Tuesday 30th August 2022, 09:46 – email from the scheduler at L3Harris confirming that my Multi-Engine Instrument Rating has been booked for the next day to be taking off at 13:00Z (14:00L). Although it wasn’t quite as short notice as last time with my CPL, and I’ve known its been provisionally booked in for the Wednesday for a while, its suddenly become very real that soon I’m going to be taking my exam. I had planned for Tuesday to be a day of last minute revision and ‘armchair flying’ some of the general handling exercises and engine failure drills just to make sure I’m as slick as I can be on these, however the reality was very different!
I walked across from my accommodation at the Cranfield Management and Development Centre to the L3Harris building ready to ask about booking slots for my exam. I have a quick check of the wind and my suspicions were correct. The wind was coming from the Easterly direction. Although this doesn’t sound bad, most of the ILS in the U.K. faces a Westerly direction meaning we won’t be able to use them. Of the routes we’re able to do, Oxford, Gloucestershire, Cambridge, Norwich and Southampton are all no-gos meaning we’re left with Bournemouth and Southend. However, this is not where the problems stop. Bournemouth is having their ILS calibrated so we’re unable to go there too meaning we’re left with Southend. Because Southend is a long route, usually over the 2 hours and we cross some fairly major airspace over London Luton and London Stanstead, it makes it difficult routing there, not to mention coming back we have to try to avoid this airspace or track Northbound from Southend and round via Cambridge, again a rather long route. This doesn’t make Southend ideal even though I’ve done the route before.
Suddenly a brain wave comes over me, what about East Midlands? On our exam we’re officially commercial traffic so there’s not any reason for them to refuse us despite being a busy commercial traffic airport. Technically speaking, this does mean we’re allowed to go to Heathrow on our test, this I definitely wouldn’t want to do, although the landing clearance would be rather funny, “Emirates A380 Heavy runway 09L cleared to land behind the going around Diamond DA-42 twinstar!” A phone call to East Midlands didn’t go well though and they didn’t want to know and practically hung up the phone on our poor operations staff. The route is going to have to be Southend…
I asked operations to book a slot for me at Southend at 13:30Z, half an hour after take off for the hold and ILS but the problems begin again. The day before, Southend book slots in hour intervals so the soonest we can get in is 15:00Z, 2 hours after our planned take off time, meaning I’m going to have to delay take off by an hour and a half, is the examiner going to be okay with this? Can we do this? What about getting back at Cranfield, can we get slots back to land at this time? We’re able to phone Southend again in the morning to see if we can get a half hour interval slot, but nothing can be guaranteed.
Next is planning the route. The route last time I went to Southend worked well as most of it was radar vectored. I’m hoping this is the case again as it reduces my workload in the cruise so I can set up other things, but what if I can create more time for myself to settle down? Myself and Seth both have the same examiner and I’m flying after Seth so we plan our routes together when we have a brainwave, what if rather than taking off on runway 03 and climbing straight ahead in the rough direction to Southend, we take off and turn back on ourselves going to the Wescott NDB so we have room to climb before entering controlled airspace – great idea! So we both plan the same route on the way there; taking off runway 03 at Cranfield, left turn to WCO NDB, then to BPK VOR, LAM VOR a GPS waypoint ALKIN and then into the SND NDB hold via a direct entry. Plotting the route on our VFR charts, we have plenty of time to receive our clearance into controlled airspace and plenty of time to set up for our holds and approaches at Southend.
Routing back now. Last time I routed to the LAM VOR and overflew by 5nm on the 270º radial before intercepting the 150º BPK VOR to the VOR then flew over and out on the 010º radial. This took us in-between Luton and Stanstead as previously mentioned, but it was a lot of workload and stressful as I had to be above 2,200ft to remain clear of lower airspace, but not above 2,500ft to enter controlled airspace above, as well as having a maximum of 5nm either side of track before going into controlled airspace. Although it’s just tracking nav aids which I’ve done a lot, doing this on test doesn’t seem like a viable option. Again, myself and Seth look to route to the North out of Southend to a GPS waypoint called DIGSU, to do this we have to be above 2,300ft and below 4,000ft so easily manageable and from this waypoint we route to the CAM NDB and then to the CIT NDB back at Cranfield. Route now sorted, slot booked (sort of), now its just performance and mass & balance planning which I complete in the evening. What was meant to be a relaxing day of last minute revision, turned into rushed panicked revising and panicking over the route I’m now flying.
Wednesday 31st August 2022. I wake up bright and fresh, get ready and head back to L3Harris for my briefing with the examiner. Check they aircraft and have to top up the oil and anti-ice fluid which doesn’t take too long. Check the weather and the NOTAM’s again and not much has changed, apart from a significant weather warning has been issued at Southend for when I’m flying for strong winds of gusts up to 28kts. This is still within our limits but its now a concern whether my flight will go ahead or not, let alone getting a slot somewhere else. Slots! Was I able to get the earlier slot as I wanted to. With that, one of the members of the operations team taps me on the shoulder and says he managed to get me the 13:30Z slot like I originally wanted. I was so happy at this point I could’ve hugged him! Things were starting to fall into place and was on the up.
Myself and Seth brief with the examiner shortly after, explaining what’s going to happen in the test and what we need to do at certain stages of the flight and if we had any questions on what we were going to be examined on. We then nominate our speeds which we’ll be flying at for the flight – not only is this a reference for the examiner but we will also be assessed on how well we can fly to these speeds at the different stages of flight. The examiner then looks through our required documents to make sure they’re in date and valid; recommendation for test, medical and logbook. I then leave the room for Seth to do his pre-flight briefing and questions with the examiner while I go off and eat the slowest breakfast Ive ever had in my life!
I walk back to L3Harris after doing some last minute preparation at 12:00L and greet Seth when he comes down from his flight, he passed as I knew he would, that wasn’t ever in any doubt! Huge congratulations mate on this achievement, really well deserved and well earned after all the hard work you put into getting to this point. My turn now to go in with the examiner and I deliver my pre-flight briefing running through the weather, NOTAMs, performance, mass & balance and the threats and errors that could happen in todays flights. I then get asked a couple of questions, such as “what is an approach ban and are we likely to have one today?” “what are the requirements for alternate planning?” and “what would happen to your CG if I had a really big lunch before we went up and gained an extra 30kg?” There were more, but these are the ones I remember! We sign the tech log for G-LHXC and walk out to the plane at 12:30Z ready to be taking-off at 13:00Z.
I run through my start checklist, start the Diamand DA-42 NG and complete some more checks while loading my flight plan into the FMS system showing exactly where I’m going to be routing and what to follow using the onboard GPS system. We then receive our taxi clearance and taxi via A and D to D1 holding point where I complete my run-up checks and make sure the aircraft is now ready for take off. I ask tower for my clearance, but they’re waiting for a call back from London Control so have a slight delay to my take off. No big deal but I’m going to be slightly late taking off now – looks like I’m ready for the commercial world! We the get our clearance and it isn’t what I’ve planned for, our initial routing is taking off runway 03 then a right turn to BKY VOR as opposed to a left turn to WCO NDB. We’re asked if we’re ready for departure now, I tell them to standby while I reprogram the system with our new clearance… not exactly ideal when I’m about to take off on the most important flight of my life to date!
Once ready we’re cleared to take off, I apply full power on the Austro Control engines which roar into life and I go shooting off down Cranfield’s 03 runway and at 76kts (about 87mph) I rotate the aircraft and we take off retracting the gear at a positive rate of climb. I pull the hood over my eyes so I can only see inside the aircraft and rely on the instruments and make my routing to BKY VOR. We climb out and are shortly handed over to Luton where we’re told to climb to FL070 and enter controlled airspace and routing to the BKY VOR at 140kts (161mph). Before we get there, I’m given radar vectors to follow so ATC tell us what heading and altitude to fly. We’re then transferred to a different Luton frequency and asked to route to BPK VOR, and as before, halfway along the route are given radar vectors to follow again and we’re transferred to a London frequency and then onto Southend Radar where once again, things haven’t quite gone to plan.
When I booked the slots, we were looking to enter the SND hold and then go into a radar vectored ILS, but due to other traffic, we weren’t able to enter the hold first, only able to do the radar vectored ILS and possibly enter the hold at the end. I explain to my examiner that this is a possibility, its also a possibility to hold at the CAM NDB on the way back or at the CIT NDB at Cranfield, I explain these options and we decide to do the hold at Cranfield at the end of the flight. I set up for the ILS and commence myself for the approach, and as we get closer to the ground, start to feel more and more of the turbulence kicking in.
I’ve flown in turbulence before and it’s not nice, I didn’t like it before and I certainly didn’t like it with the pressures of my test too! I begin flying down the ILS with the localiser and glide slope bang on the money, I was so happy with how it was working. Small deviations here and there which I correct with small adjustments made quickly as told to when I was in the sim at Bournemouth. At about 500ft above the ground I then get a huge jolt of turbulence. When flying an ILS we’re allowed what’s called ‘half scale tolerance’ on the instruments. This jolt of turbulence took me from being on profile to nearly half scale fly down indication, it wasn’t far off at all and slightly to the right of the localiser; I corrected it as quickly as I could but feared the worst, that I was going to need to go around. Thankfully my corrections were enough and kept it within tolerances until minima where we went around as planned – I was so glad that didn’t have to continue for another 500ft!
On the climb out I had a right hand engine failure and controlled this well. It was only simulated by pulling the power lever back on one of the engines, I didn’t need the stress of actually having a failed engine on my test! Once established on track and altitude maintained, the engine ‘shut down’ by completing my touch drills. I was given the use of both my engines again and we continued to track to the North to DIGSU at 3,000ft so remaining near of any controlled airspace. After DIGSU we begin routing towards Cambridge receiving a traffic service from them and we complete our general handling exercises. We start with a base to finals turn stall with gear and flaps approach selected and I recover well, then the fully developed finals stall and again recover well. We then transition on the standby instruments and complete some straight and level flight, compass turns, climbs & descents, then complete some recoveries form unusual attitudes. Once these are complete, we move back to full use of the panel, and route back to CIT for the hold.
I enter the CIT hold via a modified direct entry which in my opinion is the easiest to do of the 3 entries, and fly one lap of the hold before flying out to DEKAP for the RNP. Once we get to DEKAP, the engine is removed from me again, again it was the right hand engine, and I fly the approach with only one engine which is more difficult to control. I fly the approach well but a little bit wobbly on the glide but well within limits for the approach. At 50ft above the 690ft minimal (740ft) I make the decision to go around. This is a non-precision approach so at minima you are categorically not allowed to go below this altitude which is why I go around 50ft before. This allows for a little bit of ‘sink’ where I apply full power and go around.
After the go-around I enter the visual circuit at Cranfield at 1,400ft and fly an asymmetric circuit to land which I was really happy with and the landing being lovely and smooth too which is what I was hoping for! On the taxi in, the examiner takes control and a really nice touch from Cranfield tower, after giving me my taxi clearances and I read them back “Exam 52, good luck!” Now this isn’t in the standard phraseology of the air so I was a bit unsure how to respond! I thank them and continue with my after-landing checks and once where we need to be, I shut the aircraft down and get pushed back by one of the members of the operations team… now, did I pass?
Okay, I can’t build suspense very well as I’m sure you know what’s coming! The examiner said that I had passed and it felt like a huge weight had been lifted off my shoulder and an immense feeling of joy and happiness swept over me like I can’t describe. We walk inside and complete the necessary paperwork and logbook and a little bit of a debrief. The examiner said “I won’t make this long as I know you’re too happy too pay too much attention”! Apparently I’m the first student in a long time to actually make notes in the debrief on what I can work on in the future – as I’ve said all along, there’s always room for improvement and I want to know how I can do this at every stage! A few instructors find me and congratulate me on my success as well as fellow students, operations team members and anyone who knows what I’ve just achieved! I then go out to the aircraft for a few photos to be taken – traditions – and then put the aircraft to bed. I phone everyone at home and they all have the same feelings as me which is always amazing to feel!
I now need to say my thank yous! Firstly, I’d like to thank all of the instructors I’ve had and staff members at L3Harris. I really couldn’t have done it without you as you’ve all been so supportive of me, right from my first sim back in the U.K. to my very final mock and exam. Always giving me pointers on where I can improve and humouring me with my very hypothetical ‘what if’ or ‘what would happen’ or ‘can we try this’ questions. Thank you so much for always believing in me, and keeping your patience when I’m sure I’ve been a pain or not doing things correctly! The environment you have created at L3Harris is one which is welcoming, friendly and most importantly, one where I feel I can ask for help when needed, and when I have asked for help, you’ve always been there to help me.
To everyone who tunes into this blog almost religiously and following my journey to becoming a pilot, and to those who it may be your first time reading (welcome!). Each like, comment, share, truly means the world to me and gives me a boost of motivation with each and every one I receive. I started writing this as a way of looking back to my journey in years to come, and also so people can see where I’m up to in my training, and maybe even provide a little insight into what it takes to become a pilot. To see the number of people interested is incredible, so thank you.
To my mates back home. We’ve been in contact from time to time and I’ve confused you when trying to explain what I’m currently doing and what I’ve got coming up, but you’ve all be so understanding. Joe, Wills, George C and Voisey, frequently you’ve checked in on me, especially when I first started again in Bournemouth, and recently when I’ve been coming up to my exam. You’ve been so interested in how I’m getting on, asking what I can do in a plane and whether its possible to do a loop-the-loop, if I can take you flying yet, as well as supported me through the hardships I’ve been through, so a huge thank you to all of you.
To Josh and Kyle, you beat me again, I’ll let you have that one! You passed your ME/IR before me, but I think we all know that was a bit of a hinderance as it meant I kept on asking you questions and tips and pointers on what’s to come! The pair of you have been incredible, right from when we first met in Coventry 2 and half years ago, through Ireland all the way from our first flights to our solos to back completing our SE/IR training and then onto the twin, and now we all hold U.K. CPL’s and ME/IR ratings. You’ve both been there for me, and I cannot thank you enough for it. Thank you the pair of you, and I hope to see you guys more regularly now we’re back in the U.K. We still have our theme park trip to organise that we’ve said about since Coventry, as well as taking each other flying round our respective parts of the country now we should be getting our licences soon!
To Liv, I’ll do my best to make this thank you justice for how supportive you’ve been, especially in the last few days where I’ve been getting rather stressed and a bit short with you at times when I’ve been building up to this exam. To say you’ve been supportive is an understatement. Every day we’ve been messaging each other and you’ve always put a smile on my face with each and every one that comes through, and when we’ve facetimed each other in the evenings when you’ve got back from work or I’ve got in from flying, seeing you at the other end makes my day. Thank you so much just for being you and making me happy each and every day we’re together, especially when I’ve been home or you’ve taken the time to come and visit me wherever I’ve been based in the U.K. with only minimal whinging! You mean the world to me and I cannot thank you enough for everything you have done for me, and now we’ve gotten through this, then it’s only going to be getting easier from here onwards
To my brother George. Thanks mate. I know you’re a man of few words, but every time I’ve passed a test or an exam, you’ve always been the first to send a message – granted not paragraphs long but they mean just as much to me, if not more than all the other messages I receive. I know when I’m home and I talk about my “boring pilots stuff” it winds you up, so I’m sorry to say that it’s going to continue for a little while longer now with even more technical jargon!
To Grandma. Things haven’t been easy over the last year, but I have never met a woman as strong as you, and I don’t want to meet them if there is one! Always finding the right balance between being so supportive of me and keeping me realistic when I’ve maybe gotten a little too optimistic of when I’ll be doing my test! Thank you for always being at the other end of the phone when I needed you and working through the technological difficulties when we’ve tried FaceTiming – I still think using carrier pigeons would’ve been easier sometimes! Thank you for everything you’ve done for me, and I cannot wait to see your face when I tell you I’ve passed the next stage, because I could only imagine how you were, down the end of the phone, when I told you I passed my ME/IR and we both got to say our 4 little words to each other again.
And lastly, but by no means least. To my mum and dad, bank of mum and dad, my role models, my rocks, the ones who’ve always been there for me, the ones who sort things out and get things done. Every day without fail since I’ve been in training we’ve Facetimed or phoned where you want to know how I’m getting on and when I’ve had a flight that’s not been perfect, cheered me up and got me back on my feet. Even when times have been tough you’ve been there for me, with me every step of the way and being by my side through both the ups and the downs. I truly cannot express enough my gratitude for everything that you’ve done for me while I’ve been in training. I wish there were more words to say thank you, or say how grateful I am for everything you’ve done for me, I’m sure there probably are but my vocabulary doesn’t stretch that far! I think I really was deafened when I told you I passed my ME/IR by the loudest woohoo I’ve ever heard. I’ve now earned my ME/IR rating and taking another step forwards to making you proud and becoming an airline pilot – I will get there soon, mark my words!
Now I bring this blog to a close. Thank you everyone who’s taken the time to read this as well as all the support you’ve given me through the process of earning my second stripe. My journey should be taking more steps forwards soon as I wait to hear when I’ll be completing my MCC training and when I know, I’ll continue to write more blogs keeping you all updated on my progress. Until next time, take care and thank you for tuning in, and I’ll catch you all again soon!
