaning are you experiencing psychological pressure or anxiety?) Alcohol (meaning when did you last consume alcohol, or are you hungover?) Fatigue (meaning are you exhausted or overtired? When did you last eat?) Emotion (meaning are you upset about anything?)
It’s obviously a fairly tough time for current pilots, with huge disruptions to domestic and international travel. Major carriers like Qantas, Singapore Airlines and Cathay Pacific have had to stand down thousands of employees. Sadly this has included even experienced airline pilots. Many people may think that starting pilot training now is risky, but we think the future is bright. Read on to find out why!
Illness
A valid medical certificate is required for certain conditions, but it’s important to acknowledge less serious conditions as well. If you had a cold or flu, you would reschedule your medical until you were feeling better, so you should also reschedule your flight.
Please rest if you are sick. Cold, flu and seasonal allergies should not be underestimated. It’s a double-edged sword in how their symptoms in isolation can affect pilot performance, and then combine with any medication you take to relieve them.
Medication
Many prescription and over-the-counter medications can be dangerous for a pilot to take before flying. When medication is necessary, discuss it with an aviation medical examiner before you fly. Depending on the drug, it may mean there is a no-fly wait period post-consumption for pilot safety. It’s also worth investigating any long term effects of taking medication.
Stress
Stress is a regular part of life. However, we can likely agree that pilots have an inherent intensity that comes with the job. It’s above average and prolonged stress that affects us negatively. The kinds of stress to be aware of are:
Physiological: the physical body including fatigue, strenuous exercise, injury, changing time zones, diet, illness and physical ailments.
Environmental: external factors like temperature, noise, crowds, lighting, air quality.
Psychological: triggered by grief, family issues, conflict, financial troubles or a change in work schedule and obligations.
Stress can come from good things happening in our lives too including getting married, expecting a child, role promotion, a pending holiday, or even large purchases.
Develop positive habits and outlets to manage stress ongoing as part of your IMSAFE for pilots practices. Here are some ideas:
Regular exercise
Yoga
Drink lots of water
Meditation
Eat nutritious food
Spend time outside
Quality sleep
Less screen time
Limit alcohol
Having a clear mind is so important. If stress or anxiety is affecting your thought process before or during flights, talk to trusted family and friends or a professional.
S stands for STRESS in the IMSAFE for pilots method. Having a clear mind when flying is important.
Alcohol
Alcohol’s effects are universally understood, and consuming alcohol within 8 hours of operating an aircraft is prohibited. This can be enforced with random breath testing.
“Eight hours from bottle to throttle” is also a slippery slope. While you might pass a random breath test, hangovers can’t always be cured by a buffet breakfast and Berocca. Nausea, vomiting, extreme fatigue, dehydration, foggy attention and dizziness are not symptoms you want to fly a plane with.
There’s the creeper hangover too. Have you ever woken up fine, but then several hours later want nothing more than a Gatorade, bed and darkroom? Resist the temptation, and avoid alcohol 24 hours before you get behind the instruments.
Fatigue
Fatigue is different from being tired and lifestyle, physical and mental health factors affect fatigue levels in everyone differently. If you know your body and understand what it needs to perform optimally then you can take steps to ensure fatigue doesn’t set in.
Food is fuel, and this means having a proper diet as well as eating regularly. Prolonged hunger can cause drops in blood sugar, which affects your mood, energy and concentration. Schedule in your mealtimes and keep nutritious snacks, confectionery, water or electrolyte drinks on hand.
Emotion
Pilots are encouraged to keep calm and carry on in all situations, but they are still human. Take the time to consider your own personal and professional baggage before you enter the cabin, and ask yourself:
– Is anything bothering or upsetting you? – Are you angry or annoyed? – Are you sad, anxious or depressed?
Negative emotions are part of the human experience. It might be something that happened today or an accumulation of things. No one is asking you toughen up and get over it. Taking an emotional inventory can help you compartmentalise it pre-flight and focus on the job. Be sure to seek out a trusted friend or family member, or professional help if you need support.
