A pilot's story...

First step: Complete

2012-02-07T19:17:00.006-06:00

So, here I am, again.

This post will be the starting point of a good and exciting series of stories about my commercial pilot course; that I'll be starting in the next month or so. It's one of the most, if not "The Most", important stages of a professional pilot's career. I consider it that way, because it's the stage where the professional abilities and knowledge are founded for an entire life and career as a professional pilot.

I am 21 now. There are many factors that determine the ways to start and that influence the development of this career, but the way I see it, this career starts naturally in the mid teens by joining a small flight club or by getting flying lessons with an acquaintance that is a pilot. That way you begin to develop good abilities and senses for flying. Sadly, in the country where I was born, there's no way you can begin your career this way all by yourself. There's not enough aviation culture so that a 15 year old can go to an airfield and ask if he can learn to fly.

Of course, there are other factors like money, nationality and other career path considerations, but eventually, the way will head you to that seat in the airliner. Whatever the age a person is. 18 is a good age to start with this career. It allows you to work to earn money at the same time you study. You can also start with your flight training overseas, which enables you to live and experience another culture and learn another language. It also enables you to live by yourself and gain maturity.

As far as my story goes, I got my PPL in Mexico, stayed in Germany for two years and joined a glider club. It was one of the most astonishing experiences of my life and I'll be back in Hamburg some time to finally get that Glider Pilot License.
In Germany, I began to consider USA as a career path option. It's the number one country in general aviation and flight training. I think it's the best country in terms of airplane availability and cost, student resources and services and number of aviation personnel. I did some research and made a list of flight schools. I had to consider the license conversion process in Mexico, money, time of stay (money as well) and the flight school caracteristics such as location, fleet, fees, student housing and so on.

In my situation, in which I will have to get a mexican commercial pilot license to fly in Mexico, initially, I chose to take the CPL course in USA, because of the high training standards, and then convert the license in Mexico.

I chose the flight school that had a good reputation (a friend studied there), had a well maintained variety of airplanes (mostly Piper Aircraft) and that had a good location regarding to FAA offices, pilot shop, housing and supplies such as food and clothing. That way, I will not spend a lot in a flight academy like Aerosim, ATP or American Flyers. In this school, I'll try to adjust the practical part of the course to meet both FAA and DGAC commercial pilot requirements.

That way I will have the flight experience required by the DGAC to go through the license conversion process more easily and avoid doing extra flights in a mexican flight school.
I hope I can prove to the licensing and certification person in the DGAC that I don't need extra flight hours. Because the flight school I chose runs under FAA Part 141 requirements, I need 120 hours of theory (300h for Part 61 flight schools) in a mexican flight school to validate my studies and pass the professional degree exam. Mexico is the only country that I know of that a pilots professional degree is required to get a CPL or ATPL. I recently found out that 11 flight hours are required to convert the license. Totally absurd. 6 hours of VFR flights, 2h of IFR flights, 2h of multi-engine flight and 1 hour for the practical exam in a multi-engine airplane. Why not pass a CPL written test and a practical test in a twin to convert the license? Pure mexican aviation rubbish. They excel in stupidity and inefficiency.

And now, after many days, mails, questions and answers by the flight school, I got my I-20 form for the student visa. What I need to do now is to get all the documents needed for the paperwork and make an appointment at the US Consulate.

The first step is complete, now I have to go through the student visa process and then, through one of the most exciting parts of my career: Flight training. I think the steps I've taken have been good. At this age and experience I can make a sound decision on what next step to take. One that allows me to go though the most important stage of my professional career with success and joy.

¿Escasez de pilotos y falta de infraestructura en México en los próximos 2-5 años?

2011-12-30T00:04:00.000-06:00

Al haber leído las recientes noticias de la compra de 40+ A320 y A320Neo por parte de Volaris, la compra de 15+5 Sukhoi Superjet y los demás A320s por parte de Interjet; las demás entregas de 737s para VivaAerobús que tendrá en un futuro y los 200-300 pilotos que Aeroméxico planea contratar del 2012 al 2013; sumándole las jubilaciones durante ese tiempo: ¿Habrá escasez de pilotos o se podrá cubrir la demanda con el número de pilotos comerciales que salen de las escuelas de vuelo?

¿Las escuelas de vuelo en México tendrán los suficientes recursos y nivel de capacitación para formar la cantidad de pilotos comerciales que se requerirán en los próximos años?

Puede que un buen porcentaje de esos pilotos se forme en Estados Unidos o se retire de la FAM, como sucede actualmente, pero parece que las escuelas de vuelo no tienen la suficiente infraestructura (flota, instructores, material de estudio y vuelo) para darles el nivel de capacitación que se requiere para volar en una aerolínea. ¿Podrán brindarles una buena capacitación sin abusar económicamente del alumno como se hace comúnmente? Pocos aviones disponibles para los alumnos y en malas condiciones, pocos instructores profesionales, recursos y material de estudio inexistente o difícil de obtener. Además, no hay organizaciones que apoyen pedagógica y económicamente al piloto estudiante.

La otra parte de la pregunta es la infraestructura aeroportuaria y servicios de navegación, además de su personal. ¿México está preparado para un crecimiento (boom) en el sector de transporte aeronáutico de esa magnitud?
Puede que se necesiten más aeropuertos en el país que satisfagan las necesidades de la aviación comercial, ejecutiva y privada. Hace falta una política aeronáutica que facilite el crecimiento del mercado y sector aeronáutico del país; que eleve los estándares y haga más eficiente la capacitación y servicios de información y control para la navegación.

Es posible que la aviación en México se estanque debido a la mala planeación y desarrollo en décadas anteriores en cuanto a infraestructura aeronáutica. Esperemos que la nueva política aeronáutica impulse el desarrollo y que la administración del sexenio entrante se preocupe por la industria aeronáutica, la cual es primordial para el turismo y desarrollo social y económico del país.

The Project

2011-12-16T19:22:00.006-06:00

Since I returned from Germany, I've been thinking about a way to change the current situation of aviation culture in Mexico.

It isn't going to be by joining an aviation organization or by asking the government to change or reform aviation rules and standards. That can always help, of course, but there has to be a better way to change everything. That is, as I've always thought and said, with education. You have to solve something from the bottom of the problem. The problem in mexican aviation is the poor training, poor knowledge and the lack of student pilot and training resources. When that changes, there will be changes. Sounds obvious, doesn't it? It's a slow process, but it has to start somewhere, sometime.

Let me tell you a story. When I started flight training in Guadalajara, the flight school told me I had to buy the supplies from them. They were: The Jeppesen Student Flight Bag, the Jeppesen Private Pilot Textbook, a navigation plotter, a 1970s World Aeronautical Chart and a E6-B Flight Computer. I told them I was going to buy everything directly from the Jeppesen pilot store. Besides, If I had bought those things in Mexico, it would have costed as twice as much. You can't buy mexican-made supplies.
So, that's one of the problems I want to address: The lack of student pilot resources. With these resources you gain more knowledge (of how training must be done, the mexican aviation structure, regulations, etc) and help with being more proficient in the practical part of flight training. That way you change things from the beginning. From education. If the aeronautical personnel is well trained and qualified from the educational institutionss, you get the foundation of a great aviation culture.

What I've done so far is writing the chapters for a pilot's textbook. I won't get into details, but it's something that hasn't been done in 40 years. I just finished designing a pilot's logbook that is more complex, has more types of entries and content than the one used and sold in Mexico. I think if it's used nationwide, it might help reduce the false entries the majority of pilots are known to do. It's not a problem of the logbook design used today, of course, but the culture and education itself.

I'm now thinking if I should better start writing a basic student pilot's flight manual to be used during the practical part of the private pilot training, instead of a basic to advanced aeronautical knowledge textbook. The student pilot's manual should contain basic information like an introduction, a bit of aerodynamics and aircraft systems, how to get weather information for any flight, preflight actions, flight operations and maneuvers, aircraft performance, documentation and manuals, air transit and basic meteorology and navigation.

Anything that I decide to write and do will help the cause. Perhaps in the future I could plan a Startup company. Everything can be added to the project that will help improving mexican aviation in general.

Convertirse en Piloto

2011-11-11T18:21:00.004-06:00

En este post copiaré una parte del capítulo de “Introducción a la Aviación” que redacté para el libro de texto que estoy elaborando. Contiene información acerca del proceso de entrenamiento para convertirse en piloto y el contenido de una lección de vuelo.

Al comenzar con la formación, el piloto estudiante debe obtener todo el material de estudio y vuelo necesario para cumplir con todo el proceso de formación con éxito.

La parte teórica de la formación se obtiene a través de manuales, libros de texto y otras fuentes que ayuden al buen estudio y aprendizaje de las materias. En las clases teóricas se aprenden y comentan, de forma didáctica, todas las materias necesarias para el curso.
El instructor también puede utilizar material comercial como fuente de estudio, especialmente para otras categorías de aeronaves donde el material proporcionado por la DGAC es muy limitado. Es recomendable que el piloto estudiante siga un plan de estudios teórico. Esto ayudará a tener un buen desempeño en exámenes escritos. Igualmente, se deben evitar los hábitos de estudio al azar o desorganizado.

Además del aprendizaje teórico, tales como los principios del vuelo, sistemas, entre otros, el piloto estudiante también debe dominar las diferentes prácticas y maniobras de vuelo. La categoría y clase seleccionada de aeronave determina el tipo de habilidades de vuelo y el número de horas de vuelo que se deban lograr. Hay cuatro pasos en el aprendizaje de una maniobra de vuelo:

1. El instructor introduce y demuestra una maniobra de vuelo al estudiante.
2. El instructor comenta la maniobra durante su ejecución.
3. El piloto estudiante practica la maniobra bajo la supervisión del instructor.
4. El instructor autoriza al estudiante a efectuar la maniobra solo.

Una vez que el piloto estudiante haya demostrado su competencia en las áreas de conocimiento necesario, maniobras de vuelo y que haya acumulado la cantidad necesaria de horas de vuelo, el instructor de vuelo puede permitir al estudiante a volar solo. Volar solo no solo es un gran logro para el piloto estudiante, sino le permite obtener confianza en sí mismo para que alcance un nivel alto de competencia en cualquier parte de la operación del avión y el vuelo.

La Secuencia de Formación

El programa de formación de piloto privado se divide generalmente en 3 fases: Fase previa al solo, vuelos de ruta y preparación para la evaluación práctica.

Fase previa al solo
Durante la fase previa al solo, el entrenamiento progresa desde la lección inicial de vuelo con el instructor, hasta el primer vuelo solo. La instrucción de vuelo incluye operaciones y maniobras como la inspección visual previa al vuelo del avión, operación de instrumentos y sistemas del avión, rodaje, procedimientos de emergencia, despegues y aterrizajes, así como maniobras fuera del área del aeropuerto como ascensos, descensos y virajes. Durante las clases teóricas se debe aprender cómo obtener información meteorológica, así como estudiar los procedimientos y características del avión que se vaya a usar en la formación. Igualmente, se deben revisar los reglamentos relevantes al vuelo.

Primer solo
Antes de que el instructor apruebe el vuelo solo de un piloto estudiante, el instructor debe asegurarse que el estudiante sea lo suficientemente competente para efectuar las operaciones de vuelo con seguridad. Normalmente, se completan varios despegues y aterrizajes mientras que el instructor supervisa el vuelo desde el suelo. En vuelos solo posteriores, el instructor asigna maniobras específicas para que el estudiante las practique en un área determinada cerca del aeropuerto.

Vuelos de ruta
En la fase de los vuelos de ruta, el piloto estudiante aprenderá a planear vuelos a diferentes aeródromos y/o aeropuertos fuera del área local. El estudiante adquirirá la habilidad de navegar usando cartas de navegación visual, interpretando la información meteorológica, calculando el rendimiento del avión y determinando el peso y balance del avión (lo cual se debe hacer en cualquier vuelo). Se debe volar a varios aeródromos con instructor a bordo para adquirir las habilidades y conocimientos necesarios, para que después el piloto estudiante efectúe vuelos de ruta solo. El instructor verificará la planeación y preparación del estudiante para el vuelo de ruta, para determinar si el vuelo puede ser efectuado con seguridad.

Preparación para la evaluación práctica
La fase final de la formación incluye una revisión por parte del instructor de todas las maniobras y procedimientos de vuelo que se han cubierto durante el proceso de entrenamiento. También se controla el conocimiento teórico que se ha adquirido en las clases. Así, el piloto estudiante podrá efectuar el vuelo de evaluación practica con un instructor o inspector designado.

Lecciones de Vuelo

Una lección de vuelo (excluyendo los vuelos de ruta) dura aproximadamente 2 horas. Una hora o una hora y media se dedica al vuelo. El resto del tiempo, aproximadamente 30 minutos, se dedica a las discusiones y sesiones (briefings) previas y posteriores al vuelo.

1. La lección de vuelo comienza con una verificación del clima. El instructor le enseña al piloto estudiante cómo obtener información meteorológica para determinar si las condiciones son buenas para el vuelo. Después, se acude a la comandancia y oficina de información de vuelo (SENEAM) del aeropuerto para llenar, entregar y recibir una autorización del plan de vuelo.

2. Durante la discusión previa al vuelo con el instructor, se comentan todas las prácticas que se vayan a efectuar en el vuelo; las cuales se estudiaron en preparación para el vuelo.

3. Usando la lista de verificación (checklist), se verifica visualmente del avión para asegurar que está en buenas condiciones para efectuar el vuelo.

4. Durante el vuelo, se practicarán los procedimientos y maniobras que se cubrieron en el vuelo anterior, y las maniobras nuevas para el estudiante serán demostradas por el instructor. Mientras que se practican los procedimientos y maniobras, el instructor comentará y criticará el rendimiento del estudiante y ofrecerá una guía para ayudar a que el estudiante ejecute todas las maniobras y prácticas satisfactoriamente.

5. Después del vuelo, la lección es evaluada y la bitácora es llenada con una entrada aprobada por el instructor con la maniobra o procedimiento efectuado en el vuelo. El instructor comentará lo que se realizó correctamente en el vuelo y ofrecerá críticas constructivas y sugerencias para mejorar el rendimiento en próximos vuelos. El estudiante también puede comentar cómo se sintió durante el vuelo y preguntar cosas referentes al vuelo. Finalmente, se discutirá lo que se hará en la siguiente lección para que el estudiante estudie y se prepare.

Evaluación de Conocimiento y Habilidad

Evaluación de Conocimiento

Al final de cada tema que se tome en clase, se deberá aprobar un examen teórico proporcionado por la escuela de vuelo autorizada. La cantidad de pruebas dependen del plan de estudios aprobado por la autoridad aeronáutica. Al final del curso, se debe entregar un certificado que compruebe la conclusión y aprobación de las clases teóricas.

Evaluación Práctica

La autoridad aeronáutica realiza la evaluación práctica a través de inspectores de vuelo designados (puede ser un instructor de vuelo o un piloto inspector designado de la DGAC). En el examen práctico se evalúan diferentes maniobras que deberán ser efectuadas de acuerdo a las listas de verificación (checklists) y manual de vuelo de la aeronave. Se califica la elaboración del plan de vuelo, el uso adecuado de fraseología, procedimientos de operación de vuelo, maniobras, procedimientos de emergencia y aterrizaje.

¿Quien Administra la Evaluación Práctica?

La Subdirección de Verificación de Vuelo implementó el programa de inspección de vuelo en ruta a las líneas aéreas, aviación comercial y escuelas de aviación (mediante la aplicación de exámenes para obtener capacidades y licencias), el cual se realiza por un inspector de vuelo designado, con la finalidad de que los pilotos cuenten con la certificación para garantizar una adecuada operación de las aeronaves.

Tschüß Hamburg!

2011-10-02T15:20:00.004-05:00

Hi!

It has been a while since I wrote the last post.

Everything good over here, except I was unable to complete the gliders pilots license course. I did the immediate-actions-in-case-of-an-accident course in the Red Cross, as required for the license, and the german flight radiotelephone operator's certificate. What I couldn't do is the written test because the training director in the club didn't allow me to do it. It's supposed that a student must have 60 groundschool hours so that you get a written permission by the training director to do the test. There's not such requirement in the german air law and anybody can learn by himself for a written test. Too bad, but I'll be back in Hamburg the next year ;)

I went to the Paris Air Show and it was great! I saw the Boeing 787 for the first time and I heard the roar of the Eurofighter, Dassault Rafale and F-16. The A380 was impresive as usual...
I also went to the 100th aniversary of the Hamburg airport. Lot's of cool old planes like the Super Constellation, Junkers Ju-52, Airbus Beluga and the Hamburg Airport museum's Boeing 707. I had the chance to talk with a former Lufthansa pilot who flew the 727 and 737 and he explained to me what the flight engineer did in the flight and what systems he operated from the back seat of the flight deck. They used ADF, LORAN and a sextant for celestial navigation. Just imagine how flying was in the golden years of aviation...

It was great to live in Hamburg for two years. Lot's of good memories and friends. I'll really miss living there.

I'll fly back to Guadalajara the 10th of October and I'm working on a great project to help improve the mexican aviation culture, safety and education. Let's see how it goes. I have lots of optimism in the project, as it has never been done before.

Till next time!

La Ciencia y Arte del Vuelo

2011-07-19T12:43:00.005-05:00

Tan solo piensen en todo lo que conforma la aviación: Ingeniería, medicina, arquitectura, diseño, física, matemáticas, meteorología, construcción... Todas estas se clasifican en la aviación como aerodinámica, meteorología, navegación, factores humanos; son ciencias complejas y extensas que convergen en, más que una profesión, una pasión y vida.
Todo lo que conforma la aviación son maravillas tecnológicas creadas por un conjunto de conocimientos y técnicas científicas aplicadas a la invención, perfeccionamiento y utilización de técnicas para la solución de problemas que afectan directamente en la vida cotidiana.
Ya sea un avión, barco, automóvil, es un conjunto de ideas y sueños que incontables personas tenían y se lograron por la unificación de cada una de esas ciencias.

El Transbordador Espacial: La maquina más compleja jamás hecha es un testigo de eso. Todos los sistemas; 2.5 millones de partes, incluyendo 370 kilómetros de cable, mas de 1,060 válvulas y conexiones, funcionando a la perfección para poner al Shuttle en órbita a 28,000 kilómetros por hora a 600 km de altitud; para que después de un poco menos de dos semanas, entre a la atmósfera y aterrice en la pista como un gran y elegante planeador. La definición pura del arte de la ingeniería y perfección.

Volar en un avión con más de 200 pasajeros a 900 kilómetros por hora, 37,000 pies de altitud con menos de 50 grados centígrados bajo cero. El avión, diseñado y construido por los estándares más altos de seguridad y la tecnología más moderna. Todo planeado cuidadosamente. La cabina de vuelo: Lugar en donde se centra todo para el piloto. En donde la información le es mostrada por diversos sistemas de medición y proyección, para planear y efectuar un vuelo eficiente y seguro; cuando el pasajero, quien lee el periódico desde la comodidad de su asiento mientras disfruta de un delicioso y relajante te, espera ansiosamente a llegar a su destino para reunirse con su familia.

Todo ese conocimiento y estudio se aplica en ese mismo vuelo. Todas las ciencias y profesiones unificadas, para que el piloto, a través de los controles e instrumentos de vuelo, comience con la carrera de despegue, aplicando potencia; La cual es generada por otra maravilla tecnológica: La turbina. El avión despega, asciende como un ángel nostálgico a más de 3000 pies por minuto. Se vuela por encima de las nubes, para disfrutar de un glorioso atardecer.

Cualquier cosa es testamento de la complejidad, convicción, persuasión (o como le quieren decir) del hombre y el mundo moderno. Son cosas con las que soñamos y nos inspiran. Cosas de las que pensamos y nos sentimos nostálgicos, emocionados y desafiados.

Pilot Training in Mexico: A Reality Show

2011-05-17T13:10:00.028-05:00

Let me write a story about two guys: Bob and John.

They finished highschool in Mexico the same year and wanted to become professional pilots. Bob decided he would do his PPL/CPL flight training in Mexico and John in the United States. Bob and John did some research about flight schools, fleet, training programs, housing and costs, to make a good decision of what school to choose.

John found out there are two kinds of flight schools in the US. They operate under Part 61 or Part 141 training requirements, both of the Federal Aviation Regulations (FARs). You can read about them in this site.

John began to read flight school articles in pilot maganzines and the internet. He also found out there are 'flight academys' operating under Part 141 training requirements and it was structured with an airline training style program with Standard Operating Procedures, excellent ground school, simulators and a modern single and multiengine fleet. He also found a Part 61 flight school with a good fleet of airplanes, a self-study program with little ground school. It was also cheaper than the flight academy. He decided he would enter a Part 61 flightschool because he would also have to pay for housing and he would also have to pay a license conversion course in Mexico. John had many schools to choose from and after making a good list with pro and cons, he finally chose one. Let's name the flight school: "Flying Circus Training Centre".
It had four Cessna 172s, four Piper Archers and two Piper Seminoles. The installations were ok and there was a great pilot shop nearby where he could buy all his charts, books, a training kit with pilot bag and of course, a cool uniform. He also had to buy a good headset for his flights.
After waiting two weeks for his Visa (TSA has to approve the training to foreign students), John flew to the city where the flight school was and as soon as he got to the flight school, he got his training schedule and began studying for his Private Pilot License training. John also had to make an appointment with an Aviation Medical Examiner to get his Class 3 medical certificate. It took no more than a three days to get an appointment and undergo the medical examination. The Class 3 medical certificate is 5 years valid.

He studied hard, completed ground school, his 40 hours in the 172, passed the knowledge test and checkride in five months. The FAA Designated Pilot Examiner made sure John had all his papers needed for his PPL and gave him a temporary license right after the checkride. John received his license within two weeks of passing his checkride. Flying Circus had a good schedule for its flight students so that they could fly with continuity. The majority of the flight instructors cared about the students excecuting all tasks, maneuvers and procedures with excellence and professionalism. Flying Circus also rented its airplanes so that John could fly anywhere he wanted to. John found out there are good services for pilots and he could get any information for his flights pretty quick. If a chart wasn't valid anymore, he could go to the pilot shop and buy the current chart. That way, he would always fly with updated information. John continued his Commercial Pilot License training; getting a new Class 2 medical certificate, which is 1 year valid and after completing the course, requierements and tests, he got the Multi-engine Commercial Pilot License with an Instrument Rating. It took no more than 10 months to complete it. He liked the way Flying Circus prepared its students with a good training syllabus and encouraging them to complete tasks with excellent skills. He also was happy with the maintenance of the aircraft in which he flew, knowing that his school would always comply with the mandatory inspections established by the FAA and in case he had any unforecasted situation he had been trained to deal with it properly.
John flew back to Mexico, satisfied with what he had experienced and more important than that, confident of his abilities as a commercial pilot.

Bob began his research by reading mexican aviation magazines and on the internet in aviation forums. He found out there are only two or three flight schools with a good number of aircraft (2 Cessna 152, a Cessna 172 and a rented Piper Aztec), good facilities, simulators and instructors. He made a list and chose "Triple Ace Flight School".
Before he could begin with his flight training, he had to make an appointment for his medical examination. He called the SCT (Mexico's transport authorities) and got an appointment in one month. After getting the unnecesary paperwork for the medical examination, he underwent it and got his Class 2 medical certificate with a validity of 1 year. He also had 90 days to get his training permit. Triple Ace Flight School did all the paperwork for the permit, but it took Bob a month and a half to finally get it. He could now begin with his flight lessons. Ground school went pretty good and he got all his books and training equipment from a exaggeratedly expensive pilot shop in another city. The charts were outdated and he couldn't get any information from flight services in Mexico on the internet.
Triple Ace had only two flight instructors and because there were too many students, they couldn't fly continuously. After completing his "checkride" with the instructor he had flown with many hours before, Bob now had everything for his PPL. Well, no. He had to undergo medical examination once more, because there's a 90 day limit to do all the paperwork required for the Mexican aviation authorities. It took him more than a 14 months to get his PPL. Triple Ace didn't rent its airplanes and Bob couldn't find any flight school to rent a plane and fly with his friends and more important than that, to gain self confidence.

He continued his CPL training at Triple Ace and went through the same process of unnecesary number of medical examinations and paperwork. Bob completed his CPL course after 16 months without having a good training program and syllabus. The Mexican Civil Aviation Authorities (DGAC) don't provide Practical Test Standards, nor training/education materials. It is slow, inneficient and old. The only thing Bob has to do now is the International Center of Civil Aviation Training (CIAAC) professional exam to get a professional pilot's degree. When he passes the exam, he will get his CPL. It's a new requirement to get a CPL in Mexico and quoting the Mexican Professional Association of Pilots,

created the Comission of Professionalization; which worked together with the Technical Committee of Professionalization created by the Communication and Transport Ministry and the Public Education Ministry; in which made the commitment to contribute that all member and non-member pilots of Mexico obtain their Professional Degree.

To obtain the Professional Degree is not only an established requirement in the Law, but it is to recognize that our pilot profession demands a high academic level and safety to benefit the society, as any profession commits and obligates itself to it.

What John has to do now, is a license conversion course. Before November 2009, a pilot with an FAA CPL could convert his license in two weeks. John must choose one of three flight schools to complete the course. The required ground school lessons are based on what type of flight school, Part 61 or 141, John had attended. In John's case, Part 61, or approximately 300 hours of ground school. 120 ground lesson hours for Part 141 schools. That’s for american flight schools. What about canadian or european flight schools? You get subjects that you have studied already. It should be enough to get subjects as ATC, regulations, AIP; meaning learning oparations and procedures in Mexico. The required flight lessons are randomly told by the subdirector of pilot licensing: "Well, you need 13 hours". 10 hours in a Cessna 152 that you flew in the private pilot course and 3 hours in a multi-engine aircraft that had little to no availability because of the high quantity of students. Why 13 hours? To “demonstate” that you already can fly on a plane flown many hours before and done maneuvers and procedures that aren’t required and practiced in Mexico? After completing the conversion course, John must do the CIAAC's professional exam.

The conversion course is known to be unnecesary and it's said it works to "compensate" the bad ground school teaching in the United States. The majority of peolpe that did and passed the professional exam (24 out of 135 passed the exam) did their flight training in the United States. So, what do they mean by 'bad ground school teaching' in the US? In the US, you follow an organized and updated training Syllabus and Practical Test Standards. You must pass the knowledge and practical tests established by the FAA of greater level of demand compared to Mexico’s. Basically, it's a waste of time and money.

The professional degree was obtained when having more than 1500 total time (The same required for the ATPL) and it wasn’t a requirement for the CPL. Having a CPL and necessary ratings, demonstrates a person is capable of executing a safe flight with an airplane. Mexico is the only country that requests the professional degree and it was only made so that the CIAAC and DGAC get more money from students who want to obtain their CPL. It’s a form of abuse as many ministries do so in Mexico.

The problems will indeed continue if there's no change in the mexican aviation regulations and laws. Especially the pilot's licensing and certification regulations. How do they want to improve the aviation if they don't change regulations and don't make things more efficient? They haven't changed since the 1970s. The FAA downgraded Mexico to category 2 and the DGAC cheated the FAA to regain the category 1. What did the DGAC change? Nothing. They just showed irrelevant and false documents of "improvements" made in the aviation safety. Aviation in general must be improved from the beginning: With education and training. The DGAC must change. It must not continue to parch regulations and laws. It must totally reform them to have a high level of aviation culture that is excellent, efficient and, most important of all, safe.

There's tons more to be said, but I'll end this here.

Long time, no writing

2011-05-16T14:44:00.007-05:00

A new post since December 2009. One and a half years to be precise. So, what has happened since my last post? Not much.

First of all, I didn't pass the Studienkolleg. Sad, but true. Anyway, as Steve Jobs said: "Sometimes life hits you in the head with a brick. Don't lose faith." It's a line from his speech given at Stanford University in 2005. I watched the speech some time ago and I liked it. You can watch the speech here.

"Sometimes life hits you in the head with a brick. Don’t lose faith. I’m convinced that the only thing that kept me going was that I loved what I did. You’ve got to find what you love. And that is as true for your work as it is for your lovers. Your work is going to fill a large part of your life, and the only way to be truly satisfied is to do what you believe is great work. And the only way to do great work is to love what you do. If you haven’t found it yet, keep looking. Don’t settle. As with all matters of the heart, you’ll know when you find it. And, like any great relationship, it just gets better and better as the years roll on. So keep looking until you find it. Don’t settle".

That said, I had to make up another plan for my career. I flew back to Mexico the 22. December 2010 for Christmas, etc. and to go through the inefficient and unnecesary process of my private pilots license revalidation. In Mexico, you must go through this process every 2 years. So, I checked the regulations for the requirements and made an appointment for my Class 2 medical examination. What do I learn after having the examination? The Class 2 medical certificate in Mexico is now 1 year valid. And the Class 1 certificate? 1 year as well. Is there any logic in that? No, they need more money. More examinations, more money for the medical and transport authorities.
After three awesome flights with a Cessna 172N (practicing emergency procedures and high performance maneuvers) I finally got everything for my revalidation.

I got the new license the 16. February 2011. Great! Two more years with a valid private pilot license.
I flew to Mexico City in March to meet some friends. Actually, I met new pilots and amazing people who also are passionate about flying and aviation. On both flights I had the opportunity of seating in the flight deck's jumpseat. Those were my first jumpseat flights in an Airbus. Awesome airplane. No doubt I'll fly an Airbus in an airline some time...
On April, I flew to Toluca for the Aeroexpo 2011. It was pretty good! There were many stands and airplanes in display like a Cirrus SR-22, the new Beechcraft King Air 250, a B350i, an Embraer Legacy, etc. I spent most of the time in the EnElAire stand because my pals were there. They host an internet radio aviation program every tuesday and thursday at 7:00pm CST. You can listen it here (It's in spanish).

So, what's my new plan? I decided the best thing I could do is start my Commercial Pilot License training, followed by the convalidation process in Mexico (More to that in a future post). There are great opportunities now in Mexico for pilots and the airlines are hiring. I returned in April to Hamburg to finish the glider pilot license course. I've only flown three days, but there will be more glider-flying in the coming days!

There is lot's to write about, but I wanted to write my current situation in this post. Anyway, it's a pilot's story ;)

Speedbirds and Maple Leafs!

2009-12-11T13:27:00.003-06:00

Que tal como estan?

Some weeks ago I found a British Airways Captain Blog, who flies Boeing 777s all over the globe.
"The Flying Scotsman" is his Blog title. I found it thanks to Captain Doug Morris' Blog "From the Flight Deck". It is very cool to see how blogs are connected. It creates a net of aviation blogs I always like to read. They give me the motivation I need to continue my career and of course, I learn tons of new things.

Now studying in Hamburg for a german certificate (just one semestre to go), I am, have been, and will be totally concetrated on reaching my goal: To be an Airline Pilot.
I have a PPL and now I'm going to ground school for the PPL-(C), for gliders. Some of my friends have finished CPL training (with IR and MeR), but my goal is to fly for Lufthansa. It's a big goal for a guy born in Guadalajara, Mexico and it requires time and patience. If not training for a license or rating, I study everything aviation-related on the internet, books, etc. Nothing stops me from learning more and more to achieve that goal...

The Standard Instrument Departure

2009-12-11T12:00:00.004-06:00

Hi, this post will be about Standard Instrument Departures (SID) or also known as Departure Procedures (DP). It has been a long time since I wrote about charts, so here it is:

Hamburg Runway 23 Departures (German AIP format):
The Jeppesen format is the simplest one, but I want to post different kinds of formats.
On the upper part of the chart, the transition altitude, variation and the airport frequencies are published. The transition altitude is 5000ft. That's standard for Germany. The variation is 1° East. More about transition altitude and variation later.
As we can see, the chart shows a top view of Hamburg and it's departure procedures. It may seem confusing at first, but it's very easy to understand and interpret a SID chart. The lines point to different Fixes or Navigation Aids. Those Fixes or Nav-Aids are the points where we finish the departure procedure and continue flying on an Airway. The departure names are designed with the Navigation or Fix of the departure followed by a number and a letter. For example IDEKO2B: IDEKO is the departure fix and 2B is the number and letter that indicates this departure is from runway 23 at Hamburg. Every runway (and some airports) has the same departure fixes and that's why they assign a number and letter.
We can see some Restricted Airspaces between the fixes IDEKO and ULSEN. Maybe there are some military bases over there or something important. ED-R 31 extends from Ground Level to 14500ft Mean Sea Level.
Our Minimum Safe Altitude (MSA) is 2100 feet, on a radius 25 NM from the HAM VOR. This chart is on a scale of 1:1 000 000, meaning that 1cm in this chart equals to 1000000cm (or 10km) in reality.

So how do we fly a departure?
When making the flight planning and routing, the departure fix or nav-aid is selected. In this example I will choose the BASUM9B (Basum Nine Bravo). Remember that this chart only shows departure procedures from runway 23.
As we take off, we must fly direct to the FU NDB (350.5), or 5.5 DME from ALF (115.80), on the track of 229° to intercept the 235° Radial from HAM VOR (113.10). As we reach 38.0 DME from HAM VOR, we make a left turn to intercept the 208° Radial from LBE VOR (115.10) and fly to BASUM. BASUM is 60 DME from LBE VOR. Our Minimum Altitude on this departure is 4000ft and you can see the 4000 written parallel to the lines.

There are two pages for each departure on the German AIP. This is the second page of this runway departures:
It explains the route to follow of the departures. Shows instructions such as climb to 5000ft and contact Bremen Radar. It also shows remarks for the different departures.

Well, I think I've told everything there had to be explained. I hope you didn't get bored reading this.

Goooood bye.

Jumpseat en CRJ-200

2009-11-27T13:06:00.010-06:00

Moin! I'll write this post in spanish. It's about my first jumpseat flight on an airliner and it happened someday in April 2008...

Foto por Victor Garciamontes, Airliners.net

Todo empezó cuando un Capitán de Alma le dijo a mi tío que lo invitaba a volar en cabina a Puerto Vallarta y de regreso. Mi tío le comentó que no podía, porque tenía mucho trabajo y entonces le dijo si invitaba a un "sobrino", osea yo, a volar y respondió que sí. Le habló a mi papá y me dijo justo cuando me levanté.

Emocionado me bañé rápido y me puse el uniforme. Fuimos al aeropuerto a la Terminal 2 en Guadalajara y nos encontramos con el Capitán. Lo saludamos y me despedí de mi papá.
Subimos al segundo piso de la T2 a la sala de los briefings (donde se comentan los planes del vuelo y se coordina con la tripulación. Esperaramos a que llegara el avión de otro vuelo y estuvimos platicando con otros capitanes y sobrecargos.

Ahí conocí al Primer Oficial y la Sobrecargo del vuelo, muy buena onda los por cierto. A la 1:00pm caminamos hacia el poderoso CRJ-200 y ví lo de costumbre en plataforma: ERJ-145s de Aeromexico Connect y CRJs de Alma. Abordamos el avión y mientras el PO (Primer Oficial) hacia el chequeo exterior, el capitán ya estaba sentado haciendo la preparación de cabina. Yo estaba admirando el CRJ por dentro porque nunca me había subido a uno. Caminé hasta atrás y me senté en un asiento. No estan tan mal y el espacio es suficiente para un vuelo corto.
Cuando entré a la cabina me dice el Capitán que me siente del lado del PO y me explicó unas cosas referentes al CRJ. Me dijo que subiera la intensidad de los displays y que programe el FMC (Flight Management Computer). Programé la ruta y el performance. Sí no hubiera sido por el CRJ de Wilco-feelthere (para el Flight Simulator 2004), no hubiera podido programar nada.

Cuando regresó el Primer Oficial y saqué el jumpseat. El jumpseat se saca del lado derecho (en dirección hacia la cabina de pasajeros)), lo desaseguras con un botón y lo mueves hacia la izquierda. El asiento es como los del cine que se baja y si no te sientas se regresa solo. Para asegurarlo introduces un tubo en un seguro rojo grande hasta que suene "click".
Me senté, y el PO copió la autorización con la ruta GDL-V14N-PVR a 16000 pies de altitud. Como despegamos de la pista 10 (en dirección contraria a Puerto Vallarta), con el viraje hacia TUITO (un fijo imaginario de navegación en la aerovía hacia PVR) ascendemos a buena altitud. Eso nos permitió ascender a 18000 pies. Me dijeron si despegan de la pista 10 también pueden ascender a 20,000 pies, volando por la UJ14N (una aerovía).

Yo listo con el cinturón asegurado, procedimos con los chequeos previos de vuelo. Los Checklists se leen rápido y se hacen para asegurar que todo esté listo en la cabina (switches, configuración del avión, etc) Iniciamos el pushback y encendido de motores. APU: on, APU Bleeds: on, PACKs: off, etc. Se presiona Start para que comience el encendido de un motor y se deja de presionar cuando el motor neumático de ignición de marcha a la turbina. Como al 30% de N2 (Compresor de alta presión o turbina), "Fuel: on" (se desasegura el throttle para ponerlo de Fuel Shutoff a ON) y hay ignición. Mismo procedimiento para el segundo motor y se hace el chequeo después del arranque. Rodamos via Golf y Alfa a la pista 10.
Se completan los chequeos ántes del despegue y ántes de nosotros, despegó un Cessna 152 de la escuela de vuelo Provuelo. El controlador nos dió instrucción de entrar a posición y mantener en la pista.

Nos autorizaron para despegar y cuando estuvimos listos, aceleraron al porcentaje de N1 (Compresor de baja presión, o Fan) indicado por el FMS y sentimos la aceleración creada por los dos General Electric CF34-3B1 con un empuje de 8,729 libras (38,83 kN) cada uno.
100 nudos en el indicador de velocidad, V1 (velocidad de decisión), Vr (velocidad de rotación), en el aire, V2 (velocidad mínima para un ascenso con un motor). En la carrera de despegue el avión se mueve mucho por la superficie de la pista, pero ya en vuelo el movimiento desaparece. Va uno flotando... casi mágico.

Ascenso positivo: tren de aterrizaje arriba y seguimos la salida por instrumentos GDL1A (Guadalajara uno alfa). Piloto Automático engarzado y el Capitán, siendo el PNF (Pilot Not Flying o Piloto Monitoreando), solicitó un viraje por la izquierda a la aerovía. En el ascenso por la izquierda pude ver el aeropuerto. Volamos directo al fijo TUITO y como despegamos por la pista 10, ascendimos a 18,000 pies. En el ascenso el PO programó la llegada VOR-DME 3 a la pista 22 de PVR en el FMC. Hubo una ligera turbulencia, pero divertida, en nuestro pequeño tiempo de crucero.

En el T/D (Top of Descent) comenzamos el descenso y nos autorizaron a la aproximación final del VOR-DME 3 pista 22. Yo quería que hicieran la aproximación completa con el arco, pero si se puede ahorrar tiempo, mejor. En el descenso y aproximación yo leí el checklist al final de cada checklist siempre se debe de decir: "x checklist complete". Reducciones de velocidad, flaps 8 (en grados), flaps 20 y aproximadamente a 10 millas en final: tren de aterrizaje abajo, flaps 30 y full flaps. Se mantiene una velocidad de referencia y el CRJ es característico por mantener un ángulo debajo del horizonte en la aproximación (ver foto). El aterrizaje estuvo excelente. Efectuado por el Primer Oficial, utilizando solo una reversa porque la del motor izquierdo estaba inoperable.

Rodamos a plataforma y no me acuerdo que posición nos asignaron, pero como había cambiado PVR!! Le construyeron una terminal satelital hay más posiciones. Ahora se ve mas congestionado. Muchos aviones y de diversas aerolíneas y cuando bajaron los pasajeros me salí con el PO a hacer el After Flight y Before Flight Exterior Check al mismo tiempo. Solo sentí el calor y humedad por 20 minutos en Puerto Vallarta, pero no estuvo tan mala esa pequeña visita.

Después abordamos otra vez y me senté en el Jumpseat. Mientras abordaban los pasajeros, hacíamos los checks y esta vez el PF era el Capitán. Pushback y startup. After Startup Checklist y rodamos a la pista 22. Before Takeoff Checklist.
Despegamos y ese mismo feel mágico ya estando en el aire. La salida PVR1B (Vallarta 1 Bravo), pero el Capitán solicitó otra vez por la izquierda directo a la aerovía. Ascendimos a 17000ft o 15000ft no me acuerdo y pasando el volcán de Tequila, ya cerca del bosque de la Primavera, empezamos el descenso. Nos autorizaron a interceptar el Localizador (señal horizontal del ILS= Instrument Landing System) de la pista 10.

Derecho a la pista 10 ya desde la Primavera. Reducciones de velocidad, Flaps, Glideslope vivo y tren de aterrizaje abajo. Before Landing Checklist.
Aterrizamos muy bien otra vez, usando una reversa. Desalojamos por la pista 02, After Landing Checklist y rodamos a la posición via Golf. Se bajaron los pasajeros, metí y aseguré el Jumpseat y salió el Capitán a hacer el chequeo exterior. Me despedí del PO y de la Sobrecargo y tomé pocas fotos con mi celular, el cual ya no lo uso. Después me bajé del gran CRJ-200 y le dí mis gracias al Capitán despidiendome.

Fue una experiencia de nivel. Estuvo muy padre! Todavía me puedo acordar de muchas cosas. Espero que les haya gustado!

Nos vemos, Daniel.

München

2009-10-31T08:03:00.010-06:00

Not posting much as you can see. Five weeks ago I planned a trip to München and booked a Lufthansa flight which was cheap. I then googled hostels in München and booked four nights in one. They are called Jugendherberge and there are thousands over Europe. I planned travelling on Thursday 15th of October, but the flights got expensiver and I booked for Friday 16th of October to the 20th. Done.

Then, a school-mate flew from Guadalajara to Hamburg yesterday and I picked him up at the airport. I waited for him to arrive and I thought he lost his connection and was flying on the next flight to Hamburg. I thought right and it appeared his luggage didn't arrive with him and we reported it to Lufthansa. As we finished reporting it, he saw his luggage on the bands. The Lufthansa guy gave us the thumbs up and we walked to the S-Bahn and got home.

The day after, today, I got up at 5 o'clock and got to the airport. As I tried to check in with the automatic machines, they went out of order. I just laughed and the guy behind me said “What did you do?” Nothing of course. The time for boarding was near and the system wasn’t online. When it was back, I successfully checked-in and got my boarding pass, but then I had to document my bag and there was a long queue to do it. When I was in the middle of the queue, my flight was already boarding. A lady was asking for passengers that departed at 7:30 and I was one of them. She told me to wait at the beginning of the queue and then the lady of the counter told me that I couldn't make it to my original flight, but she would change me to the next flight departing to München. I was happy and put me on the 11A seat (emergency exit of the A320). I was very happy! ? I have long legs, so I thank her. The weather was very poor: Low clouds, rain, poor visibility and very cold. Below (VFR) minimums as we pilots say.

I went through the security checkpoint and the metal detector beeped, don't know why, but I had no guns nor bombs or any stupid things. Probably it was the metal button of my jeans. The terminal is very cool. Very modern and simple. As any airport, they are infested with stores and duty free shops. My gate was 16 and I already knew the flight was delayed, so I walked around there and took photos of other aircraft on the gates. I saw an A320 landing and I knew that was our airplane so I stood in front of the window to see the arrival activities. 15 minutes after, they called for boarding and I walked into the jetway to board the good Luftbus. As I boarded, I asked the lead flight attendant if I could take some pictures of the flight deck and the captain allowed me. I said “moin!” as I walked in and both pilots laughed. The captain seemed to be happy and the first officer was woman. Major cool! I introduced myself and began to talk about my plans to apply for Lufthansa Flight Training and what I was doing in Hamburg. I took some pictures and asked if they made an ILS CATII approach, but they didn't. It was a normal ILS CATI approach. As I was ready to go to my seat, I made the final question: May I fly in the jumpseat? The captain told me kindly “Another day”. It would have been an experience, but maybe next time (On the return flight maybe?).
I got to my seat, checked the emergency paper and the instructions how to open the emergency door and waited until the boarding had finished. The flight attendants began to demonstrate the safety procedures and the pushback began. Packs off, engine startup. We taxied to runway 33 in Hamburg and we took off. You gotta love those takeoffs! AMLUH5G departure and climbed through the cloud layer and it was a pretty nice sight.

We had turbulence on the climb and I don’t know what our final altitude was, but I suppose it was above 29,000ft. Cabin service began and I drank orange juice. We started our descent and approached to Munchen Airport. It was very cloudy and we landed on runway 26R and we quickly taxied to our stand. I remained on my seat while everybody de-boarded the Airbus and when I got out of the plane I took some pictures. It was the Lufthansa A320 “Wiesbaden”.After that, we were taken by bus to the terminal and I waited for my bag. The München Airport is very big and modern. After I got my bag, I walked to the S-Bahn station of the airport to get to the Jugendherberge. The airport is not near from the city, so it took a while to arrive. It's very cold in München. Cloudy, rainy, cold: Typical European weather. The Jugendherberge is very nice. It has lots of rooms and the people here are families, bag packing students and groups of friends. I went to the city centre (Marienplatz) and it is very nice, but the temperature wasn’t cooperating. In the night I began to write this post.

The next day I went to the centre to say hi to a class-mate. She's studiing architectur in München and lives with her brothers. Her brothers and I went to the Hofbräu München: A very famous bar and restaurant in München. I drank 1 liter beer and I couldn’t believe that! Haha, I don't drink beer very often.
The next day I went to the Deutsches Museum. There are many technical things to see in there: Cars, airplanes, locomotives, boats, rockets, etc. The funny thing is I couldn’t find the locomotives and cars section. I took many photos and it would have been very cool to have flown all those airplanes in the museum. Then, I went to another museum, part of the Deutsches Museum, in a small airfield located in Oberschleissheim. I took many pictures of different kinds of airplanes, but my battery went dead there. I enjoyed it and returned to the Jugendherberge.

I stayed in München 5 days, but I could have been there in 4. On the second to last day I did nothing. Only chat and watch wimp.com with my netbook.
Last day (20th October): I checked out at approximately 9:00am and went to the S-Bahn to the airport. When I got there, I went to the terrace and watched the activity on the platform. 737s (Bobbys), A330s, A340s, many A320s, Dash 8s, etc. My flight departs at 9:35pm and it’s 12:50am. 8:45 hours to go...

I wrote this part in the actual posting day (03.11.09):

When I decided to charge my cellphone, I began searching for a charger. There were no chargers! I only found one at the exit and I waited there reading the Airbus A320 FCOM (Flight Crew Operating Manual) with my netbook. Many airport employees were riding scooters! It was so cool and it must be fun to ride with a scooter in the terminal :)
When the cellphone battery finished charging, I went to the Lufthansa check-in machines, chose my seat (35F) and printed my boarding pass. I then approached a counter and the guy was bored. He laughed when I showed him my boarding pass and then he documented my bag. Bag free, I proceeded to a Lufthansa World Shop and saw some airplane models. A Hogan model of a Lufthansa 747-400 costed 14€ and I bought it. As I didn't want to stay there, I went to the security checkpoint and this time the metal-detector didn't beep. I then walked through the duty-free shops and searched my gate.

Most of the time before my boarding time I walked through the concourse and watched the activities of the arrivals and departures from the gates. Our nice Airbus A321 arrived the gate and 20 minutes later it was time for boarding. I walked into the Airbus and asked again if I could visit the flight deck. Both pilots were very friendly and asked some technical things about the Airbus. I didn't bother them asking if I could fly in the jumpseat and proceeded to my seat. The Flight Attendants were very friendly as well and I had a first look of how long the A321 was. I chose 35F, the second to last row of seats because I wanted to hear the engine exhaust hitting the fuselage.
Pushback began and the engines began to start. It was a longer taxi to the runway than Hamburg and I always enjoy taxiing. Runway 08L, another aircraft took off and we were ready for takeoff. The sound of the exhaust hitting the fuselage and the acceleration increased. We were flying and turned to the left to the North. Next stop: Home Sweet Home Hamburg :)
The Flight Attendants began with the service and I asked for orange juice. The pretty lady asked me "Don't you want a tea or a coffee?" I responded: "Maybe later" and she said: "No, there won't be later" and started laughing. I laughed too and my face went red. When she returned she asked me again and I said no thanks. Very friendly crew!
We started our descent and I recognized Hamburg at the moment I saw the Alster. We flew from the Southwest and continued heading North for an ILS approach to runway 15. The landing was very good and the taxi to the stand was very very short. It was an amazing flight and after everybody got out of the airplane I said bye to the crew and went to the baggage claim area and it didn't take too long to appear. Then, I walked to the S-Bahn station to my house.

I hope you enjoyed this post! Bye for now.

More glider flying

2009-09-18T11:54:00.004-05:00

Second post about glider flying!

I've been many times at Boberg since my first glider flight. Now that I'm part of the club I have to be there every weekend. I've had 7 flights (8 with the first one) as a glider student and on the 5th, I landed without the help of the instructor for the first time.

On the 6th flight, the instructor took off and after 50 meters, I took the controls. On the 7th flight, I had the controls the entire flight. It is very cool to take off and you only have to mantain your heading and climb with an airspeed between 80 and 90 km/h. As you climb higher, the rate of climb is reduced and you have to push the nose a bit to mantain 80 km/h. When the cable is released, you pull the lock three times to ensure it has released and you glide! If you take off with a crosswind, you must fly into the wind so that it doesn't moves you from the climb trajectory. The next step is to find thermals.

One option, tipically used, is to fly below a cumulus cloud and hope there's rising air. You can also search for other gliders flying around in your area and if they are making turns, it means they found one. You fly there and then fly on that same circle with the same direction. You fly on his 9 o'clock if turning left, so that he flies on the other side of the circle.

When you don’t find more thermals and you’re flying below 250 meters, it’s time to land. All flights all made near the airfield so that you don’t land somewhere else. You fly parallel to the runway (Gegenanflug or downwind in english) and check if there are other gliders landing. As you fly abeam 500m from the runway threshold (at your 7.30 o'clock), you start your turn to the Queranflug (Base) and it’s perpendicular to the runway. Then, you start turning to the Endanflug (Final) and apply speedbrakes as required. Normally you descend with 90kmh and use speedbrakes with pitch control so that you don’t get too fast or too slow, or too low or high and make a nice approach. When crossing the treeline, you apply full speedbrakes and land. The flare is extremely easy and the glider stops with less than 20 meters on the ground.

Hope you enjoyed this post! Cya

My First Glider Flight

2009-09-16T12:20:00.003-05:00

Moin Moin! I didn’t have time to write in my blog. This post will be about my first glider flght on 15th of August 2009. (Didn't published this one until this day... ups!)

One Saturday I decided to go to Boberg Segelflugplatz, that’s south of Mummelmannsberg (Southeast from Hamburg). Not very far from where I live. I only take my bike and change in one or two stations and when arriving at Mummelmannsberg I ride with my bike to Boberg. When I got to the airfield, there was good activity around. I asked someone where I could make a flight in a glider and I went to a van, where all the members where sitting and chatting.

The place where that van is, is the Start-position and one calls the “catapult” to launch the glider with the cable so that it can fly. I asked someone again if I could make a flight and yes, I could fly that day. I explained that I was already a pilot and I wanted to make the PPL-C, the german glider licence. He told me that I could make a “Schnupperkurs”. It consists of 10 takeoffs (flights) to see if you like gliding. Of course I will like it! I joined the club the next day as a normal member.

When it was my turn to fly, I put the parachute on and I got into the back seat. That glider, the ASK-13 (german glider), is for two: one in the front and one in the back. I strapped myself, but it was uncomfortable inside. I have long legs and the position wasn’t very comfortable for me, but heck! I flew ^^. We closed the “window”, it’s the hatch-window and the pilot explained me some things. We made the pre-takeoff checks and we were ready to go! The takeoff is very cool. The cable pulls the glider very fast and you’re in the air in less than 4 seconds. The climb is spectacular... right after you takeoff, the glider climbs at about 1200 feet per minute or 6 meters per second. Reaching an altitude where the “catapult” can not get you higher, the cable is released automatically (When the cable reaches more than 57°). We glide at about 80 to 90 km/h and the key to remain in the air for a long time is to find thermals. Thermals are the “air-bubbles” of hot air. The sun heats the surface and because the hot air is less dense than cold air, it rises. As this hot air reaches a level of comparatively cool air, where the moisture in the air condenses, cumulus clouds form. They are the puffy ones. When we find a thermal (tipically below a puffy cloud), the variometer indicates a climb and we begin to make A LOT of turns to climb. When turning the glider, you must use more rudder than an engine-powered airplane. I controlled the glider for some time and made some turns. It’s a lot of fun!

It was time to land and we flew parallel to the runway and the pilot took the controls. The landing is very cool I must say. The sound of the air hitting the speedbrake is awesome and you start descending to the grass runway. The landing is very simple and so I finished my first glider flight. No words, it was amazing! I’ve flown all my life in different kinds of powered airplanes, but gliding is so cool! I got out of the glider with a BIG smile and then asked how could I join the club.

The club name is Hamburger Verein für Luftfahrt. HVL in short. You can find more info on www.hvl-boberg.de

I wrote most of this part when I was on the train to Münster. I visited my granduncles there. More gliding adventures and pics next! Stay tuned!

Deutschland

2009-08-17T15:07:00.005-05:00

One month since I wrote my last post! I've had a great time here in Germany and I'll write things I remember.

When I came to Germany, my brother drove us to Hemer, Southeast of Dortmund. That's the town where all my german relatives live. I slept all the way to Hemer. It's a nice town and I stayed there 10 days. We had some family reunions, etc and went many times shopping to Iserlohn, which is near Hemer. We also visited some glider airflields, but there was no flying. I activated my father's Google Phone G1 in Telecom. It is so cool! It has many applications like Google Maps, games, it has camera, video recorder, automatic gmail alerts, etc. My brother and I went to the ADAC-Fahrsicherheitstraining. It's a course where you learn how to drive and brake in wet surfaces. They also explain many many things about driving safely. It was fun!

One day we went to a football match in VELTINS-Arena, Schalke 04 Stadium in Gelsenkirchen. It was Bayern-München vs. Schalke 04 and it was very cool. After those 10 days, we drove to Münster to stay with other german relatives in Einen, near Telgte. One day we drove to Münster-Telgte airfield. It is small, but nice and you can see lots of light and sport planes. Another day I rode with my bicycle to Münster-Telgte airfield, but when I arrived, no one was there. Quite an experience and very nice landscapes.

After staying 4 days in Einen, we drove to my final destination: Hamburg!
Hamburg is very nice :) when we arrived, we left our bags in the hotel and went to the city centre. There's a lake in Hamburg, the Alstersee. It is very nice and you can sail there. We ate in Alsterpavillon and then we walked around the Alster. Then, we drove to the student-building Paul-Sudeck-Haus and we took a look at it. The area is very nice, lots of trees and not too much traffic. We also drove to the airport and to my future school, the Studienkolleg. It was a good first day in Hamburg.
Some days later, I said goodbye to my mom and sister and stayed with my brother's friend in a student-building or residence, whatever... One day I took my bike and rode to the airport. Sometimes I don't know which way to go and I just take my google phone and check what streets to take. Very handy! At the airport, the views are incredible! You can see the takeoffs and landings pretty good! I enjoy being at the airport and hear the airplanes roaring on the runway. The Emirates 777 flies from and to Dubai and it's a cool experience to watch it land and take off. Many airlines operate from and to Hamburg-Fuhlsbüttel airport and it's a Lufthansa Base there (Lufthansa Technik too).I tested the public transport system on my first days in Hamburg. The HVV or Hamburger Verkehrsverbund has excellent transport routes. You can take your bike with you when traveling in the U-Bahn or S-Bahn or the boats in the Elbe that take you to different stations in the river. You can get a bit confused when traveling for the first time in the U- or S-Bahn, but there are many route maps and notice boards in the stations. If you don't know what subway/route to take, check the boards.

I changed here in Paul-Sudeck-Haus on the 1st of August. It's a good student building and my floormates are cool. I'm on the fourth floor (or third in German) and in each floor, there is a kitchen, living-room, showers and toilets for everyone. Each student has it's own dormitory and I think it has good space.
The supermarket is just three blocks away, the subway station is only one block away. Near the subway station there are lots of grocery stores, restaurants, etc. The nearest bank is several more blocks away, but it's ok with the bike. The Stadtpark is also near here and the airport is just 6.5km away. Heck, you don't need a car in here! Well, if you have a family and/or must go shopping, you definitely need one.

I also decided to build a new desktop computer. It's a lot of fun to build a new PC. I compared prices in two PC stores and made a list. It's a good PC :) but the case will arrive in 4 days or so. I've been waiting more than a week for the case and when I had all the necessary stuff for the PC, I built it without the case. It ran ok and I could install Windows Vista and the motherboard/video card drivers, but I stupidly put the motherboard on the antistatic plastic and I don't know if that was the reason why the monitor doesn't shows anything. Strange, but I'll wait for the case to arrive and then resolve the problem.

One day I went to Finkenwerder. Hamburg-Finkenwerder is where Airbus Deutschland is. They build the A318s, A319s and A321s there. They also build parts for the other widebody planes and send them in the Beluga. When I arrived there, an Airbus A380 was being prepared for its delivery flight for Qantas. It is an experience to see that airplane. The takeoff was awesome! First time I saw an A380 and flying too!

Enough for this post. I'll write about my first gliding experience in the next one. Adios.

The Trip to Germany Part 2

2009-07-16T16:04:00.005-05:00

Hi there again! I’m writing from the airplane now. Just 3 hours to go!

Back there in the bar I saw the 767-200 being towed to our gate. So, I decided to go and hopefully meet the crew. There were not many people, but some started to arrive. I did see the crew, but didn’t meet them. Our scheduled departure was at 5:45pm, but the flight was delayed for 50 minutes. The aft restroom was inoperable and maintenance fixed it. We started boarding and my seat was originally 15C, but when I sat there, a guy asked me if we could change seats, because his wife and kid were on the next seats. I said yes and the good thing was that the middle seat was empty.

Pushback and startup were quick. I think they started the engines before pushing back. I began to chat with the guy on the other seat of my row as we taxied to runway 05R. The takeoff was very cool (of course) and there was some rain and clouds. As we reached cruising altitude (35000ft), the flight attendants gave us the flight kit. I don’t remember at what time after that began giving dinner. The option was pasta or chicken. I chose chicken and it was good.

The 767 is an awesome airplane and powerful of course. I just love when we have light turbulence and you move very cool. It’s just me you know. ^^

Sometime after dinner, I took some pictures and the lights were out so that we could sleep. I cannot sleep very easy on a plane. The “in-flight entertainment” sucked: One documentary about Las Vegas, a cartoon movie and then another shite cartoon movie. I tried to sleep, but did well after all. At about 7:00 GMT everybody started to wake up. I think the breakfast will be soon. Now 8:32 GMT and 2:08 hours to go…

Breakfast was eggs with beans. I didn’t eat them all, they weren’t tasty. We started descending and I could see land for the first time. It was an overcast sky and as we descended through the clouds, the turbulence began. The passengers next to me were nervous hehe it’s funny. The speed brakes came out and then the first degrees of flaps. The plane moved quite cool with the turbulence and there was some wind. The landing was cool and it seems we had some crosswind and some gusts. Major cool! Finally in Europe!

We taxied to the gate and we disembarked the airplane. As we walked in the jetway, I took a last look to our 767-200. It was the XA-MXO. We walked through ways to immigration. The passport control was very fast and we went to take our bags. Everything is very nice and organized, I like it. It took a while to have our bags and then we searched the Easyjet check-ins for our flight to Köln. When we found them, we had to form in the queue. It was quick and we had to check-in all bags. We received our boarding passes and walked to the departure gates. We had to go through security and it was very quick. We had to wait until the departures screen showed our departure gate. We waited some 10 minutes… gate number 2, let’s go!

We walked to our gate through some halls and we waited in the waiting room. There was some small delay and we started to board the cool Airbus A319. I sat three rows before the last one (I had an excellent wing view, but I wanted to seat in the front…). The passenger next to me was African-European and I thought it would be interesting. He was reading a book of Jeet Kune Do (Martial Arts). Pushback started and engines came to life. As you know, I like all kinds of airplane sounds and the engine-start and PTU sounds are very cool. We taxied to the runway and we hold short. We saw some airplanes taking off and landing and we got our takeoff clearance. Germany, here we go.

The takeoff was very cool because we had a crosswind. We turned to the right and looks like we flew over Dover. We crossed the English Channel very quick and I started chatting with the passenger next to me. We had a cool talk and I began to take pictures. Once above land, the descent began very quickly. We used speed brakes to descend more quickly without gaining speed. As we approached the airport, I could see the Rhine and the city of Köln. This landing was also windy (More fun for me! ^^).

We taxied to the gate and went through passport control, where everything was ok and we took our bags. My brother was waiting for us and as we got into the car, my trip was finished.

I hope you enjoyed my trip posts! Stay tuned for more.

The Trip to Germany Part 1

2009-07-14T12:49:00.003-05:00

Good morning! Today I began my journey to Germany. I'm writing now from the Mexico City airport and I'll be waiting here until it's 4:00pm.

I woke up at 5:30am and took a shower. After having a quick brakefast, we drove to the airport and proceeded to the check-in where everything went fluently. I said good-bye to my dad and we went through the security checkpoint. Strange they didn't say anything about my netbook and monitor. The original gate for our Mexicana Click flight 7473 was number 10, but it was changed to number 14. We still had a jetway :D I listened my scanner while waiting and then our beautiful Fokker 100 arrived. It was 5 minutes late, but what the heck!! ^^

I asked the captain if I could take a look into the flight deck and I did :) He told me that it wasn't allowed, but I could visit it when cruising. Pushback and start was very quick. The taxi to runway 28 too. We began the takeoff roll and I enjoyed the awesome symphony of those Rolls-Royce Tay 620-15. Of course, like every takeoff and ascent, it was amazing.

Just after leveling at FL330, the captain got out of the flight deck and told me to come in. He explained me the whole flight-deck panels and the MCDU (Mulifunction Control Display Unit) with all it's pages. We began our descent and just before passing through 17,000 feet, I returned to my seat (17,000ft because MMMX is at 7300ft and 10,000 AGL is the sterile flight deck rule).

We made the famous ILS-DME 05R approach procedure and landed. Taxiing to Gate 8 was pretty long and when the plane stopped and turn the engines off, the passengers started to disembark. I wanted to say good-bye to the captains, but the door wasn't open. I got out of the airplane and the flight-deck window was open, so I said bye to the crew hehe. It was funny.

After that, hmmm first impressions the Terminal 1 of Mexico City Airport: No platform/runway view, the concourse is very narrow and there are just too many stores!! Holy ...!! It's a mall.
But oh well... we are waiting and eating now in the restaurant/bar "Sala 21". Our flight to London-Gatwick (Boeing 767-200) MXA1594 departs at 17:45.

Next post in London! Have a good day.

Airbus A321 Videos

2009-07-07T11:42:00.002-05:00

Hello! I found these Youtube videos. They are awesome! The quality is :o no words.

Remember to check this channel: http://www.youtube.com/mmmpetersen It has a lot of HD videos. Excellent MD-80 videos too.

The Airport Diagram

2009-07-06T22:10:00.008-05:00

Hi, in this post I will show you three different types of chart formats: Jeppesen, AIP Germany and NACO. Who's first?

Bremen Airport (Flughafen Bremen) EDDW:

This is a German AIP (Aeronautical Information Publication) chart format. On the top left of the chart, you can see the coordinates and elevation of the airport. Top right, the chart number and the airport name.

This is a German AIP (Aeronautical Information Publication) chart format. On the top left of the chart, you can see the coordinates and elevation of the airport. Top right, the chart number and the airport name.
Bremen has two runways: 09/27 and 23, which is only for VFR takeoffs for airplanes no more than 5700kg (05 is not available for takeoff and landing). Runway 09/27 is 2040 x 45 meters long and runway 23 is 700 x 23 m long. You can see the taxiway designators in letters and the CATII/III holding points. The CATII/III holding points are used when the CATII or III approaches are in use (So, when there's very low visibility). Inside the green area is in responsability of the DFS (Deutsche Flugsicherung. The german ATC), because they manage all departing and arriving traffic (Takeoffs and landings). The apron control is resposible outside the green area, because they control the traffic on the apron=platform. The lights are drawn at the centre/edges of the taxiway or runway. The big X means, that taxiway or runway or area is not available/usable. Oh, I forgot something. The small box on the bottom left is the intersection takeoff distances. For example, if we want to take off from runway 27 E intersection, we would have a TORA (TakeOff Runway Available) of 1610m. A TODA (TakeOff Distance Available) of 1670m and an ASDA (Accelerate-Stop Distance Available) of 1610m. Quite simple.

Now the NACO format chart; San Antonio International Airport KSAT:

And the Jeppesen format of Guadalajara International Airport (Aeropuerto Internacional Miguel Hidalgo y Costilla) MMGL:

Of course, there is the Mexican AIP format, but they don't publish it online.
Hope you liked this post :) Good bye.

The ILS or LOC Rwy 12R

2009-07-06T14:29:00.003-05:00

Hi, this is a NACO (National Aeronautical Charting Office) Chart:
When I saw a NACO chart for the first time , I was overwehlmed. There is just too much information in the chart! But no worries :) I'll explain it step by step.

HEADER:
Top left part, the city: San Antonio, Texas. Top right, the approach and airport: ILS or LOC RWY 12R, San Antonio INTL (SAT). Left from it, a small box with the ILS identifier (LOC/DME I-ANT and the frequency 110.90 Mhz), the approach course is 124º. Runway 12R landing distance is 5519 feet (1672m), touch-down zone elevation is 797 feet and airport elevation is 809 feet ASL.

The A symbol means: Alternate Minimums not standard. Civil users refer to tabulation. USA/USN/USAF pilots refer to appropiate regulations.
The T symbols means: Takeoff Minimums not standard and/or Departure Procedures are published. Refer to tabulation (The Tabulation is a page in the approaches booklet where the Alternate and Takeoff Minimums of the airports are published. Take-off minimums in KSAT for example, in page 7).
The missed approach procedure is to climb to 3100ft via the heading 124º and intercept the SAT 160º Radial outbound to EMBOW intersection and hold. EMBOW int is abeam the SAT 160º Rdl and the SSF 097º Rdl, so it's a bit difficult to know where it is if you don't have a GPS. The box below is the communication frequencies.

In the PLAN section, they've included the MSA. The IAF navaid (Navigation Aid) for this approach and the reference point for the MSA, is the ALAMO NDB (AN with frequency 368). So, how do we fly this approach? The San Antonio ATC will give us radar vectors to REUBE (another IAF). If there is no radar for some reason, we will have to fly direct to the AN NDB and follow the ILS backcourse. We will have to tune the ILS frequency (I-ANT 110.90) and proceed with the backcourse approach:

"When you fly a "conventional" Localizer Approach, or any approach for that matter, a needle deflection to the left means that your desired course is to the left, and that you as the pilot must correct the plane's heading to the left to recapture the approach course. The opposite applies for right deflection of course.

However, in a Localizer Back Course, if the needle deflects to the left it means that your desired course is to the right, and that you must correct in the opposite direction to recapture the desired approach course. In other words, left is right and right is left."

As we fly on the 124º backcourse (heading 304), we will have to make a procedure turn over HASDO (13.7 from I-ANT=The ILS' DME) so that we intercept the normal approach course of the ILS. The PT is shown as a thick line with a 259 and a 079. The 259º is the outbound leg of the procedure turn and the 079º is the inbound leg of the procedure turn. As we see in the PROFILE section, we must maintain 3200ft in the PT and when reaching HASDO, we must descend to 2800ft. As we fly over AN, we capture the Glideslope and descend to our minimums.

In the MINIMUMS Section of this format, we see the different types of categories divided in columns. For a Straight-In (S-) ILS approach to Rwy 12R, we need to see the runway by 1009 feet ASL or 200ft Decision Height. The 1009/18 means that 1009 is our Decision Altitude and 18 is 1800ft RVR. The 200 is our DH. What is in brackets is for military use.
If the GS is unserviceable, we would have to refer to the S-LOC 12R (Straight-In LOC approach) minimums. Our MDA would be 1440ft and RVR 2400ft. Minimum Descent Height is 631ft.
If we want to make a sidestep to the parallel runway (12L), our minimums would be 1600ft and with a visibility of 1 mile. 803ft above airport elevation.

On the left side of the Minimums section, we can see an airport diagram. This small diagram shows the runway lengths, the tower location, etc. The booklet also gives us an Airport Diagram page. It is very important to see the location of the taxiways, terminals, hangars, etc.
You can get a bit confused with this chart format and it takes a while to fully understand the content.

Most of the NACO charts are sold in booklets and they issue a new cycle every 56 days (for Terminal Procedures Publication and Airport/Facility Directory). You can find the Terminal Procedures Publications HERE and the Airport/Facility Directory HERE.

Taken from the National Aeronautical Charting Office - NACO http://naco.faa.gov/ (USA ONLY)

Time to turn for Procedure Turns

2009-06-30T16:58:00.007-05:00

Hello. Yesterday a friend asked me "If you're in a NDB approach, how do you know when to start the procedure turn?"

There's no table for the MAX TIME TO TURN and no DME station. Some VOR/NDB approaches require a procedure turn at 7 or 8 nautical miles from the station, so I've come up with a formula:

If we're flying at 130kts (130 nautical miles per hour) Ground Speed (GS), we divide it by 60. The result would be 2.166666 NM/minute.
If we have to start the procedure turn (PT) at 8NM from the station, we would have to divide it by 2.166666 NM/min. The answer: 3.69 (decimal) or 3:41 minutes (sexagesimal*).

8/(GS/60) and if you want to have an easier formula: (8x60)/GS. Replace the 8 with a 7 if the PT must be made at 7NM.

If the PT must be made at 8NM: 480/GS
If the PT must be made at 7NM: 420/GS

When flying at 100 kts GS and at 7NM a PT must be made, it is: 420/100=4.2 minutes, or 4:12 minutes.

Of course, we could have the different tables in our kneeboard:

If the airport we are arriving at has a DME, then our problems are solved :)

Next post will be a NACO (National Aeronautical Charting Office) chart explanation. Cya.

*Our results are decimal seconds. For a sexagesimal number, we must multiply it by 0.6 (Example: 0.79 minutes. 0.79x0.6=0:47 minutes)

The ILS-DME CATIIIA Approach

2009-06-28T22:40:00.003-05:00

Hi. Mexico's only ILS CATIII approach is in Toluca. Other countrys have many more aiports with CATII/III approaches.

Here are the differences of the ILS Categories (ICAO):

a. ILS Category I - An ILS approach procedure which provides for an approach to a decision height not lower than 200 feet (60m) and a visibility not less than 2400 feet (800m) or a runway visual range not less than 1800 feet (550m).

b. ILS Category II (Special authorization required) - An ILS approach procedure which provides for an approach to a decision height lower than 200 feet (60m) but not lower than 100 feet (30m) and a runway visual range not less than 1200 feet (350m).

c. ILS Category III (Special authorization required) -
1. IIIA - An ILS approach procedure which provides for approach with either a decision height lower than 100 feet (30m) or with no decision height and with a runway visual range of not less than 700 feet (200m).

2. IIIB - An ILS approach procedure which provides for approach with either a decision height lower than 50 feet (15m) or with no decision height and with a runway visual range of less than 700 feet (200m) but not less than 150 feet (50m).

3. IIIC - An ILS approach procedure which provides for approach with no decision height and no runway visual range limitations.

Taken from the Jeppesen Airway Manual.

Now here's the Toluca ILS-DME Rwy 15 CATIIIA approach:

So, with the chart in hand, we can see in the header section, appart from the information we already know how to read, we must refer to the minimums section to check the CATIIIA minimums.

In the minimums section we see two parts: CATIIIA ILS and CATII ILS.
· In CATIIIA ILS, the RVR (Runway Visual Range) is presented with readings in hundreds of feet. So in this example, RVR 7 means 700 feet.
· In CATII ILS, the left column lists the lowest available CATII minimum, normally DH 100, visibility RVR 12 (350m). The right column lists the CATII minimum applicable when certain airborne equipment is out of service or when pilot and operator requirements preclude the use of lower minimum. The minimum is normally DH 150, visibility RVR 16 (500m).

With this type of approach, I've finished all approach types there are in Mexico. As I wrote in a previous post, I'll show different charts and approaches.

Bye.

The ILS-DME or LOC Approach

2009-06-26T22:47:00.005-05:00

The ILS (Insrument Landing System) approach is the easiest one to make. There are two different ILS approaches: ILS and ILS-DME. So what's the difference? The ILS approach requires a procedure turn to be established on the Localizer (LOC). The ILS-DME approach requires the use of a DME. There are no ILS appraoches in Mexico, only ILS-DME. Example:

The ILS-DME or LOC Rwy 12 is the approach we made to Cancún for our graduation trip. It's special you see :)

Effective Date 16 November 2007. Chart 11-1. ILS Frequency 111.10 Mhz, Identifier: ICUN, Final Approach Course 124º, Glideslope capture at 1300ft (1281' AGL*) 6.0 CUN DME or 4.0 DME ICUN. ILS DA=Descision Altitude is 219' (H=Height is 200') and the airport elevation is 20ft above sea level. Minimum Safe Altitude is 2000ft.
The Missed Approach Procedure is to climb outbound on the 124º radial to 7.0 DME of CUN VOR and then turn right within 10NM to CUN VOR to the minimum holding altitude, which is 2000ft.

There is no ILS-DME1 or 2 for Cancún, because we will be given Radar Vectors to the ILS. Other airports have them, because the procedure starts from an airway, just like the VOR-DME3 of Puerto Vallarta. ATC will clear us for the approach and we will maintain 1300ft and intercept the LOC. At 6.0 DME from the CUN VOR (or 4.0 DME ICUN), we will capture the Glideslope and follow it to our Decision Altitude (or Height). The DA(H) is shown in the minimums section of the chart.

What is DA(H)? It's the altitude (or height) in which you must decide to land or to go around. If we don't have the runway in sight by 219ft, we go around. Checking the minimum section, if we had a C category airplane (A320/B737) we would need at least 1/2 Mile of visibility to land. If the ALS (Approach Lighting System) is out, we would need 3/4 Mile of visibility.

You probably asked yourself why the approach is named ILS-DME or LOC. If the Glideslope is out, we would still have the Localizer. The LOC guides us horizontally to the runway. So, checking in the minimums section, we would have a MDA(H). We would need 3/4 Mile of visibility and if the ALS is out, 1 Mile of visibility.

Look at the table on the profile section. It shows Groundspeeds in knots, the rate of descend with a 3.0º glidepath for the various speeds and the time from the FAF=Final Approach Fix (The small cross at 6.0 DME CUN) to the MAP=Missed Approach Point.
In our A320/737, we would have approximately 140 knots groundspeed. So we would need a rate of descend of 753 feet per minute and the time from the FAF to the MAP would be 1:40 min.

There you go. The next one I will explain is the ILS CATIII approach. Bye

*AGL=Above Ground Level

The NDB Approach

2009-06-26T18:03:00.003-05:00

Third post about IFR approaches. This time, the NDB (Non-Directional Beacon) approach. Looks like there's only one NDB approach in Mexico. I will post different approach charts from different countrys later.
The NDB is different from a VOR station.

Ensenada NDB Rwy 11
This NDB approach is more like a VOR approach. You must make a procedure turn in order to land. There's not too much to say. The procedure is very simple: Cross the ENS NDB at 5000ft, descend to 2400ft while flying on the 298º outbound bearing from ENS NDB. Make a left procedure turn and after intercepting the 298º inbound bearing (118º inbound course), descend to the MDA, which is 860ft.
Missed approach procedure is to climb and turn to intercept the 298º bearing outbound to proceed on the approach track to the minimum holding altitude=5000ft.

Note the "CAT A, B & C" on the Header. It means this approach is only for those types of airplane categories. Not 757s or greater. You can see in the minimums section that the category D is not applicable. The night landing is not available, because the runway doesn't have lights.
Check the Circle-To-Land section as well. It is not authorized Northeast of the runway. Reason? Mountains. If you want to circle-to-land on Runway 29, you must do it south-southeast of the runway.

The NDB approach is a very tricky one. It is more difficult than the other types of approaches, because the flight deck instrument only shows the bearing to the station. So if you have a crosswind, it doubles the fun.

Germany has more NDB approaches... I'll post one next time.

The VOR-DME Approach

2009-06-26T13:26:00.007-05:00

In this post I'll explain the VOR-DME approach. I haven't wrote the different approaches there are in Mexico:

NDB
VOR
VOR-DME
ILS-DME or LOC
ILS-DME CATII and IIIA

There are many other airport charts, but I'll explain the approach charts first.

The VOR-DME approach has some differences from the VOR approach, but the major difference is that you use the DME (Distance Measuring Equipment). Here's the example:

The VOR-DME Rwy 22 of Puerto Vallarta. As we can see, the difference from a VOR chart is that we fly on a radial and then turn to intercept the inbound course.

Very simple. Crossing the PVR VOR at 5000ft, we fly on the 044 radial 13 DME (13 nautical miles) from the station. After reaching 13 DME, we make a left turn to intercept the 211 inbound course to PVR and descend to 4100ft. When crossing 13 DME on the 211 inbound course, we start our descend to 2600ft. At 8 DME to 1400ft and when reaching 5 DME, we must descend to the MDA. What is our MDA? 720ft.
If we don't have the runway in sight, we execute the missed approach procedure: Climb via the 223 radial to the 7 DME of the PVR VOR, with a teardrop turn to the right within 10NM from the station and level off at the MHA=5000ft.

Now, we have a different type of approach if we are arriving from an airway. The final approach phase is the same (note the (IF) in 15 DME) for all VOR-DME Rwy 22 approaches. This is the VOR-DME 3 Rwy 22:

Why the number 3? Because there are 3 different approach procedures for the VOR-DME Rwy 22 aproach. The difference depends on the airways we are arriving from. Most procedures are made if the airway is near the inbound course of the approach. If we are arriving from an airway from the south or the west, we would use the VOR-DME1 approach. The airways are shown in the chart.

Suppose that we are flying on the V14N/UJ14N airway. We would start our descent so that we cross 50 DME from the PVR VOR at 14000ft. Then we descend to 11000ft at 24 DME and 8000ft to the Initial Approach Fix=IAF, which is 17 DME from the station. We must cross the IAF, unless ATC clears us to fly to the final approach phase.
Now the things become interesting. When reaching the IAF, we must descend to 6000ft and make a 15 DME Arc to intercept the final approach course. Crossing the 052 radial still making the arc, we can descend to 5000ft. When reaching the 039 radial, we descend to 4100ft and intercept the inbound course. The procedure after crossing the 039 radial is the same as the VOR-DME1 procedure.

I personally love this approach. It combines a DME-Arc and a VOR-DME approach. Oh and of course... we land at a famous tropical destination in Mexico ^^.

Next one: NDB approach.

The VOR Approach

2009-06-24T16:36:00.007-05:00

Hi there. In this post I'll explain a VOR approach. When flying IFR, you'll have to fly different approaches and departures. The first thing you have to check is the active runway of the airport you're arriving at. In this example I have chosen the VOR Rwy 08 of Mazatlán Airport:

First, you must confirm if it is the correct chart. Sometime pilots take an incorrect chart. It's strange, but it happens. At the top left you can see the ICAO and IATA code of Mazatlán. Below from it, the name of the airport. Then, you must check the Effective Date at the top of the chart: 7 May 2004. It will be effective as long as they don't make a change.

The approach chart is divided in four sections:

Header (Where the airport frequencies, missed approach procedure description, Minimum Safe Altitude and other important data is located).
Plan (A map-like drawing of the approach showing the courses, VORs, terrain and obstructions).
Profile (A vertical-view and preliminary minimum altitudes you'll use as you descend).
Minimums (The Minimum Descent Altitude for the final approach segment and the visibility minimums divided into 4 airplane categories: A is the lightest and D is the heaviest).

The MZT VOR frequency is 114.9 Mhz, Final approach course is 087º (Always magnetic), No FAF meaning No Final Approach Fix, Minimim Descent Altitude is 860 feet (Height 841ft) and the airport elevation is 38ft above sea level.
The circle at the right side of the Header is the Minimum Safe Altitude from the MZT VOR. At those altitudes you won't hit any mountains, towers, cows, etc. There are four different MSAs, because at those cuadrants there are different obstructions at different heights. Between the 180 and the 270 Radial the MSA is 2000ft. There's only water in there, so 2000ft is a safe altitude. Why not 1400ft? because 2000ft is the minimum altitude you must fly above terrain or water or a mountain.

The missed approach procedure (A procedure you have to follow if you don't see the runway at the MAP=Minimum Approach Point or you have to go around for some reason) is to climb outbound on the 102 radial of the MZT VOR, make a right teadrop turn to the VOR within 10NM to the Minimum Holding Altitude (The racetrack-type thing is the holding pattern and shows 4000ft).

On the Plan section of the chart, the approach procedure is drawn with a thick line. The VOR is at the center and the missed approach path is drawn with a dashed line. You can see the obstructions in the area with their heights in feet. The highest obstruction in the area is 2359ft high and it is marked with an arrow.

Now lets shoot the approach: Suppose that we are flying from the Southeast in a slow Cessna 172 doing 80kts groudspeed. You must fly direct to the MZT VOR and then intercept the 267º Radial. You must fly at 4000ft before crossing the VOR. When you crossed the VOR and intercepted the radial, you must descened to 2000ft as in the Profile section is shown and count 6 minutes*. After 6 minutes have passed, you turn left 45º to a heading of 222º and count 1 minute. The minute has passed, so you turn 180º to the right to a heading of 042º.
Then you intercept the 087º course to the VOR and descend to the Minimum Descent Altitude. What is our MDA? Checking the Minimums section, we see that it is an altitude of 860ft. We must maintain 860ft before we have a visual on the runway. The minimum visibility for our type A Category airplane is 1 mile.
If we don't see the runway and cross the MAP=Missed Approach Point (the small M above the VOR in the Profile section), we execute the missed approach procedure to try again.

*Why 6 minutes? There is a table on the Header section: MAX TIME TO TURN is the time you must complete to start the procedure turn. If you have 80 knots ground speed, the maximum time on the 267º course is 6 minutes. With 80kts you cover 8NM in 6 minutes. This is because you must remain inside 10NM from the airport/VOR.

What happens if we arrive from the West? We can't just land straight in. We must cross the IAF=Initial Approach Fix which is the VOR in this approach, so we cross the VOR from the heading we are flying to and after one minute, we fly left or right to the VOR and then make the approach.

What is the CIRCLE-TO-LAND section? When you're on the approach but don't want to land in that runway, because of the winds or the other runway is more comfortable for taxi, you circle to land. If the weather conditions are good, you can do a circling landing. The minimums for this approach on the A category are 860 feet. So when you're maintaining those 860ft, you fly close enough to the other runway so that you keep an eye on it and land. Just like a normal visual pattern. It mixes instrument and visual procedures.

Sounds fun, doesn't it? I've covered most of what the chart shows. The next approach explanations will be shorter, because I won't have to explain the header, minumums, etc.

Stand-by for more :)

More IFR flying... and Star Trek

2009-06-18T20:54:00.005-05:00

Hi, I've been very busy (uh lazy too) these days.

I watched the new Star Trek movie. It is AWESOME!!!! The effects, the story, the music! Most of the time I was like WOW! Absolutely brilliant!! It has been long since I saw a good movie. I hope they make more Star Trek movies. I won't make a good review like Aviatrix did, but I wrote my impressions :)

Today I made my last flight on the 172SP I've been flying for the instrument hours. Only 10 flight hours and not 15 as required, because I don't intend to have the instrument rating yet. I learned how to intercept inbound and outbound radials, how to make procedure turns, holding patterns (and the three different entries), DME-Arc and VOR approaches (same as a procedure turn). I don't want to sound too arrogant, but I'm very good at IFR flying :) and most important of all... I really enjoy and like it!
I'll give you different examples of IFR charts in future posts to have something educative.

Oh, I finally have my license!! :D After 3 months waiting I had it on my hand. Yesterday I sent the documents to the FAA in Oklahoma for my license conversion. Lets hope it doesn't take too long... I'm flying to Germany on the 14th July.
It's quite strange to think that my days in Mexico are counted (26 left). I already have a room in Hamburg and now I'm looking forward on planning all the baggage and packing for the flight. My flight route is Guadalajara-Mexico City-London Gatwick-Köln. The first leg with a Mexicana's Airbus A320, the second leg with a MXA's 767-200 and the third and final leg with an Easyjet's Airbus A319.
I'm anxious to be in Germany... I don't know what awaits me, but I like adventures. Everybody is curious to know what happens next, but sometimes curiosity killed the cat (Damn cookie... biggest mistake of my life. Got over it really fast though). You learn from your mistakes and try not to do them again. But everything is part of life :) Everything that can happen to you is part of your life. Good or bad.

I said in my first posts I wouldn't write more about the universe, but here's a wonderful video. Hope you liked it...

Before I publish this post... I lost my Ray Ban sunglasses. Looks like I forgot them in some place while in a hurry to file a flight plan in the airport. I'll just buy new ones.

Good bye. Live long and prosper lol.

To Zamora with the Bonnie!

2009-05-24T00:27:00.008-05:00

Hello! Today (well, yesterday because it's 12:30) I flew to Zamora, Michoacán and ate at "Carnitas el Aeropuerto".

Carnitas el Aeropuerto is vary famous in tapatian aviation and in Zamora as well. We arrived at the Guadalajara Airport and walked to the hangar. The Bonanza was in another hangar, which was recently renewed. It looks so nice in that hangar ^^. I made the exterior check of the airplane and everything looked good. We pushed the plane out of the hangar and got in.

Taxi to runway 20 and we took off. Pretty normal flight over Chapala and then to Zamora. We crossed over the field and continued for landing. Zamora has a long runway, so there's no need to brake hard when landing. We got out of the Bonnie and walked to the restaurant, which is next to the road.
We had tasty carnitas and some Chongos for dessert :P We took one extra kilo to go too and bought strawberries. Next, we walked back to the airport and I made the exterior check. Of course, everything fine and we got into the Bonnie.

Quick flight to Guadalajara Airport and landed ok. Very enjoyable flight though :) This is a mexican "$100 Burger".
Hope you liked this post! Stand by for more flights, bye.

Instrument flying in a Cessna 172SP

2009-05-21T17:12:00.004-05:00

Hello everyone! Long time no writing ^^

Today I flew in a Cessna 172SP and it was my first time flying the SP. It is great! No surprise why most pilots love it. The C-172SP is currently under manufacture by the Cessna Aircraft Company. It has a 180HP Lycoming IO-360-L2A engine, Maximum Takeoff Weight is 2,550 lb (1,157 kg) and has four seats.

It flies very good! It is stable, fast (not very fast, but comparing it to the 152 it is fast ^^) and responds very well. It was an instrument flight and I say the landing was the best one I've made in my life!! :o I greased it and was awesome!!

I 'began' Instrument Training. What is this all about? Flying solely by reference to instruments. When you encounter poor visibility and clouds, your reference to visual landmarks and horizon disappear. There are two kinds of flying rules: VFR and IFR.

Visual Flight Rules (VFR) are often used for sight-seeing flights, aerial photography, or lift services for parachute jumping. Pilots flying under VFR are not permitted to fly through clouds. Many non-commercial, private recreational aircraft also operate under VFR whenever the sky is clear. Under VFR, the pilot is primarily responsible for navigation, obstacle clearance and maintaining separation from other aircraft using the see-and-avoid concept.

Instrument flight rules (IFR) are regulations and procedures for flying aircraft by referring only to the aircraft instrument panel for navigation. Even if nothing can be seen outside the cockpit windows, an IFR-rated pilot can fly while looking only at the instrument panel. An IFR-rated pilot can also be authorized to fly through clouds, using Air Traffic Control procedures designed to maintain separation from other aircraft.

Thanks Wikipedia. If you want to learn more about IFR, press here.

There are too many things you have to learn and practice in the instrument training. Some things like:
VORs, NDBs, GPS, ILS
Holding patterns, DME-Arcs
Airways
Standard Instrument Departures (SIDs) , A.K.A. DPs (Departure Procedures)
Standard Terminal Arrival Routes (STARs)
Instrument Approach Procedures
RNP
You name it. I could make the list longer hehe.

Oh, why 'began'? Because I don't consider it formal training. Just to make some flight hours and fly. I wish to rent an airplane, but it seems it's too difficult here in Mexico... no flying with friends :( I'd love to invite some friends.

Let's see what happens. Stay tuned!

Waiting...

2009-04-22T23:27:00.005-05:00

It has been long since I wrote my last blog entry. Haven't flown since my last flight for my PPL and I'm still waiting...

Waiting for my licence. I phoned the flight school yesterday and they told me it will be in my hands in two weeks. I hope that is true.
Waiting for the answer of the Studienkolleg. I can wait one and a half month more for that. Those things require time.
Waiting for the release of the Star Trek Movie here in Mexico. I've been watching tons of episodes of ST: The Next Generation and ST: Voyager. I really like Star Trek.
Waiting for the perfect woman... haha! who am I kidding.

Many times in life you wait for something. You can wait for your pizza to arrive or wait for the bus in a cold rainy day. Or waiting for the game to load in your PS3/PC.

Changing story:
I have a new Netbook :D It's an Acer Aspire One D150. It runs pretty good! It has a 10,1 inch screen, 160Gb Hard-Drive and 1Gb of RAM. Small and sleek hehe. I'll use it wherever I go. I'm amazed by the size and performance of it.

Well that's all. I'm very tired... good night.

I deleted my stupid crazy dream post.

Last Flight for my PPL !!!

2009-03-07T00:40:00.003-06:00

Yesterday March 6th 2009, I completed my 40 flight hours for my PPL (Private Pilot Licence). The best thing was, that I flew in a Cessna 172. A plane I've never flown before. Luckily, a friend found the 172M POH (Pilots Operating Handbook) in PDFs and I studied it carefully. This flight was the "exam" flight and the plane was a Cessna 172M XB-LCA:

It was a normal, local flight over Cajititlan lake, which is 6NM (Nautical Miles) South of GDL Airport at 6500 feet. We refuled the plane and I did the Exterior Check or Walkaround. Everything fine and I started the engine. We taxied to runway 10 via Golf and Alpha and when we were holding short of runway 10, I went through the Before Takeoff Checklist.
The Cessna 172 Skyhawk is taller than the 152 and the nose looks as if it's shorter, so you have excellent visibility. We were cleared to takeoff and off we went! Full throttle, engine instruments green, airspeed alive, everything looks good and at 70 knots we took off really smooth. I made a turn to the right and climbed to 6500 feet.
When we reached Cajititlán I was instructed to do some turns, turns around a point, an S across a road, an 8 around two points, slow flight and an emergency procedure. Everything went extremely well!! So after an hour flying, we returned to the airport to land. "LCA join right downwind to runway 10" So I joined downwind and abeam the runway threshold, I was cleared to land.
The 172 floats more than the 152 and I made a good landing :) Not veeery good, but fine hehe, it was my first landing in that type of airplane. I taxied to the general aviation apron and my last flight for my PPL came to an end.

Hope you enjoyed it! Bye.

El Exámen Médico

2009-02-16T14:24:00.002-06:00

Hoy hice mi segundo exámen médico. El médico sirve para comprobar que estás en condiciones para ser piloto y se hace anualmente. Para hacer el trámite de la licencia, se tienen 90 días a partir del día que hayas hecho el exámen médico (Que "ley" o lo que sea tan estúpida, en vez de que acepten el exámen médico anterior). Aquí el relato:

Llegué a la SCT aproximadamente a las 6:45 de la mañana. La fila para registrarte no duró mucho. Esperamos a que abran el CIS (Centro Integral de Servicios) y una vez más esperar para que te atiendan. Ya que te toca, te piden la copia de la acta de nacimiento, IFE y el pago (El pago se puede hacer entre 5 y 2 días ántes de la cita).
Te dan un número con el que te van a identificar los médicos (me tocó 15 hehe) y vas a la prueba que te digan. Lo primero que hice fue el electrocardiograma. Todo bien, corazón sano hehe o bueno... algo así.
La segunda prueba que hice fue la muestra de orina y de sangre. Es lo más rápido.
Tercera prueba, la vista. La semana pasada le pusieron a mis lentes otra graduación. Estuve algo nervioso al hacer la prueba de la vista. Te fijas en un aparato y hay 11 cuadros divididos en 4. Un cuadrito dentro del cuadro tiene forma de ajedrez y tienes que decir si está arriba, abajo, izquierda o derecha. Me puse algo nervioso desde ese momento... no sabía si sí lo había pasado.
Cuarta prueba, audiometría. Dependiendo del doctor, te checan los oídos y luego te metes en un cubículo con unos audífonos. Te piden cerrar los ojos y cuando se oiga un sonido, presionas un botón. Mi corazón latía muy fuerte y no podía concentrarme, pero todo salió bien. Quinta prueba, psicología.
En psicología te dan primero un tipo test con preguntas de kinder. Después te dan un librito con preguntas y una hoja con todos los números de las pregúntas con un espacio al lado, para responder SI o NO. Luego te dan unas figuras que tienes que dibujar en otra hoja. Más cosas de kinder :D
La sexta prueba que hice fue la dental. El dentista (muy buena onda, fue el que me dió el curso aeromédico y decía sus decía cosas domingueras LOL), me checó y todo estaba bien.
Next and last... historial médico, peso, altura y presión. Aquí es el famoso "Ahora bájate los pantalones", pero no me tocó pheeeew... Además me tocó una doctora y si me lo hubiera pedido, pues con todo gusto hahahaha. 1,94 y flaco, presión buena y las preguntas fluyeron muy bien (Si me he desmayado, si he chocado, si tomo alguna medicación, cuánto duermo, etc). ¡Listo! Todo completado y fui a la Gran Plaza a comer algo (Los resultados tardan en salir).

En la Gran Plaza fui al Food Court porque se me antojaba un Subway. Todavía no daban servicio y pues fui al Starbucks. Pedí un Sandwich y un Frappuccino Caramel (nom nom hehe). Después, fui a Mix Up y estuve oyendo un nuevo disco. Vi el A State of Trance 2008 de Armin van Buuren y lo decidí comprar, además de que era una ganga hehe.
Feliz con mi álbum nuevo, me dirijí de nuevo a la SCT. Estuve esperando con el calor y los nervios a que me llamaran.
Aprox. una hora después, el doctor dice unos números, incluyendo el mío, 15. Lo seguimos al CIS, en donde nos iban a entregar los resultados. Entonces me toca y :o APTO. Yeah!! Fui feliz desde ese momento haha. "Es todo" - "¡Muchas gracias!" respondo y de ahí fui a mi escuela de vuelo. Dejé una copia de mi médico y vi que volaba el miércoles :D Parece que todo el trámite va a tardar mucho :S pero bueno...

Así es todos los años para un piloto mexicano. Espero no haberlos aburrido hehe, nos vemos y hasta el próximo Post. Bytes!

La Aventura del Bonnie

2009-02-04T20:24:00.007-06:00

Antier 2 de Febrero al llegar al aeropuerto preparamos el Eco para nuestra salida a McAllen. Hice el preflight check y nos dieron la autorización IFR. Tengo que decir, que me hice bolas: Ruta GDL-V61W-AGU-V61-SLP-V43-CVM-V21-REX-V10-MFE a 14000ft, salida GDL2B por la pista 28. De haber tenido el plan de vuelo en mano me hubiera servido, pero así pasa cuando las cosas se hacen con prisa. Eso no debe pasar. Encendimos el motor, todavía con el sol debajo del horizonte y rodamos a la pista 28.
El despegue muy tranquilo y nos autorizaron directo al fijo GOYAS. Al salir el sol, cambiamos de IFR (Instrumento Flight Rules) a VFR (Visual Flight Rules) ascendiendo a 10500 pies. Volamos directo a Reynosa y contactamos en la ruta a San Luis Potosí para la información de altímetro local.

Continuamos hacia Reynosa. Todo el vuelo muy tranquilo hasta que llegamos a la frontera por Reynosa, en donde se puso movido. Empezando el descenso y checando Reynosa, pasamos con Valley Approach. Al acercarnos a McAllen pasamos con torre en 118.50: "EUE make left base to runway 31". Había rachas de 18 nudos y se puso más movido. Es la primera vez que me dejaban hacer un aterrizaje en esas condiciones. En el flare reboté en la pista y luego ya tocamos sin problema. Llegamos.
Rodamos a Customs y nos bajamos del avión. Ahora la aventura con los de customs: Al tener pasaporte alemán, había un problema porque los europeos solo pueden entrar a USA por tierra o avión comercial. Este vuelo era privado y yo no podía entrar a USA. Entonces, regresamos a Reynosa en donde no hubo problema con migración y agarramos un taxi para ir de regreso a McAllen. Pasamos la frontera otra vez, ahora por tierra, sin problemas y por fin llegamos a McCreery Aviation. Estuvimos un rato en el FBO mientras le cambiaban el Transponder y cargaban combustible al Eco. Compramos las cartas WAC y Sectional de San Antonio y cuando ya estábamos listos, nos metimos al Eco para volar a Spicewood. En el vuelo de McAllen-Spicewood teníamos un viento de frente un poco fuerte, pero ascendimos como cohete! Apenas 15NM de MFE y ya teníamos los 6500ft.

Teníamos Flight Following y hubo un reporte de tráfico interesante: "EUE traffic is 11 o' clock 2 miles at 7000" Lo buscamos y cuando lo ví, eran dos luces. Una arriba de otra y cuando cruzaron por encima de nosotros pude ver que aviones eran: Dos T-45 Goshawk Los ví y woooow dos T-45s :D Empezamos el descenso y aterrizamos en Spicewood. Muy padre el aeropuertito, tiene una pista de 1268x9 metros.

Vimos el Bonanza. ¡Esta padrísimo! :D Es un Beechcraft B36TC Bonanza. Después, fuimos a comer/cenar a un restaurant muy X. Pedí pollo y sabía al pollo de las Tenderkrisps de Burger King... pero bueno, al menos comimos. Después, fuimos al Wal-Mart a comprar cosas y ya nos fuimos al hotel a dormir.

El día siguiente, fuimos a Spicewood para regresarnos a Guadalajara. El Eco salió antes que nosotros y luego hicimos un vuelo de prueba rápido del Bonnie. Está muuuuuy padre el Bonnie, me encantó.

Espero volarlo algún día. Después, nos regresamos a McAllen. El Bonnie es muy rápido, además porque es turbo. Se vuela muy bien y tienes que estar muy atento al motor, porque es muy sensible por el turbo. Llegamos a McAllen, en donde comimos y continuamos nuestro vuelo a Guadalajara. El Eco salió ántes que nosotros y nos encontramos cerca de Monterrey en donde volamos un poco juntos. Durante el vuelo, curoseamos con los GPSs y otros instrumentos que tenía el avión. Probamos el piloto automático y empezábamos a familiarizarnos.

Por San Luis Potosí empezó una turbulencia ligera y duró lo que nos quedaba del vuelo. Empezamos el descenso y aterrizamos en Guadalajara sin problemas. Finalmente llegamos. Nos checó aduana y migración y todo estuvo excelente. Al pasar 20 minutos, llegó el Eco. Después, rodamos el Eco y el Bonnie juntos al hangar, en donde bajamos todas las cosas y por fin, finalizamos la aventura.

A ver cuándo vuelvo a volar en el grandioso Bonnie :)

Nos vemos!

Spins

2009-01-23T22:28:00.005-06:00

A spin is an aggravated stall resulting in rotation about the center of gravity wherein the aircraft follows a downward corkscrew path. Spins can be entered unintentionally or intentionally, from any flight attitude and from practically any airspeed—all that is required is sufficient yaw at the moment an aircraft stalls. An incipient spin is typically driven by inputs made and held by the pilot, whereas a fully developed spin is a self-sustaining maneuver. In either case, however, a specific and often counterintuitive set of actions may be needed to effect recovery. If the aircraft exceeds published limitations regarding spins, or is loaded improperly, or if the pilot uses incorrect technique to recover, the spin can lead to a fatal crash.

In a spin, one wing is sufficiently stalled and generates significant drag but little or no lift, and the other is either not stalled or not stalled as fully as the other, and generates significant lift. This causes the aircraft to autorotate due to the non-symmetric lift and drag. Spins are characterized by high angle of attack, low airspeed, and high rate of descent.

Spins differ from spiral dives which are characterized by low angle of attack and high airspeed. A spiral dive is not a type of stall because the wing is not stalled and the airplane will respond to the pilot's inputs to the flight controls.

Taken from Wikipedia

The Cessna 152 POH indicates the recovery procedure:

Should an inadvertent spin occur, the following recovery procedure should be used:

1. PLACE AILERONS IN NEUTRAL POSITION.
2. RETARD THROTTLE TO IDLE POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE.

NOTE
If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information.

Intentional spins are approved in this airplane. Before attempting to perform spins, however, several items should be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction in both spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 152.
The cabin should be clean and all loose equipment (including the microphone) should be stowed. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should be secured. Spins with baggage loadings or occupied child's seat are not approved.

Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure.

Cessna 152 II Part 2

2009-01-23T22:04:00.003-06:00

Something very important, any pilot should know it:
Section 3 (Emergency Procedures) provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem.

The first two problems of General Aviation are: Weather and fuel exhaustion. I won't write the Checklist of the procedures, but I'll write from the AMPLIFIED PROCEDURES section:

If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180º gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed (60 IAS) should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed.

FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is, imminent, select a suitable field and prepare for the landing as discussed under the ”Emergency Landing Without Engine Power” checklist.
Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions, and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface.

LANDING WITHOUT ELEVATOR CONTROL (Very interesting)
Trim for horizontal flight (with an airspeed of approximately 55 KIAS and flaps lowered to 20º) by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively.
At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, at flareout, the trim control should be set at the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown.

FIRES
Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire.

ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING

A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle.
If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation.

SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position.

MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrich the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs.

LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot.

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately.
Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation.

EXCESSIVE RATE OF CHARGE

After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate.
Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor that normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical.

I won't write the SPINS procedures, this needs a new post.

Cessna 152 II Part 1

2009-01-22T07:53:00.007-06:00

I'll describe the little Cessna 152 II I fly hehe. I'll be taking the information from the POH (Pilot Operating Handbook)

Airplane and Systems Descriptions

AIRFRAME
The airplane is an all-metal, two-place, high-wing, single-engine airplane equipped with tricycle landing gear and designed for general utility purposes.

FLIGHT CONTROLS
The airplane's flight control system consists of conventional aileron, rudder, and elevator control surfaces. The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder.

INSTRUMENT PANEL
The instrument panel is designed to place the primary flight instruments directly in front of the pilot. The gyro-operated flight instruments are arranged one above the other, slightly to the left of the control column. To the left of these instruments is the airspeed indicator, turn coordinator, and suction gage. The clock, altimeter, rate-of-climb indicator, and navigation instruments are above and/or to the right of the control column. Avionics equipment is stacked approximately on the centerline of the panel, with space for additional equipment on the lower right side of the instrument panel. The right side of the panel also contains the tachometer, ammeter, low-voltage light, and additional instruments such as a flight hour recorder. The left switch and control panel, under the primary instrument panel, contains the fuel quantity indicators, cigar lighter, and engine instruments positioned below the pilot's control wheel.
The electrical switches, panel and radio light rheostat knob, ignition and master switches, primer, and parking brake control are located around these instruments. The engine controls, wing flap switch, and cabin air and heat control knobs are to the right of the pilot, at the center of the switch and control panel. Directly below these controls are the elevator trim control wheel, trim position indicator, microphone, and circuit breakers. A map compartment is on the extreme right side of the switch and control panel.

GROUND CONTROL
Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to steer right. When a rudder pedal is depressed, a spring-loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nose wheel through an arc of approximately 8.5º each side of center. By applying either left or right brake, the degree of turn may be increased up to 30º each side of center.

WING FLAP SYSTEM
The wing flaps are of the single-slot type, and are extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position. The switch lever is moved up or down in a slot in the instrument panel that provides mechanical stops at the 10º and 20º positions. For flap settings greater than 10º, move the switch lever to the right to clear the stop and position it as desired.

LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel and two main wheels. The landing gear may be equipped with wheel fairings. Shock absorption is provided by the tubular spring-steel main landing gear struts and the air/oil nose gear shock strut. Each main gear wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of each wheel. When wheel fairings are installed an aerodynamic fairing covers each brake.

ENGINE
The airplane is powered by a horizontally-opposed, four-cylinder, overhead-valve, air-cooled, carbureted engine with a wet sump oil system.
The engine is a Lycoming Model 0-235-L2C and is rated at 110 horsepower at 2550 RPM. Major engine accessories include a starter, a belt-driven alternator, and an oil cooler. Dual magnetos are mounted on an accessory drive pad on the rear of the engine. Provisions are also made for a vacuum pump and full flow oil filter.

PROPELLER
The airplane is equipped with a two-bladed, fixed-pitch, one-piece forged aluminum alloy propeller which is anodized to retard corrosion. The propeller is 69 inches in diameter.

FUEL SYSTEM
The airplane is equipped with either a standard fuel system. The system consists of two vented fuel tanks (one in each wing), a fuel shutoff valve, fuel strainer, manual primer, and carburetor.
TOTAL FUEL VOLUME: 26 Gallons
TOTAL USABLE FUEL ALL FLIGHT CONDITIONS: 24.5 Gallons

ELECTRICAL SYSTEM
The airplane is equipped with a 28-volt, direct-current electrical system. This system uses a 24-volt battery mounted on the right forward side of the firewall as the source of electrical energy and an engine-driven 60-amp alternator to maintain the battery's state of charge. Power is supplied to a bus bar, and a master switch controls this power to all circuits, except the engine ignition system, clock, and flight hour recorder (if installed). The flight hour recorder receives power through activation of an oil pressure switch whenever the engine is operating, and the clock is supplied with current at all times. All avionics equipment should be turned off prior to starting the engine or using an external power source to prevent harmful transient voltages from damaging the transistors in this equipment.

Performance and Speeds (KIAS)

Maximum at Sea Level: 110 knots
RATE OF CLIMB AT SEA LEVEL: 715 FPM
SERVICE CEILING: 14,700 FT
TAKEOFF PERFORMANCE
Ground Roll: 725 ft
Total Distance over 50 ft obstacle: 1340 ft
LANDING PERFORMANCE
Ground roll: 475 ft
Total Distance over 51 ft obstacle: 1200 ft
STALL SPEED (CAS)
Flaps up, power off: 48 knots
Flaps down, power off: 43 knots
MAXIMUM WEIGHT
Ramp: 1675 lbs
Takeoff or landing: 1670 lbs
STANDARD EMPTY WEIGHT
152 II: 1133 lbs
MAXIMUM USEFUL LOAD
152 II: 542 lbs
BAGGAGE ALLOWANCE: 120 LBS

SPEEDS FOR NORMAL OPERATION (KIAS)
Takeoff:
Normal Climb Out: 65-75
Short Field Takeoff. Flaps 101, Speed at 50 Feet: 54
Climb, Flaps Up:
Normal: 70-80
Best Rate of Climb, Sea Level: 67
Best Rate of Climb, 10,000 Feet: 61
Best Angle of Climb, Sea Level thru 10,000 Feet: 55
Landing Approach:
Normal Approach, Flaps Up: 60-70
Normal Approach, Flaps 30: 55-65
Short Field Approach, Flaps 30: 54
Balked Landing:
Maximum Power, Flaps 20: 55
Maximum Recommended Turbulent Air Penetration Speed:
1670 Lbs: 104
1500 Lbs: 98
1350 Lbs: 93
Maximum Demonstrated Crosswind Velocity: 12 knots

Next one: emergency procedures.

Chemtrails... say again?

2009-01-22T06:53:00.004-06:00

I've been seeing TONS of videos of the so called "Chemtrails". I must say: What a bunch of @$%#!!. They say these trails are made of chemicals used to change the environment and make people sick. More at Wikipedia

I really don't know why people are thinking this. I just really don't get it. I remember my spanish teacher once asked me "Is it true that the trails planes throw away are chemicals?" I asked "Who said that??" "Somebody told me" I answered: "Well, he must be an assh..." Then I explained (of course, shorter):

Contrails: The clouds, which are made up of condensed vapor called condensation trails, or contrails, are generally produced by jets (turboprops also) flying between 25,000 and 45,000 feet in moist air. If the relative humidity is low, contrails may evaporate rather quickly, however, in high relative humidity conditions, contrails may remain visible for several hours. This indication of moisture content may point to other clouds and, possibly, precipitation moving into the area within the next day or two. And THAT'S IT!!

I laugh when they show photos and videos of contrails, saying they are "chemtrails". Also when they show a picture of an A-340/B-767/B-747 dumping fuel, stupidly misunderstanding it with "dumping chemicals".

I'll always laugh at them. Poor stupid ignorant people. Oh well... as I always say: There are too many assh. in this world.

US Airways 1549

2009-01-17T17:28:00.004-06:00

Es en estos incidentes en los que uno puede pensar que el profesionalismo, disciplina, responsabilidad y un excelente entrenamiento dan frutos.

El vuelo de US Airways (Callsign: Cactus) 1549 hizo un amerizaje de emergencia en el río Hudson, después de un birdstrike en el ascenso.
Sin duda, fue un excelente amerizaje. Felicidades a el Capitán Chesley "Sully" Sullenberger, al Primer Oficial Jeffrey B. Skiles y a la Tripulación de Cabina por haber actuado de forma profesional.
Como no tenían suficiente altitud para planear a un aeropuerto cercano, decidieron amerizar en el río Hudson. Todos los aviones tienen procedimientos para amerizar. Al igual que el Airbus A-320:
Hicieron todo como marcaba en el Checklist. Es lo que se debe de hacer y punto. Al extender el tren de aterrizaje tendrías más resistencia, entonces necesitas una velocidad vertical mayor para seguir planeando. Además, en el impacto, el tren de aterrizaje provocaría una desaceleración aún mayor (Más Gs) y la estructura sufriría más. Los Airbus tienen un "Ditching Switch" que sirve para cerrar todas las válvulas, para que el agua no entre. Además, el combustible es más ligero que el agua y esto ayudó.

"Con combustible se usaria el APU y por eso pide al final cortarlo. También, por el hecho de contar con combustible y para prevenir un incendio se hace el procedimiento de emergencia para los motores y APU que además de cerrar varias válvulas, sirve para descargar las botellas de extintor."

Muchas gracias a Carlos, Primer Oficial de Volaris por la explicación y el ENG DUAL FAILURE - FUEL REMAINING Checklist.

MAS INFO

Ayer también hubo un incidente en el Aeropuerto de Guadalajara. El Interjet 809 con destino a Los Cabos, tuvo un birdstrike y un ave entró al motor izquierdo. Por suerte no hubo flame-out ni afectó mucho al motor. "Los parametros de los motores son correctos, son normales, estamos haciendo un regreso a aterrizar. Es precautorio. Los parametros se encuentran normal."

Flying away from bad weather...

2009-01-15T19:45:00.003-06:00

We flew to Colima to do some touch and goes and after, we were flying at 7500 feet returning to Guadalajara. There was bad weather with rain heading to Chapala and we flew past that weather. We couln't see beyond Sayula, where we planned to fly by and decided to fly direct to Chapala. The visibility was good in Chapala and then landed at GDL without problems.

After closing the flight plan, I wanted to stay at the airport to see all the activity. I sat with my scanner in front of the commercial platform and I could see the bad weather I saw in my flight heading towards Guadalajara. I saw an Aeromexico 737 doing a go-around (discontinue the approach to try to land again), because the wind changed and obviously the runway changed (You have to land into the wind). I also saw an American Airlines Maddog (MD-80) pushing back and starting the engines. I love to hear airplane engines, specially the big airplanes. Every airplane has its unique sound and one of the best parts, for me, is the engine start. You can hear a "huuuum" when fuel is introduced and I just love that sound. Hehe but that's just me.

It began to rain. I think it was 4:30PM when I entered the first of the two buses to get home. 2 hour trip, but it's not big deal. Universal Religion 2008 helps me let the time go by. It began to get dark and the rain continued... Don't you have that feel when you think of someone and it's raining and you are hearing music? It's like, like... well I don't know how that is called.
I got off the bus and crossed the dark wet highway (uuuuh... scary huh?). I was tired and wet, but I finally got home.

It seems that I didn't flew away from bad weather after all...

Vuelo en el XB-EUE

2009-01-07T19:21:00.000-06:00

Ayer estaba en mi casa oyendo música y viendo novedades en internet. Entonces me habla mi papá “¿Quieres venir a volar?” Ah pues claro que si. Me invitó mi tío a volar en el EUE (El 182 y se pronuncia Echo Uniform Echo, pero me gusta decirle “El Echo”). Preparé mi kneeboard y mi bolsa de vuelo (preferiría decirle flightbag, pero se oiría muy pocho mi post). La piernera (kneeboard) sirve para poner cartas visuales, el computador*, escribir instrucciones importantes que te vaya indicando el controlador y otros datos importantes que se necesiten en el vuelo. En la bolsa de vuelo, además de siempre tener mi carpeta que usé en teoría, un fueltester, las cartas visuales, etc, puse el manual de vuelo del 182. Este manual de vuelo es del Cessna 182Q y el Echo es 182P. ¿Qué tiene de diferente? Mucho no sé, pero lo que sé es que el peso podría cambiar, las máximas RPM que el motor puede dar son diferentes (C-182Q: 2400, C-182P: 2700), entonces los procedimientos de ajuste de RPM podrían ser diferentes y parece que el único cambio que le hicieron al C-182Q es que le agrandaron el estabilizador vertical (Si, la cola). El 182P lo construyeron hasta el año 1974 y el 182Q lo empezaron a construir en 1973. Puede que sean pequeñas diferencias, pero me interesan esos detalles.

Llegamos al aeropuerto y nos fuimos al hangar. El Echo ya estaba afuera y empecé a hacer el chequeo exterior (Exterior check o walkaround). El walkaround consiste en checar que el avión esté en condiciones para volar. Básicamente que no tenga fracturas, tuercas rotas, superficies de control libres, etc.
Se empieza por la cabina: Checas los documentos del avión (Certificado de Aeronavegabilidad, Certificado de matrícula, Operador como estación de radio aeronáutica y el seguro). Fuel Selector ON, Master ON (La batería), checas los indicadores de combustible, se bajan los Flaps para que luego se chequen, Master OFF y ajustas instrumentos de vuelo y de navegación.
Sigues con el recorrido: Checas el tren de aterrizaje principal izquierdo (No, ese no es el de la nariz) y ves que esté inflada apropiadamente y que no haya fuga del líquido del freno. Después, usando el fuel tester (es como un vasito) para drenar el tanque izquierdo en un orificio debajo del ala, checas que no tenga basura, agua y que el color del combustible sea el correcto; en este caso azul. Continúas checando el fuselaje: que no tenga fracturas ni abolladuras y checas la antena del ELT (Emergency Locator Transmiter). Sigues con el empenaje (La cola) y checas el estabilizador horizontal, el elevador, el estabilizador vertical y el timón, las tuercas de ambos y que tengan movimiento libre. Después, sigues checando el otro lado del fuselaje llegando al ala derecha. Esta vez drenas el combustible del tanque derecho y checas el tren de aterrizaje principal derecho. Continúas checando el Flap derecho, que no tenga obstrucciones ni rieles rotos. Checas el alerón, con movimiento libre y que no tenga obstrucciones ni bisagras rotas. Se checa el borde de ataque (la parte delantera del ala) y en la parte de arriba abres el tanque de combustible para checar cuánto tiene. Cierras el tanque y continúas checando la nariz.
En la nariz checas que la hélice esté en buenas condiciones: Que no tenga fracturas, que los bordes estén bien. Checas debajo de la hélice el filtro del carburador, las luces de aterrizaje y el tren de nariz. En el otro lado de la nariz, se checa que el tapón del aceite este asegurado. Se checa la cantidad del aceite y se checa la condición de la banda del alternador. Después checas el orificio del sistema de vacío que esté libre. También es bueno ver la condición del parabrisas, para ver si no tiene fracturas o manchas.
Continúas checando el ala izquierda al igual que la derecha y terminas el la cabina. Listo para encender el motor.

Segunda vez como piloto al mando (¡Gracias tío!) y proseguimos con el encendido de motor. Fuel Selector ON, Mixture Rich, Propeller High RPM, ½ Inch de Acelerador, Primer 2 o 3 bombeos, Master ON, Ignition ON y cuando arranque el motor, 1000RPM y checar la presión de aceite. Pongo Terrestre en el COM1 y coordino el plan de vuelo, al SW 6500ft. Cambié a Rampa y solicito rodaje a la pista activa. Rodamos a la pista 28 vía Foxtrot y Alpha. Antes de la pista hicimos el chequeo de motor o before takeoff checklist: Puertas y ventanas cerradas, cinturones ajustados, Fuel Selector ON, Flight Instruments set, Throttle 1700RPM, Magneto check, Carb. Heat check, Propeller low RPM then full, carburar para los 5000 pies de elevación, checar instrumentos del motor y listo. Autorizados a despegar: Luces (todas las luces prendidas), Cámara (Transponder en ALT) y Acción, toda la potencia adentro. En la primera parte de la carrera de despegue checas los indicadores del motor que todo este en verde y que tengas velocidad viva (que el indicador de velocidad este vivo). A los 70-80 nudos, rotamos y despegamos. Como teníamos viento cruzado decidí despegar sin Flaps. Ya desalojando la trayectoria de la pista, volamos hacia el SW con rumbo a Tlajomulco ascendiendo a 6500 pies (1500 pies sobre el terreno) con 90 nudos. Solo volamos aproximadamente 30 minutos y ya cuando se estaba metiendo el sol. Nos regresamos al aeropuerto y solicité datos de aproximación y aterrizaje. “Intercepte inicial por la izquierda a la pista 28 y reporte a través torre”. Ya en inicial, no había tráfico en final y nos autorizaron a aterrizar. En básico, hice el before landing checklist, bajé 10 grados de Flaps y empecé mi viraje a final. Estuvo muy suave la aproximación, en la tarde no se siente tanta turbulencia. Ya sobre la pista, corté toda la potencia y aterrizamos. El 182 es pesado de nariz, así que tienes que mantener la nariz cuidadosamente para que primero toques con el tren de aterrizaje principal. Así no golpeas el tren de nariz, arriesgándote a golpear la hélice.
Desalojamos vía Echo, pista 02 y Golf. En Golf contacté Rampa y solicité rodaje al hangar. Llegando al hangar apagué el motor: Radios OFF, Lights OFF, Mixture Cut, Magnetos OFF, Master Switch OFF. Listo, avión apagado y solo falta llenar la bitácora, lo cual es muy rápido.
Fue un buen vuelo. Al estilo “Dominguero” como me gusta llamarle.

Hay muchos detalles que me gustaría explicar, pero eso será en otros posts ;) Siempre uso muchas palabras en inglés. Prefiero relatar un vuelo en inglés porque así sería más fácil, porque el idioma de la aviación y muchos términos son en inglés.

Mañana vuelo en el C-152 de la escuela. ¿A dónde? No sé, pero voy a volar hehe eso es lo que importa. Nos vemos y pendientes para los próximos vuelos!!

Canadian aviation and props

2009-01-06T13:53:00.003-06:00

I haven't wrote in my blog for a while. There's not much to tell. I should write more about aviation, because I want to make this blog an aviation blog.

So... where do I start? I've been reading a blog from a canadian pilot (A woman pilot) and she explains things very good. It's well worth it reading that blog from he beginning, as I'm doing it now. Of course, it's a blog and she writes all sort of things that happen in her life, but it gets very interesting when she writes about technical stuff. Like describing the PT6-A turboprop engine (The best turboprop engine ever made) and explaining how a constant speed propeller works (also the turboprop propeller). She put a link to an AOPA (Aircraft Owners and Pilots Association) brochure about "Propeller Safety" and it's very good!

http://www.aopa.org/asf/publications/sa06.pdf

I'll write about the differences of fixed pitch and constant speed propellers in the future, but I want to start describing the planes I fly: C-152 and C-182. The POHs will help this time ;) Of course, next time I fly, I'll write a very detailed post of all things a pilot must do. It will be parallel as I write about the C-152. It is very important to know how your airplane works and it's characterisitcs.

Just one last thing: Yesterday I saw a comment on one of my posts: "inche mamon inga tu madre" I don't know you and probably you don't know me. Please have more respect and maturity. You passed well beyond the line. Of course, I deleted it.

That's all, have a good day.

¡¡Feliz año nuevo!!

2008-12-31T22:20:00.000-06:00

Pues se acabó este año. ¿Qué hay que recordar de este año?

En febrero fue el aniversario de la FAM (Fuerza Aérea Mexicana) y me gustó mucho el show que hicieron todos los aviones/helicópteros. Lo mejor para mi de este año fue que completé la prepa y sin duda una de las cosas que más resaltan: El viaje de graduación. Me divertí mucho en Cancún y siempre lo recordaré. Después de salir de prepa fuí muchas veces al aeropuerto para estar en el ambiente aeronáutico hasta que ya no pude más hehe.

También hubo sucesos no muy agradables como el accidente del MD-80 de Spanair y el del Airbus en la costa francesa, el XC-VMC y el cierre de muchas aerolíneas mexicanas.
Puede que se me hayan olvidado otras cosas, pero eso es de lo que me puedo acordar ahora. Hay muchos recuerdos padres que nunca se me olvidarán...

¿Qué espero para el 2009? No hay mucho que digamos, pero esto es lo más importante:

1. Mandar la solicitud para el Studienkolleg en Hamburg.
2. Terminar con mi licencia de piloto privado.
3. Prepararme físicamente (Si, lo puedo hacer).
4. ¿Novia? No creo, pero eso espero... :(
5. Lo que se haga, que se haga bien. Cualquier cosa.

No hay más que decir. ¡Que tengan un excelente año! Nos vemos.

¿Vamos a Vallarta?

2008-12-28T21:38:00.000-06:00

Que onda como han estado?

Hoy tuve un buen día: Fui a Puerto Vallarta a comer en un Cessna 210 rentado por un amigo.
Ayer por la noche me habló y me dice: Mañana voy a Vallarta ¿Quieres venir? - ¡Claro que si!
Nos pusimos de acuerdo en vernos en su casa a las 6:40 y como buena puntualidad alemana, llegué ahí a las 6:29. Llegamos al aeropuerto y abrió plan de vuelo. Llegamos al avión, el XB-APB, y completamos el walk-around (chequeo exterior). Fuimos a la isleta de combustibles y llenamos los tanques. Ya con cinturones abrochados y motor encendido, rodamos a la pista 20. Chequeo de motor y ya recibida la autorización para el despegue, empezamos nuestro vuelo hacia el paraíso. Ascendimos a 10500 pies y llegamos aproximadamante en 40 minutos. En ruta lo de costumbre: Bosques, montañas, lagos, ríos, etc.
Al descender me empezaron a doler un poco los oídos, pero ya después se fue el dolor. Claro... hace tiempo que no estaba en la presión al nivel del mar. También se empezó a sentir el aire húmedo y caluroso de la playa :D Aterrizamos y los primos de la esposa de mi amigo estaban ahí esperándonos. Se hicieron dos vuelos para ver la bahía. Como éramos varios, se hicieron dos grupos. Me tocó en el segundo y nos fue mejor porque vimos ballenas. Después de haber aterrizado, fuimos a comer al "Tacon de Marlin" donde dan tacos y burritas de marlin y camarón.
Yo esperaba ir a la Marina o a una palapa a disfrutar de la playa y una buena piñada, pero nimodo... no me tocó esta vez.

Regresamos al avión y mientras recargaban de combustible me puse a filmar los aviones que llegaban y salían: Un MD-82 de American Airlines, un 737 de Aeroméxico, un A-320 de Interjet, un A-320 de Northwest (Delta) y al final un A-319 de Frontier.
Tercer y último vuelo del día... de regreso a Guadalajara. No hubo cosas importantes durante el vuelo de regreso, solo que estuvo un poco más movido. En la mayoría de esos 40 minutos me puse a leer el PIA. Aterrizamos por la pista 20 y finalizamos nuestro vuelo. Estuvo muy bien y cada vez más deseo tener ya mi licencia, para hacer los mismos vuelos a Vallarta con mis amigos :) Si es que quieren...

Ya se me rompió un bracket por comer tantos chocolates... mejor ya le paro :S Nos vemos!

The new Bonnie and scrambled eggs

2008-12-26T19:12:00.000-06:00

Hello again... 4th Blog of "A pilot's story"

Sorry for the last blog, it was a bit aggressive. Christmas is a thing of the past... lots of reunions. Lots of gifts? Nope, not really. Perhaps new clothing. I'm looking forward to complete my flight hours; it's going to be great when I get my Private Pilot License.

Good and bad news:
The bad news is that the Cessna 182 (The XB-EUE) in which I've been flying all my life (since I was 2 years old) will be sold. I hope to fly in the EUE when I get my PPL to have some flights written in my logbook :) Last flight in the EUE I sat in the left seat. It was excellent! It was my first flight as pilot in command in the EUE and we flew over Tapalpa, a forest. It's my favorite plane.
The good news is they will buy a Beechcraft Bonanza A-36. In LFT they call it the "Bonnie". The A-36 is better in performance and seating than the C-182. You can put 5 passengers in it, plus the pilot, so the cost of a flight hour is divided between 6 and not 4 as in the C-182. It's better in every aspect, also because you can fly with 5 friends hehe.

Do you like going to the supermarket? I like it, don't know why (of course, when it is empty). I went to the supermarket like a month ago and I enjoyed it. The time passes by as you look all kinds of stuff and tasty food. I bought a T-Fal fry pan to cook my delicious scrambled eggs with ketchup in the morning. When I got home, I put all things in the fridge. It looks fine when it's full :D Well... that's just me.

The last three days I've been remembering the dreams I had. I usually don't remember my dreams. The strange thing is that in all of those three dreams it involves the same person. A woman. I remember very little about last dream. I think we were walking on a dirty road very far from civilization searching for something. We found a bus and we drove to somewhere. That's the last part. She was there... in all of those 3 strange dreams, but well... they are just dreams.

I've never been lucky with a woman. Perhaps in the future, but who knows... I think the-word-that-begins-with-L-and-finishes-with-E is not for me. Do I still think about somebody? Why saying yes... it's impossible. I hope to have more luck in Germany.
I always think that being with someone is good, because you can enjoy everything with her (well yes... that's logical). Whatever... I don't feel anything anymore.

Ok, I've gone too far with my thoughts... see you next time, good bye.

Cumpleaños y otras cosas...

2008-12-23T21:19:00.000-06:00

Otra vez escribiendo aquí.
Hoy fue cumpleaños de mi abuela. Herzlichen Glückwunsch Oma!
Fuimos a comer al Pierrot, un restaurant francés muy bueno. Al principio la costumbre: Caracoles a la mantequilla. Luego pedí medallones con salsa de champiñones. Muy rico todo :)

¿A ustedes no les encanta el Spam? Antier chequé mi mail y siempre lo checo cuando hay uno nuevo (Si, aunque sea solo uno). Como pensaba... puro BS, pero este es el que más resalta de todos:

"[...] Antes que nada, pedimos perdón por la interrupción pero Messenger se cerrara. [...] Si mandas este mensaje, como mínimo, a dieciocho personas diferentes de tu lista, tu icono se volverá azul, lo que significa que será gratis para ti. [...]"

¿Que clase de personas hace este tipo de mails? Y también ¿Por que si les llegan hacen lo que dice? Aqui la respuesta: Personas €#@%, idiotas, inútiles, etc etc. Además de la persona que me mandó este mail hay otras 9 que le pusieron Forward. He visto este mail demasiadas veces, entonces eso significa que hay demasiadas personas €#@%. Por favor, sean inteligentes y no le piquen Forward. Podrían decir: "Pues no uses Hotmail", pero no es eso. Lo que me harta son las personas que hacen este mail y las que lo envían a sus contactos. También uso Gmail y también recibo Spam de viagra, joyería y babosada y media (Nunca los abro, no soy de esa clase de gente €#@%). Pero el filtro de Spam de Gmail es excelente! Se borran a los 30 días.

Aaaah la vialidad mexicana, lo mejor.

Iba acompañando a mi papá para comprar unas partes de compu y estábamos en Lázaro Cárdenas. En la glorieta de los Arcos nosotros queríamos ingresar a Mariano Otero (Íbamos por el carril central). En eso, un coche se nos atravieza de izquierda a derecha y los dos frenamos en seco. (Estaba en el carril izquierdo y ya se quería seguir hacia Lázaro Cárdenas). El caso es que a nosotros todavía nos faltaba un poco más para salirnos de la glorieta, el otro coche ya se quería salir, pero estaba en el carril izquierdo. Se nos atravezó y los dos frenamos. Una señora iba de copilota y sacó la cabeza para gritarnos algo. No me acuerdo que gritó, algo como "¡¡¿¿Que no te fijas, imb...??!!" Nosotros continuamos y pasando ese coche, el que iba manejando nos gritó "!Pend...¡" Nosotros no dijimos nada, ya sabíamos quien era el idiota, para no decir otra palabra.

En fin, la educación vial es una mierda, que podemos hacer...

Un abuelo esta a punto de fallecer y le dice al nieto: "Hijo, ten cuidado con la gente €#@%" "Por que abuelo? ¿Son malos?" pregunta el nieto. "No hijo, son muchos". Y si, son muchos.

Bueno... ¡¡Feliz Navidad a todos!! Que la pasen muy bien.

Typical Saturday

2008-12-20T18:37:00.000-06:00

This time I'll write my post in english. It would be good to mix some languages here at my Blog. Could be fun (but not for those who don't speak english, uh oh).

As you can see by the title, today was a typical saturday. I wrote my first blog today (yes, at 6 o' clock in the morning... didn't want to sleep) and before that I was in the flight simulator (FS2004 and yes, I've been flight simming since FS98) flying from Dortmund to Bremen. Just practicing IFR flight in Germany with the Mooney... route: OSN-R15-BASUM-T820-PIXUR, Osnabrück One Uniform Departure and flying to Flight Level 070. Pilot things as you can see. I recently decided to fly in Germany with my sim and know the procedures and differences from flying in Mexico. I downloaded the Charts and the AIP (Aeronautical Information Publication) from Germany at Eurocontrol's website. Very interesting and fun knowing the differences between one country and another. Not a complete different thing, beacause the aviation in the world is a standard thing, but there are some differences in other countrys.

Why Germany? Because I want to go to Germany and join Lufthansa Flight Training or plan B, the Luftwaffe. I sent an E-Mail to LFT and they told me to send my high school certificate...
Guess what? They told me that I had to do Studienkolleg. Studienkolleg is like an extra high school year for students from other countrys who want to study in Germany. No big deal, just another year in Germany if I want to stay there all my life ;)
I think the best place for Studienkolleg is Hamburg. Very nice city and the airport is 20 minutes apart (It's very important for me, you see). After that year I'll make my online-application for LFT. Is it difficult to join LFT? You bet. You have to pass three phases and you will be doing various tests: Basic technical and physical knowledge, english skills, logical thinking, maths, concentration, coordination, self-reflexion, ability to handle stress, discipline, etc. Last phase is the medical test.
I know... it looks hard, but it's worth it. Plan B, as I said, Luftwaffe. It's a 15 year service and you could fly the Eurofighter/Tornado or the Transall/Airbus 400, whether you decide to fly jets or trasport. Some say if you want to go from military to civil flying it's better to fly transport planes (Transall/Airbus 400) and you have the ATPL (Airline Transport Pilot Licence).

That's my situation nowadays. The only thing I have to do is waiting. It appears that my brother comes to Guadalajara in the middle of next year and flys back in July. Maybe I'm going with him to start my Studienkolleg in Hamburg in August. Who knows...

My typical saturday continues with music (Armin van Buuren and DJ Tiësto. Iron Maiden too) Have a good day. 4 days till xmas, see you.

Primer Blog

2008-12-20T05:29:00.000-06:00

Pues bueno... primer Post de "A Pilot's Story...".
Puede ser que sea un diario o que simplemente cuente historias o sucesos que pasen con el tiempo. Hace tiempo que leo varios Blogs y decidí hacer el mío. ¿Por que? Tal vez ocio, forma de pasar el tiempo, escribir mis pensamientos, ideas, sueños, etc.

Son las 5:40 AM... tal vez sea porque quiero que pase el tiempo. La mayoría de las veces es solo esperar. Esperar a que pase algo, que salga por ahí alguna novedad o esperar para poder volar.
Faltan 13 horas por hacer para convertirme en piloto privado... el sueño del hombre, como dicen. Un amigo dice: "Podemos caminar, correr, nadar, bucear, escalar, pero no podemos volar" Es una de las cosas mas increíbles: Ver el mundo en el que nacimos, crecimos y aprendimos desde el aire. Te da una perspectiva de lo que es el mundo y si piensas un poquito más, del universo.
Yo pienso que cada pasión es lo más importante para cualquier persona. Sea lo que sea. Se crean y descubren grandiosas cosas en la tierra, pero nada va mas allá de los primeros 500 pies sobre el terreno. Nos limitamos a un lugar de lo más pequeño que puedas imaginar. (Uh oh, ya voy a empezar con mis pensamientos del universo) ¿Que habrá en otras partes del universo? Bueno... además de billones de estrellas, planetas y galaxias, hoyos negros, cometas, energía oscura, materia oscura.
Es inimaginablemente grande y como pueden ver, me fui desde la vida terrestre hasta lugares desconocidos... ¿Que forma de pensar no creen? Cualquiera puede pensar así, pero las personas que vuelan tienen esto presente. Dije "personas que vuelan" porque no quiero decir que solo los pilotos. Igual nos enfermamos, usamos lentes, hacemos grandes cantidades de errores, no somos "personas superiores". De todos modos, nos gusta estar ahí, arriba de las nubes.
Esta es la única vez que escribo todo ese rollo, uno de mis pensamientos.

El martes volé a Zamora. Teníamos planeado comer en "Carnitas el Aeropuerto", pero el avión llegó tarde de Aguascalientes. Un alumno de piloto comercial hizo ruta a Ags. y no sé por qué €$@% llegaron tarde. Solo pude hacer un toque y despegue y nos regresamos a Gdl. Volamos en formación con otro Cessna 152 de la escuela México, pero de todos modos tenía hambre. A ver si próximamente vuelo a Manzanillo para disfrutar del aire salado y las olas del paraíso que es la playa.

Para ser primer post, es mucho... mejor ya me voy a dormir.