The Cockpit Diaries

Malindo Air (Chronology)

2013-03-09T02:05:00.001+08:00

A new hybrid airline offers low air fares with additional services is set to takeoff its first flight on 22 March 2013 after its success in getting the AOC from Department of Civil Aviation (DCA), Malaysia last month. This will mark the second low-cost carrier in Malaysia which offer additional service with affordable fares. This brand new airline will be operating Boeing 737-900ER.

It all begins last year, when one of the leading local news paper (Berita Harian) highlighted "Jobless Pilot" issues out.

(Berita Harian; March 2012)

Its started when few of flying school in Malaysia closing down due to financial and management problems which includes flying school situated at Johor Bharu, Ipoh as well as in Sabah. The issue immediately caught nationwide attention.

TV3 - Aduan Rakyat

Berita Harian took initiative to follow up the issue with local jobless pilot by interviewing them. Most of them working in a different working environment. This forces jobless pilot to take any offer that comes first.

New shine of hope for unemployed pilots out there when new local low cost carrier named as Malindo Air is announced. This brand new airline will be based at KLIA 2, its own by NADI (51%) and Lion Air (49%) respectively.

Malindo Air conducted walk in interview at Level 4, Main Terminal Building, KLIA on last September.

The response is overwhelming. Thousands of crowd turned up for the said walk-in interview.

I came at 5.30am to beat the crowd on the second day as I don't have the chance to be interview on the first day.

On the second day of interview, I managed to get in and interviewed by one of the senior captain.

Berita Harian

On 7 March 2013, the signing ceremony, product and service launch and welcoming the new AOC event has been held at Marriot Hotel, Putrajaya. Around 179 fresh pilot attended the said event.

(Berita Harian)

Flight offers

Malindo Air Clip

I would like to say thanks to everyone that involved in Malindo Air selection process for your kind hard work, as well as not to forget to Berita Harian for bringing up the issue. Congratulations to 179 fresh pilots that being accepted by Malindo Air.

Boeing 737NG Flight Simulator Experience

2013-03-09T00:55:00.001+08:00

Flight Simulator is one of the most sophisticated machine ever built to train pilots. Basically, there are two types of flight simulators;
1) Full Flight Simulator (FFS)
2) Fixed Based Simulator (FBS).

Now, for those who are not really sure of the differences, I can shine you with some of the information that I know.

Full Flight Simulator (FFS)

This type of simulator normally to be used to train commercial pilots.Level-D simulator is designed to create scenarios and the feel as realistic as possible. It is powered by hydraulic or electric.

(taken from CAE.com)

This simulator also can be used with Motion OFF to act like a Fixed Based Simulator (FBS). This type of simulators is not open for public, however, some airlines do open this simulator for public for 30mins or 60mins experience. It sometimes can be costly.

Fixed Based Simulator (FBS)

It also knows as a static simulator. There is no motion for this type of simulator and it is normally powered by electric. Even though it is motionless, it serves the same purpose to train pilots mainly for procedural trainings and cockpit familiarization.

AVIAX 738NG Cockpit

In Malaysia, this type of simulator is limited. At AVIAX - Flight Simulator Experience, you can find yourself to fly Boeing 737NG aircraft. The scale is built to match as close as possible as real ones with exception of few things like CB panel which is not installed.

Aviax Experience from Azri Ahmad on Vimeo.

Come and join us to fly. Drop your comments down here if you have any questions.

The Cockpit Diaries VC

2013-02-11T03:20:00.000+08:00

Hey everyone... As promised, the video clip is now ready to publish. It took almost 4months of hard work to get it done. The video was taken during my first and last sunset flight with my passengers when I used to work with the flying club.

It was an unforgettable flying moments for me as well as my passengers. The video clip was shoot by Mr Azri Ahmad.

I would like to take this opportunity to express my highest gratitude to Subang Tower ATC officers ; Khairana Rahman, Hanisah Sehak, Rizalina Jumairy, Regina Razali, Shamil Ahmad, Jijan Bokhari, Ieta Abidin, Siti Fatimah Ahmad and the rest of ATC officers. Not to forget, MAB officers, Fatimah Yusof (Mak Tim), Firdaus and the rest. Thanks for your kind hospitality.

The Cockpit Diary from Azri Ahmad on Vimeo.

Video Clip - The Cockpit Diaries

2012-09-02T21:54:00.003+08:00

I always wanted to have my own video clip long time ago. A short story about me. Until I met one guy, used to be my passenger. We got to know each other and I told him about this idea.

The shooting is still going on and takes months to complete. However, this is a short teaser by Azri Production.

Tips: Prior entering Flying Academy

2012-04-28T00:18:00.016+08:00

Congratulations!

You have been accepted to enroll yourself in a Flying Academy. Regardless of which academy, rules are rules. They are almost the same. Flying syllabus won't have a great different from the other.

Rules and Regulations in Crew Residence and final agreements.

I still remember back then, in 2009. I was quite worried initially. It was my first time entering 'boarding school'. Everything from A to Z you have to do on your own. Too much too mention here. =p I don't know How I managed to survive..Hehe. Can you imagine, the first week, my batch had some internal glitch and been called up by a flying instructor. However, as days passes by, slowly, I adapt to the new situation. Made new friends, meet people, and live like a robot. HAHA..

To my friend ; Cadet Mohd NorFitri Aliff; as promised, this post is specially made for you my friend. Here I've got few things I've learned from academy and I think you must know.

1) Never be late for class for any reason. At early stage, you might wanted to give a good impressions to instructors for few month. Yes, I do understand sometimes or someday, you will miss the first bus and end up late for the first period of class. DON'T. Not at the early stage my friend. How to overcome? Team work. If you find yourself difficult to get up early in the morning, let others know so that they can wake you up. No excuse please.

2) Respects. You must respect seniors and instructors. Remember, maybe some of your seniors are younger than you, but still, they have seniority than you. You might need their help one day. One day. Talking bout seniority, I still remember, at the early stage at APFT, we; batch 24 have to stand-up in bus regardless how early we are. We gave seats to those seniors. And we don't mind. Because our day will come too.

3)Punctuality. Time is very important. Getting yourself early for something is better than rushing at last minutes. Remember, during flying phase, do not EVER come late for sortie, standby at least 2-3hours will do. Why? Let me tell you a reason, I've been experiencing this several times, let say 2 sorties before me is for IF Letdowns, however, if letdowns is not available, they will ask some other students take the aircraft and do some exercise first before land and give back to the previous one. If you arrive 30mins prior departure, instructors wont be that happy my friend.

4)Teamwork.That's the way we are. I don't fully appreciate this until I was given an assignment which I need to prepare with my partner. And the great part was, my partner (housemate too) being kicked out for having discipline problem. Leaving me alone doing all the mess. Still, I managed to cover up.

5)Greet. Greet your instructors like "Good Morning, Sir" or anything appropriate rather than walking and watch him pass by like a stone. DON'T! Not to forget, your fellow batchmate or seniors. Always address instructors as "Sir".I've been taught that way.

6)Follow Rules. Early stage of PPL, try not to brake any rules. Just follow them. I'm not trying to say that once you have become a senior, you can break them. No, but, once you are senior, rules will be a bit "loose" since you are close with end of your course.

7)Study, Study and Study. Its not easy to pass JAA syllabus actually except to study Smart. Manage your time and if you are able to study with few of your friends, it would be good enough.

8)Mental Flying. You will listen to this words thousand times. Trust me you will. I realised the importance of mental flying especially during Instruments Approaches. Be familiar with your checklist. If possible, whenever you are free, just ask seniors to show you how to make a pre-flight check, go through checklist prior your first flight. DONT EVER EXPECT instructors will spoon feed you my friend. I've seen people 'tiau' on their first flight. Not a good kick start kan?

9)Follow SOP & guidance from Instructors. Instructors have thousands of flying hours. Some of them was from air-force. Their flying skills are not questionable. As a student, try to comply his instructions and feel free to ask if you have any questions. DO NOT ARGUE and show them that you are damn smarter or TOP GUN thingy to instructors. It's like you are the captain, and 10years old boy come to you and show you how to fly. Isn't that sound a bit awkward? Argue and asking questions are two different things. I hope you can differentiate between this two.

10) SAFETY ALWAYS COME FIRST. If you ever feel not fit to fly, especially during SOLO flying. DO NOT EVER FLY. It is your responsibility. Anything happen, you are alone up there. Remember, emergency rarely arise, but if they do arise, I want you to remain calm and think out the best solution. Remember to recite "Doa naik kenderaan" each time you flight before you crank the engine.

Personally, you already have basics of flying since you are familiar with Paragliding. Nothing much to correct you. Just remember, prepare for each and every flight. Flying without preparation is like suicide..Hehe.

So, I would like to wish you all the best for your future flying career at KISTAA. Be a good boy and do your best. Any problems, just let me know if I can help you at any way I can.

GOODLUCK!

Refresh!

2012-04-27T23:08:00.014+08:00

INTRODUCING:

New features and a few enchantments has been made to refresh and throw a new MooD..!

1 ) Like! and Share button.

It came to my understanding that most of the people who reading through post having difficulty to voice out his/her response, in that case, I've installed this plugin to make it simple! . Only 1 (one) click will do the magic. Click if you like the post. By clicking this, you will indirectly keep this blog alive. =)

2) Popular Posts.

This section has been repositioned and I added small thumbnail to give an idea of what post is all about.

3) Search box

Search box has been repositioned from right to left column to give a better access. I hope this one will help especially cadet pilot;
Looking out reference especially for certain training exercise wont be easy if you don't know how to navigate. Just type in the exercise name in general word.

For example, Instruments Flying, General Handling , Navigation and etc.

4) Mobile site

I've tested to browse through using Opera Mini and it works perfectly. I believed some of my readers rely on handphone to do so. So I've enhanced and make sure it is accessible by handphone.

If you find any post with unreadable text, please do let me know.

Thank you.

Paragliding & Cessna 172 Experience

2012-04-08T22:35:00.057+08:00

It is everyone dreams to fly free like birds in the sky. So do I. I've seen few paramotors flying around Putrajaya during 3rd International Hot Air Balloon event. From there, I wanted to know more about that flying machine. However, my intention came to rest after a while since I have no one to refer.

Till one day, I approved a friend request from somebody I do not know in real world. Looking at his details before I approve, I knew he studied at Malaysian Institute of Aviation Technology (MIAT). After few days, we exchanged phone numbers and communicate via Facebook. He asked me whether I can fly him around with Cessna 172 and I agreed. We safely airborne in the afternoon because it was raining in the morning. Different from other passengers, he seems to understand basic controls of the aircraft easily.

Fitri and I checking the aircraft

By looking at his handling, I know something is different with this guy. We safely airborne around 2pm enroute to East of the airfield. After some time, I then requested for rejoin to land 30mins after we airborne. I gave him chance to taxi the aircraft and he did well. After I've secured the aircraft, we then went to McDonalds situated inside Skypark,Subang. From there, he introduced himself again (in details) and his friend Faridil. He told me that he will be joining KISTAA somewhere around April 2012; one of flying school in Malaysia for his CPL/IR course. He said that he used to fly 'paragliding' and remote control airplane before this. He caught my attention straight away. Together with him, Faridil, one of the instructor for Paragliding. He can fly Paragliding as well as Paramotor. Paragliding also known as PG among them. I asked few questions bout PG and what came across my mind was, I wanted to give it aTRY !!

Shorten the story, Faridil and I went to one of the famous PG spot area at Bukit Dangdut situated in Seremban. At that time, Fitri was not around because he went for KISTAA interview.(wahaha)

The Day :

12.30PM : Since PG doesn't fly with any engine, we have to wait for the right moment and wind to fly. While waiting, we had our light lunch at Marrybrown. According to Fitri last time, it is normal to wait few hours before we can get safely airbone; he called this as "Parawaiting"

At marrybrown, watching "flags"

After few hours of waiting, we would like to give a try. We then went up to the hill with 4-wheel drive. The road itself allow ONLY 4wheel drive..Haha.

with Go Pro HD cam

2.30PM : It was quite hot standing directly under the sun but it doesn't stop my intention. According to Dil, wind direction forecasted for that day was headwind and wind will be more than 5kts.Just enough to lift both of us up to the sky. He showed me how to secure myself with the harness and did a short briefing about the flight, how to sit down, and the landing technique. Done with that, we then standby for the right time.

Standing by

Flags as our wind indicator; served the same purpose as Wind-Sock at Runway

2.36PM: Waiting time making me more nervous and nervous. Dil said to me, standby for the right time. He turn behind looking at his glider to inflate it while I'm looking infront. And yes, infront was nothing except downhill. I'm looking from 400ft view. Huhu.

400ft view

Minutes by minutes passed by. One wave come and go..And here comes the second one, he shouted to get READY!! Both of my legs are shaking actually (true story; HAHA). Few seconds, I heard the glider making a pop sounds (inflated). The moment it fully inflated, strong force pulling my whole body from behind. Few seconds, we both airborned ...woo-huuuu!!

For the very first time in my life, I'm hanging myself by strong 'lines' and flying without any engine. The experience undescribable by words. It was totally different from flying fix-wing aircraft. Feeling of freedom and stress-free comes as we flying from side to side to get thermal. We encountered few light updraft as we reached thermal area.

Airborne

He explained to me the way he flew PG and thermal spots around that hill which is very important place to look for when flying PG. The beauty of flying this, you can fly as low as your feet touches the highest leaves on a tree.Hehehe..It can never be practice inside a fix-wing aircraft as we travel at high speed compared to PG. Seriously, it was fascinating!

approximately 1200ft from mean sea level.

All this while, I've learnt about Mountain wave in Meteorology but never appreciate this beauty nature created by our great creator. At last, I've given the opportunity to fly this things and feel myself wind coming up from the hill. Few information about mountain wave, this wave/wind generated due to differential atmospheric pressure, temperature and other few factors which affect the air currents. It will create wind that will follow the curvature of the mountain/hill which caused the air to displace vertically(uplift). Anything flying above the peak of the hill, we experience updraft. In PG, we appreciate this nature because its provide lift!

Source:Mountain wave

We hit several thermal spots as well as few updraft and continued climb until approximately 1200feet. It was tracked by my handphone using an apps called "Sports Tracker".

Click here to view Web version

We then landed safely on the same spot above the hill after approximately 41mins airborned. I was informed that only those who are experienced can make spot landing, otherwise, there is one big landing spot right down the hill. Personally, everyone should try this at least once in a life time. Its called "tandem". You will be flying with qualified pilot which have the license to fly passengers. If you feel like wanted to give it a try, just contact me via Facebook or leave a comment here.

P/s: Please state your intention in your friend request.

Heartfelt thanks to :

Cadet Mohd NorFitri Aliff bin Mat Anah

Exposed aviation with his RC airplane as well as paragliding is a good kick start for him. At the age of 21, he had 31hours 58minutes of PG flying and made 100+ take off and landings. His achievement during his hobby are Jugra Spot Landing Competition 2011, Sendayan XC 2011, PGWC Ranau Sabah (spot landing ), Instructor PG for Paragliding Basic Course 2011 at Kompleks Sukan Udara dan Air Desaru Johor.

His equipment are Glider - Skywalk Tequila 2 (DHV 1-2) 85-110kg , Harness - Gin Ginnie 3 , Reserve Chute - Gin Reserve 90-120kg

and his one of my fellow blog readers too..HAHAHA!

Nice to meet you.

MR Faridil Fadzreen

Famous with his motto; 'Let dream not only dream', Mr Faridil are one of the finest paraglider & paramotor instructors in Malaysia. Having almost 2000 hours in hand made him quite senior in flying this thing. He represented Malaysia at sea games, joined Paragliding Worldcup at Taiwan, Cross Country competition in Bahau and obtained No1 (Gold) for the said competition. He attended Spot Landing competition and managed to get No.1 again in Malaysia. He has been flying PG since 2003. He also have licensed for competition, tandem as well as personal. I've seen video his flying PG at 10,000feet somewhere around the globe really caught my attention.

His equipments pretty much the same as Fitri, but the only different is the 'Glider' brand.

And not to forget Capt Nasaruddin. MAS737 Captain active in PG activity under NSSAC. I met him once the other day with Fitri and Faridil, unable to write about him much since we met only once =) .

_______________________________________________________________

Few information of what I'm doing right now. I'm currently attached in one of the flying club in Subang airport as my part-time job. Currently, I'm flying SE aircraft; Cessna 172. I've been with them almost 2months. I've flew different passengers around the globe with this small 4 seaters aircraft. She's quite fast equipped with 180Horsepower engine. Even Fitri and Faridil have flown with me before. Herewith I attached few photos taken by my passengers during the flight.

With :

Dr. Tahir Hanif (Doha)

PhD MSc MCIOB MAPM MACostE MIC CMC MRICS

Mr Low Bok Keong

Teacher Aisha Meor

and few others passengers from Arab, Sweden, Australia, Iran, Sudan which their photos are not with me. Most interesting part was, I've flown with an ex-airforce which his last flight was 31years ago. He shared his experience last time with me. He told that last time he had 50hours of flying cessna 150 aircraft too.

Following through, not that hard for a paraglider pilot like Fitri.

Climbing 1500feet.

See you soon =)

Come and join us fly high up in the sky. Contact me for more details about flying this Cessna 172. I will personally fly with you =)

Paragliding

2012-03-30T23:58:00.003+08:00

Coming Soon =)

Sports Tracker

2012-01-24T01:05:00.007+08:00

Stay healthy and fit; it is everyone hope. Question is; Do You? Most of people find difficult to have regular exercise even at least once a week. Even I also having tons of excuses not to do it. Sometimes, it is not because we can't do it, its just we don't want to do until its too late. By looking at the current eating habit especially for the youngster, we can't sit quiet and watch them suffer later on in the older age.

Nowdays, people are pampered with technology. Lots of smartphones being produced each and every year. New features introduced and enhancement being made. Sports-Tracker.com was one of the pioneer to utilize the benefits of this latest technology. I found this application while browsing through "Ovi Suite", one of the application explorer for Nokia smartphones.

I installed the application and tested for the very first time and found it quite useful.

So what is this??

Sports Tracker is an application for supported smartphone to track your physical activites. There are several types of activities that can be track by using this apps such as Running, Walking, Cycling, Mountain Biking, Hiking, Roller Skating, Downhill Skiing, Skiing, Paddling, Rowing, Golf and even your indoor activity (does not require GPS). Indoor activity is selected when you wanted to know your footsteps, energy used and etc.

I like some of the features provided such as its record our track, the estimation of Kcal burned, footsteps, our distance and time taken and lastly our speed. By having this information in hand, we can analyze our performance throughout the exercise.

The beauty of having this application is you can share your workout or so called exercise with others around the globe. Yes! Correct. You can upload all your information to sports-tracker.com free of charge. In fact, this application is FREE and everything is FREE (as for now). You can even share it at Facebook and even your twitter. Why this is good? By sharing this information, others can look your performance details and indirectly they become motivated to workout too..!! Isn't that great?

The application has been widely used by Nokia, Iphone, Android and Windows smartphones. Because of its widely accepted for several type of Operating System (OS), it is easy for mobile user to share and interact with each other.

http://www.sports-tracker.com/#/workout/rezolles/p3ssnkkaq888v17n

Apart from that, you can check your previous workout with a single click. But do bear in mind, in other to record your jogging track, your phone must have GPS built-in receiver. To check whether your phone supported for this application, please do visit their website.

Come and join me towards a healthy life. I hope this application can motivate at least some of this blog readers. Add me as friends if you do have this application installed..! =)

Remember : Be positive and think positive.

P/s : Please don't think to show off to others your workout performance by using this apps.

Smart Cockpit

2012-01-13T15:33:00.005+08:00

I find this website quite useful ever since I'm in flying school. I google up to look for some materials for my Airbus ECAM presentation until I found this website.

This website offer different types of aircraft from propeller to turbine engine. Depends on the source availability, it explains about the aircraft system and components from A to Z.

I'm attracted to its quote:

‘knowledge is useless unless you share it’ and ‘more aviation knowledge means less accidents’.

I would say, its like an online aviation library where you can refer some notes for your aircraft. However, it came to my understanding that all the notes are for your reference only and

"Not to be use for flight"

Why? Read this:

The material contained on this site is to be used for training purposes only. Do not use it for flight!
Smartcockpit's goal is to increase airline's overall safety environment while sharing an accurate and useful supplement to your Flight Manuals. All training material is available online to facilitate your understanding of aircraft systems and all associated procedures. Aircraft manufacturers produce top quality manuals which have to be considered as a generic “Bible” but the latest revision of your airline approved Flight Manual (including Standard Operating Procedures - SOPs) is the primary reference source and the final authority for all information regarding your aircraft.
Information and data on this site is provided in good faith on an “As is” basis and is believed to be accurate. However errors and omissions may have occurred and no guarantee of accuracy is implied. Smartcockpit.com can therefore not be held liable for any incorrect information, including financial loss associated with direct or indirect reliance on this information.
Please note that this site is not affiliated in any way with any aircraft manufacturer.

How to read it? First select which aircraft you wanted to know and the next step is click on the appropriate topic.
So I hope you guys can have some knowledge from the website =)

Click Here to go to Smart Cockpit

Triumph in the Skies

2012-01-03T17:07:00.019+08:00

One of my favorite HongKong TVB drama since 2007. This 40 episodes drama covers life as a pilot, cabin crew, ground crew and few others who work at Solar Airways. I started to follow this drama on TV3;6PM (Best of the Best TVB Drama slot) since before my SPM.

It gives you a clearer picture on what to expect to become a pilot. This drama also includes several test commonly run by airlines for the cadet pilot intake. Which are psychomotor test, psychometric test and interview. After successfully passed the exam, the drama started with their journey as a cadet pilot in one of the Australia flying school in Adelaide. Ground school and flying phase almost exactly as the real one. However, they do skip some unimportant things to make the drama shorter =p.

Apart from that, to make the drama more interesting, it also includes family life, love story and friendship. You wont easily get bored with all pilot and aviation term all the time. During my cadet lifetime, personally, I feel this drama give lots of motivation for my flying. I did enjoy watching it even for the fourth time since 2007.

Back to story, after all of the cadet graduated, the story then continued life as an airline pilot .The story reach climax when one of the pilot; Vincent involved in a car accident at Rome and died instantly. After several incidents which strike zoe (illness), the story ends with marriage of "Sam" and "Zoe". ; A happy ending drama.

Other than this movie, one of the most popular aviation drama titled " Good Luck " by japanese drama caught my attention. However, this movie only covers life as an airline pilot and only have 10 episodes. Much more shorter than Triumph in the Skies.

Goodluck summary extracted from wikipedia:

Hajime Shinkai (Takuya Kimura) is a young, inexperienced pilot who struggles to achieve the dream of becoming a chief pilot some day. From the very beginning, it becomes clear that this is far from easy. The drama starts off with a flight back from Honolulu, Hawaii. When the captain feels unwell, Shinkai must land for him, but his sloppy landing earns him only criticism. Kouda Kazuki (Shinichi Tsutsumi), another chief pilot, criticizes his decision.

Upset, Shinkai calls him cold and insensitive, resulting in a two-day suspension, during which he becomes acquainted with Ayumi Ogawa (Kou Shibasaki), a stubborn, straight-talking mechanic whose parents died in an airplane crash when she was just twelve. Coincidentally, her parents' death is related to Captain Kouda, who was supposed to lead the flight but called in sick at the last moment, to his later regret.

Read more

If you know any other movies/drama which have similar genre, please let me know so that I can include here as well. =)

Maybankard Treats Points Redemption

2011-12-27T22:25:00.008+08:00

Maybank; One of the famous bank in Malaysia. I started to use their Maybankard Visa Debit since 2008 . I like this card since its first launched because of the acceptance of Visa and as an ATM card. After few years using this card, I have thousands of treatpoints in my account which I am qualified to redeem vouchers like McDonalds and Baskin Robbins.

Personally, I love the card because of its unique design and its widely accepted. No problem I had before for online purchase. However, I'm quite disappointed when I wanted to redeem the my treatpoints. As usual, I checked their website at Maybank2u.com.my and click at Treat Points to know what item I can redeem with my available points. After following the instruction (for on-the-spot) redemption, I went to Baskin robbins and present my card as instructed in website. However my transaction was declined because its only applicable to Maybank Credit Card. I then call Maybank call center and explained the situation, they said they will link bank the points to my card. It can happen when the Point of sale (POS) machine cannot get through points information.

1400Treat points

I then tried once again and same thing happened. I then try to reached Maybank through their email and got replied from different types of department.

After several times of fowarding and replied,same answer ; unable to process, its only available for on the spot redemption. Is it mean I have to go to One Utama Maybank from Semenyih just to redeem one voucher worth RM15? I still remember last time, they provide delivery of voucher to home address, but now its no more.

I hope after I replied the last email, everything can be solve. Otherwise,I have to catch their attention through a letter in Berita Harian.

Graduation Ceremony - 10.12.11

2011-12-17T01:49:00.036+08:00

Congratulations
To all APFT graduates from Batch 23 onwards. The graduation ceremony was held at Renaissance Hotel, Kota Bharu on 10 December 2011. Although initial plan was to celebrate at APFT hangar, but after taking some consideration, they changed their mind.

As far as I'm concern, this time celebration was the largest amount of cadets graduated including ground handlers from APFT as well. We had our "rehearsal" early in the morning to make sure everything is in order.

It took approximately 2hours to complete. After everything was done and last minute arrangement being made, graduates return home to change their attire. Most of us stayed at the Renaissance hotel.

12.00PM - Parents register their attendance batches by batches.
After about 45mins of registrations, the event started once everyone in place.
As usual, the proper way to start any event is with "Doa" which was lead by Ustaz Abdul Samad.

After done with bacaan Doa, the event continued with some sort like a "choir" group by APFT students. Some of them I personally know like, Zarrin Ismail, Faris, Hazwan Azry and few others. Personally, they've done quite well. Good Job! Not to forget, Capt, Djamal for leading them. We then showed with "APFT presentation" followed by speech from Arif Faruk and Senator Dato Awang Adek.

The MC then invited Dato' Yahaya; Director of Flight Ops DCA to stage for the certificate giving ceremony. They started with Batch 23, followed by Batch 24 and so on. I was quite nervous too standing in fronts of crowds. They called name by name until my turn. Till, the last person in my batch.

Capt Mokhy: Now, awards for Batch 24;

Best Academic goes to.......... Adrian Dan Wern Han...
Best Piloting goes to.............. Anas Bin Hassan Basri...
and..(music)
Top-gun for Batch 24 goes to Mohd Noor Arni Bin Abdul Rahman...

I was...clueless; with crowds shouting and clapping hands..It was unexpected actually.

We then walked off from the stage and everyone shook hand among themselves including me. We then return the trophy back.HAHA. I walked to my parents table and gave them the "crystal". We then return to our seats and wait for the other batches.

After finished with everyone, crowds had their "hi-tea" time while me,busy taking photos. Just like a normal photographer who doesn't involve with graduation.=p

Here, I would like to say THANK YOU to all instructors who taught me during my training;

Capt Mokhyiddin Abu Bakar.
-An instructor with lots of knowledge in flying. Really a patient instructor . I did flew with him several times for my CPL IF test, twin engine TR,NFE and IRT.

Capt Zeenudin Kurashi
- an instructor who also known as "the perfectionist". Flying with him is not only about getting the aircraft airborne safely, BUT the procedures is vital. Bring SOP if you are flying with him. It helps!

Preparation before flight such as Metars and aircraft hours must be in hand before he arrive. Otherwise, you wont be flying in a fun atmosphere.Hehe

I did my PPL test, CPL GH test with him. The rest, I flew GH (twin) and airways with him. As long you prepared for the flight, you know what to do, you'll be fine. =)

(Left) Capt Amrul Syahrin
(Right) Capt Nay Win Thein

Capt Amrul
One of the students favourite instructors. He is the one taught me to do "Practiced Force Landing" (PFL) effectively until I managed to passed for my PPL test and CPL GH test. He also showed me the use of HSI for Rate-one-turn cross check. I did flew with him for my Instruments Flying (IF).On top of that, he also my personal guitar instructor..Hehehe..

Capt Nay Win TheinOne of the most frequent instructors I ever flown. He did taught me Circuits 1 till my first Solo Check with Capt Myo. If you think my landing is good, thanks to Capt Nay. He really patient showing the correct landing and flaring technique.

(Most Right) Capt Kamis

Capt Kamis was the first instructor for my Intruments Flying exercise during CPL phase. He showed me the correct way to execute holding patterns and the procedures. He also my examiner for my Flight Navigation Test (FNT) to Terengganu.

Capt Thant Zaw
I started to flying with him during my twin engine phase. From my experience, he was one of the best twin instructors. Flying especially airways can be fun. He will show you and give the opportunity to try different types of holding patterns and really used up the flying slot time.

Capt RaoAlso known as an "IF King" (Instruments Flying King) among students. You have any ambiguity about IF? Throw him the questions, he will answer you!

I still remember, no one wanted to fly on Friday. So, most of the time, the sortie slot left unattended. I offer myself to fly with him even during Friday. Its quite hassle but its worth to fly with him. Personally, he was the one who made my IF flying from good to best. And not to forget sir, your mental arithmetic for the holding pattern calculation +2 and -2 really works!!

Actually, there are lots of instructors to mention here like Capt Syaiful Alam, Capt Salleh, Capt Dhany, Capt Myo, Capt Naing and the rest of instructors.

Having good aircraft and fit instructors is not enough to make sure it is safe to fly. Without having the proper traffic controller, it would be a disaster. Thanks to all Mr/Mrs/Mdm of Kota Bharu Control Tower. You guys have made aviation industry safer. I did experienced difficulties during my SOLO flying, and yes, they've done their job by giving me priority to land.

MR Shawal MatzieniOne of the "sempoi", cool and chillex ATC I've ever known. Whenever he's on duty, we recognize each other voice even I'm flying with my batchmate. Its nice when you are talking and requesting from someone you personally know.

MR Nasa
One of the seniors ATC in Kota Bharu tower. You can easily recognize his voice in R/T because of his intonation is different. Once I have instruments failure right after Take-off runway 10 during his duty and he offered me to do tear drop for Runway 28. =)
He also one of the most respected ATC officers at Kota Bharu.

Not to forget, MR Az-Ha (Abe Ha), Kelantanese tower officer. Sorry Be Ha, Takdok gambar abe ha.Mungkin sebab slalu do-oh jupo =p. Others ATC like MR Kamaruzzaman, Aznan Aziz and Suhaili. As a student, we really appreciate your work as a controller =)
En Azmi

APFT Flight Operations

Last but not least, my fellow batchmates.

SPECIAL THANKS to:

Cadet Muhammad Ihsan Bin Capt Za'ba
Selected as the batch leader since Day 1 at APFT is not an easy job. He have to handle initially 20 students in one batch. His intelligence solving problems among batchmates is one of the factors I respect him. His leadership qualities is no doubt. During first year at APFT, almost every 3months we had batch meeting. In the meeting, anyone free to raise up any issue. As a batchleader, he done his job very well at APFT before he completed the course.

Cadet Ariventhan A/L Arumugam

My so called "BFF" in my batch. He motivates me a lot during my training. If I have any problem, he will give out his useful opinions for me. Sometimes, he often to make stupid jokes and I'm okay with it. HAHA

My fellow juniors from Batch 28.

(Left) Cadet Raja Ilham
(Right) Cadet Amir

I would like to take opportunity to say THANK YOU to everyone who helped me during my course and I dedicated the below trophy to my batchmates.

I would like to officially announce that I've completed my CPL/IR course at Kota Bharu. Alhamdullilah.

APFT Ground & Flying Chronology

2011-12-14T00:52:00.038+08:00

It has been almost 4 months from the last day at APFT. I still can remember fresh in my mind the 1st day I enrolled myself at APFT. My commencement date was on 06/04/2009. I drove with my family to Kelantan and spent overnight at my hometown, Pengkalan Kubor.

The visibility in the morning was very poor, I thought it was normal and happens everyday here but I was wrong. I safely arrived at Sultan Ismail Petra airport, Kota Bharu 15mins early. It was quite cold at that time. My family and I went inside the airport and look for the APFT registrar, MR Sabri and reported to him. While waiting for the others to come, I wondering around the airport and look for breakfast.

To shorten the story, we went to Crew by APFT bus and proceed with registration. We were brought to airport Fire Department and Kota Bharu Tower on the next day. We started our first class on the 3rd day and sat our first exam which was PPL(Private Pilot License) on 26.04.2009.

Room 2 Tioman

After passing the first exam, we then struggle for our next paper which was DCAT. We sat 7papers for DCAT(DCA-Technical Exam) on 9-10.06.2009. We were given one week leave after this exam. I started my first ever flying on 12.07.2009 with Capt Myo . Capt Myo was an ex Myanmar airforce and he is one of the finest instructor in APFT. Lucky for me, I did my familiarization with him. Really a patient instructor. My experience for the first flight was not that good.Haha..I feel dizzy as we took off in the afternoon with bumpiness. He said, it was normal for the first timer like me. Hehe. I flew with different instructors during my PPL stage.

I went for the first Solo on 06.06.2010 after being cleared by Capt Myo using callsign APAC 17Sierra and continued my flying journey until my first flying exam; PPL Test. I did my PPL test with Capt Zeenu (APAC08T). Capt Zeenu one of the Authorised DCA Examiner (AE) in APFT. He also known as "the perfectionist" during flying. He can test different types of aircraft mainly Diamond 40 and Eagle 150B. I was initially quite worried to sit for the test with him. I still can remember fresh till now, previous day, one of my batchmate went for the test with Capt Zee, and he forgot to warm up the engine after 2mins (as per checklist) and got scold by Capt Zee. He advised me to do so and I did it. However, I screw up in some other part.

Me: Kota Bharu Ground, APAC 08 Tango, Good Morning
Ground: Morning, Go ahead.
Me: APAC 08Tango request startup initially for circuit and landing thereafter to Bachok training area, POB 2, endurance 6HRS in Niner Mike November Romeo Echo Copied info Charlie.
(Capt zeenu stared at me after I transmitted the above radio call)
Ground: Startup Approved
Me: (readback)

Capt Zeenu: What is the endurance you said just now?
Me: Errr..Six Hours sir?
Capt Zeenu: (showing the total galloons in MFD)..What is the value written here?

Me: 28Gallons Sir
Capt Zeenu: How many galloons per hour?
Me: about 5galloons sir
Capt Zeenu: If 5galloons per hours, how come u get 6hours endurance with 28 galloons?
Me: . . . . . . . . ( I cant think) HAHAHA

Till now, after more than a year, I can still remember every single minutes and seconds during that flight.

Back to ground school, Combo used as a term in APFT which mean flying-ground-flying-ground.Alternate days. Batch 24 sat for ATPL CA6; the toughest and heaviest paper among other exam on 27-28.01.2010 and we all managed to pass one go.

After PPL (flying) test, I resumed with CPL flying phase. The beauty during this CPL stage was, we can bring our friend or anyone with a PPL holder (preferably type rated with the same aircraft) as our safety pilot. During IF, it is a must.

Instrument Flying

However, I love to bring co-pilot during my long hours navigation. Its just like I have an autopilot on board.Haha.. At least I have someone who can give his suggestion and opinion during real time flying.

Hehe..Highest altitude for Single Engine I ever climb. Nav to Gua Musang..Not really navigation due to some patches of big cloud.We rely using our G1000 GPS =p.

We when started our ground classes for CA-2 papers somewhere around February 2010. Exam date for CA-2 was on 16.03.2010 . After completed the papers, we are now fully free from ground school papers. Lucky for Batch 24, all of us passed at one attempt.

I then resumed my CPL flying and flew my first Night Flying on 20.04.2011 with Capt Myo (APAC17).

My callsign : APAC 2458 Night Flying 1 with APAC17

I managed to complete all my Night Flying for single engine by 29.04.2011. Continued the CPL progress and sat for the first test in CPL stage ; Flight Navigation Test (FNT). My FNT was done with Capt Kamis (APAC09Tango) on 01.06.2011 . After passing FNT, I then qualified for the next test ;

CPL Instrument Flying (IF) test which I took on 08.06.2011 with Capt Mokhy (APAC03Tango).

CPL IF board

My CPL IF test

Last but not least, I completed my single engine training on 28.06.2011 with Capt Zeenu and passed CPL General Handling (GH) test.

Simulator training normally will be done at the end of single engine training. Somehow, some students prefer to finish single engine training first and followed by Sim training. I started my first Simulator training on 25.05.2011 with Capt. Salleh . There are two types of Sim at APFT. Piper PA34 and Diamond DA42. My partner and I choose to start with PA34 and end up flying airways in DA42 because we are going to fly DA42 in the future. I finished my Sim training on 09.07.2011 and sat for FNPT with Capt Syaiful. One of the most respected and happy go lucky instructor in Simulator.

I started my first Twin (DA42) aircraft on 05.07.2011 with Capt Zeenu (APAC06Mike) for GH 1 and sat for the Type Rating test on 11.08.2011 with Capt Mokhy. One thing I love flying airways is we have the freedom to choose our destination.

Penang International Airport with Capt Thant (APAC13M)

Subang with Capt Zeenu (APAC06M)

Snacks on board. Because we are cruise at high altitude plus unpressurized aircraft, this chipsmore packet expand and become a time bomb =p hihi

Personally, I've been to Subang and Penang International Airport for my airways flying. But, you must remember, normally IRT test route will be to Terengganu. You must make sure you are familiar with the Departure and Arrival procedure before enjoy to other destination.

I'm in the end of my flight training now; I did my Night Flying Endorsement on 16.08.2011 and Instruments Rating Test (IRT) with Capt Mokhy (APAC03Tango) on the next day afternoon. I safely landed the aircraft 15minutes before "break fast" time. It was on Ramadhan month.

Here you go ; my flying chronology from the first day I started until the last training.

I had few emergencies during my single engine training which I wanted to share here. I believe few of my batchmates had too but we managed to recover from the situation.
My nature of emergency are: Power Loss , Voltage Low and Instruments Fails . I'm sharing my experience during this kind of situations because I'm lucky to be able to share and hope if this encountered to you, you will remain calm and think out the best solution.

Fingerstyle Guitarist - Sunghajung

2011-12-01T02:10:00.007+08:00

This boy, very young, talented to play guitar. He can form a band which he is the only one in the band. Haha. He can include every instruments he heard in his guitar. Thats is unique.

Enjoy:

P/s: I wanted to go for his live show in KL 4/12. But unlucky, all ticket SOLD OUT!!

Firefly Interview

2011-12-01T01:59:00.004+08:00

Coming Soon.

I will share my interview experience and questions asked during the interview.

Update : Please click Here

Restarting again......

2011-10-11T00:02:00.002+08:00

Wow..It was quite loooongg time I havent update anything in this blog. Fellowreaders, you should say thanks to "Anthony Lee Chun Ping" for remind me that I have an abandoned blog which waited by some "invisibile" junior..Hehehe..

Honestly, It was fun writing blog about flying experience for the benefits of my fellow juniors. But I do sometimes, wondering, do Human Being read my post?

Line-up

2011-09-03T16:35:00.002+08:00

Its has been more than a month since my last update. I've finished the course with 200hrs on 17.8.2011 . Did IRT with Capt Mokhy. Details will be post soon. I will try to recap back missing post and exercises for my fellow junior reference.

Thank you.

General Handling 7 (Twin)

2011-07-27T12:57:00.004+08:00

Total Hours : 181:30

Aircraft : DA42

Registration : 9M-NRX

Instructor : Capt Thant (APAC13M)

Date of flying : 24/07/2011

It was my first time flying with Capt Thant. Previously, I didn't have chance to fly with him even in single engine phase (DA-40). Actually, Capt Thant was assigned at Subang (detachment) but twin engine instructors at Kota Bharu is not enough to cope with the current amount of students.

Basically, for GH 7 exercise, I practiced Engine Failure in Circuits and Engine Failure After Take-off (EFATO). I will explained briefly how it being done in a short while.

One thing I personally don't like about flying Xray is the headset =.= . Whoever flown with NRX may personally agree with me too.

So for this exercise, I did shown on how to recover an engine failure after take off (which also known as asymmetric). Please take note; asymmetric does not necessary to be an engine failure, I was told by Capt Rao, it is the differential power setting between one another. It can be one engine stuck at Maximum power setting and vice versa.

At APFT, simulated engine failure is at around 400feet after you clean your aircraft (which means Flaps up).

C 0ntrol
I dentify
C onfirm
W arn
P ower
D rag
T rim

comes into place.

So after I've done with the above checks, we are required to shutdown the failed engine (to feather it). What is feather? ; in a simple word, the blade is parallel to relative airflow , thus it wont windmill which causes drag. Further info, you can look at Wikipedia.

As for DA42 shutdown procedure, Throttle (dead) IDLE , Engine Master (Dead) Off, Alternator (Dead) off and fuel valve (dead) off.

Once I did this checks, Capt Thant increase the simulated affected engine to 10% to simulate it being feathered.

After settled down with the aircraft, its the time to advised tower (not actual transmit). PAN call has to be made. Power settings is as required to maintain airspeed not below than 100kts at downwind.

Gears and timer for 30seconds are to be made when abeam threshold. Flaps is to be delayed and select to APP when stable to land at 500feet. Its the pilot discretion to land with or without flaps.

I did practiced few times for this and finally landed safely one hour later.

General Handing 5 & 6 (Twin)

2011-07-20T00:11:00.006+08:00

Total Hours : 180:40

Aircraft : DA42

Registration : 9M-NRY

Instructor : Capt Zeenu (APAC06M)

Date of flying : 19/07/2011

Today's lesson was quite interesting. I learned how to feather and un-feather dead engine, the effect of Vmca and the recovery technique and Engine Failure on Approach to land. My partner for today was Shahrin. We went 2hours straight and did running change on the air. I did the take-off part and he did the landing.

As usual, before flight, after checked the aircraft, I start everything as per checklist. Shorten the story, at Holding Point Charlie, Capt Zeenu asked me whether I ever did Overhead Departure. I said Nope. So he showed me how was overhead departure. Interesting. Something different I tried today. We took off Runway One Zero, five hundred feet left turn and still climbing to 2000feet to set course overhead. Radio call slightly different then normal ones.

Capt Zeenu : Arni, once overhead, report to Tower.
Me : Roger sir.

So, once overhead, I made R/T call.

Me : Tower, APAC 06Mike, overhead 2000feet, will call establish Uban..
Tower: APAC 06Mike.

We maintained 2000feet tracked to Uban Training area.Once established, I start with Medium & Steep turns and other normal GH profiles. So today, Capt Zeenu showed the effect of Vmca. What is Vmca?

Vmca in a simple word means, the Minimum speed which aircraft can be control during airborne.

OR in details.

Minimum control speed in the take-off configuration – the minimum calibrated airspeed at which the aircraft is directionally controllable in flight with a sudden Critical engine failure and takeoff power on the operative engine(s).

For Diamond 42 aircraft, the Vmca is around 68kts. At this speed, the aircraft controls become sloppy and slow to response because of low airspeed. Beware that Vmca airspeed is close with Stall speed. 64kts Stall speed in clean configuration.

Engine feathered

After being shown with symptoms and effect of Vmca, I've being shown to recover aircraft from Vmca. After satisfied with the practice, Capt Zeenu then showed me the effect of feathering the dead engine. To do this, he must switched off the Engine Master. And yes, I've never did this on single engine because I only had one engine last time. If it doesn't relight, I'm in a big trouble =p.

So, as usual, before feather the engine, Instructor will purposely put one engine on Idle to simulate engine failure. C I C W P D T was the "rhythm" during engine fail. After done with that, we then carried out feathering engine procedures. After the engine feathered, I noticed that the aircraft much more easier to control compared to "Idle" power because of the propeller being feather.

Of course, during training session, instructor will unfeather or restart the engine back for normal ops. Referred to Engine Restart, we then successfully starts the engine and back to normal.

As you can see in the video, after the Engine Master turned on, the engine try to start by itself. However, if it fails to do so, then powered engine start can be done

Next exercise was Engine Failure during turn. For this aircraft,the critical engine is on the left. If the left engine fails, much rudder input is required. Basically, engine can fail at anytime of flight. During critical moments such as Take-off and Landing and non-critical phase like cruising. But still, its an emergency. In case engine fail during turn, there are few things to remember:

1)If Right engine fails, and you wanted to make a right turn, the Angle of Bank (AoB) is limited to 20'degrees only.
2)If Right engine fails, and you wanted to make a left turn, the Angle of Bank (AoB) can be increased to 30'degrees

and vice versa.

If the engine fails during approach to land which I think is critical of course, it depends on your height as well. For training purposes, we Go Around with only one engine operative. This is where Vyse (82kts) come into place. Vyse is the best rate of climb with only one engine operative. It is also said that speed that you need to maintain to reduce the height loss in case you cant climb due to weight.

We (Shahrin and I) did practiced this. Since we have 3 POB and full (7hours of endurance), its quite heavy and I can see the aircraft struggling to get some airspeed and rate-of-climb..

Capt Zeenu asked to climb 4000feet for 5mins to practice emergency descent (my favourite). This is the time where I can purposely push the nose down until 20'degrees to achieve 140kts.Initial moment, a slight Negative G's can be feel.

We then landed safely 2 hours later.

Next : GH7 Asymmetric Circuits

General Handing 3 & 4 (Twin)

2011-07-18T20:31:00.007+08:00

Total Hours : 178:40

Aircraft : DA42

Registration : 9M-NRY

Instructor : Capt Zeenu (APAC06M)

Date of flying : 18/07/2011

Weather early in the morning was quite good with visibility around 8KM. I was programmed to fly with Capt Zeenu early in the morning. As usual, pre-flight check is a must before take-off. A complete check from wing tip to wing tip is required to make sure everything in a good shape. No sign of leakage or any unusual debris should be found on the airframe.

Referred to "Twin Engine-Syllabus" by APFT, GH3 basically will practice Circuits and Landing which consists of Normal, Flapless and Low-Level. The other differences are Performance Take-off and Landing which was introduced in GH3.

Normally, aircraft with Auxiliary tank have more endurance than the others. In twin engine, the usable fuel for left and right tank is around 50 us gallons while main tanks + auxiliary tanks will make it around 76.4 us gallons which give 7hours of endurance.

It is part of training to give Pre-Takeoff brief and Departure brief. After cleared for taxi, brake must be check when the aircraft starts moving. Instruments checks must be completed to the left and right depending on your aircraft position. At Holding Point charlie, we were asked to hold due to scheduled departure.

While waiting....

Capt Zeenu : Arni, Can we take off right from charlie? Is there sufficient runway distance available?
Me : Errr...I think cannot sir...
Capt Zeenu : Why? What is the take-off distance required for this aircraft?
Me : . . . . . i'll check after we landed..
Capt Zeenu : It's around 700metres to 800metres. Remember that.
Me : Ok sir copied.
Capt Zeenu: Of course we can safely take off but its no harm we backtrack little bit longer in the event of abort the take off, we have distance to stop.
Me : =)

I didn't expect take off distance question for this aircraft at this stage but yeah, we must know actually. =)

Basically, for Performance take off, Vr still the same at 72kts. However, after Vr, adjust attitude to maintain approx 79kts until 300ft then let the aircraft accelerates to 100kts and carryout after T/o profile as per normal. We did Normal and Flapless circuits initially and Low-level after rejoin back from Bachok.

After 2 touch and go, we went to Bachok, as usual, start with Medium Turns, Steep Turns, Climbing and Descending Turns. Revision for Emergency Descent also being shown today.

For GH4, asymmetric is being introduced. Basically, asymmetric is occur whenever there are differential of thrust from one engine with another which cause the aircraft to yaw initially and roll towards dead engine and worse case scenario will enter spiral dive if no action being taken.

I was introduced with Asymmetric symptoms, actions to be taken such as Identification, Troubleshoots Cx and Shut down Cx.

Identification can be done in a simple and short way
C I C W P D T

C- Control the aircraft, apply sufficient rudder to maintain ball center
I- Identify, dead leg xxx leg, dead engine xxx engine
C-Confirm (Dead Engine throttle foward and back, No change of sound and yaw)
W-Warn instructors/passengers and Cx G1000 warnings
P-Power on Live Engine MAX (DA42)
D-Drag (flaps and Gears up)
T-Trim the aircraft as necessary

After completed the whole sequence, if you are above critical height which is 1000ft, then troubleshoot cx is required followed by shutdown Cx. Remember to make a PAN call and not MAYDAY call.

DA42 ALSIM

Normally Troubleshoot Cx starts with dead engine fuel to check whether fuel is available or not. In case of any leakage. Followed with fuel selector, engine master, ECU,Circuits Breakers,and last is Alternator.

Alternate air (consider)

If the engine cannot be restarted, the engine must be shutdown to feather it. Starts with throttle, Engine Master, Alternator and last fuel selector of the dead engine. Be very careful not to feather the live engine.

I myself having difficulty to maintain direction initially because the rudder was quite stiff even with rudder trim. However, Capt Zeenu showed me his technique of pressing the rudder which I never think of before. Much better. Its easy. Just lift your body up,press your back towards the seat and step on the rudder as required.

That's it. We then rejoin for low-level circuit then safely landed with Performance Landing. =)

Next : GH 5. Asymmetric in Circuits, Appreciation of Vmca

General Handing 2 (Twin) - GH1inc.

2011-07-15T21:57:00.011+08:00

Total Hours : 177:00

Aircraft : DA42

Registration : 9M-NRY

Instructor : Capt Zeenu (APAC06M)

Date of flying : 15/07/2011

RMKS:===GH1 DOF 05/07/2011===9M-NRZ==APAC06M=

It has been past 10days since my last flying DA42 Twin Engine with Capt Zeenu. My previous exercise was General Handling 1, in short called; GH. Basically, not much different with Single Engine DA-40. Cockpit layout is almost the same except the Electric Master is being replaced by a "switch", position of Pitot Heat, and of course starter for Left and Right engine which in the center of left hand seat. Additional, Autopilot (9M-NRY) was also available throughout the flight, but of course, we didn't use during GH.

A slight different on the power settings such as cruise climb,descent, approach and also the Time Reference or also known as a speed bug. In Diamond 42, the rotate speed;Vr (speed where you lift off the nose wheel) is 72knots whereas in DA40, rotate speed was approximately 59kts. Vyse (Best-Rate-of-Climb Single Engine) speed is 82kts. With this airspeed, you can still climb with only one engine operative.

If you are familiar with Diamond 40 cockpit layout and Garmin G1000, I don't think you will have difficulty in Diamond 42 unless you are flying Piper PA28 previously. For startup procedure, as per APFT SOP (Ref:APFT SOP Jan 2011), left engine must be started first followed by right engine. Remember, to wait for at least 45secs before starting right engine. This is to avoid voltage fluctuation from previous start. Normally, while waiting for 45secs, you can set-up your Speed bug as follows:

Vr = 72kts Vyse = 82kts Vx = 79kts
Refer to your instructor for further confirmation

After passing 45secs, check all around clear then start Eng number 2 (Right). Immediately, check for Oil Pressure. Oil Pressure must be in green sector within 3seconds. Thereafter, follow as per checklist.

Basically, I noticed DA42 only requires initial momentum to start taxying and you can idle the power while taxying. Avoid riding or the brakes to prevent it from overheating. Starts your instruments checks to left/right whenever practical. The rudder is slightly heavy on ground and whenever the landing gear is down. You will noticed the different when you lift off with Positive Rate Of Climb and gears up. Rudder slightly softer than before.

We took off safely in the morning around 9am after visibility reported around 6KM. Initially, for one circuit and thereafter to Bachok. As usual, downwind check slightly different from DA40.

Downwind Cx
RT Call
Power 60%
T's P's all green Parking brake is released
Speed check; gears down
Flaps APP
Checked 3green
Instrument Cx
Harness Secured.

Remember, DA42 is way faster than DA40 of course. So you don't have much time to spare here. I did experience myself having not enough time. But slowly, you will get to use with it. After passing threshold, start Timer for 30secs (3wing chord). For Normal circuit, reduce power to 40% and nose down and turn to the right maintaining 90Kts.

Check APPROACH PATH CLEAR
RUNWAY CLEAR or ONE ON
and gears 3 green before LANDING/TAXI lights ON.

Finals Checks, 500feet, stable approach
400feet, 4consideration met. Flaps LDG
Maintain 80kts. Power control Airspeed.

For me I'm having slight difficulty to make the aircraft centreline. My aircraft position is slightly left of centreline. But it is ok if you are correcting. Just a small of correction should be enough.

We did touch and go and proceed to Bachok. Did normal GH exercises such as Medium Turns,Steep Turns, Stall.

New lesson today was : Emergency Descent.

(G1000 Trainer.Disregard HSI)

As explained by Capt Zeenu, Emergency Descent is done when the aircraft is on fire or de-compression (which in this case wont happen.DA42 is unpressurized aircraft). If your engine is on Fire, you need to descent immediately. The reason is; when you are descending, the air become much more denser and your airspeed is high might put off the fire.DA42 doesn't have fire extinguisher or so called "squib". Normally, the Rate-of-Descent is around 3000feet/min to 4000feet/min. Interesting.

Procedures to execute Emergency Descent.
Flaps Up
Gears Down (speed check)
Both throttle idle
Nose down approx 20degrees until achieving 140kts and adjust to maintain 140kts.

The initial nose down was quite interesting. I actually accidentally shouted "fuyoooo" on the radio while descending because of the Negative G's.Haha.

Simulated Attitude for Emergency Descend with G1000 Trainer.Disregard HSI & ASI, it should be higher than 127kts

Upon recovering, 10% of ROD must be calculated. Example. Recover at 1000feet from 4000feet. ROD 3000feet. Which means 300feet before 1000feet = 1300feet you slowly pull up and increase power as airspeed reduces.

That's it for GH2. Next will be GH3. Circuits and Landing. =)

Rezolles Photography

2011-07-08T00:10:00.006+08:00

Alhamdullilah =)

Finally, I managed to create my own Page for Rezolles Photography.

You can find it at facebook.com/rezollesphotography

Currently, I'm still focusing to enhance few things at Rezollesphotography.blogspot.com . Drop by if you have time.

Looking forward for more photoshoot in the future.

Thank you.

Rezolles Photography Collections

2011-07-01T14:28:00.004+08:00

I've updated my Flickr account today. I'm thinking to get more serious in business photography. Soon to have few equipments to suit my need and looking forward for any occasion.

View my Flickr photos at :

I will keep updating my Flickr account from time to time. If you have any question, please contact me here or via Facebok.com/rezolles .

Thank you.

Speedlight in the house...

2011-06-20T21:11:00.004+08:00

I knew I should have speed light from the first day I started photography, but at that time, I just want to concentrate to have composition in photos and of course, focus on day time shooting only. However, as time goes on, I started slowly to join event which some of them are paid ones and I realized the importance of having speed light.

I still remember, I went to one of my friend engagement ceremony and surprisingly I am the only photographer used 'built-in' flash.Haha.. Even though I managed to snap photos nicely,but the quality and brightness of having built-in and speed light pretty much different. As for now, I started with Nissin Di622 Mark II model. Of course there are much more better like SB900 or Nissin Di866, but its a quite pricey for me.

I bought this one at Lowyat plaza and I went to store after store looking for the best price I can get. Until I found a shop. Offered quite reasonable price and its a new one =).

Still, I'm quite new into "flash photography". Experimenting is the best way to learn actually.