170A Skills Test

All the training I have received up until now has been geared towards preparing for the Instrument Rating Test (IRT).  After my final flight with my instructor I was placed on a waiting list for a test that is referred to as the 170A.  The 170A is a skills test that is carried out before one can be put forward for the IRT and verifies the applicants ability to pass the IRT.  When I was put on the list I was something like #7.  I was still #7 on Monday and Tuesday due to the high winds we were experiencing.  Enough people got done on Wednesday and Thursday for me to be scheduled to do the test on Friday.  I went into a minor panic mode, I originally thought I would have the weekend to prepare myself for the test but there it was, on the schedule, at 13:10z.  I dashed into school on Thursday afternoon to meet my examiner and ensure all the relevant paperwork was done.

Friday 07:00 and the alarm rings.  Naturally, the first thing I thought of was the upcoming 170A.  I slept surprisingly well, I think that’s mostly due to how tired I was when I went to sleep.  I heard my next door neighbour leave for a simulator session somewhere about 05:00 but I quickly went back to sleep.  I got up with plenty of time to get ready for the day, I don’t mind rushing some things, a flying exam is not one of them.  I managed to eat some breakfast, that’s a good sign!  For some of my flying tests in the states I was way too nervous to eat beforehand but today I felt fine.  Yeah, a little nervous twinge here and there but mostly fine.

It got to the airport at about 09:00 and checked the schedule to make sure I was still there.  I was – and I took a look at the arrival/departure slots board which showed I was due at Bristol for 14:00z and that the slot had been approved.  I then went into the crew room to take a look at what the weather was doing.  I was then greeted by the following:

The zone B1 was supposed to be in the shown position at around 12:00z, only a couple of hours before I wanted to be in Bristol.  Looking at the descriptions on the right, the general visibility, weather and cloud for the B zone looked all right but with the additions of B1, they looked rather unfriendly.  +RA/+TSRA and ISOL EMBD CB 015 / XXX.  Heavy rain and thunderstorms accompanied by heavy rain with isolated embedded cumulonimbus clouds.  At the bottom of the chart, TS implies hail, severe icing and severe turbulence.  The Seneca isn’t certified to fly into severe icing conditions.  From that summary it looked as if it wasn’t possible to go.  I looked at the TAF (Terminal Area Forecast) for Bristol and it gave no mention of thunderstorms.  The only thing of concern was winds forecast to be gusting to 25kts but even then they were only 20 degrees off the runway heading.

I decided to crack on with the planning and I’d take another look at the weather later.  I knew the aircraft I was to be flying had inoperative propeller de-icing equipment and so I spoke to ops who put me on another aircraft.  The route was to depart to the north-west to a way-point known as MORTN.  There I was to turn south-west towards BADIM, and intersection on the L9 airway.  Upon reaching BADIM I was to turn towards ALVIN and once there, turn southbound towards the BRI (NDB at Bristol).  This is what the route looked like on my map:

The diversion back to Oxford was planned to take pretty much the same route, leaving tracking away from Bristol 035 degrees.  All the route information on the map is entered into a navigation log which is the route represented in numbers.  This shows the leg (from/to), altitude, MSA (minimum safe altitude), wind velocity and direction, magnetic track, calculated magnetic heading, calculated ground speed, distance, time, ETA, ATA and fuel.  Numbers all over the place.  Having all this info on the PLOG enables you to anticipate the use of navigation aids and when to tune them into the radios.

After submitting my flight plan and getting all the other paperwork necessary (NOTAMS, mass and balance, performance (take-off and landing distances) done, I had a briefing with my examiner.  We went over the route and he asked me various questions about the map, airspace and air traffic procedures.  Nothing too complex fortunately!  We then arranged to meet up again once the aircraft was back so I could inform him whether we were going or not and if we were, go through the aircraft documents.  The aircraft arrived back at about 12:40z and I was supposed to have my engines started at 12:55z.  Not ideal.  I couldn’t get fuel right away and so I went inside for the documents briefing.

That was nice and straightforward.  I just went through the various documents, pointing out how I knew they were valid and applicable to this aircraft.  I then went back outside to get fuel.  All fuelled up and checks done (thanks to my flying buddy) I got in, sat down and there remained for the next two and a half hours.  I didn’t really have time to be nervous, I just got on with what I knew I had to do.  After carrying out all my before take-off checks I received my departure clearance: Brize Radar clears Oxford — standard BADIM departure, hold MORTN, climb 2,500ft, QNH 1009 squawk 5440 and next frequency Brize on 124.275.  I read the back to the tower controller and then she proceeded to give me my airways clearance information.  I was told I was cleared by London instead of Bristol and thought, wait a minute, where am I going?  The controller then corrected the clearance as being issued by Bristol.  Panic over.

At 15:00z we were cleared to take-off, only 35 minutes late!  Fortunately ATC didn’t seem bothered by it.  The tracking towards MORTN went great and before long I was heading south-west towards BADIM.  At the beginning of the leg there was quite a bit of turbulence but that settled down before too long and I was able to keep the aircraft within the altitude holding limit of +/- 100ft.  The radar controller gave me an odd radio call when I was approaching the airway that contained my routing but I never heard him state that I was cleared to enter controlled airspace and so not wanting to bust straight into it I called him up and asked whether I was cleared to enter.  He stated that I was.  Panic over.

I joined the airway, and then left a few minutes later and then headed south towards Bristol, tuning the radios and getting ready for the approach.  Shortly thereafter I began getting radar vectors and descents as the approach controller guided me towards runway 27.

Please note: plate use with permission; neither the CAA or NATS accept any liability or responsibility for the content of the information; plate is for information purposes only and not intended for operational use.

Drawn very roughly on the chart are the radar vectors that were given to me.  I was approaching on a heading of 170 degrees and then was turned onto a heading of 130, then 180 for the base leg and then an intercept heading for the ILS.  The approach was then in my hands as I guided the aircraft towards the runway closely monitoring the HSI, speed, altimeter and my distance from the runway.  The approach was deliciously smooth, those gusts that were forecast were nowhere to be seen.  There was a bit of a crosswind and some correction was required to maintain the centreline but nothing extreme.

I got down to minima, screen still there (still in cloud!) and so initiated a go-around.  Bristol had instructed me to turn right onto 360 degrees and to climb to 3000ft.  While I was climbing out my examiner gave me a simulated engine failure and I carried out the engine failure drills:

With that dealt with I continued the climb and started my diversion back to Oxford.  Before long we did the general handling section where I was to handle the aircraft with several of the instruments failed (covered up!).  I was without my attitude indicator, HSI and RMI so I had to rely on the standby compass for heading information and the turn coordinator to know if I was turning or wings level.  During that time I was required to hold heading/altitude, climb, descend and change to new headings.  After that I did some unusual attitude recoveries (where the aircraft is put in a steep turn climbing/descending and I have to recover back to straight and level).  Once done with that we did some stalls and then once I was orientated with where we were, took us back to Oxford.

Back at Oxford I carried out the NDB 19 procedure (with a simulated failed engine), flew down to minima, saw the runway and continued the approach until ACA (asymmetric committal altitude) at and then carried a go-around on one engine, flew a circuit and then landed on runway 19.  I’ll describe the 19 procedure some other time, this post is already hideously long.

It was so good to be back on the ground.  They were probably the most intense two and a half hours of my life.  Watching everything so closely, talking on the radio and handling the aircraft for during that time while being examined was rather demanding.  My examiner taxied back while I carried out the after landing checks.  After engine shut down he jumped out and went inside while I tied the aircraft down and gathered various items together.  I was hoping he would tell me the result of the exam before he left but he didn’t.  He left me hanging which made me ever so nervous!

Back inside I put the aircraft documents away and then went to meet my examiner for a debrief.  We went over the answers to a couple of questions he had asked me earlier and then he said ‘in order to carry out the debrief appropriately I’ll tell you the result and we’ll go from there.  I have given you a pass.’  My goodness, the relief was immense.  Indescribable actually!  We went over some points that I can improve on for the IRT and then went our separate ways.  Win!

I hope this has given some insight into what trainee pilots have to go through in order to gain an Instrument Rating.  It’s probably way too detailed, sorry about that.  If you’ve stuck with it, you’ve passed – a test of patience.

Instrument Landing System

Last Friday (9th) I had my last lesson in the Seneca.  I flew to Birmingham for a radar vectored ILS approach.  Thanks to my failure of keeping this blog up to date, I haven’t described what an ILS is.  As a simple and brief introduction, here is a paragraph from Wikipedia:

An instrument landing system (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway, using a combination of radio signals and, in many cases, high-intensity lighting arrays to enable a safe landing during instrument meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or blowing snow. For further reading click here.

The information provided by this system is presented to the pilot on an instrument called a HSI (Horizontal Situation Indicator).

Above is a typical HSI.  Very similar to the one we have in the Seneca.  When the ILS is tuned in on Navigation Radio 1 (NAV 1) and the aircraft is within range, the yellow indicators will show where you are in relation to the centreline of the runway and the correct descent path.  When setting up for the approach you put the course select pointer on the runway heading.  Both the course deviation bar and the dual glide-slope pointers are ‘fly to’ indications meaning that if the glide-slope pointers are above the middle point, then you need to decrease your descent rate until they are back in the middle.  Don’t climb on an ILS, it would just make it rather more difficult!  Similarly, if they were below the middle point, you would need to increase your rate of descent to get back on to the correct approach profile.

If the course deviation bar is to the left, it means that you are to the right of the runway centreline and that you need to fly left to correct it.  As you get closer and closer to the runway, these indications get ever more sensitive.  Throughout the approach we are to maintain the localiser (centreline) and the glide-slope to within half scale deflection.  Going outside these limits would result in a fail for the precision approach section.  On the CDI, half scale deflection is 2.5 dots left/right and on the glide-slope indicators half scale deflection is the next marker above/below.

There are two ways of doing such an approach.  One way is procedural and the other is radar vectored.  Most of the time we can get a radar vectored ILS which means the approach controller directs you on to the runway centreline using radar vectors.  Radar vectors are heading instructions given to the pilot by the approach/radar controller.  The final heading they give you is usually a 30 degree intercept to the localiser.  It is then the pilots responsibility to intercept and maintain the localiser and glide-slope.

The approach is flown with reference to an approach plate.  Please note: plate use with permission; neither the CAA or NATS accept any liability or responsibility for the content of the information; plate is for information purposes only and not intended for operational use.

The plate above details all the information to carry out either a procedural or a radar vectored ILS approach into Birmingham using runway 33.  As stated earlier, when being radar vectored, the controller will direct you towards the inbound track of 328 degrees.  The pilot then follows the recommended profile glide-path which is detailed on the plate just below the area diagram.  DME I-BM is your DME distance from Birmingham and below that are the recommended altitudes for the relevant distances.  Checking these as you go down the approach verifies that you are on the correct glide-path and that your altimeters are set correctly.

When carrying out a procedural approach you would navigate to the BHX (an NDB on Birmingham’s airfield) when cleared to do so and then hold over that beacon until cleared for the approach.  The hold is shown on the chart as right hand and with an outbound track of 328 degrees and an inbound track of 148 degrees.  When cleared for the approach, category A aircraft (the Seneca is category A) fly outbound from the BHX on a track of 160 degrees to D7 (7 miles DME) and then turn back inbound to intercept the ILS.  This way the pilot it entirely responsible for positioning for and intercepting the ILS.  Being radar vectored is much more convenient!

During lessons this approach is flown with the screens covering the windows so we cannot use any outside references.  We use plates that are provided by another company and different minima are specified.  The approach is essentially the same.  The plate is used states that I can descend to 530ft (DA – Decision Altitude) on the approach which would put me at 204ft above the runway surface.  Oxford Operating Procedures state that 20ft must be added to ILS minima to compensate for errors that could be shown by the instruments with the aircraft in it’s landing configuration making the DA 550ft for Birmingham.  At decision altitude there are two options, land or go around.  Land if you’re visual with the runway, go around if you’re not.  We always leave the screens up to simulate still being in cloud at this point and so our ILS approaches always result in a go around.  There are go around instructions on the plate which are followed unless otherwise directed by ATC.

Oxford to Birmingham

Image

Yesterday afternoon I flew from Oxford to Birmingham – and back again – as a passenger.  It’s always useful to sit in on others lessons to learn from their strengths/weaknesses and to also listen to the air traffic control.  There is a lot more  talk about in instrument flight and it’s taking some getting used to so I’ll take all the radio chatter I can get.  Another advantage of being a passenger on a training flight is that you can see!  England looks magnificent from the air, something that you miss when you’re the pilot because you’re behind the screens.

The prop looks pretty crazy on this picture of the left hand engine!

Birmingham director had us fly a 360 which took us over Coventry airport. A Swissair 146 landed before us and a Ryanair 737 afterwards.

No, nope. No-one has messed up my front lawn.

space

OX-BOTLY-WCO-OX

The route I flew on Microsoft Flight Simulator in preparation for the real flight.

Yes I know I still need to write more about the flying I did in the States.  I can’t express well enough in written words how much I enjoyed the flying out there.  It was an incredible experience, even if there were many early mornings involved.  They were offset by the numerous breakfasts/lunches we had at the various airports we stopped at.  Instead of waiting to finish writing about flying in the States before writing about the flying in Oxford, I’ll just get on with it because if I don’t, it may never happen.

The majority of the flying in Goodyear was with reference to what you could see outside and a map.  It was a fun way to navigate: that mountain is there, that lake is just there and this road is just to my right, I’ll go this way.  In the built up areas of AZ this was an excellent way to navigate.  It was very easy to pick out the various town and other features to know where you were and which way you were going.  However, it became a little more tricky if all you had was a bumpy desert floor.  One small hill looked like another just west of it.  Which was the right one?  When flying at 30,000 feet or in cloud, the ground is either too far away to use for navigation references or you can’t see it.  That’s where radio navigation comes in.

Despite popular belief, it is sometimes possible to see the ground from the air in England (or to see the sky if you're looking up from the ground!). Since this is the case, it is necessary to use screens to ensure the trainee pilot cannot see out and so must fly with reference to their instruments.

Having an instrument rating qualifies you to navigate from one location to another with reference to instruments that receive signals from radio beacons.  In AZ, to know where I was going I had to be able to see the ground.  Now, with the help of these radio beacons I can takeoff from Oxford and navigate to another airport without seeing the ground again until I’m almost at the destination airport.  I haven’t done that just yet, but I will do.  Instead, I’ve just done routes around the Oxford area without going to other airports.

The route in the image at the top of this page started at EGTK, Kidlington airport.  I took off from Runway 19 and climbed ahead until about 1nm out.  I then turned right to heading 330 so I would head away from the NDB OX which is located to the right of Runway 19.  When about two miles from the beacon (measured using DME) I turned right again and headed straight to the beacon.  Once overhead, I intercepted a 161° course outbound towards a waypoint called BOTLY.  Waypoints can be anywhere and defined by a bearing and distance from one or more radio beacons.  BOTLY by definition is located at D43 (43nm as measured by DME) on the 161° radial from HON (Honiley) which is a VOR.  As you can see, I went into a holding* pattern once arriving at BOTLY.  This was a nice easy direct entry into the hold since I was arriving on the inbound leg.

After holding at BOTLY I departed to the north-east towards the Westcott NDB (WCO).  Here I went into the holding pattern again (left hand) this time using the ‘offset’ entry seeing as this time I wasn’t arriving on the inbound course of the hold.  Once done at WCO I headed back west to the OX to practice the NDB 100 procedure.  This is an arrival procedure used for locating the airport in low visibility conditions.  Some procedures will line you up with a runway and others will just locate the airport for you and then it’s your job to get to the active runway.  I’ll leave this here for now, I’ll be amazed if you stuck with me this far!  I flew this for real on Monday evening and it was a great experience.  I had forgotten how different flying was to using a simulator!  Simulators are great for practicing the procedures but they just don’t simulate the workload too well.  In the air you have constant radio chatter in your ear and an aircraft that just will not pause in mid air no matter how much you would like it to!

*Holds/holding patterns are used when you need to remain in the same place.  Since you can’t stop most aircraft once in the air, a holding pattern can be used to keep you in a safe place while you wait to receive clearance into an airport, diagnose a fault or setup for an approach.