We Made It

So we made it to Qatar!

2 months sounds like a long time and I know it is a long time to wait for a blog post because I have waited for blog posts myself when following previous cadets. The 2 months went so fast! A lot happened in those 2 months, like catching up with family and friends which I haven't seen for a long time. I also did some shopping trying not to spend too much of my mum's money in the process and I went to visit a friend in Zurich for 5 days after I had worked a week at Farnborough International Airshow.

The first couple weeks seemed to go really slow, I was catching up on rest, trying to pack my stuff away from moving back home and I was also helping my dad out to do various tasks. I then worked at Farnborough Airshow to help CTC out to demonstrate an A350 flat panel training device. We were demonstrating the device to potential buyers on the trade days. A lot of important people visited on the trade days even if I didn't know who they were. On the public days I helped out on the CTC stand which was right on the flying line and had a lot of passing traffic. I had a great week and was super tired by the end of it, I hope that those that I gave advice to pursue their dreams as it really is worth the hard work and commitment!

During my time off I had all of the vaccinations associated with the locations I'll be flying to. I had a total of 8 injections and 2 blood tests which is a lot considering I don't really like needles. I also had a lot of paperwork to fill out ready for my arrival in Doha.

After leaving parties and preparations, the fly out day was upon us. The last week went so fast. It was hard to believe that I had just checked in with a one way ticket to the desert with 70kg of checked in baggage hold and 7kg hand luggage. Thankfully the send off was quick so wasn't too emotional. We started our journey by having some cultural Lebanese food in the terminal to get into the middle eastern zone and a great meal it was!

The plane was late but it didn't really matter for us as we didn't have a connection to make. This was my first time flying on Qatar Airways and first impression was how clean everything was, completely different to the easyJet flight I was on the week previous where you had to wipe your feet of food to get off the plane. The flight went seamless and after being met by the company accommodation people we were taken to collect our bags. We were then given our welcome pack and driven to our accommodation. The weather going from the terminal and car park was intense! The heat was made worse by how humid it was even though it was past midnight it was still uncomfortable. We got to our new home and we were very impressed! We were given a 3 bedroom apartment between 2 of us and it is so spacious.

After a day to settle in, we had the start of the induction process. We started off with welcomes and introductions to the other 12 candidates on our batch which would be starting on different aircraft to us. Most were there to start as first officers on the Boeing 777. 

These inductions include showing us around the various buildings that Qatar Airways are in as well as the operations centre for the global network (where all the magic happens). We also had our uniform fitting which was exciting. Finally got to wear the hat which I have been waiting to do since I was young. Other introductions included opening a bank account, safety and emergency procedures, learning how to operate a door, local air law exam, fire training and organising resident permit which will allow us to do a lot more like get mobile contracts and the all important liquor licence.

Coming up we have first aid training, crew resource management, ground school, ditching in Bahrain where we jump down slides and swim in a pool. We still have about a month and a half before we jump in a real plane and do our 12 take offs and landings. 

I'll talk more about adventures in the next post as there won't be so much to talk about from the training aspect. Here are some pictures for you to enjoy:-

Barry Island

Worms Head, Gower

Colour changing lampposts on the way from the airport Doha

Our living area for 2 of us

West Bay Sky Line

Condom shaped tower

Our Hotel Lobby

Qatar Airways Tower 3

Our Lovely pool

Training to use a door

Dive pool at the national training centre

Our smoke hood for the training.

Under seat electrical fire simulation

Gondola at the 2nd largest mall in Qatar

Torch Hotel, Aspire Zone, Qatar's tallest hotel standing at 300m

The stadium being built for 2022

The floor rotates 360degrees in 1hr 30mins

The water sports building. 

A320 Type Rating

The advanced phase of simulator training consisted more of the same in the intermediate phase but refining the techniques and putting in more complex failures combined with flying short routes like between Leeds and Glasgow. In this short space of time we were given a situation like another bomb on board or smoke to deal with and for those 2 situations you basically need to land ASAP! There isn't much time to really brief a normal approach so you just brief the essentials and get the thing on the ground. Other failures included starting engines using different techniques because the apu was inop or the starter was faulty or even if you are doing a hot start there is a technique used. The advanced phase was also consolidation of the things we had learnt in intermediate phase like flying with single engine and then unusual attitude recoveries preparing us for our licence skills test.

I found the advanced phase the most challenging of all of the training which wasn't helped by a few 0615 starts in the simulator meaning I needed to be out of bed by 4am! I think I ended up having 5 or 6 early's by the time I finished advanced phase.

Before we knew it, our licence skills test was upon us! There were only 10 details before the big test. The licence skills test for the Qatar MPL is carried out by a training captain from Qatar so has no relation to CTC at all. We turned up for the big day not knowing what to expect and had been revising all possible scenarios he could chuck at us. He made us feel at ease a little during the briefing by discussing the main things we will be doing during the flight. I was up first with my sim partner monitoring what I was doing and doing the radio calls. The pressure of knowing it was a test got to me a bit and I thought that throughout my flight, I hadn't done particularly well. I can't even remember what my failure was now as there was so much going on. I had to put that half of the test behind me and do the best job I could do as pilot monitoring for my sim partners turn to fly. I certainly did a better job at monitoring than I did flying. I felt me and my partner worked well together. 5 hours later we had finished our test and shut down the plane. Thankfully we were put out of our misery as soon as we got out of our seats and congratulated us on our flight. 

Our debrief went well, he was very pleased with how our flight went and the main pointers he had for us were basically things that Qatar actually do instead of what we had been taught. This is because there is a slight disconnect between CTC and Qatar, new information is slow to reach CTC so we are left learning old procedures. However, saying that, there is a new training manager at CTC who came from Qatar earlier this year and he is now updating all the procedures to fall inline with current Qatar procedures which will be good for future people coming through. 

On my way home I had organised a test drive in a few new Range Rovers to treat myself and get a feel of what I'd like to get in Qatar. The test drive didn't make my decision any easier because they were both really nice vehicles! Other things that happened over the last few weeks were that the flying Scotsman (steam train for those who don't know) came through town so I, along with thousands of other people stood in the rain to get a glimpse at it going past. Another big event that happened in Southampton was watching the worlds largest cruise ship (Harmony Of The Seas) leave on it's maiden voyage. The ship is huge! I went to Portsmouth with my parents for a couple days to see all the ships 

So that's it for me at CTC, I will be helping out at a couple shows for CTC but other than that, my next blog post will be after I have moved to Qatar on 14th August. Between now and then I will be busy trying to sort all the paperwork, vaccinations, medical renewals, deciding what I would like to take with me and of course catching up with family and friends before the big day.

Supercharged 5.0l sport....dream to drive and the growl is ace!

Real smoke in the flight deck simulation...scary stuff!

My workstation trying to revise all SOP's and possible failures for LST

Worlds largest cruise ship

Wandering at Nash Point with my mum.

A view of the centre console from the upper panel

Flying Scotsman

Portsmouth Dockyard

Intermediate Phase Complete

Sorry it's been a while, there hasn't been much to report. Another milestone has passed, we have now finished the intermediate stage and only have one phase left to complete before flying the real thing.

Before the intermediate stage simulators we had to do 2 and a half weeks of type rating ground school and 2 exams. These exams are the same exams that any pilot wanting to get type rated on the A320 type fleet would have to do. These 2 and a half weeks consisted of a lot of late nights to try and learn all of the content required. The type rating course is self taught using an ipad app which has a lot of different sections and you just work your way through them at your own pace. We then had an instructor on hand to go through questions with us and run through the virtual flight deck simulator sessions with us. It's safe to say that after the ground school, we had all had enough and our brains were bursting with so much knowledge that it was hard to recall small specific details on demand. It was a good job we had a few days off before our first simulator session to be able to consolidate and prepare for it. 

The first of our 10 simulator session began and it was clear to see that both me and my new sim partner hadn't been in a simulator for a while, for me it was about a month since I was in one. Overall we both learnt a lot and progress was made. The intermediate phase is similar to the basic phase of flying the aircraft except you start using the automatics more and more. We also start programming the Airbus computer to tell it where we want to go and all the little bits of information you need to get from A to B like optimum altitudes. We also get full motion on for all of our flights from now on. For me, I initially took a while to trust the automatic systems as I am so used to flying manually and trusting my own ability. When you start to see that the automatic systems are not there to try and kill you, it does alleviate some pressure when you are in a high pressure situation. That's not to say you put the automatics on and forget about them, they need constant monitoring to make sure they are doing what you want them to do. Also, an issue could arise and the automatics drop out at which point you need to know what is going on so that you can quickly take control. Just as you start getting familiar with the Airbus automatics, the instructors start failing systems and putting the aircraft in different configurations to demonstrate scenarios. By our test flight we had a bomb on board and dual hydraulic failures to deal with. 

The next phase is more of the same where we fly routes and then we get given more severe failures. I'm quite looking forward to the smoke in the flight deck sim session where the flight deck will actually fill up with smoke to the extent that you will barely be able to see the instruments in front of you. Scary to think that we have 10 sim sessions left to be able to become competent enough to fly the aircraft for real and to iron out any procedures that we haven't quite learnt properly before out skills test on the 11th and final simulator session. The skills test is carried out by a training captain from Qatar Airways and has no relation to CTC, so the only feedback we get is from the previous courses ahead of us. 

On the exploring front a have done a little bit more exploring back at home with some friends around the Brecon Beacons. Other than that not much has happened. The next blog instalment will be after my skills test hopefully with some good news that we have all been working so hard at over the last year and half.

Visit to Warwick

Epic ride at Thorpe Park

Visit to Big Pit

Trek up Pen-Y-Fan

Basic Simulator Phase

Happy New Year to you all.

We have just passed the halfway point in the first of 3 phases in Southampton. To be honest there isn't really a lot to talk about during this simulator phase as we are basically just learning how the Airbus A320 works. So far we have been learning how to fly the various different approaches and departures using standard instrument procedures out of UK airports.

The basic phase is mostly fixed base. We only do 2 flights with the full motion switched on in the basic phase, these are for upset recovery. This means putting the plane into unusual angles of bank and pitch and then recovering before the plane falls out of the sky due to slow speed or breaks up due to overspeed. The first of the upset recovery was good fun. The instructor put the plane into unusual nose high and nose low attitudes and then we had to recover back to level flight. This was quite fun with the full motion switched on as it felt a bit more realistic. We also did a landing with the full motion on which went better than expected with a smooth landing. 

We have also started flights with an engine failure. We did one flight with the engine failing in flight and another with it failing on taking off. This is quite tricky the first time we did it as an engine out creates a massive yaw (if you could imagine a see-saw with 2 people in balance and then one person jumping off, that is the effect you get when one engine fails but left and right as oppose to up and down on a see-saw). The way to counteract the yaw is to use the rudder and then use the trim to release the pressure off your legs. I was surprised at how much force was needed and my leg started to shake the first time. Every time you adjust the thrust, you need to adjust the amount of rudder input, so the trick is to get into balance and be stable as quick as possible so you don't need to adjust the thrust setting.

The next thing for us is to start learning more and more emergency procedures and high altitude upset recovery. Koffin corner is a term often used in high altitude which is where the overspeed and the stall speed meet meaning you can't go faster and and you can't go slower, not a nice place to be!

I wont be updating the blog as often as NZ as there isn't much to report about and there aren't any mountains to take pictures from down here. Here are some pictures of our training since our return to Southampton, I wont put a description as they are pretty self explanatory.

The Navs Begin

It's been fairly slow since my last post. My total real flight count this month is 3 flights. I went almost 2 weeks without flying because my instructor went on holiday and they didn't want me to have a different instructor at this early stage. The weather wasn't great during these 2 weeks but it didn't really matter as I wasn't going to fly. I still maintain my zero cancellations due to weather whereas my course mates are on about 15 cancellations due to weather.

Following the circuit flights I moved on to navigation flights. The navigation flights can take about 2 hours to plan before you fly. A brief outline of what this entails:
-Draw route on map
-Mark on the flight log all of the track directions and distances
-Get the weather information(wind velocity, direction and cloud base) which will allow you to calculate the heading you need to fly in order to fly your desired track and it tells you what weather to expect later that day.
-Check the notes to all airmen (NOTAM) for any airspace restrictions in the areas you want to operate in.
-Preflight the aircraft to make sure the person before didn't do any damage when they landed and all fuel/oil levels.
-Preflight brief with instructor to discuss if you can go and what are you going to do along the route in terms of radio calls and airspace you will enter etc

After the briefing with your instructor, you are good to fly. I have now completed 3 nav flights which additional lessons attached to each flight. The first flight included steep turns, the second was practised forced landings in a field (simulated engine failures) and then diversions in the 3rd nav which means you are on track to your original destination and you come across a problem. This problem means you cannot continue to your original destination because of weather or rough running engine which are just 2 examples of why you would divert. So you now have to draw a line on your map to a place you want to go and figure out a new heading and times you will reach there. You have to do this while controlling the aircraft and looking out for other aircraft too. It is a very demanding couple of minutes to plan your diversion and initiate it. I have shown a couple of my tracks on a map below from our gps locator on board our aircraft in the pictures below. The views you see on these flights are amazing, the pictures don't do it enough justice. 

The other flights we did after the navigation flying were in the simulator flying purely on instruments. We use instrument flying so when the weather closes in and you go into cloud. When we are flying the big jets next year (crazy to think we are so close to flying a jet when we are currently flying bug smashers now). I've had 3 flights flying on instruments and my next flight will be more navigation flying with my instructor before doing the navigation flying by myself.

It's crazy to think I am now over half way through my time in NZ, time is going way too fast! I've had my first early start, waking up at 0445 should not be allowed! We had a mass briefing starting at 6am which I could barely stop yawning in. It is suppose to prepare us for the airline....but we wont be getting up at stupid o'clock to sit in front of a presentation for a few hours so I'm failing to see the logic at the moment. Had I been getting up at time for a flight, it would have been a different story!

I haven't done that much travelling recently as it is difficult to get people off at the same time as you and it is more fun when you have company to go travelling. I did a few hikes, one was probably the hardest one I have done to date. It was a mountain over by Raglan bay called Karioi and it was 756m high. The trek took about 3 hours up and just under 2 to come back down. My legs didn't belong to me after it but the views from the summit are worth it and it also beats staring at the same wall in a gym! We also did a night trek to see some glow worms near some caves which was really cool. We also went into some of the caves to see the river running through it. I also went back to Taupo for another visit and also seen a DC3 plane which has been converted into a Mc D's diner. The last trip I went on was to Tauranga which is a cool place about an hour and a half from my accommodation. There is a little hill there where you can look over the town and the cool beaches. 

Here are some more pictures:-

My 1st navigation flight

My 2nd  Navigation flight

Only part the way up to the summit

Use of chain climbing was essential 

Almost at the top of Karioi

A View from the top of Karioi

From the summit of Karioi

DC3 Mc D's

Inside the DC3 Diner

Get a hole in one and you get $10k

Raglan bay

The Karioi mountain from a different angle while flying @500ft

Raglan

A visual reference point for us while flying called Temple View

Looking out the window at Temple View from the visitor centre

Midnight cave adventure

Kinloch on Lake Taupo

Hobbiton 

More Hobbiton

a peak on the way up Pirongia over looking Raglan

Tauranga beach

Tauranga from the top of the hill.