08:31 on 30/04/22 – you have a booking! Briefing with my examiner at 15:00. Okay, no problems there. The nerves have started to kick in, but its manageable at this point. I meet with others doing their CPL to run through some of the pre-flight planning we need to do for our CPL exam. I take out my ironed shirt and trousers from my wardrobe and iron them again to make sure they’re absolutely pristine, I also re-polish my shoes for the third time since wearing them last! For me, presentation is number one, and you never get a second chance to make a good first impression.
13:26 on 30/04/22 – you have a booking! It must mean I’m doing my CPL tomorro- My CPL is booked for off blocks at 17:15 today meaning I have 3 hours 45 minutes until my exam, nothing like a bit of short notice… thankfully my trousers and shirt is ironed! I make sure I’ve got all the required documents for my flight later on, my bag is packed, but I double check – that’s going to be the theme of this, a lot of double checking!
I go to the airport for 15:00 ready to meet the examiner for my briefing. We have the briefing where we run through what’s going to happen in my exam, as well as getting to know him and him getting to know me, discussing the industry and what my plans for the future are and the possibility if there isn’t a job then what am I going to do in that case. This is probably as relaxed as things get!
We then talk about my exam specifically. He asks me to plan a navigation from Cork to Cashel, I do this on my map, write my plog and then complete my performance and mass & balance as well as fuel calculations which once I’ve done so, my examiner looks over and gives me the all clear – off to a good start I think.
He then tests my knowledge by asking me questions, some of which are technical based on the aircraft, the legal side of aviation as well as asking me what some of the things said on my planning means. Again, I answer these well, I only stumble on one question where I wasn’t 100% sure what he was asking so when I asked a question back, I was barking up the wrong tree. Once this was clarified, I was able to answer the question. I then brief my examiner on the weather, it was nice and suitable for our flight today which is most likely why I was scheduled in at the last minute. I then file my VFR flight plan for 30 minutes time, fill out the aircraft tech-log and walk out to the aircraft.
G-JAFT was my aircraft today. We get to the plane and I take what I need out of my bag and put it in the front and my bag goes in the rear seat compartment (I factored this in my mass & balance). I then complete my external walk around checking the lights and pitot heat, all the external surfaces to ensure they’re suitable and no snags. I check the fuel, full tanks in both wings, and also check the gearbox and engine oil, both are within limits. I’m all happy and jump in the plane, ready to make a start.
I run through the checklist, and start up the aircraft, program everything I need into the PFD and MFD and give my briefings for what’s going to happen. I contact Cork Ground but rather than using the ‘normal’ callsign of the aircraft registration, my callsign for todays flight is EXAM58 – this is feeling weird! Cork Ground gives us all the relevant clearances and we taxi to Foxtrot and hold short of the runway. We are then cleared to enter, backtrack and line up for runway 16… here we go.
Once lined up, and cleared to do so, I apply full power and the engines roar beautifully. 2300RPM reading on both engines, temperatures and pressures are all stable in the green range and my airspeed is rising. At 72kts I rotate the aircraft and use the rudder to maintain the centreline on the climb out to 1,700ft and fly visually to the VRP, Dunkettle. I set my heading, start my timer and begin my navigation to Cashel.
The navigation went well, all of my times calculated were really accurate to within 5 seconds so I arrived perfectly on schedule to Cashel, I had to adjust the heading twice slightly, but I communicated this and I knew where I was at all times and pointed out major points along my routes so my examiner knew where I was at all times. When we got to Cashel, I was asked to divert to the West to Buttervant which I took us to without any issues. I was quite lucky I’ve been here a few times on solos so knew what to look out for. I ever-so-slightly miscalculated my time, I realised this at the approximate halfway point, communicated this and explained how my ETA was now 1 minute sooner than I had first anticipated. When we got to Buttervant, my new ETA was perfect.
At Buttervant we then did the next stage of the CPL exam, the general handing. This included a steep turn to the left and right. My altitude deviated by approximately 40ft which is within limits, but I was slightly disappointed, I wanted this to be better. We then moved onto stalls. I executed a fully developed stall and recovered, an incipient recovery simulating a base to finals turn and another incipient recovery simulating on finals and these all went well. I then went under the hood and looked at my limited panel work and this all went well, including a compass turn from 090º to 240º (I don’t like these as the compasses aren’t particularly accurate due to electronic interference). We then looked at recovering from unusual attitudes and these all went well, including recovery from a spiral dive which I haven’t ever practiced in the DA-42 so this definitely got the nerves going again, but using what I knew from my AUPRT I recovered well. My examiner then asked me for a position fix using the instruments, so I tuned in the Cork VOR/DME (114.60) and saw I was on the 005º radial at 21nm so I could plot this position on the map. When I then took the hood off, this confirmed I was in the place I predicted.
We then routed back to the field following the VOR where we’ll be finishing off with circuits. This was briefed on the ground so I knew what to expect. We were going to do a normal touch and go, a flapless touch and go with an engine failure on the climb out, an asymmetric go around at 200ft above the surface, then an asymmetric landing to finish. Or so this was the plan, but if you’ve read my blogs before, you’d know that things don’t always go to plan with me!
Thankfully they did go relatively to plan! I don’t know whether it was partially because I had an exam callsign or because they were prioritising the line traffic, but I didn’t get to do a fully normal circuit. On each of them I was either extended upwind, crosswind, downwind or had to orbit on the downwind leg. This wouldn’t have normally been a problem, but having to orbit with a failed engine requires a lot of rudder, and by the end of it, my leg was absolutely killing me – The same kind of feeling of running a marathon I’d imagine!
The normal touch and go was nice and smooth, landed slightly on the left main wheel first, but I kept it centralised on the runway, took up the flaps and then smoothly applied my power and we went round for our first circuit. Getting this first landing under my belt with it going well really helped I think, had this had been bad, then I think I would’ve made mistakes. It’s quite common that when people fail or partial, its for the circuits. They’re done at the end when you’re already tiring, and they’re arguably the highest workload.
The second was the flapless and I was a bit too quick so had to reduce the power and pitch up, this then uses the momentum to maintain the altitude you’re currently at, and the speed then decreases. The landing was good again, a bit firmer but that’s normal with a flapless as you’re coming down quicker than when you have flaps, but being aware of this, it was okay. On the climb out, I did drift off the centreline a bit but I corrected it well and then continued with the circuit, when I was given an engine failure.
After not handling my engine failure after take off very well in my final mock, I was dreading this. But I handled it probably the best I every have! The engine failed and I corrected the yaw by applying full opposite rudder, left rudder in this case. I identified the right engine was dead and while controlling the aircraft and maintaining runway centreline, I carried out the engine failure drill and simulated pan-pan call. I then flew the circuit where I performed a low approach go around at decision height of 200ft (700ft QNH) and again controlling the aircraft I handled this well, getting the gear and approach flaps up quickly as required.
Flying another asymmetric circuit, Cork Tower asked if I wanted to make this circuit tight and land ahead of line traffic or orbit in the present position. I didn’t want any more stress in the exam so I took the orbits option, but looking back I think this may have been the wrong option! We completed 5 right orbits while I still had the engine failure so by the end of these orbits, my leg was really starting to hurt! Once cleared I then made the asymmetric approach and landed the aircraft which was a good landing, probably the best in my exam! I then taxied the aircraft back to the club and parked up.
Next followed the de-brief in the plane, asking about how I thought the flight went, where I could improve and then other things like that. My examiner then said 7 words that felt like a huge weight had been lifted off my shoulders, like immense joy filled my insides and happiness ran through my veins; “I’m pleased to say that you’ve passed”. My grin must have stretched from ear to ear, and the next thought that crossed my mind was, “I need to phone everyone and let them know!”
After tying down the aircraft, we went inside and competed the necessary paperwork including signing my certificate that says I passed. I asked one of the people on Operations to take a few photos of me with the plane and he happily did those for me. I said my parting goodbye to the examiner and for the first time in a long time, I shook hands with him and parted ways. I then drove back and phoned anyone and everyone that would listen to me… including deafening myself with every phone call where from the other end came a screaming WOOHOO!
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 Atlantic Flight Training Academy, I really couldn’t have done it without you as you’ve all been so supportive of me, right from my first flight here to my very final mock. 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 AFTA 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. 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 can see the statistics for my blog, and over the last 365 days, 21,500 times you’ve come to view this blog which is far beyond what I ever could have imagined when I first started it. 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, so to see that 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, especially at some point, and frequently, you’ve always checked in on me, especially when I first started in Ireland and recently when I’ve been living on my own, and been 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 (felt like it in my advanced upset recovery and prevention!) as well as supported me through the hardships I’ve been through, so a huge thank you to all of you. When we finally organise to see each other when I’m home, that first round is on me by way of saying thank you!
To Josh and Kyle, you beat me, I’ll let you have that one! You passed your CPL before me, but I think we all know that was a bit of a hinderance as it meant I kept on asking you questions! The pair of you have been incredible, right from when we first got out to Ireland all the way from our first flights to our solos to back completing our SE/IR training and then onto the twin. You’ve both been there for me, and I cannot thank you enough for it. Kyle, I know you’ll want me to say it, but you were the best at mini-golf, and equally Josh, you were the best on the Wii in Waterford! We had a great trip to Dublin back in the summer and made some great memories together like our barbecues, or simply on a walk to pass the time in the afternoon where nothing was off-limits in our conversations! Thank you the pair of you, and I hope to see you both soon and you can let me know how you’ve been getting on with your ME/IR in Cranfield.
To Liv, when I first went to Ireland, it was the view that I’d be home back by Christmas, but that came and went, then maybe the end of February, but that too came and went until it was best part of a year I’ve been in Ireland. 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. I know I’ve missed big events including your 21st birthday and starting your swanky new job that I wish I could’ve been there for you, so I promise I’ll try to make it up to you as soon as I can. 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 in Ireland, you mean the world to me and I cannot thank you enough for everything you have done for me.
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 as 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!
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 coming home! When you came out to visit me in Ireland last year, it meant so much to see you, and I still have and always will have the video of you greeting me at Gatwick Airport when I saw you for the first time since leaving for Ireland! 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 CPL!
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 Ireland 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 from 500 miles away. You’ve come out to visit me 4 times and always been there for me when I’ve been home, not to mention the huge support you gave me when I had the issue regarding my medical. Even when times have been tough you’ve been there for me being 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 Ireland. 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 CPL by the loudest woohoo I’ve ever heard. I’ve now earned my second stripe 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 ME/IR 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!
