Jet Pilot Programme, 43 Air School, South Africa

A liitle more information about the Sigmar Cadets who are currently training in 43 Air School:


Name:               Gavin Maher                                                                       
Age:              30

Hometown:  Dublin but now living in Navan, Co. Meath  
          
Marital Status: Married to Aisling with one son Shane

Job before coming to 43 Air School:
Ops Controller, Servisair, Dublin Airport 2½ Years,
Flight Data Assistant, ATC Dublin , 4 Years

Why do you want to be a pilot?
 What other job gives you an office at 30,000ft?

Hours to Date:     53

What is your highlight of the course so far….       

First Long Solo Cross Country to Port Elizabeth

Ambition for 5 years time:         
First Officer with an Irish Airline




Name:               Gerard Naughton                                                                       
Age:               26

Hometown:   Drimnagh, Dublin  
          
Marital Status: In a relationship

Job before coming to 43 Air School:
Primary School Teacher, Drimnagh Castle Primary School

Why do you want to be a pilot? 
 Dream from childhood and some dreams need to be made into reality because no matter how hard you try to move on from them they just don't go away

Hours to Date:     80

What is your highlight of the course so far….       

First approach into Port Elizabeth (with PAPI's telling me I was too high) International Airport. Landing with a 737 on final behind you brings home the reality of it all    

Ambition for 5 years time:         

Working hard, learning the ins and outs of a RJ/787/321 for whatever airline that will take me

 

All too rarely, airline attendants make an effort to make the in-flight "safety lecture" and announcements a bit more entertaining. Here are some real examples that have been heard or reported: 

On landing, the stewardess said, "Please be sure to take all of your belongings. If you're going to leave anything, please make sure it's something we'd like to have."

"There may be 50 ways to leave your lover, but there are only 4 ways out of this airplane"

"Thank you for flying Delta Business Express. We hope you enjoyed giving us the business as much as we enjoyed taking you for a ride."

As the plane landed and was coming to a stop at Ronald Reagan, a lone voice came over the loudspeaker: "Whoa, big fella. WHOA!"

"In the event of a sudden loss of cabin pressure , masks will descend from the ceiling. Stop screaming, grab the mask, and pull it over yourface. If you have a small child traveling with you, secure your mask before assisting with theirs. If you are traveling with more than one small child, pick your favorite."

Weather at our destination is 50 degrees with some broken clouds,but we'll try to have them fixed before we arrive. Thank you, and remember, nobody loves you, or your money, more than Southwest Airlines.

After a real crusher of a landing in Phoenix, the attendant came on with, "Ladies and Gentlemen, please remain in your seats until Capt. Crash and the Crew have brought the aircraft to a screeching halt against the gate. And, once the tire smoke has cleared and the warning bells are silenced, we'll open the door and you can pick your way through the wreckage to the terminal.
 
Part of a flight attendant's arrival announcement: "We'd like to thank you folks for flying with us today. And, the next time you get the insane urge to go blasting through the skies in a pressurized metal tube, we hope you'll think of US Airways.

Heard on a Southwest Airline flight. "Ladies and gentlemen, if you wish to smoke, the smoking section on this airplane is on the wing and if you can light 'em, you can smoke 'em."

A plane was taking off from Kennedy Airport. After it reached a comfortable cruising altitude, the captain made an announcement over the intercom, "Ladies and gentlemen, this is your captain speaking. Welcome to Flight Number 293, nonstop from New York to Los Angeles. The weather ahead is good and, therefore, we should have a smooth and uneventful flight. Now sit back and relax.. . OH, MY GOD!" Silence followed, and after a few minutes, the captain came back on the intercom and said, "Ladies and Gentlemen, I am so sorry if I scared you earlier. While I was talking to you, the flight attendant accidentally spilled a cup of hot coffee in my lap. You should see the front of my pants!" A passenger in Coach yelled, "That's nothing. You should see the back of mine!

Instrument flying is an integral part of a pilot’s career. It is the technique used to fly commercially. It is taught so you can fly in low cloud, low visibility conditions – basically only being able to see the runway by the approach lights as you arrive at it.

It all begins on a basic simulator where you have only the instruments in front of you (i.e. no image!!!). This is where you learn the basics to fly on instruments alone. All of this builds you up to learn to completely rely on your instruments and not necessarily what your mind is telling you (‘seat of the pants’ sense).

The first practical application of this knowledge is to complete your Night Rating. This consists of 10 flights in the aircraft in simulated darkness. In order to simulate darkness we use cardboard screens designed specifically to block your vision of the outside world, while orientated to allow your instructor full view.

The various manoeuvres practiced are rate 1 turns, steep turns, climbing and descending turns, and timed turns when practising limited panel (partial instrument failure).

The necessity to complete this phase of flight is to allow you to operate the aircraft without outside reference or horizon. These skills are an essential part of later and more complex instrument flying.

These newly acquired skills are then implemented in the use of navigation aids. It begins with the Non Directional Beacon (NDB) and VHF omni-directional radio range (VOR). These nav aids are located at all major airports and are used for instruments procedures, i.e. holding overhead an aerodrome and non-precision approaches to land.

To begin with the training focuses on structured holds which are specifically designed with the nav aid, aerodrome, and aircraft in mind. These are used at busy airports to ensure vertical separation while waiting to land.

Once this is mastered, your training progresses to non-precision and precision approaches to land. These procedures are also specifically designed with the nav aid, aerodrome and aircraft in mind, but surrounding terrain heights are considered too.

These procedures are laid out on ICAO specific Approach Charts, commonly called plates.

It is necessary to use another nav aid, called an Instrument Landing System (ILS), to    execute a precision approach. The ILS consists of a localiser (lateral guidance) and a glide slope (vertical guidance). This combination allows you to fly an approach to a runway in minimum visibility and extremely low cloud (a normal day in Ireland !). These conditions are known in aviation as Instrument Meteorological Conditions (IMC).  

Each aerodrome has an exclusively designed plate for each approach and runway. These are based on nav aid availability, runway elevation, surrounding terrain elevation and type of aircraft. As mentioned earlier these techniques are used by all modern airliners to allow global navigation in extreme weather conditions.

Sheena Chapple & Sarah Louise Gibbons

In order for some of us Irish here at 43 Air School to sample the great South African outdoors, our head of ground school ‘LT’ decided to bring us to a Game Reserve in Kasoga, about forty minutes drive away from Port Alfred. We set off from the air school at noon in LT’s VW van, most of us with a good few litres of water in our rucksack as we expected our small hike not to be that small. Some of us are not as fit as LT you know!

 

When we got to our destination we immediately got going walking down one of the valley tracks headed by LT with the rest of us following in one-by-one behind. The terrain was mostly good with just a few areas of rocky patches where you had to watch your footing. Everyone of course watching out for any nasty creatures on route.  Before long we reached a small lake where we took a breather, took in the view and found out who need that extra water! No name’s will be given here.

 

We motored on and came to another small lake where there was a small wooden dock and a raft floating beside it. Without hesitation Sheena jumped onboard and starting paddling out. Due to the width of the raft Sheena found it difficult to paddle on both sides and she ended up pretty much going round in circles. She eventually got back to shore to get a shipmate. Scott kindly obliged who literally jumped on board and consequently took on some water. Luckily the raft stayed afloat and off they went to do a length of the lake.
This allowed the rest of the group to sit back, relax, and take on some refreshment…crisps and chocolate are refreshing aren’t they?

 

At the end of the hike LT drove us to ‘Rock Bottom’ which is a ‘Boma’ at the bottom of a gorge. It was an amazing place beside a natural pool at the bottom of the gorge with beds to sleep up to twelve people and a huge open fire to cook the brai. Gareth and Sarah-Louise got comfortable on the swinging chairs while Norman tried to get the fire going from some smoldering ashes from the previous occupants, and he succeeded…with the help of some matches. Clare, David, Rick and Sheena got busy collecting sticks to add to the fire so the braii could get going as soon as possible. It’s amazing how the hunger makes people work harder.

 

While the braii was getting prepared Sheena and Clare took the two inflatable ringings and head out in the pool, fully clothed! This proved interesting for Clare who decided to wear white! After a change of clothes the brai got under way with everyone having their fill of steak, roast potatoes, sweet corn, LT’s wife’s homemade bread and for desert delicious braii cooked stewed apple and yoghurt…yummy!

 

By this time it was dark and the stars were glistening. LT brought us out into the open to have a better look at the various star formations and the milky-way through his binoculars. We also got shown Jupiter with its three moons. An absolutely amazing sight. Thank ypu LT.
David Higgins
LT.

First Solo to PPL

Monday, 12^th November, about 9 weeks since we arrived, was the date I completed my PPL navigation test. The PPL test here is split into two parts – first is the GF Test, which is an hour long flight in the local area, during which one is tested in the general control of the aircraft, ability to land in cross-wind conditions, on short runways, and so on. The second part is the navigation test which has to include a trip into controlled airspace and have a total trip distance of at least 200 miles – I was sent to East London airport for my test, which was conducted by our CFI, Robin Gout.

The path to obtaining the PPL seemed long and hard when I first arrived, but with hard work and focused guidance it turned out easier than it first seemed. The combination of ground school and 2 flying slots per day ensures that life never gets boring. Progress is quickly made through the lessons and exams. The lessons are well planned, and before every flight the items to be conducted in the lessons are clearly explained by the instructors, minimising any uncertainty in-flight as to what should be happening, or how to do something.

Immediately after first solo, ‘Post Solo Consolidation’ commences, during which solo circuit flights totalling 3 hours are completed

Soon after the consolidation comes the first small challenge – the first solo trip to the General Flying Area (GFA).  The GFA is an area divided into several sectors around the airfield where one goes to practice various manoeuvres, e.g. steep turns, simulated forced landings, spins, etc…  At the time, this excursion was a very big deal, because up until that point any trips away from the airfield were with an instructor.  I was quite nervous the first time, but of course it all went fine. Now a trip to the GFA is just like a normal everyday activity!

The best bit of this stage of the course has to be the ‘navs’ (navigation exercises) where everything I’ve learned up to this point gets put to good use.  Going on a ‘nav’ isn’t as simple as anything I’d done beforehand, as a lot of pre-planning is required.  Tracks have to be plotted on maps, drift due to wind calculated, flight plans need to be filed and most importantly the weather checked to ensure that it is good for the route which we’ve selected. One of the best parts of going on a ‘nav’ to somewhere like Port Elizabeth (PE) airport is hearing all the commercial flights on the radio, as well as landing behind or in front of them. There’s something about intermingling with 737’s that makes it seem all worthwhile!  Going on a ‘nav’ is also an opportunity to view some of the stunning scenery in this part of the country – mountains, cliffs, valleys, rivers, etc.

So, with the PPL over with, I’ve now moved up to flying a Cherokee 180, and am well on my way to starting the Night Rating.
Brendan Kehoe

It’s a weird feeling you get as you hand your boarding card to the staff at the gate in Heathrow Airport .  You’re walking down the airbridge into the unknown and you are thinking to yourself “What the hell am I doing?”  Twenty hours, and two flights later, I arrived at 43 Air School on Oct 13^th 2007. The guys and girls made me feel welcome, as did the staff, right from the moment I met them all.  It was a big relief for me as I had travelled down on my own, which made it an even bigger challenge.  That night, and in true Irish fashion, everyone headed to Grahamstown to welcome the new arrival……… Any excuse!!!!

Flying started for me on the Tuesday with an intro flight with my instructor.  My first impression of the scenery and coastline was fantastic.  It is a sight I will be seeing pretty much every day for the next year or so and I have no complaints with that.

Private Pilot Licence (PPL) Ground School started on the Wednesday and from then on it would be two hours of Ground School each day and maybe two flights depending on the weather. The next five weeks or so promised to be a busy time until Ground School would finish.

As for my first solo flight, well from day one you know its coming and it’s always in the back of your mind.  So as my hours started to build, and the exercises got ticked off one by one, that thought started to move towards the front of my mind.  I knew it wouldn’t be that far off, but that was for my instructor to decide. It happened fairly suddenly.  I had just finished circuits with my instructor and as we taxied off the runway, he said “right you know what to do, off you go”.  I didn’t know exactly what I was to say to that, but I think I blurted out something along the lines of “You mean on my own?”.  That was exactly what he meant.  Out he got and walked down to the tower where he would be watching my one circuit. I taxied back to the holding point, did my run up checks, and reported ready to the tower.  I got my take off clearance from the tower and off I went. What a rush!!

I had all different types of emotions running through me as I took off and left the safety of the ground.  Most of which were excitement and fear. They sat with me the whole way around the circuit until final approach when they were joined with tears when I realised I had to land this thing!!!  But I did, and quite well even if I do say so myself.

So there it was my first solo flight out of the way.  All that was left to do was park up the aircraft and be carried to the pool by the guys to get a soaking.  It’s a 43 Air School tradition. To put your first solo flight into perspective, it’s only something small to what lies ahead, but to each and every individual, it is an amazing experience. Everyone says the same thing. WOW!!

When I look back to that day in Heathrow Airport when I had some doubts, I realise that I know exactly what I am doing getting on that plane. No Regrets.

Gavin Maher

1^st Solo Flight 8/11/2007     (ZS-EOY)

Bienvenue a Port Alfred, direction Durban International Airport

For the solo Flight Information Region (FIR) cross country trip, David and I were each going to complete a 350 nm navigation, including two full stops at different aerodromes. David planned the first leg with a stop in Queenstown (FAQT) and Pietermaritzburg (FAPM). We took off early on a lovely sunny day at 8am with a met report promising fine weather en-route. We were going to discover a different region and contact a different area control service, Johannesburg East instead of Cape Town East, that we would use in our travels from Port Alfred. After the first leg landing and take off from FAQT, the visibility and the cloud started to appear and for us this was a big surprise. Landing in FAPM, I took control after a nice lunch in the airport our direction Margate . During this leg the visibility was 5000m and we could not climb to more than 4000 feet so we decided to divert to Durban International Airport (FADN). It was very nice to land on a runway just behind an Airbus 340 and I started to think what my profession as a pilot will hold in the next couple of years. With a change of frequency to ground request to the tower for taxi we found a parking space. Or own special bus came to pick us from the plane and brought us to the staff office to pay the landing fees and parking. The courteous office staff charged us a very reasonable sum of two euro to park the plane in this big airport overnight!!! We explained to them that we were students and we got away light, they showed us the price of a big jet but it’s top secret. Now it was time to try to find a place to rest and to finish our planning for the next day’s navigation hoping than the weather would be better and permit us to come back in VMC Visual Meteorology Conditions.

We slept in a very nice hotel and found a good restaurant for dinner that night however in a true pilot lifestyle we had no time to do shopping or visit much of the city as we had a wake up call for 6am and again we set off for the airport. The visibility and cloud base were not perfect but the met announced that a cold front probably five days in duration was going to affect Durban and therefore our journey back. We checked all available information and decided to fly via the coast where it was safer for our journey home. It was a very good experience, differing airports, meteorology, pilot lifestyle and plans changing rapidly. In a couple of years we will be flying IFR only and not be able to enjoy the pleasure of a cross regional FIR. This adventure was definitely one of the highlights of our studies so far.

Massi Agher