Pilot Stories Archives - Page 3 of 3 - Learn To Fly Melbourne

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Joining the Jetstar Cadet Pilot Program

Posted on June 30, 2018October 21, 2021 by Kai

We are really excited to hear that one of our students, Silas Zhang, has been accepted into the Jetstar Cadet Pilot Program. Silas was previously a nurse before deciding that he wanted to make the transition into an exciting career in aviation.

Why are cadet pilot programs the best way to get into the airlines?

Cadet pilot programs are essentially a short cut to becoming an airline pilot. You can apply with no prior aviation experience. Other airline entry pathways generally require a minimum number of flying hours before you can apply.

It’s as close as you can get to a guaranteed job with an airline (subject to performance during training). More than 80% of cadets usually pass and becoming airline pilots straight away.

What is the Jetstar Cadet Pilot Program application process?

The application process for the Jetstar Cadet Pilot Program covers a number of different components. Each potential cadet will undertake the following:

– An aptitude test covering general and technical questions

– Group discussion, within a group of 6-9 other potential cadets. You will be allocated a task, and will then be observed on your contribution to the task. You will also be observed on how you interact with your other group members

– Two interviews, one with Jetstar and one with a flying school. These interviews will focus more on personality-based questions rather than technical questions

You are usually competing for acceptance into the program with hundreds of other applicants, and on average only around 15 students are accepted into the program for each class. Successful applicants are required to complete their training within 18 months.

What is the outcome of the Jetstar Cadet Pilot Program?

After successful completion of the training in Melbourne, cadets will complete a Type Endorsement for either the Airbus A320 or Boeing B787 aircraft, depending on Jetstar requirements at the time. Following an initial Line Check, the cadet will then join Jetstar to commence their flying career.

This obviously makes entry very competitive, so what is it that will give you that competitive edge?

The key to successful entry into the program is preparation more-so than passion (though passion is obviously still important).

Nearly every single candidate will say that they have passion to fly and to become an airline pilot – therefore, it’s not so much what you SAY, but what you DO to prove you have that passion. For example, if you haven’t done any aviation study or flight training, how do you prove you are passionate?

There are many things that can be done before the interview besides the theory knowledge and flying experience. How you perform during your interview is also very important.

Are you able to show Jetstar that you have the mindset and personality to become one of their pilots? Are you able to work well with other pilots in the cockpit? Do you have good decision-making skills and the level-headedness to handle emergency situations?

How can we help?

Learn to Fly offers a comprehensive Airline Interview Coaching Session, that covers all testing and interview processes. Basically, we will teach you how to pass all of the tests, giving you the best chance of success.

We will also provide you with the opportunity to practice, by providing you with example group discussions questions and then mentoring you on what the Jetstar Cadet Pilot Program interviewers’ expectations will likely be for each question.

Darren McPherson from ACS – Aviation Consulting Services is our Airline Interview Coaching Session instructor. He is an A330 and A350 Senior Captain with a major airline, and has already assisted more than 75 students to successfully pass their interviews and be offered pilot jobs. Successful students now fly for airlines including Qantas, Qantas Link, Jetstar, Cathay Pacific, Cathay Dragon, Singapore Airlines, Scoot, Virgin Australia, Air New Zealand, and Sky West.

Darren-McPherson-ACS-Aviation-Consulting-Services — Captain Darren McPherson is an expert on airline cadet pilot interviews.

For further information or to register your interest in our airline interview preparation courses, email [email protected] or visit https://drift.me/learntofly/meeting to book a meeting and school tour.

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

Posted on April 25, 2018October 22, 2021 by Kai

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

This is his story:

Tolo Harbour, Hong Kong, Approximately 2,800 Feet

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

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

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

Decision Time

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

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

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

3. Fly towards Three Fathoms Cove.

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

Altitude

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

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

The Engine Will Not Revive Itself. Decision Time Again.

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

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

Forced Landing: Into The Trees On The Golf Course!

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

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

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

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

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

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

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

Flying In Marginal Weather: A Student Pilot Experience

Posted on March 25, 2018October 22, 2021 by Kai

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

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

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

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

This will allow you to test your limitations safely.

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

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

Think beyond the aviation weather briefing

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

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

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

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

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

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

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

Plan for unforeseen delays. Anything can close the runway

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

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

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

“The runway is now all clear”

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

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

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

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

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

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