Discover the secret weapon to airline pilot interview success!
Learn to Fly is working with Senior Captain Darren McPherson from ACS (Aviation Consulting Services) to provide Airline Interview Training, and together we have helped numerous candidates successfully pass their airline interviews over the past 2 years.
These candidates have progressed onto various airlines such as Air New Zealand, Cathay Pacific Airways, Jetstar, Singapore Airlines, Scoot, and Qantas.
They are now flying a range of aircraft types from the smaller Dash 8 and ATR 72 all the way through to larger Airbus and Boeing types including the A330, A350, B747, B777 and B787.
Future Cadet Pilot Program (FCPP)
Now is a great time to get into the aviation industry. If you are hoping to potentially become an airline pilot by progressing through an Airline Cadetship Program, Learn to Fly can help you. Our Future Cadet Pilot Program (FCPP) aims to successfully equip graduates with the skills, qualifications and experience for any Airline Cadet Pilot Interview. The program will include the following training sessions:
Flight Training
The objective of the training is to give you a good and fair sampling of what flying feels like, as well as an insight into the flight training process.
Airline Interview Training
Darren McPherson from ACS (Aviation Consulting Services) will teach the interview training. As a Senior Captain at a major international airline with 30 years of experience, Captain Darren will teach you how to best present yourself for your interview. In the session he will thoroughly review your CV. He will also enhance your group discussion skills, human relations (HR) and technical knowledge.
Cadet Pilot Theory
The theory sessions will contain everything you need to know to have the best chance of passing the airline interview. They not only cover basic aerodynamics, but also technical knowledge related to airline operations.
Simulation Training
The training is separated into 2 parts. The first part will be conducted by Flight Experience Melbourne on their 737 flight simulator. You will then complete the second component on Learn to Fly’s state-of-the-art flight simulator
ICAO Aviation English
This component of the course prepares you to pass the ICAO Aviation English test. This is required by most airlines during the interview process
The FCPP has a proven record for airline pilot interview success.
I know nothing grabs your attention like the words ‘exams’ and ‘theory.’ Here I will give you the scoop on what to expect, and provide some tips on how to pass pilot theory exams.
No matter which course you have enrolled in, you need to study – so let’s get pumped for pilot training exam preparation!
Aviation is a complex and sophisticated profession. Airlines are not looking for cowboys and hotshots, but well-rounded, intelligent statesmen and women. The purpose of this post is to remind you of the importance of approaching the exam runway carefully.
I’m in the fortunate position of having completed all seven of my CPL subjects (woo-hoo!). I have already passed my RPL and PPL exams. I’m not here to brag, but instead, offer my experiences to help you.
First of all, congratulations on embarking on a dazzling journey in aviation. But before you hit the cockpit, you need to hit the books! Study is the best way to get your career off the ground. The RPL theory and subsequent RPL(A) theory exam covers:
Basic Aeronautical Knowledge Basic Aerodynamics Flight Instruments Human Factors Navigation and Flight Planning Meteorology Air Law
You may find some subjects harder than others, which is why thorough study is important. The exam is multiple choice, and can be completed online. You are allocated 2 hours, and the pass mark is 70%.
To tackle my RPL exam, I set aside two hours of homework each night after class. It allowed me to iron out weak spots and plug up any knowledge gaps. If you have any questions (and you should), or are finding certain areas tricky, always contact your instructor. They are there to help you pass! I would also recommend completing some practice/mock exams beforehand so you get an idea of the exam format.
The exam will only cover things included in the theory syllabus. That said, sometimes a question can have more than one right answer. You should choose the answer that sounds MOST CORRECT. That might sound funny, but it’s not just a matter of recalling information from memory. It’s important that you display your understanding of concepts.
Private Pilot Licence (PPL) Theory Exam
The PPL exam will cover a wide range of navigation-based topics, as well as knowledge learned during RPL. So it pays to brush up on RPL knowledge as well. The PPL exam has 55-60 questions, varying between multiple-choice and single answer. The pass mark is 70% and you are allowed 3.5 hours.
Some questions offer up to 3 marks and require calculations. It’s vital to answer as many of the extra point questions correctly as possible, as they can ultimately make or break your campaign. These questions mostly relate to take-off and landing distances, weight and balance, density, height and pressure calculations.
It’s advantageous to memorise the formulas for these problems as an over-reliance on the flight computer could throw off your answer due to rounding errors. Flight mathematics must be precise. Slight variants will result in an incorrect answer. There’s no room for guesstimates!
You are allowed to take charts and materials into the examination, so you need to be organised. It’s a good idea to familiarise yourself with the region(s) depicted in the charts as they’re based in Sydney. Most navigation questions require you to draw on the chart.
My best advice here is to take it slow. You have a sufficient amount of time to complete the exam. Slow and steady does win the race. Keep it neat. You don’t want your charts to look like a doctors prescription pad! There’s a saying in the military that applies to exams:
“Slow is smooth, smooth is fast.”
I found that taking the AIP (Aeronautical Information Publication) into the exam didn’t help me. I referenced the Visual Flight Rules Guide (VFRG), and that covered all my bases. This is the only exam which allows you to carry the VFRG – which is concise and easy to follow.
Commercial Pilot Licence (CPL) Theory Exams
Since there are seven separate exams for the Commercial Pilot Licence (CPL), I will give a bit of overview advice. The last thing I want to do is overwhelm you. All exams except Aerodynamics, Aircraft General Knowledge (AGK) and Human Factors, require reference materials and tools to complete the questions.
For all exams, a sound knowledge of the basic concepts is paramount as you could get quizzed on anything. The difficulty for each exam can fluctuate wildly, depending on whom you talk to. I found Aerodynamics and Aircraft General Knowledge easy, while others struggled with these.
It’s worth taking other students’ reports on an exam with a grain of salt. Everyone will have their strengths and weaknesses within each subject. The best bet is to be prepared for anything! You can always set yourself a practice exam (what better way to spend a Saturday night!). For my preparation, I tackled each exercise in the Bob Tait books twice, ensuring I scored above 90% in my practice exams before considering myself ready for the real thing.
Preparing for exams is stressful and tiring. If you’re flying AND studying for your CPL exams, it’s worth reducing your flying time. It sounds like a drag, but this is one case where too much multi-tasking can be your downfall. Use the extra energy to find which study times and locations suit you best. Some work better at home, in the morning – while others may be able to concentrate at school during the afternoon.
For subjects like Navigation and Performance, there are various calculations and chart reading exercises. You will benefit from completing the practice exercises and familiarising yourself with the formulas and formations. Again, it’s important to remember that rounding errors can jeopardise your entire exam.
Conclusion
To conclude, all exam success relies on sound study. Practice, be prepared and remember to take your time. Slow is smooth. There are no shortcuts to aviation knowledge, and being ready for all-weather is a good rule for life and an even better theory for flying. Good luck!
Thank you to student pilot Howard Lau for contributing these tips on how to pass your pilot theory exams.
One of the best tips for how to pass your pilot theory exams is simply to study hard!
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.
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.
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.
Knowing some common pilot phrases is a great start to mastering ICAO Aviation English.
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.
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!
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.
Making fast decisions is an important factor in how to execute a forced landing.
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.
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.
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.
Learn To Fly becomes the first Diamond DA42 flight school in Victoria, Australia.
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.
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 with an experienced instructor is a great way to gain experience and build confidence.
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.
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!
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