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First of all, sorry for no update on this blog for a while. It's been so much to do at my real school, but finally it's basically all done on that front.

Cross-country status:

Completed! I have flown all dual and cross-country flights already! Some with DA-40, but the triangles with DA-20. Here are my routes just for pure interest:

DA-40 Malmi-Turku-Malmi (dual)
DA-40 Malmi-Tampere-Malmi (dual)
DA-20 Malmi-Turku-Tampere-Malmi (dual)
DA-20 Malmi-Turku-Malmi (solo)
DA-20 Malmi-Turku-Tampere-Malmi (solo)

This post will focus on the most important one, the solo cross-country flight which is a part of the PPL-course, and must be at least 150NM and contain stops at two different aerodromes than the starting aerodrome. It can be longer than 150, and indeed, mine was! I flew 256NM (474km)! It was great fun, but it also felt nice to shut down the engine after the flight when I finally arrived at Malmi; it was quite exhausting!

The solo cross-country triangle:

I woke up around the normal time (for most people that means early). I had to finish some of my planning before going to Malmi, because when you fly cross-country, you really need to save a bit of the work for the morning, like the forecasted winds. My parents were away, so I had to go to Malmi by public transport. The journey to Malmi is pretty smooth, first tram and then bus 75 from the central railway station in Helsinki. It just takes a bit longer than by car. At Malmi, I had to prepare everything that was left as fast as possible, because even if my flight wasn't before something like 2h, the time before that tends to fly... Luckily I was finished quite a bit before and had the time to mentally relax a little before the flight. Meanwhile, the forecast had change to the better! The weather in Turku had been forecasted a bit sceptical, but then it was changed to perfect. We were quite sure the forecast would change, but now I was really good to go.

Time was in and I jumped into my plane. I said goodbye to my instructor and closed the canopy. Of course I mounted the GoPro in the side for the ultimate selfie-view ;) After getting the engine started I listened to the ATIS and performed the checks as usual. I got my clearance to taxi and I went to holding Bravo for runway 18 after crossing RWY 09. I performed the checks and run-ups and everything was fine. "Oscar Alpha Tango, holding Bravo, ready for departure" I transmitted and got cleared for take-off shortly after. When I accelerated on the runway, I checked the engine instruments, but somewhere, I think just after lift-off, I noticed the oil temperature was something like 2/3 into the yellow arc (it can still be in the yellow arc but it should be treated with caution). When I could, I tried throttling down. Nothing really happened, but after maybe a minute I could see it started to drop a little bit. I was unsure what to do, but as it was in the yellow part, I kept going and monitored it all the time. When I was NOKKA outbound (like 2-3 min after departure), it was just dropping back to the green arc, and a minute after that it was stable in the middle of the green arc, just like normal. Phew! If it hadn't gone back within a few more minutes, I would have had to go back. Now the view of Helsinki city was just to enjoy as I passed outside the town at 1200ft, heading for the tall mast in Espoo.

I generally felt navigating was getting easier and easier in most parts of the flights! Luckily the plane has a GPS, but it's sort of unofficial for the PPL-course as we have to be able to navigate visually. Nevertheless, the GPS could confirm that my heading to Kiikala airport was correct with the wind correction angle I had calculated. I passed Kiikala airport, and then to Salo, and just before Salo I descended below the Turku TMA. To make things easier for myself, I didn't go in there, and instead contacted the control zone itself when I was closer to the entry-point SALPA. At Turku I had been last week (solo), so I knew the place pretty well now! From SALPA it's easy to find the airport, because you will mostly follow roads. The landing was quite good and I was cleared to stand 2A again. In Turku I walked to the terminal to use the toilet. There is sometimes a bit mess in Turku to do it, especially as nobody was answearing the service-phone today. I had to call the TWR this time as well, so they called the mainteinance for me and after a few minutes a yellow car appeared. They are always so friendly in Turku TWR :) I got to use the toilet and went back to the plane. In the plane I performed all checks as normal, but ouch, the engine didn't start after three attempts. I was a bit worried. I had lost a lot of the battery on those attempts already, and I had to turn everything off to let the starter cool down. This plane can be very tricky to start.... yes, even one flight got cancelled because of that! I called my instructor and he gave me as much help as he could. We suspected that it just wasn't primed enough. It's always tricky when the engine is semi-hot. Luckily I got it on the first attempt after the cooldown, with some more priming. It wouldn't be fun to drain the battery, and whops, you are so far away from home. I did the normal procedure and took off, whichafter I did a right turn towards the point HALLA (as I was going to Tampere). HALLA is also relatively easy to find, but not as easy as SALPA I think.

On that leg I found navigating a bit harder. There was either flatland or forest, with not much population. Some odd lake here and there of course, it's Finland ;) Thankfully I found landmarks like towns and a swamp on the way, so I stayed on map. Meanwhile maintaining 1000ft, I realised there was a lot more elevation than I'm used to! I was actually flying some 6-700ft AGL! No doubt navigating was tricky. Closing LEMPO, the entry point I used to the Pirkkala control-zone, I got a little help from the GPS. Even if I had been to LEMPO before, the area around it was a little hard to navigate in (not much landmarks that was clearly distinguishable). Even close to Tampere-Pirkkala airport, navigating can be a bit tricky. I landed there and the landing wasn't perfect, but ok. In Tampere I had to refuel, and quickly. Well, the time was already used, so I had to delay my flightplan by calling ACC. I got the plane refueled and also some help from two guys with a C172, thanks guys! In Tampere I was forced to eat my bar, just to get some energy (I was hungry!).

The start went fine in Tampere, I got my clearance and took off from RWY 24. I went outbound from LEMPO and found my way through forests and lakes. I quickly realised that the weather (the winds) had changed from the GAFOR I had used (the morning version), so I had to adjust my wind correction after best ability, keeping on map and trying to follow the line I had drawn on my map. This went really fine, and the GPS could confirm I was heading nicely towards Hyvinkää airfield. On the way I passed Hämeenlinna (on my left side) and Riihimäki, before passing Hyvinkää airfield on the north-eastern side and continuing towards Järvenpää. Over Järvenpää, I could nicely follow my heading towards Nikkilä and then continue to DEGER (the entry point of the Malmi CTR), by following my heading, or even easier, a powerline. Before DEGER I realised I was a bit high, and hadn't done any radio transmission (it's not mandatory to do any before the inbound call when the TWR is closed, but it makes sense). I did a little turn over my friend's house, descended to 700ft and entered the Malmi CTR. I joined base-leg RWY 18 and had a nice landing. It was all silent on the radio until I had nearly parked the plane. Parking it was a perfect feeling! A loong day, and finally back! Now I was really exhausted! A coke was really tasty from Aeropole's complimentary "minibar" after the solo cross-country triangle. So many hours on the go (more than 3h flying time+stops+preparations before the flight)! Now there is only one thing left, the SKILL TEST! I will have a brush-up first though.

Flight planning Like a Helge!

Passing Kaivopuisto! I can see my house! :)

Turku.

Happy pilot!

Balloons over Sipoo.

After the long journey!

I also made a YouTube video, featuring many clips from my solo cross-country triangle, but it contains many other clips as well, because it's a progress video.

Stay tuned for the skilltest!! :)

Helge

... luckily on the ground. The plane has been fitted with a new starter as the old one was literally toasted. Me and my instructor didn't get the plane started today unfortunately. After many attempts, we had to pull it to the terminal to charge the battery and put on the engine heater. Now it's very important not to keep the key on the start position for a too long time, because if the prop just spins very slowly, it will generate huge amounts of heat. This had probably contributed over a long time for the starter to get toasted. However, when my friend (finally) after us managed start it, we actually believe that we didn't prime it enough maybe. Anyway my friend, Pin, got his last solo and then passed checkride after that today. CONGRATULATIONS PIN! :)

The plane with the engine heat connected, just like a car.

And tomorrow is my first flight in the DA-40 (OH-KAS) with a G1000 Glass Cockpit. I will use the DA-40 enough to feel safe and get the differencial training, but the DA-20 C1 will remain as my primary trainer.

Stay VERY tuned for tomorrow! :)

Helge

I finally counted my hours again today. My total time is now 23h and 39 mins! More than half of the 45h required. I have flown two flights since my last solo, both spin avoidance (dual) because the weather was really optimal for that (CAVOK both days!) And luckily, we don't need to do a fully developed spin! That would make my stomach bad I guess. What I have left for my PPL is simply three emergency flights, 2-3 basic instrument, some solos and the navigation and later cross-country flights. The two latest will eat most of the remaining hours. The very last part of the PPL is the solo cross-country that must be at least 150NM and where you must land at two additional airports than the starting airport (from Helsinki students typically fly Helsinki-Turku-Tampere-Helsinki). Sooner or later I will also fly the DA-40 (four-seater) to get the differencial training, but my primary trainer is OH-KAT, the DA-20 C1. The DA-40 can be really optimal on some cross-country flights, but the final solo cross-country will be in KAT. Flying OH-KAS (the DA-40) will also add more costs but when I have my PPL, I can bring three persons in addition to me there.

The final flight of the PPL-course is the checkride, when an examinor from TraFi will join me to check that I'm ready. I will try to do that on my 17th birthday.

Well, even though I have just passed half of the hours required, it still feels a lot and it is. The cross-countries will really eat up most of the remaining hours (the triangle between the cities will be flown twice, once with my instructor and once alone, giving around 6h). Thinking of the rest of the dual flights before and then with navigation (starting gradually with basic nav, radio nav, nav problems etc.)+the solos, 45h doesn't seem like an impossible target at all.

I would like to dedicate the same post to some pictures of moments that inspired me to start with the PPL :)

So, it was finally time for my first solo-flight to the training area!

I arrived at Helsinki-Malmi airport a bit early on Friday the 1st of February. I'd had a test at school that day so I was finished early as well. There was plenty of time to do all the pre-flight checks before pulling the plane out at 14. I had to wait to 14:15 for my instructor to arrive, so I completed the checks, jumped in and closed the canopy meanwhile.

My instructor basically just checked that everything was alright before he left. I read through the checklists and started..... well... tried to start the engine. The engine of this plane can be rather tricky to start, especially when it's semi-hot. I did three attemps, non of them succeeding. Batteries of GA-planes are also drained really quickly. I switched off the battery and called my instructor. We did some attempts with him on the outside, and then he jumped in to try himself. The problem is however that the DA-20, unlike many other similar planes, CAN'T have the canopy open with the engine running. After MANY attempts, we got the engine running on the very last fumes of the battery. The battery was really close to dead so we quickly switched on the generator and turned off all other electrical consumers (exept strobe lights). Running the engine at a bit higher RPM than normal and letting the battery charge for around 10 minutes, it was now my turn since it was a solo flight. We shutted everything down, my instructor left and I tried starting it again. I succeeded and pretty delayed, I could still fly! I just had to do it a little bit shorter than intended, though not much really.

At the run-up checks, the RPM DID drop over the limits when checking the magnetos. I had to do the rest of the checks, then try again. I also leaned the mixture a bit while running on the 1700 RPM to get the heat up and clean the spark plugs. All other checks completed, I tried again, and luckily, the drops was within limits now! The plane hadn't been flying for some days and also been to maintenance.

I reported ready, but had to wait a while. The traffic circuit was relatively full. I managed to get a "slot" and first got cleared to line-up and wait whichafter I got my clearence.

I did a right turn to DEGER and reported outbound when I reached DEGER. It felt special, but very good to now fly outside the airport-area alone. I climbed to around 1000ft, before I turned towards a friend of mine's house. I circled the area a little before continuing towards Porvoo. First I flew along the coast-line, then I started following the highway. This was the first time I flew directly above Porvoo! I circled around a little, before turning back. I followed the highway to somewhere around Söderkulla before I flew towards the coast and circled the area of my friend's house for a while. During the flight I did a lot of maneuvers and enjoyed "hanging around", getting more known etc. The flight was unforgettable. Just me and the plane.

So it was more or less time to return. I was a little close do DEGER so I flew towards Söderkulla and the Ingman (ice cream) factory again. I contacted the tower at Malmi, but realised I had forgotten to listend to the ATIS! I had say call you back and quickly listend the ATIS to get the weather info (to advice the tower that I had the information and the pressure in hPa). So I got cleared to enter the control zone and join the base-leg for runway 36. I flew towards the airport but started doing a little mistake here. I should have turned to the left earlier and followed a road (where there is a chimney as well) to avoid the noise abatement area and actually reach the base-leg better. I had drifted too close to downwind and I found myself over the noise abatement area, realising I was a little off the track I was supposed to correct it, when the TWR told a Cessna "... follow Diamond, now trespassing noise abatement area". I got a bit stressed, and more or less, joined the downwind-leg instead (if it counted as I joined downwind or if I made a straight line between almost-downwind and base-leg I don't know, but it wasn't a very big problem. There are room for mistakes and especially for students, we are still learning! :) My next mistake was to drift a bit too close the the runway so I had to extend a little and make a more or less 180 degrees turn to avoid another noise abatement area (Malmi cemetery). The landing went fine, but I had to quickly leave the runway for the next plane to land. A little shaky and definitely embarrassed, me and my instructor debriefed well. This wasn't dangerous at all, just embarrasing to me. Noise abatement areas are not forbidden to fly over, more like avoid as best as possible. Things like this DO happen and there is room for it. This wasn't even a big mistake, just embarrassing. I gained experience from that, making me a safer and better pilot in the future. I look forward to impress the ATC in the future as well ;-)

The flight was really unforgettable!

A video and some pictures below. The (small) ciry is Porvoo.

Stay tuned for more!

Helge

So it was time for my second solo! My father picked me up outside school with all my gear and we drove to the airport. This flight was also to be flown in traffic circuit. I met my instructor, but there wasn't really any briefing to do.

We walked out to the plane after it had landed. I did the pre-flight checks and jumped in. My instructor was waiting next to the plane until I had started the engine, before he walked back. The feeling was much different from the first solo, I felt much more confident (first solo is first solo!). Everything went as it was supposed to, I got cleared to taxi to holding Golf and even remembered to note all the times during the entire flight!

I had to hold for a while at Golf while a chopper was hover-taxiing. Fun to see all the snow being thrown around. I got cleared to taxi to the holding point of runway 18, where I did the run-ups etc. I reported that I was ready for departure and updated my endurance via radio at the same time, as I only had 3h but had filed 4h.

The take-off was like normal. A little bit of crosswind though. I probably started my turn a little bit late to the crosswind-leg, as the head of school had seen me when he arrived at the airport. No big issue at all, however. I have a feeling that it's hard to estimate when to start turning in crosswind, before you have done it and felt it once in exactly those conditions.

It was a strange feeling to be up there alone again, but I enjoyed it just like last flight! This flight was also filmed with my GoPro on the headstrap.
After two touch-and-goes, I was at the end of the downwind leg to runway 18. The clock was 15:52 and I had to be back at the hangar at 16 to pull the plane in. I was convinced there was time for once more circuit so I did it. When I was on base-leg for the last time, I reported "Oscar Alpha Tango, base 18, full stop landing" to let them know I wanted to (... or at least had to) land. I taxiied back to the apron and I parked just at the same time as the hangar doors opened. A nice timing, my instructor said.

The video will be here soon! Stay tuned for more!

Helge

Hi!

I have never published any videos in this blog, so it's time to do so. I got a GoPro Hero HD2 in November (early Christmas gift), and I've recorded some videos already. They can be found on my YouTube user: http://www.youtube.com/user/helgefly56/videos?view=0

I have also one video using my iPhone. That result was pretty nice as well! Unfortunately, my GoPro failed on my first solo, as already stated in the blog-post about the first solo. Below is some of them copied directly to this page.

Enjoy and stay tuned, tomorrow is my second solo (in TC)!

Helge

So yesterday, 20.01.2013 was an important day! My first solo!

Just as an introduction to those not so familiar with the licenses etc. The solo part of the license is intented to make the student familiar with flying alone, give a reminder of the routines, make the student familiar with how the airplane feels with only one person on board etc. But of course, it's a boost for the student's motivation as well. Solo will count for around 10 of the 45h required to obtain the PPL-A license. Things to do solo during the course is to fly in traffic circuit, do maneuvers in the training area and towards the end of the course, fly cross-country solo.

I travelled to the airport with my parents and we arrived there just before 10:30. It was not my normal instructor supervising, it was the head of the school. He had also checked me the day before on my pre-solo. I got some final briefing and we highlighted some things that he had pointed out on the check. Together we also filed the flightplan, as it looked a little different from the normal one I file myself. One difference was the PIC, Pilot In Command, which for the first time was me.

We walked out to the plane just after that. The plane had just parked and shutted down after a training flight. The weather was perfect, CAVOK (no clouds and very good visibility). We ordered full tanks so the difference in weight woudn't be dramatically different with only me on board. It was pretty cold, so I wanted to start the engine quickly, though it was not as big rush as on the pre-solo check when it was REALLY cold. Saying bye to the supervising instructor and close the canopy, all alone in there, was a very special feeling. No doubt my pulse was higher than normal. I went throught the checklists like normal, opened my side-window and waved to my parents watching my from inside the apron. I turned on the fuel pump, then the fuel prime (making much noise), moved the throttle to full for around 5 seconds and then back, whichafter quickly turning the key and getting the engine started. Once after start I went through more checks, and then I contacted Malmi Ground. After getting my celarance to taxi, I had to turn on the apron which was very contaminated by snow. It was a little hard, but I made it and took the plane to the holding point of runway 36. Doing the run-ups and final checks felt special all alone. Frankly, my GoPro wouldn't stick in the canopy, so after attempt number 4 or 5, I gave it up. I felt a little bit sad that I couldn't get the flight taped from the cockpit like I had imagined, nevertheless the flight itself was more important and I did have my parents taking pictures of me from the ground.

I transmitted to Malmi Tower "Oscar Alpha Tango, holding Kilo, ready for departure". Their answear was to hold position. I read it back and waited for a fairly long time before I got cleared to line-up and wait. Seconds after I was fully lined up on the runway, I got cleard to depart for right hand traffic circuit. I read it back while I gave throttle. Not many seconds later I reached the rotation speed and pulled the plane carefully up in the air. My face was filled with a big and proud smile that moment. I climbed out at 70 kts before reaching the safe altitude and speed. I then took the flaps up and did my best to maitain 600ft (the TC altitude at Malmi). I then turned to crosswind and then seconds later do downwind, the longest leg. It was a great feeling to fly all alone. I slowed down to 90kts and took out the flaps for take-off. After that I turned right base to runway 36 and reported it on the radio. I got cleared for touch and go. Final checks; mixture rich, flaps for landing, fuel pump on and landing light on. The plane felt generally very much the same despite a little lighter. The landing went fine, and on the runway I took the flaps back on take-off position, full throttle, and up in the air again. I counted the landings using the VOR as my instructor had showed me, very clever indeed!

After enjoying around 30 minutes in the air, it was time to land. When on right base to 36 before the 6th landing, I reported "Oscar Alpha Tango, right base 36, full stop landing". I got cleared to land and the landing went fine, just like the other landings. I started taxiing to the apron and did the after landing-checks.

I parked my plane, performed the shut-down checks, then shutting down the engine and then turned off the battery and removed the key. My parents, my supervising instructor (head of the flight school) and another person headed out on the apron. As agreed, I was given a Solo bottle (a Norwegian lemonade brand and first solo tradition) by the supervising instructor, after he had congratulated me and we had shaked hands.

It was now time for some pictures and hugs to both my parents. I had done it, flown my first solo, a milestone of the PPL-course and my big dream.

Stay tuned!

Helge

Just after engine-start

On final approach

And the Solo bottle!
A proud me and a proud head of school!
A flight I will never forget!

The title says the most. I have now had 12 flight lessons and have around 9,5h of flying time. However on the theory front I have a very good news to announce today! I had my final theory exam today (the "written") and I PASSED IT! That feels so great. Now I only have the best part left (the flying) and I feel so happy for that. Solo isn't that far away! I thought the result was going to come via mail but when I wen't to TraFi today (the Finnish Civil Aviation Authority) to do their exams I found out I would get the results today. The tests was both hard and easy. When I got the results I was really happy I had passed all 9 subjects. I used a long time for the exams but it was worth it. I'm going to fly this weekend and of course celebrate that the theory part is over.

Stay tuned for more later!

Helge

On Saturday the 11th of August, I wen't to Malmi the entire day to have a groundschool and tests about Navigation, Flight Performance and Planning and Basic Instrument Theory. The day wen't through pretty fast, but I failed the tests (passgrade is 85%). I then travelled back the next day and made them! That feels great. Now I have around 50% theory done from the school, but after that I still have the tests from the authority.

Stay tuned, tomorrow is my next flight!

Helge

Just less than a week since my last flight, I'm was flying again! This time the weather looked a little worse compared to my last flight, but it was still acceptable. We started up the plane and I was taxiing it (as usual now) to runway 18. I did my 2nd fully own take-off, and it went fine. In the air I was very focused NOT getting too high this time. We did the after take-off checks and flew towards DEGER. Outside DEGER we kept between 1000-1200 feet of altitude and tried some situations of changing the throttle when the airplane is trimmed to a specific speed and attitude. If I put the throttle all the way to idle when I have trimmed the plane it will start decending trying to recapture that speed (going a little faster than it was and also turning a little) if I don't touch the stick and rudder. And vice-versa when giving full throttle.

In the archipalego I also practiced on the approach, we pretended an island was the runway and I flew towards it executing the landing checks, flying slow and adding flaps. Then we simulated a go-around, giving full throttle and fly up, then putting the flaps to take-off position.

We then turned towards NOKKA and we practiced slow-flying close to Vuosaari. When flying slow without flaps, the horizon over the panel won't be visible, but it will become more and more visible the more flaps we add. That way we can have a more steep angle in the decend as well. Flying with full flaps generates a lot of drag and we have to fly slower than usual, so we were holding 50 knots with full flaps and the stall warning shouting for some seconds, then giving more throttle and taking the flaps up, first to take-off position and then fully up.

Reaching NOKKA we turned back to the airport and joined the circuit for runway 18. We were then number three on approach. I did everything, first slowing down and doing the approach checks and setting the flaps to take-off position. As we reached the beginning base leg of the circuit, the instructor wanted me to find a point about 90 degrees from our plane to the left. Closing the runway and onto the final leg we slowed further down to 70 knots setting flaps for landing and then 60 knots as the final approach speed. I was flying all the time and I had a good contact with the PAPI lights, showing mostly two white and two red, like it's supposed to. Just before touching down, on the flare, the instructor helped a little pitching the plane. But it was still my first landing!

We then parked the plane outside the terminal because my instructor was soon going to fly with another student.

Me in front of the plane after my first landing

Stay tuned!

Helge