Flying the King

I'll just say this right now for starters: The King Air phase has absolutely been the best time I've had during my flight school! Now this is the real deal :)

The Beechcraft King Air C90, this one with a lengthened nose

Departing from Helsinki-Vantaa

The first flights we flew from Helsinki-Vantaa and went to a few places inside Finland, but most of the whole course was flown from Eskilstuna, Sweden. It's a nice little place about a hundred kilometers inland from Stockholm and served well as a training airport because of the low volume of traffic and easy procedures. Basically we could just talk to the guy in the tower and tell what we wanted to do that day. No need for slots or PPR's or anything like that.

Eskilstuna Airport

I hope this has been done with some sort of irony at least :)

We flew the whole course along with two other students, so every third flight I was in the cockpit and the rest sitting as a passenger trying to rest a bit before it was my turn again. This was actually quite nice since one got a lot of time inside the airplane and also more than enough time to just sit and chat a little with the other one while one of us was flying. This also led to an amazing course-atmosphere among us.

Approaching Bromma once again

Stockholm-Bromma Airport. A Braathens Saab 2000 parked at the gate.

We slept in a godawful building at the airport during the course. A flight school called Lid-Air had been there previously, but we also found out that the place had clearly been some kind of hospital or dentist's place previously. At least it was very near the apron, so we didn't have to wake up too early to get ready before our instructor arrived each day.

The engine instruments and all kinds of switches might distract from it, but this is basically a Piper on steroids in terms of flying

Purple moment. I had fun in the cabin taking pictures through the double-layered polarized windows, which lead to nice color effects when misused :)

Flying itself was challenging, but fun. The King Air clearly handles very well, like a much smaller plane. It feels almost as light as a Piper. Of course all the additional systems and switches were a handful in the beginning but I soon learned to concentrate on the basic flying and not worry about all the instruments, knobs and switches around me. After all, the King has the same basic six instruments you'll find in every conventional airplane and that's where most of the focus should be on, anyway.

Morning in Eskilstuna

Another take through a polarized window.. :)

Handling the engines of course was something different than what I've been used to. A PT6 turbine works very differently than a piston engine and especially the start up procedures were quite a lot of work for me in the beginning with the almost complete lack of automation. Starters, generators, levers of all kinds and so on :)

Back at Helsinki-Vantaa after the skill test!

As always, everything ended in a skill test where we flew from Helsinki-Vantaa to Tampere and back in a wintery weather. Of course there was some minor things to improve on but all in all everything went well and I (and the other two) passed nicely with above average scores.

King Air Ground Course

After the IR course, it's time for the King Air Type Rating course. A professional pilot training always includes a multi-engine training phase near the end of the program. The point of this training is to teach the student how to handle an operate a multi-engined aircraft under both VFR and IFR rules.

My desk on Day 1 of the type rating course

Especially the aim is to learn how a multi-engined aircraft reacts when flying it with the other engine inoperative, since this naturally causes an unbalanced situation and leads to many challenging aerodynamic effects that a pilot must learn to overcome. This is why we are going to fly a lot with the other engine either shut down (we are going to try an airborne restart once for real) or more often, just purposely put to idle thirst for practice purposes.

Checking the undersides of the main landing gear system

Usually a multi-engine rating is done with a multi-engine piston airplane such as a Seneca, the Baron or a Diamond DA42, but in SL Flight Training, the training is conducted with a Beechcraft King Air C90, which is an 8 to 10 seat multi-engined turboprop aircraft used usually in smaller business, cargo and ambulance operations worldwide. Our airplanes belong to the parent company of our flight school, that operates the previously mentioned type of flights with three of these King Airs. Thus, it is a great privilege to be able to do the training in this kind of aircraft, that is both a turbine and much more powerful and larger than any of the usual multi-engine pistons.

This leads to the fact that we won't, in fact, get a MEP-rating at all but rather a BE90/99/100/200 Type Rating.

Nice!

The ground training for the King Air is now finished. It included classroom studies about the performance, mass & balance and technical specifications of the airplane as well as practical exercises and training in the real aircraft, such as walk around-training. We also got to look at the engines, the cockpit and all other details up close in the hangar. This all was very interesting and I guess many of us, myself included, were very much looking forward to flying this  'Final Boss' aircraft that seems so large compared to anything previous :)

The PT6 engine

Inside the hangar rehearsing some flow patterns and checklist items with a course mate

IR Flight Training Complete

Yesterday I passed the IR Skill Test!

Time has gone by very quickly during the short flight training section of the IR(A) course and all in all it has been a great experience. Our main instructor was very relaxed and so we got the opportunity to turn even the more "boring" flight lessons, like maneuvering exercises into interesting ones by combining them with cross-country flying. Thus, almost all of the flights during the IR course were cross-country flights for us.

What was particularly interesting was a flight that we made to Bromma Airport in Stockholm. Flying abroad is a bit different than just staying inside Finland and provided for a nice extra challenge in terms of phraseology, flight planning, route planning etc. We managed fairly well in the end, I think.

Some pictures from along the way:

Fueling at Mariehamn

Taxiing to our stand at Stockholm-Bromma Airport

A whole set of traditional paper airway manuals on board!

Finally a better weather for true IMC training

It's very hard to put this into words what I mean, but let me try. At some point during the airline pilot training there comes a transition (or at least should come) that you start to think less about yourself as a student and become more focused on pre-developing a suitable version of yourself for the professional career ahead.

For me, this happened bit-by-bit along the whole school time but the most major turning point for me was the IR course. Before this course, flying has been more or less the same that I've gotten used to during my years of sports flying. Of course, the planning has become much more comprehensive and professional, as have the OFP's and the whole SOP culture that we have used in flying. Still, we have flown VFR flights with small single-engine planes, having a chart, a compass and a clock on board.

Instrument flying training is something different. You step outside of that familiar world of VFR, and for me at the same time came a realization that can only be summarized as "this is it". This is more or less what flying will be from now on. It won't just exponentially get more amazing, and I mean this only in a good way. You start to see the first glimpses of what your actual everyday job is going to be in the future, and that's a nice feeling.

The final Cessna flight

Today I finally managed to fly my last Cessna flight. As I've mentioned, we need to gain 200 hours before the King Air phase and 50 hours cross-country before the IFR evaluation flight. I've already gained these hours from flights outside school but still had about 45 minutes of prepaid Cessna-hours to fly. So today I took a friend with me and we went for a short trip to watch some night-time scenery over Helsinki. I decided I wanted to fly this flight in the night since it's so much more fun and gives a certain different feeling to the flight :)

Helsinki by Night

OH-AWB in the dark..

My very first IFR-flight!

Today I flew for the first time under IFR and it was a great experience!

The schedule today was to fly from Malmi to Tampere and then stay airborne for a while and do some ILS approaches at Tampere. After that it would be my flight-partners turn to fly a 2-hour local exercise. Then I'd fly a 1-hour basic instrument flight and finally my schoolmate would fly us back to Malmi.

I arrived to Malmi at 7 am and was lucky to get everything ready when at 9 am our instructor arrived. IFR flight planning is a bit different and still doesn't go as smoothly as it will hopefully go in the future, when I've done it more. There's a bit more things to consider than in VFR, like the weather minimums, alternate aerodrome planning and more thorough fuel calculations. However, some things are more simple, like route planning and plotting headings and tracks. You don't really need to know what random neverheard-village is below you :)

We got about ten seconds of IMC-time furing the flight..

We took off from Malmi and got a clearance to initially maintain runway heading (180) and climb to 3000 feet, which after Helsinki Radar vectored us straight over Helsinki-Vantaa to our planned route (RNAV Route P854) and cleared us to FL080. To my slight disappointment, the weather was perfect and I only got to go through a very thin layer of clouds. For the first time in my aviation career, I hoped that the weather would be worse.. There was some broken clouds at 600 feet to be expected at Tampere but of course it was just the remainders of morning fog and disappeared quite fast leaving behind a dull CAVOK message from all nearby weather stations.

Backseat luxury

I realized that it is actually somewhat easier to fly under IFR than under VFR. Not considering all the problems arising from being in actual IMC with some troubles and difficulties, in normal operations it truly is much easier to fly IFR than VFR. You get much better service, someone always tells you exactly what to do, who to contact, what altitude to maintain and what heading to fly, and if not, you just follow the magenta line in the GPS and don't really have to worry about anything. At least until the approach segment starts..

ILS to EFHK RWY 15 whichafter VFR to Malmi

The flight went quite smoothly and so did the approaches at Tampere. We were under radar vectors for the whole time and the workload was low so we even had time to discuss different subjects with the instructor  and my flight-partner. Our instructor is what I consider one of the best in our school since he is a master in creating a relaxed and happy atmosphere and this gives you maximum performance during flight.

All in all, the day was awesome and I very much look forward to flying more IFR-flights!

Final FNPT flights!

Yet another phase is behind me :)

I've now flown all of the FNPT simulator exercises (35 of them) and logged about 38 hours in the simulator, with another 38 observing from the right seat. I can't believe I've spent over three consecutive days in the sim!

OFP

Our last three flights were cross-country exercises. The first one was from Malmi to Lappeenranta which after we did some approaches so that the whole flight lasted about two hours. The next day it was time to fly from Malmi to Tampere and the last one was from Helsinki-Vantaa to Turku, which after we made a diversion to Tampere. The last flight was a so-called evaluation flight, where the school evaluates whether our progress has been good enough in order to move to the real airplane.

All in all these flights were quite demanding, since we also had to do all the necessary preflight planning as if we were about to fly the flights in real-life. Luckily I got overall above-than-average grades from the evaluation, despite a few embarrassing mistakes.

Now it's time to move on.. The Piper Turbo Arrow IV awaits, yet again! :)

Finland International Airshow @ EFHF

One week after Tour de Sky there was the Finland International Airshow held at Malmi Airport and yet again I was on duty promoting the school. This time we had quite a lot on offer since examples from our whole fleet we're there for the public to see, including four C152's, the C172. one Piper Turbo Arrow and our sister company Scanwing's King Air C90 (which I'll be flying later on in our training) and even our flagship, the Cessna Citation CJ2+ business jet.

The weekend was fun, although I was very tired when it ended!

Pic's, or it didn't happen:

The C152's on display

Cessna 172 Crew ;)

One of each type we're flying in our training

FNPT Instrument Approaches

Simulator training has now progressed to the point that we've currently been doing approach flights. Basically we're spending the whole 1-hour session doing a certain approach procedure usually either on both ends of the runway or to one direction only. These approach flights have been a bit more challenging than doing only holdings or radio navigation exercises but still I don't feel like there's too much to handle.

ILS Y to RWY 15 at Helsinki-Vantaa

We started with a few ILS precision approach flights and continued with a few more VOR-based non-precision approaches, followed by NDB approaches and then went back to flying ILS's. All of these differ somewhat and in my opinion, although ILS is the precision approach and guides you usually very close to the runway center line, which makes it quite comfortable and induces quite a low-workload after you've adjusted to the procedure, I somehow like doing also the VOR and NDB approaches. There's a certain amount of fun included in the fact that they are not so precise and so you don't have to have everything so spot-on as in the ILS approaches. It is easier to accept that you might be a little high on the glide path or a little bit to the side. It's hard to explain, but all in all I think it has been very fun doing all of these interesting approaches.

We also flew one RNAV approach flight, and it seems they are also quite easy and you usually have very much time in your hands since the procedures are quite long usually. RNAV seems to be the way of the future so I think I'll be doing these quite a lot more in the future.

Also one interesting exercise was the circling approach, although it was pretty hard to simulate it since there's no side-view's in our FNPT trainer. In the circling approach, you basically do an approach to one runway and when you get it in sight, you circle to the opposite end of the runway visually keeping the runway in sight and then land visually. They are done usually if only one side of the runway has an instrument approach and the wind favors the opposite end, or if there is some kind of an obstacle that prevents approaching the intended runway directly (like a mountain, for example). Very interesting.

Lastly, there was the SRA and PAR approaches. These are somewhat rare and strange approaches, since the PAR, for example, is a precision approach that requires the plane to have a VHF radio only! The approach, flying to the correct direction and descending at the correct rate in relation to the runway is all done with the voice of a qualified ATCO, and eventually you find yourself from the runway. The SRA is basically a non-precision brother of the PAR.

So, only a few flights left and then it's time to move to the real airplane!

Tour de Sky @ Oulu Airport

I got a chance to go to an airshow called Tour de Sky, which was held at Oulu Airport in northern Finland to present our school once again. We flew there with the school's Piper Turbo Arrow OH-PGA with three other schoolmates and stayed for the weekend. It was very nice to get a chance to fly cross-country with the Piper. We flew to Oulu via Jyväskylä so everyone could fly at least one leg.

Flight to Oulu, sitting as a passenger on the right seat

The weekend went nicely and people were quite interested in our Piper and school overall. It was nice to get to talk to different people and of course see all the airshow participants. There was quite a lot of jets, for example an Italian team called "Frecce Tricolori" consisting of ten jet fighters doing formation flying. Other memorable show's were the F-16 Demo Team from Holland and the MIG-29 from Eastern Europe.

Our nice PGA on display

SL's Dream Team

The crowd was quite interested in our aircraft, but we were more interested on the fighter jets ;)

Frecce Tricolori

A real 1:1 Hawker Hurricane. We got a chance to get a closer look on this beauty at Jyväskylä airport, where we both happened to land to refuel. 

Back to Malmi

Jämi Fly In 2014

I attended Jämi Fly In once again this year. We flew there with my schoolmate and hanged at the airfield for the day. I really liked this year's airshow since it included a lot of WWI fighters, which I am very fond of. It was nice to see the Fokker Dr.1 again and also the S.E.5.a for the first time. I was surprised by how small it was. I even thought it was 3/4 scale when I first saw it.

Some WWI warbird action at Jämi

C152 to Räyskälä

It's been quite a while since I've last flown with the C152, but a few days ago we decided to go flying with my classmate who is also my simulator partner. We took the OH-AWB and headed to Räyskälä to have some lunch. There's extremely good hamburgers there so it's always nice to go and have some.

Over Helsinki once again

Flying with the C152 after a few months brake was very fun and I didn't even remember how nice and simple it is to fly. Of course it's quite slow and a bit "cozy" especially with two persons on board but I think it's perfect for short trips like this one.

Landed at Räyskälä airfield

My classmate flew us to Räyskälä and I flew back, logging about one hour of flight time. I still have about 2.5 hours of C152 flying left so I think I'll have to figure out some more flights in the near future..

After the flight we had to plan an IFR flight from Helsinki-Malmi to Tampere. We're not actually going to fly it yet but the FNPT exercises include some homework like flight planning etc so we decided to do this one together to be better able to encounter possible difficulties. The planning didn't went so smoothly even though we finally got everything done. IFR flight planning still feels quite stiff and you have to scratch your head a lot, but I guess it starts to feel more comfortable if you just do it more. Hope so :)

Simulator training continues

For the past few weeks I have been flying in the FNTP for about three days a week and have now logged about 10 hours in it. So there's about 25 still left!

Coursemate doing some unusual attitude recoveries

After the three FNPT-rehearsal flights and the following basic instrument flights we've started to go through VOR, DME and ADF/NDB a little bit more deeply. We've flown and intercepted different VOR-radials and practiced the more challenging basic ADF-procedures. What's made these flights more fun is that even though we will move to approach and landing -training later on, we are already making practice holdings, approaches and landings usually based on the radio navaid that's the subject of the exercise.

Ready for departure at Tampere

At first the approaches were quite basic and the instructor helped a lot by giving radar vectors etc. but now we've been bit by bit incorporating more things to them and I feel that the challenge level rises very smoothly. It doesn't feel overwhelming but still there's certainly no place for any overconfidence!

First day of IFR training!

Today was our first day of instrument flight training and I've now flown for two hours with the FNPTII simulator!

FNTP II

Our IR-training consists in total of 50 hours of flying, of which 35 hours are flown with our FNPTII (Flight Navigation Procedures Trainer), which is a fixed-base "simulator" that emulates the flight characteristics of the Piper Turbo Arrow. After the FNPT flights, 15 hours are flown with the real plane and hopefully at least a few of the hours in actual instrument meteorological conditions.

My "office" at the moment

The first three flights (of which two I've now flown) are not actually part of the IR syllabus but are intended to give a little introduction to the trainer and make students comfortable with the controls before the actual IR training begins. However, we already did some interesting flight figures and ILS approaches just for practice.

ILS

Flying with the FNPT is actually quite demanding and somehow more challenging than the real aircraft since it's much harder to keep in trim. After two flights I already felt quite exhausted and tired. But after all, I like the challenge and can't wait to learn new things as we progress further.

Until then..!

At last it's behind me!

Whoa.. Frankly, I'm speechless at the moment.

I did the last half of the ATPL exams today and the day before, and I just got to know that I have managed to pass them all! I have thus reached my goal, which was to pass all of the exams in one go and with good grades. I couldn't be happier!

Never worked so hard for a piece of paper :)

Here's a little summary:

Subjects in total: 14
Number of practice questions answered: 22 542
Hours spent studying: Countless!
Average score: 91,4%

Well deserved..!

Now it's time to focus solely on flying! See you next time when the Instrument Flight Training begins! :)

A small update on the situation

Recently I've been extremely busy and it feels all things start to stack up quite a bit. I've practically done aviation-related things from eight to ten hours a day and don't seem to have much of free time for the next few weeks or so.

In addition to some few theoretical studies we have left, I've now been starting to practice question bank exercises more intensively. The final six exams will be on the 16th and 17th of next month. After that, all of it will hopefully be finally over. I have experienced some anxiety since I really want to repeat my success and pass also these six exams on the first time. However, studying seems to be much harder now that summer is knocking on the door and weather gets better and better, so I just have to focus and repeat to myself that passing these exams is the best way I can make all aviation-related things move forward.

We have also had our first briefings on the next phase, which is IR-training in the FNPTII simulator. Our course actually had some simulator flights already planned for this week but we requested to postpone those until the exams are over.

... :)

In addition to school-related things, I have two other flying-related things going on that have been taking a lot of my time. Both of them could be described as work, which I am extremely happy for. However, I've decided not to go too much in depth on those until things become more clear. I don't want to hype things before something actually happens for real.. Also, I have to somehow figure out how to write work-related things here since it's a bit more complicated than writing about school :)

I recently also joined Malmi Aviation Club and was going to start flying with their Cessna 172 and Diamond DA-40 but decided to put those things on hold until I have a little less going on...

First ultralight flights of the year!

I've been hanging around at Nummela yet again for a few days now and got a chance to fly a little with the Fk9. After I finally managed to get the battery working and was able to start the engine, I went for a little rehearsal flight. I had studied the manual a bit and wanted to go through some basics like slow flying and stalls in order to re-familiarize myself with the plane.

It's like riding a bicycle, really...

Ready for some evening flying :)

After the rehearsals it was time to grab a local friend on board and fly a little cross-country trip from Nummela to Kiikala and Forssa airfields. I also ended up in Nummela the day after and flew with a friend to Malmi for some refueling. From there we went to Torbacka grassfield and then back to Nummela. On the way back I got to show and demonstrate my friend some basics of flying. It was all very nice and we had a great time!

Mayday mayday mayday!

Our Mayday holiday started today and since me and one of my course mates didn't have anything special planned for the afternoon, we went to a nice place near EFHK to watch some airliners landing to runway 22L. I'm not very much into plane-spotting and don't even have a real camera but decided to take a few iPad-quality pictures for this blog :)

Japan Airlines / Boeing 787 Dreamliner

Flybe Finland / ATR-72

Finnair / Airbus A340...

...which apparently lost two of its engines right before touchdown ;)