The Cockpit Diaries

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

2012-01-03T17:07:00.016+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 Thein
One 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 Rao
Also 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 Matzieni
One 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

Cadet Faiz Nasir (Batch 23)

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.

Firefly Interview experience.

2011-12-15T17:40:00.005+08:00

I'd been called up for an interview with Firefly last November at APFT, Kota Bharu. There are 13 shortlisted candidates and one is from my batch.

The interview was held at the "conference room" at APFT Ground School. Prior to the interview day, APFT organized two days of so called refreshment classes for the candidates.

The classes consists of all subjects covered in CA6 and few refreshment about airways flying.
Everyone in the class pay full attention during the presentation just like we are having CA6 exam soon.HAHA.End of the day, Capt Chopra (PCC) came in and shared the proper way answering interview questions and tips on passing also.

Interview Day:

We were told, there will be two panels during the interview. The interview will starts at 2PM. According to the name list, I'm the 3rd person to go in but due to some issue, I'll be the first to enter the room.

Interviewer X and Y.

Capt Muazam asked me to enter the room.

Interviewer X: Mohd Noor Arni?
Me : Yes Dato', Mohd Noor Arni.
Interviewer Y: Please Sit Down..
Me: Thank you Dato.
Interviewer Y: Tell us about yourself and keep talking while we check your resume.
*deep breath*
Me : My name is Mohd Noor Arni . . . . (I continued)
Interviewer X: So, do you know what is MSA?Explain.
Me: MSA is Min Sector Altitude normally depicted on the right hand top on Jeppessen Chart. This provides vertical separation from the obstacle about 1000feet. In mountainous area, it increases to 2000feet.
Interviewer Y: Where is it measured from?
Me: From VOR Sir?
Interview X: NDB?
Me: (blink blink...) I'm sorry sir, I cant recall right now and I will find out the answer later.

Interview Y: What is Adiabatic?
Me: (lucky I read in the Ace Pilot Interview book and able to explain briefly).

Interview X: So, you said you once jumpseat Firefly right?
Me: Yes Sir , Once, Flight from Subang to Kota Bharu.
Interviewer X: How do you find the working environment?
Me: (Explain)
Interviewer Y: Ok..Do you know about Firefly?
Me: Briefly yes sir. Firefly is the subsidiary company of MAS and launched in 3rd April 2007. Initially operating with Fokker 50 fleet and first flight was from Penang to Kota Bharu. The name Firefly itself have its own meaning. In Bahasa Melayu; its called "Kunang-Kunang"

(Interview X and Y looked at me)

Me : Kunang-Kunang is an insect that have unique properties which other insects do not have. Its body have "yellow" light and can be clearly seen at night. So at night, if we are at dark area,we can see insects flying around and the amount is so great which can reflect the expanding of Firefly airline.

Interviewer X: So what is the lifetime of firefly?

Me : The insects?

Interviewer X: Yes the insects.

Me : I dont know the exact figure but I dont think it will not live long..

(Both interviews laugh..Huhu)

Interviewer Y : So, Arni, do you experience any emergency during your training?

Me : (this part I explain briefly and details when and what I did during Power Loss/Instruments Fails and Volts Low)

Interview X: Oh ok..good decision..So,I think thats enough..We gonna keep your resume and let you know the result in 3weeks time.

Me : Thank you Dato for your time and have a pleasant day.

I shook hand with them and leave the room with fast heart beat.

Waiting outside, my fellow friends who keen to know what happened inside and I share my experience. Few of my friends being asked the same question about MSA measure from where.

Patiently waiting for their turns and last minute discussion.

After everyone out, we were asked to sit for psychomotor test at APFT. Total cost incurred for the ground class + psychomotor test was around RM400.

Psychomotor test

Here I are the compilation of questions asked during the interview.

1)MSA
2)Emergency
3)VOR
4)Holding Pattern
5)Transition Level
6)Bernoulli's Principle
7)Warm/Cold Front
and few others which I cant remember..Hehe..

Congratulations for those who passed the interview and waiting for the next stage which is Simulator Check (SimChx).

Note: I tried to provide as much as information here to assist my fellow batchmate which going for MAS or any other airline interview. Good luck my friend..

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.

Instruments Flying Test (CPL)

2011-06-14T23:33:00.008+08:00

Total Hours : 137:30

Aircraft : DA40

Registration : 9M-NRB

Examiner : Capt Mokhy

Date of flying : 08/06/2011

CPL IF test was the second test in CPL stage. It was my first time actually flying with Capt Mokhy. Capt Mokhy is one of the senior Authorised Examiner in APFT. He can test 4 different types of aircraft (Source: certificate in his room). PA28, PA34,DA40 and DA42. Previously,I did FNT with Capt Kamis while PPL test with Capt Zeenu.

Basically, there are two AE qualified for CPL IF test; Capt Zeenu and Capt Mokhy. However, Operation assigned me with APAC 03T (Capt Mokhy) because Capt Zeenu (APAC06T) was on leave.

As usual, preparation is everything. Prior to test, there a lots of thing need to be prepare such as briefing board, load and balance as well as performance charts.

Basically, for CPL IF test, I was told that AE wanted to see accuracy in maintaining heading/radial, understanding the sectors of entry and how to execute them.

We cleared for Take off Runway 10. However, depature clearance slightly different than usual. Tower asked me to make a left turn at 500feet and hold North of the airfield. We safely airborne and I did a left turn and tracked to North. While climbing, an approach briefing given. I briefed him the type of entry, MSA and other relevant informations. After been holding for a while, Tower cleared us to track overhead VKB at 2500feet. I did as practiced and touch and go and tracked to Bachok for Basic IF.

Basic IF which include Rate One Turn, Medium Turn, Steep Turns as well as Unusual Attitude Recovery. After Capt Mokhy satisfied, we then rejoin as per standard procedure via KB town and landed safely.

New Hobby =)

2011-06-12T22:54:00.005+08:00

Guitar.. Yes it is. It was my new hobby. I wanted to play long time ago but since then, I don't have the right opportunity and time to learn, plus I don't have "instructor" to show me.

But now, I have both. A guitar that I bought around RM90 and an instructor. He even spent a whole night showing me the proper way to play, tune and also, a software that he used to play guitar. Very useful, interactive and fun. He owned an electric guitar, of course much more expensive. But for a newbie like me, guitar "Kapok" is more than enough.

I've started to play since two weeks ago and it took me around 12days to master one song. "When you're gone" - Avril Lavigne is the only song that I can play at the moment. Hehe..Yeah, I'm still learning. Step by step.

Maybe one day I will come up with my own video clip?

Till meet again =)

Flight Navigation Test (FNT)

2011-06-11T23:49:00.000+08:00

Total Hours : 133:55

Aircraft : DA40

Registration : 9M-NRG

Examiner : Capt Kamis (APAC09)

Date of flying : 01/06/2011

Flight Navigation Test (FNT), was the first test in CPL Stage. Minimum HRS for FNT was around 47Hours and 30mins of Navigation flying, which includes Dual, P1 and P1/us. The test itself conducted for 2hours and 30mins. My examiner was Capt Kamis (APAC09T). Letter "T" (pronunciation as "Tango") will be mention at the end of the call sign indicating the student is on test.

My route was set by Capt Kamis. Few of the waypoints such as Bukit Mas, Jelapang, Kg Surau, Kg Pasir Putih are new for me. I've checked the waypoint and crosschecked with Google Earth as well.

WMKC / PERINGAT / KG BT MAS / KG JELAPANG / KUALA RELAI / KG CHETING / KG SURAU / KG PASIR PUTIH / MARANG / WMKN / KG BANGGOL / P.RHU / BACHOK /WMKC //

As usual, quite a lot of paperwork to do during test such as, Load and Balance, Performance sheets, Briefing board, METAR,TAF, NOTAMs and any other relevant information . My flight test was scheduled around 11.30am in the morning. Even though I can take 10.30am bus, but to prepare so many paper work before flight, I have to forced myself to wake up early in the morning for 6.30am bus.

After having the latest METAR and TAF in hand, I prepared the Performance sheets, as well as Load and Balance. By having this information in hand, we can expect how the aircraft performance behaviour as well our weight within the limitation for this particular aircraft. After happy with everything, I called Capt Kamis for briefing. Started with date, aim for the test, examiner and cadet's name, cadet total hours and few more informations.

After he satisfied with the briefing and I proceed with pre-flight check. Things that I carried in flights are :

1)Life jacket (each)
2)Jungle survival kit
3)Techlog
4)Map/Nav log/Diversion ruler and standby navlog
and of course, Checklist =p

Before start the aircraft, he said something to me:

Capt : Arni, buat macam fly SOLO ke..Anggap saya takde.
Me : OK sir..hehe.

After started the engine, called for startup and safely airbone few mins later. I then set course to Peringat. My first waypoint enroute to Terengganu. Weather and visibility was so good initially. After reported my time at Peringat, Height and Estimate Time of Arrival of next waypoint, then I carried out CLEAR OFF check:

C- Compass & DI (Sync)
L- Log
E-Engine T's & P's
A-Altimetry (QNH) & Height
R-Radio Frequency & NAV aids

O-Orientation (where are you)
F-Fuel (Min fuel crosscheck with actual Fuel on Board (FOB)
F-Force landing area

After finished my CLEAR OFF check, tower called me.

Tower : APAC 09Tango, position.
Me : Tower, APAC 09Tango Radial xxx and xxxDME.
Tower : Copied, APAC 09Tango, climb 8000feet.
Me : Roger 8000feet APAC 09Tango.

While I'm climbing to 8000feet, Tower advised me that there is one traffic coming from the south. So I climb with Vy (Best Rate of Climb) speed to get my height as fast as I can.

Shorten the story, on route to Kuala Relai, I've been released to Terengganu approach for further instruction. I've reported them my position, height and next waypoint ETA. However, ATC request position of my waypoint.

Terengganu : APAC09Tango, request position of Kampung Surau?Is it near coastal?
Me: Err..Negative, Kampung Surau around south of Bukit Besi..
Terengganu: Roger, call again abeam Bukit Besi...
Me : Wilco APAC09Tango.

Then I looked at Capt Kamis, hehe..Maybe ATC never heard of Kampung Surau before :p . Weather on route to south of Terengganu is quite hazy. Visibility around 6-7KM only. We then tracked to terengganu via Kg Pasir Putih and Marang. Safely touched down at WMKN and set course back to Kota Bharu at 5000feet.

While tracking to Pulau Rhu, again ATC advised, traffic from Bachok tracking to Pulau Perhentian same level with me (5000feet). ATC did advised traffic ETA for P.Perhentian. Safely touched down back at Kota Bharu airfield around 2hrs and 10mins later.

Capt Kamis : OK Arni, you pass your test..No major problem..The only thing is, dont request too high..
Me : hehehe..ok sir =)

Note : My highest altitude I've been during my Navex was round 10,000feet to Gua Musang =p.

Navigation 20 (M)

2011-06-11T16:43:00.002+08:00

Total Hours : 122:40

Aircraft : DA40

Registration : 9M-NRH

Co-Pilot : Naaven (2454)

Date of flying : 24/05/2011

Navigation 20 was the last navigation exercise before Flight Navigation Test (FNT). Since it was the last one, I really spent lots of time to plan the route. Time allocated for this exercise was around 3Hrs. Even I planned for the furthest route, my EET (Estimated Elapsed Time) was only around 2Hrs 30Mins. Good enough for me I think.

Route : WMKC / PERINGAT / TANAH MERAH /KG.LALOK / KUALA RELAI / KENYIR DAM / BUKIT BESI / WMKE / DUNGUN /MARANG /WMKN / P.REDANG / P.PERHENTIAN / BACHOK / WMKC //

2 interesting facts during this flight.
- I have my Nikon D3000 on board
- First time flying across Kenyir Dam.

Naaven did advised me that we might be holding at Kuala Relai because we requested for 8000feet. He explained that we are on the path of Runway 04 approach. So I prepared with minimum fuel calculation and maximum time of holding.

Weather in the morning was perfect for Navigation. As usual, before sortie for Navigation, especially to any other station like Terengganu (WMKN), student must have Survival kits, Life Jacket and Tech Log on board before clear for start. After I checked the aircraft and found in a good condition, I signed the Tech Log and started the engine around 0800Hrs LMT.

Me : Ground APAC 2458 good morning.
Ground : APAC 2458 Morning, Go ahead.
Me : APAC 2458, request startup for NAVEX as per flight plan to Terengganu, 8000feet, POB of 02 Endurance 0530H in 9M-NRH copied info ***** with 1010.
Ground : Start approved time check 10.
Me : Approved Time check 10.

Time check is very important as we need to report our ETA for the next reporting point. This is to ensure that our time is synchronized with Tower. Sometimes, we have reciprocal traffic operating same altitude but different ETA. 1 or 2mins difference can make a difference. So, be careful.

After I finished through After Start and Before Take-Off checks, I called ground for ATC and Taxi. You will hear the transmission something like this.

Me : Ground APAC 2458, Request ATC.
Ground : APAC 2458, cleared to leave Kota Bharu control zone to Terengganu, 8000feet, Squawk 5400.
Me : (Readback) and we are ready for taxi.
Ground : APAC 2458, taxi holding point Charlie contact tower. Jumpa lagi...
Me : Taxi Holding point charlie contact tower, jumpa lagi tuan.

After cleared to Taxi, I signal to marshaller for Chock off and taxied to Holding point. While taxiing the aircraft, the moment aircraft moves and away from any other aircraft, pilots are required to check their brake on PF and PNF. This is to ensure that in case you have problem with your brake, you can still stop the aircraft while it is slow. I'm sure we don't want brake failure to happen during Aborted Take-off or also known as Rejected Take-off (RTO). Instruments checks such as HSI reading and Turn and Slip indicator (TSI) also will be check during taxi.

After completed all those checks, I stopped the aircraft at holding point Charlie and contact Tower.

Me : Tower, APAC 2458 Holding Point Charlie Morning.
Tower : APAC 2458, Backtrack Lineup Runway 10.
Me : (Readback)

While taxiing, I did my HAT cx. (Heading to steer, Altimetry, and Time (EET) )

Approach path, Runway and windsock must be check prior entering the active runway. For APFT operational flight (Day time; for Night Flying, REFER: NF), landing and taxi light must be turn on prior to enter runway. After everything cleared, I entered and backtrack and call ready.

Tower : APAC 2458, 1000feet initially right turn cleared for take off.
Me : (Readback)

I then did a simple departure brief telling what I'm going to do and where. (REF:APFT SOP)
Example as follows:
Departure Brief: Runway 10, 500feet right turn climb and maintain 1000feet track to Peringat (or your destination)

Power 50%, T's P's all green, no fire no smoke. Brake released, and power advanced gradually to 100%, few seconds, airspeed indicating and 59Kts, Rotate.

Rotate = Where the nose wheel lift off the ground.

Positive Rate of Climb, I applied Brake on then off.

300feet, airspeed not below 70kts (DA40), flaps UP. Landing & Taxi light off.

After safely airbone, around 500feet, I turned to the right and Set course to Peringat.

T-Turn to Peringat
T-Time (check for Set course)
R-Ref Point (visually)
T-Transmit (advised ATC)

Standard R/T call is to be made:

Tower, APAC xxxx Set Course (time) maintaining 1000feet (your height) Peringat (time). After reached overhead Peringat, we then turned to Tanah Merah which was around 8mins from Peringat with 110kts ground speed. After overhead Tanah Merah, we then cleared to climb 8000feet.

Tower : APAC 2458, climb 8000feet, report passing 6000feet
Me : Climb 8000feet will call again passing 6000feet APAC 2458
Tower: 2458.

I did cruise climb with 90% load and 90KIAS just to reduce the stress of the engine. Passing 6000feet, I advised ATC

Me: Tower, APAC 2458, passing 6000feet climbing 8000feet.
Tower: APAC 2458, roger, continue climb 8000feet
Me : (Readback)

Once overhead Kuala Relai, I was transferred from Kota Bharu to Terengganu for onward clearance.

As usual, after being release by other control, we have to establish initial contact before telling them where we are and where we go. Standard R/T phraseology is to be used here:

Me : Terengganu Approach, APAC 2458, Good Morning....
Terengganu : APAC 2458, Morning, Go ahead.
Me: APAC 2458, released by Kota Bharu, Kuala Relai (time( 8000feet Kenyir Dam (time), POB 2, Endurance 4Hrs in 9M-NRH squawking 5400.
Terengganu : APAC 2458, copied, hold current position and standby for set course
Me : (readback)

Internal:
Me : Naaven u have control for a while
Naaven : I have control

I took out my camera and take a few picture. Hehe....

Holding overhead Kuala Relai, standby set course to Kenyir Dam.

Kuala Relai

I checked the actual Fuel on Board (FOB) with Minimum fuel, we are still in safety margin. After around 15mins of holding, Tower asked my Radial and DME. After I checked Radial and DME, they asked me to resume navigation back to Kenyir Dam.

Me: OK naaven, I have control...
Naaven: You have control..Camera bagi saya la ok.
Me : OK.

I have control... =p

I resumed Navigation to Kenyir Dam for the first time, while Naaven busy snapping here and there with D3000.

Naaven: Alamak arni, semua gambar gelap la..macam mana?
Me : Haa? U have control, let me setting first.
Naaven: Ok I control.
Me : errm..u pakai auto takmau?
Naaven: takmau la..tak cantik..
Me: pakai this setting, make the arrow to the centre..
Naaven: ok.
Me: I have control..

Approaching Kenyir

Once overhead Kenyir Dam, I reported my Actual Time of Arrival (ATA), height and Estimate time of the next waypoint.

Kenyir Dam

One thing I love bout flying high altitude is the "cold temperature" =p

As usual, once overhead a waypoint, CLEAR OFF checks need to be done.

L-Log (To fill up next waypoint ETA and Actual Fuel on Board)

We safely touch and go at Terengganu airfield and set course back to Kota Bharu.

Terengganu airfield

Pulau Redang airfield

Pulau Perhentian

Kota Bharu airfield

Safely landed at Kota Bharu around 11.30AM.

Twin Engine Simulator

2011-05-26T01:42:00.003+08:00

Upgraded to two bars now =)

I've started my twin engine simulator on 25/05/2011. Stay tuned in the next post for update.

Instrument Flying 17 (M) -DPCO 0:30H (VOLTS LOW)

2011-05-25T23:52:00.008+08:00

Total Hours : 114:40

Aircraft : DA40

Registration : 9M-NRD

Co-Pilot : Faiz (2361)

Date of flying : 13/05/2011
P/s: DPCO :30Mins

Flying on Friday sometimes can be fun and tiring. Especially, if your sortie scheduled after the Friday prayer. The best part is, on Friday, airport is not that busy which means perfect for Instrument letdown practice or also known as Instrument approach. Normally for single engine aircraft, we practiced VOR and VOR DME approaches. It can be Runway 10 or Runway 28. Depending on the runway in use on that day.

I asked one of my senior friend from batch 23 to mutual me as the safety pilot since he's flying twin early in the morning. He agreed to mutual me as he want to familiarize with Diamond cockpit as well.

Shorten the story, right after Friday prayer, I did pre-flight check the aircraft and found the aircraft in good condition. Called for startup for VOR DME RWY 10 approach but initially to Bachok training due to some traffic inbound.

So, we safely airborne and everything was normal during take-off roll. I tracked to Bachok at 1000feet. Normally, the Heading is around 140' . After established Bachok, as per procedure, advised Tower and changed over to Ground frequency. At that time, there are one traffic operated coastal area. So I tracked to Gunong.

We then climbed to 2000feet before start Rate-One-Turn practice and etc. I managed to practiced descending Rate One Turn to 1000feet.

Approximately, around 10mins. Ground called me and informed to climb to 2500feet.

Ground : APAC 2458, ground.
Me : APAC 2458, ground, go ahead Sir.
Ground : APAC 2458, climb 2500feet, over Bachok, call again maintaining.
Me : Roger, Climb 2500feet and wilco.

I then did climbing turn reaching 1500feet. Suddenly caution light blinking on the PFD.

"VOLTS LOW" indication.

Me : Paih, bukak checklist refer Volts Low checks please.
Faiz : Standby..
Me : Ground APAC 2458.
Ground : APAC 2458, go ahead
Me : Errr..APAC 2458, would like to cancel intention for instrument approach due to Volts Low. Request direct Runway 28 for immediate landing if possible sir.
Ground : APAC 2458, approved, RUNWAY 28, QNH 1008 report final.
Me : (readback)
Faiz : Arni, Kalau ikut checklist, off benda tak penting...kalau tak jugk, check ALTERNATOR fail procedure..
Me : HAA ALTERNATOR FAIL?...ok2 takper cuba off benda tak penting...
Faiz : Dah..tokleh jugak..mcm mana?
Me : ALTERNATOR FAIL Checks please.
Faiz : Roger..

I tracked for Runway 28 via coastal just in case of anything.

So he did advised me what to do for ALTERNATOR fail checks.

I followed as per checklist, I checked the Circuits breaker, all are in.
Essential Bus, I set to ON. The moment I set to ON, my MFD display (screen infront of Co-pilot) is OFF. My RADIO is out as well...

Me: Tak boleh jadi ni..Cuba OFF balik tengok.
Faiz : OK.

After Essential Bus turned OFF, the MFD alive as well as the Radio. (Note : Essential Bus is not to be ON during NORMAL operation because it will only power up essential equipment during the flight)

However, the VOLTS LOW indication was out as well and Volts indicated Normal.. Without taking any risk, I continue land the aircraft using Runway 28. According to the checklist, engine can fail at anytime if the alternator fail.

We landed safely around 30mins after we airborne. Capt Dhany and few air asia students was standing in front and watched us taxi. They then asked us what happened and I explained to them. Capt Dhany was thankful nothing happen to us and I reported to the engineer in charge on that day.

Congratulations, APAC 2161.

2011-05-22T23:43:00.012+08:00

"APAC 2161" used to be the call sign used by a cadet name Mohd Faiq Mohd Tahir. He was from Batch 21 and the 11th person in sequence for their first Solo. He currently staying with his family somewhere around Wakaf Che Yeh, well-known place for "shopping" thingy.

I started to know him before Fly1Malaysia which was organized by Malaysian Youth Pilot Association (MYPA). He was the person who planned the route and prepare charts for the event. He was the one who suggested my name to be appointed as the official photographer during this event. Without him, MYPA wont know. Faiz, another my senior from batch 23 was his assistant. Both of them staying not far from each other. In fact, they are neighbur.

Faiq was quite helpful to me. He's the one who organized my flying hours. I still can remember back, I was very confused to managed my own hours. Until one day, I asked him to help me. He said just pass the logbook with FTR. Let him calculate the current and hours remaining to clock.

1 Day. That's all what he need.

I was relieved to know that there was someone who is able to help me. Faiz also did help me to calculate the hours and he's the one who asked me to "double confirm" with Faiq. After 1 day, as promised, he did organized my hours and told me that I need to do a slight correction on the logbook it self. My fault actually, I didn't know that I had to put "Famil until Circuit" hours at General Handling column.

After having the correct amount of hours in my logbook, I was shocked that he printed well in an A4 paper complete with exercises name and hours to clock. With this paper in hand, made my life much more easier. Last time I'm quite worried with my Dual Hours. After he planned and organized everything, my dual hours nicely clock for 49HRs.

I've learned lots of thing from him. Especially in R/T. Before this, during start-up call, I didn't mention QNH I used which I've got from ATIS (Automatic Terminal Information Service).Only thing I mention was the Information copied. He said, it is advisable to acknowledge the QNH during startup call to ensure the QNH used is the latest one. Until one day, I experienced myself during SOLO GH. As usual, I listened to ATIS to have the information such as Winds, Visibility, Clouds, Temp/Dew, QNH and Runway in use. ATIS reported latest QNH was 1013. When I turned my barometer knob to 1013, it shows 100feet elevation which was way too far from the limitations. I read somewhere in SOP stated that the aircraft ALTIMETER is unserviceable if it showing +/-50 feet. So, what I did was, at the very last transmission, I transmitted 1013 and ATC advised me latest QNH was 1010.

I cant remember how many times he mutual during my Instrument Flying even Navigation. Normally, during Instrument Flying, we need a safety pilot to do the lookout as the Pilot in command (PIC) is flying solely by instrument and it his job to ensure the aircraft that not posses any hazard to other traffic and he can took over the control in case the PIC disorientated, or to safe the aircraft in case too close with other traffic. (Ref:APFT SOP)

He taught me so many things and in fact based on his experience during IF test. What are the examiners look for during the test and he did asked me to practice all.

Today, 22-05-2011 was the most historical date to him. He finally earned the wing as he passed the IRT with APAC 03T (Capt Mokhy). 200hours of flying time. His mission to wait for the Fly1Malaysia event which once in a life time was worth it. I personally saw his parents as he taxied out from dispersal and waved to him; Proud.

Before closing his book, I asked him to mutual me for the very last time. My IF19. We fly as usual like a Captain and Co-Pilot. Of course, we did some simple "photoshoot" at 2000feet with his new phone camera; 5.0 Mega pixels. Did VOR RWY 10 approach and landed safely 1 hour later without any incident.

I would like to take this opportunity to say Thank You for every single knowledge during flying and other friendly advice on how to survive in this aviation world.

The last mutual flying with APAC 2161 (22-05-2011 ; IF 19 9M-NRH)