Night flying

Flying VFR in Spain at night is not permitted. to get around this we have to fly IFR plans, but visually. If that makes sense?

Initially we have a familiarisation flight so that we can get used to the concept of night operating procedures. There are a total of 5 hours of night flying to be done in the single engine, though often other IFR flights end at night time anyway which is perfectly acceptable and often a great way to end a days flying.

During the summer months of July and August, most of the night flying doesn't start until around 21:30 local. As you can see at this time it's really twilight hours and not full night. 

Seville Land-Away

Before you do you PT1 there is a planned land away trip at Seville. This is approximately 30 minutes as the laymen flies. However we will choose a route which takes about 1.5hrs.

The weather was clear, winds were calm but the visibility was not so good. One of the biggest limitations is the temperature. It is estimated that there is a 5°C difference from Jerez to Seville and given it was already 30°C at Jerez, you can imagine how much of a difference this makes to both the human limitations of the crew (given the aircraft are not air conditioned) and that of the aircraft itself! 

It's a fantastic trip up to the foot hills north of Seville. The complex terrain makes it more interesting for navigating and really hammers home the importance of precise planning and a flawless execution of times and headings. Of course after a long trip it would be rude not to refuel yourself as well as the aircraft!

The video shows it all a little better.

Visual techniques

Apologies again as this is another late post. Non the less....

So you've been flying solo for a while now and developed all of your general handling techniques such as:

• Practice forced landings (PFL's)
• Stalls
• Steep turns
• Emergencies
• Circuits

In addition to this you will learn how to navigate using visual techniques, remaining in visual flight rules at all time. Naturally all of these techniques are developed to a commercial standard here and utilising the published Standard Operating procedures laid down by the company.

Most training oranisations will have an interim test which we call PT1. This is essentially testing you on all the skills you have learned so far. Unlike the UK PPL license tests, this is far more formal and requires a higher standard. That isn't to say that the PPL is unsuitable in anyway, you just have to bare in mind that eventually we need to fly commercially and therefore the school demands a high standard early on. Makes sense really!

The idea of PT1 is to have this done and passed before any further progression onto instrument flying. 

Solo Flying

Ok so maybe we've jumped ahead a little here but essentially all lessons leading up to the first solo flight are intended to get you to operate the aircraft in a safe manor. In a professional flight training school however we are expected to be "checklist fluent" and show a developing commercially expeditious technique. It all sounds rather complicated and it is at first, though essentially this is just being able to operate the aircraft accurately, safely and to good time. The first solo was just a simple full flapped landing with a preceding circuit. Nothing out of the ordinary. Not to forget though we need to be aware of wind limitations and other eventualities such as:

• Diversions due to weather or airfield closure
• Engine problems
• Aircraft wake turbulence
  
• Spacing and holding procedures.

After all, "you have control!"

Effects of control

So the first lesson is fairly simple - the effect of controls. Essentially learning How each control works in its primary and secondary function. I've added a video to show what goes on more clearly. The weather on the day was typical of out here... baking hot and no clouds. Sometimes the wind can exceed our limitations and also the aircrafts. That is a maximum 13kts and 17kts respectively across the runway and no more than 30kts total wind speed.


With my flying partner in the left hand seat and our instructor in the other, I was left to filming in the back.

The "Mighty " PA28-161 Warrior II

Ok, maybe this is a little late but non the less... lets kick off with the primary flight training aircraft, the Warrior. Of course the company has other aircraft but for the time being we will only concern ourselves with this one.

Im going to spend alot of time facing these instruments. This is the standardised fit for all the aircraft here. Equipped with HSI, RMI, transponder mode C, Rnav, 2 altimeters and a few other buttons and levers.