busting aviation myths and answering your top questions

Busting aviation myths and answering your top questions

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Hello my Aviator,

time flies! My blog is now online for already one year. It has been an exciting journey to share my adventures, tips and travels with you. At an early stage, I noticed that you are interested in more than just cool photos and videos on my Instagram. Therefore I launched www.pilotpatrick.com. The biggest motivation is you, my Aviators. I am not only an inspiration for you but also you are an inspiration for me. To celebrate the anniversary of my blog I will give away an original A380 model of Airbus. Additionally, I will answer the most common questions. On top, I will bust some myths about pilots and aviation in general.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Oh! You are only the First Officer. When will you fly the plane?

I love to hear this statement. Imagine all First Officers would not be allowed to fly. How are they supposed to become a captain one day without having the experiences of flying an aircraft? Before each flight, the decision is made which duties each pilot has. This is split apart in Pilot flying (PF) and Pilot not flying (PNF). PNF means to do the radio communication and to support the PF in his task of flying. The responsibility has the commander at all times even when the first officer is operating the aircraft. The first officer is allowed to take off and land the aircraft like the captain from the beginning on. Restrictions apply when the weather is marginal or other circumstances like special airports require the commander to fly.

[/spb_text_block] [spb_image image="17943" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Boeing 747-800 of Lufthansa in Frankfurt (FRA)

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Can travel the world for free as a pilot!

I wish I could! In my past seven years as a pilot, I paid for all my flight tickets the regular price. So far I never had the privilege of staff traveling. It would be great to have the possibility to book ID tickets. This way I would be even more spontaneous to travel to new places. The fare is much cheaper than the regular ticket price. For example, a flight in Business class from Germany to New York (round trip) would only be around 500€. The tickets are only standby so there is the risk of not getting a seat, but on the other hand, they grant you great flexibility.

As a pilot, I have to commute to my home base and the location of the aircraft a lot. Especially during my time as a private jet pilot, I traveled with airlines a lot. For those flights, I am wearing my uniform as well. Most of the time I can use the fast track at security checks or I get free drinks and food on board. I even have been upgraded to Business Class several times. Aviation is like a big family and crews help each other out and make traveling as much as comfortable as possible.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

You are a pilot. You must have good eyes!

Contrary to popular belief, you can fly commercial aircraft wearing glasses or contact lenses, as long as your vision is correctable to 20/20. For the initial Medical class examination, you have to meet a lot of different requirements. In case you are wearing glasses, they need to be in the cockpit and you also need a to bring a spare one. Each year you have to revalidate your examination and proof that your vision is unchanged.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Pilots earn a fortune! What do you do with all that money!

Pilots make a fortune and for their job, they get paid too much. This is not correct! Especially the first years as a first officer are not paid well. For example, I started as a private jet pilot and for a full-time contract, my wage was 2,800€ a month. I would not consider this a fortune! A big benefit of being a pilot is the extra allowances. I get paid extra for being a way from my home base. Some of the surcharges are tax-free, so it helps to boost the net salary. Just so you know in Germany you have to pay about 50% tax on your salary.

Over the last years, a lot of airlines practiced some kind of loan „dumping“. To be able to offer cheaper flight tickets and to be more competitive they save on the costs of staff. There has been an oversupply of pilots for a long time and that is why companies reduced the salary of their crews. They even developed a „pay to fly" models, which means that the pilot pays for his work and not the employer the employee. I also know about a pilot of a big German charter company, who still lives at home with her parents because she can not afford moving out. With the upgrade to a captain, the world can look different. Most of the times the salary is almost doubled.

[/spb_text_block] [spb_image image="17942" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Welcome to my office!

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do aircraft have a horn?

I alway thought they do not have a horn but they actually do. But this horn is not used to alert other aircraft, it is used to inform the ground crew that the cockpit asks for communication. In the Airbus this button is called „Mechanic call“. Once the engines are operating you will not be able to hear this horn anymore. The private jet I used to fly did not have this feature.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

What do you do during a long flight?

My longest flight so far was from Teneriffa to London. We had a strong headwind and the aircraft was heavy. The flight was almost 5 hours and this is about the maximum the Citation XLS can do. This flight felt like an eternity because there is not much space in the cockpit. Honestly, I do not know what pilots do when they fly 10 hours straight. On short flights below one hour, you are busy from the beginning to the end of the flight. In cruise flight, the workload is really low. The auto pilot flies the aircraft and the crew monitors the systems. The PNF (Pilot Flying) fills out the flight plan and does fuel checks. The PF (Pilot Flying) checks the weather en route and of the destination. Besides such tasks, I fill out my pilot log book, eat, drink read and take some short snaps for you.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

What do your three golden stripes mean?

The stripes state the rank of a crew member. Three stripes are for first officer and four for captains. At some airlines, first officers also fly with two stripes to indicate their junior status. There is no difference between gold and silver!

[/spb_text_block] [spb_image image="17941" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Below the wing of an Airbus A300

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

How did you become a pilot and how much did the training costs?

At the European flight academy, formerly called Intercockpit, I became a flight student in 2008. I chose an integrated route which is a full-time course othat takes a student from complete beginner to a position of becoming a pilot at an airline. The course was really intensive at there was not much free time in between practical and theoretical flight training. The training facility organized everything for you and provided you with a monthly schedule. The theoretical phases were quite enduring, which made the practical flight phases even more exciting.

The ground courses took place in Frankfurt and my flight training in Florida and in Croatia. Even though the time was quite stressful and paired with a lot of pressure, I had one of my best times in my life. Already after 18 months, I completed the training. Like everything in aviation, flight training is expensive too. In total, I paid 64,000€ to the flight school. (This did not include housing transport administration fees at the authorities) In case you are interested in an extended version of how I became a pilot, I suggest to read my series on this blog.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do pilots sleep during flight?

The simple answer is yes. Certainly not on all flights. In pilot terms, sleeping is called controlled rest, which is taken in the operating seat. Of course only one pilot at the time. This procedure has been proven to improve safety because it improves alertness. The idea behind is that a pilot gets a sleep up to 30 minutes like a power nap and to be more fit afterwards! 

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do aircraft have a key like a car?

Smaller aircraft do big once do not. The Citation XLS+ has a regular lock and I had a key for every aircraft in the company. You probably think that those were super fancy for a 12,000,000€ private jet. It actually looks like a simple key of a locker. The major reason why smaller aircraft or business jet has a lock is that you could enter the aircraft from the ground without any aids. On a big airliner, the picture looks different since the door is so high up that it is sufficient to remove the stairs to guarantee that no unauthorized personnel gets access.

[/spb_text_block] [spb_image image="17940" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Give away of an original A380 model of Airbus (1:400)

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

To celebrate the first anniversary of my blog, I am giving away an Airbus A380 model in the size of 1:400.

To have the chance to win the model you need to:

  • Be a follower either on my Instagram/ Facebook
  • Subscribe with your email to the newsletter of my blog below
  • Leave a comment below with the questions which is aviation, travel or lifestyle related. I will answer your questions in a later blog post.

I am looking forward to sharing my adventures as a pilot. Good luck and happy landings!

Your Pilot Patrick

[social size = "large"]

[/spb_text_block]


busting aviation myths and answering your top questions

Aufklärung über Mythen der Luftfahrt und Antwort auf Eure top Fragen

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Hallo mein Aviator,

die Zeit verfliegt! Mein Blog ist jetzt seit ziemlich genau einem Jahr online. Es war bisher eine spannende Zeit, meine Abenteuer, Tipps und Reisen mit Dir zu teilen. Schon ziemlich früh bemerkte ich, dass Du Dich für mehr als nur coole Fotos und Videos auf Instagram interessierst. Deswegen habe ich meinen Blog www.pilotpatrick.com ins Leben gerufen. Meine größte Motivation bist Du, mein Aviator! Ich möchte nicht nur versuchen Dich zu inspirieren, sondern werde auch täglich von Dir inspiriert. Um das einjährige Bestehen meines Blogs zu feiern, verlose ich an alle Teilnehmer ein original A380 Model von Airbus. Zusätzlich beantworte ich die meist gestellten Fragen. Außerdem kläre ich einige Mythen über Piloten und die Luftfahrt im allgemeinen auf.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Oh! You are only the First Officer. When will you fly the plane?

I love to hear this statement. Imagine all First Officers would not be allowed to fly. How are they supposed to become a captain one day without having the experiences of flying an aircraft? Before each flight, the decision is made which duties each pilot has. This is split apart in Pilot flying (PF) and Pilot not flying (PNF). PNF means to do the radio communication and to support the PF in his task of flying. The responsibility has the commander at all times even when the first officer is operating the aircraft. The first officer is allowed to take off and land the aircraft like the captain from the beginning on. Restrictions apply when the weather is marginal or other circumstances like special airports require the commander to fly.

[/spb_text_block] [spb_image image="17943" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Boeing 747-800 of Lufthansa in Frankfurt (FRA)

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Can travel the world for free as a pilot!

I wish I could! In my past seven years as a pilot, I paid for all my flight tickets the regular price. So far I never had the privilege of staff traveling. It would be great to have the possibility to book ID tickets. This way I would be even more spontaneous to travel to new places. The fare is much cheaper than the regular ticket price. For example, a flight in Business class from Germany to New York (round trip) would only be around 500€. The tickets are only standby so there is the risk of not getting a seat, but on the other hand, they grant you great flexibility.

As a pilot, I have to commute to my home base and the location of the aircraft a lot. Especially during my time as a private jet pilot, I traveled with airlines a lot. For those flights, I am wearing my uniform as well. Most of the time I can use the fast track at security checks or I get free drinks and food on board. I even have been upgraded to Business Class several times. Aviation is like a big family and crews help each other out and make traveling as much as comfortable as possible.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

You are a pilot. You must have good eyes!

Contrary to popular belief, you can fly commercial aircraft wearing glasses or contact lenses, as long as your vision is correctable to 20/20. For the initial Medical class examination, you have to meet a lot of different requirements. In case you are wearing glasses, they need to be in the cockpit and you also need a to bring a spare one. Each year you have to revalidate your examination and proof that your vision is unchanged.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Pilots earn a fortune! What do you do with all that money!

Pilots make a fortune and for their job, they get paid too much. This is not correct! Especially the first years as a first officer are not paid well. For example, I started as a private jet pilot and for a full-time contract, my wage was 2,800€ a month. I would not consider this a fortune! A big benefit of being a pilot is the extra allowances. I get paid extra for being a way from my home base. Some of the surcharges are tax-free, so it helps to boost the net salary. Just so you know in Germany you have to pay about 50% tax on your salary.

Over the last years, a lot of airlines practiced some kind of loan „dumping“. To be able to offer cheaper flight tickets and to be more competitive they save on the costs of staff. There has been an oversupply of pilots for a long time and that is why companies reduced the salary of their crews. They even developed a „pay to fly" models, which means that the pilot pays for his work and not the employer the employee. I also know about a pilot of a big German charter company, who still lives at home with her parents because she can not afford moving out. With the upgrade to a captain, the world can look different. Most of the times the salary is almost doubled.

[/spb_text_block] [spb_image image="17942" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Welcome to my office!

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do aircraft have a horn?

I alway thought they do not have a horn but they actually do. But this horn is not used to alert other aircraft, it is used to inform the ground crew that the cockpit asks for communication. In the Airbus this button is called „Mechanic call“. Once the engines are operating you will not be able to hear this horn anymore. The private jet I used to fly did not have this feature.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

What do you do during a long flight?

My longest flight so far was from Teneriffa to London. We had a strong headwind and the aircraft was heavy. The flight was almost 5 hours and this is about the maximum the Citation XLS can do. This flight felt like an eternity because there is not much space in the cockpit. Honestly, I do not know what pilots do when they fly 10 hours straight. On short flights below one hour, you are busy from the beginning to the end of the flight. In cruise flight, the workload is really low. The auto pilot flies the aircraft and the crew monitors the systems. The PNF (Pilot Flying) fills out the flight plan and does fuel checks. The PF (Pilot Flying) checks the weather en route and of the destination. Besides such tasks, I fill out my pilot log book, eat, drink read and take some short snaps for you.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

What do your three golden stripes mean?

The stripes state the rank of a crew member. Three stripes are for first officer and four for captains. At some airlines, first officers also fly with two stripes to indicate their junior status. There is no difference between gold and silver!

[/spb_text_block] [spb_image image="17941" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Below the wing of an Airbus A300

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

How did you become a pilot and how much did the training costs?

At the European flight academy, formerly called Intercockpit, I became a flight student in 2008. I chose an integrated route which is a full-time course othat takes a student from complete beginner to a position of becoming a pilot at an airline. The course was really intensive at there was not much free time in between practical and theoretical flight training. The training facility organized everything for you and provided you with a monthly schedule. The theoretical phases were quite enduring, which made the practical flight phases even more exciting.

The ground courses took place in Frankfurt and my flight training in Florida and in Croatia. Even though the time was quite stressful and paired with a lot of pressure, I had one of my best times in my life. Already after 18 months, I completed the training. Like everything in aviation, flight training is expensive too. In total, I paid 64,000€ to the flight school. (This did not include housing transport administration fees at the authorities) In case you are interested in an extended version of how I became a pilot, I suggest to read my series on this blog.

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do pilots sleep during flight?

The simple answer is yes. Certainly not on all flights. In pilot terms, sleeping is called controlled rest, which is taken in the operating seat. Of course only one pilot at the time. This procedure has been proven to improve safety because it improves alertness. The idea behind is that a pilot gets a sleep up to 30 minutes like a power nap and to be more fit afterwards! 

[/spb_text_block] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Do aircraft have a key like a car?

Smaller aircraft do big once do not. The Citation XLS+ has a regular lock and I had a key for every aircraft in the company. You probably think that those were super fancy for a 12,000,000€ private jet. It actually looks like a simple key of a locker. The major reason why smaller aircraft or business jet has a lock is that you could enter the aircraft from the ground without any aids. On a big airliner, the picture looks different since the door is so high up that it is sufficient to remove the stairs to guarantee that no unauthorized personnel gets access.

[/spb_text_block] [spb_image image="17940" image_size="full" frame="noframe" caption_pos="below" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"]

Give away of an original A380 model of Airbus (1:400)

[/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

To celebrate the first anniversary of my blog, I am giving away an Airbus A380 model in the size of 1:400.

To have the chance to win the model you need to:

  • Be a follower either on my Instagram/ Facebook
  • Subscribe with your email to the newsletter of my blog below
  • Leave a comment below with the questions which is aviation, travel or lifestyle related

I am looking forward to sharing my adventures as a pilot. Good luck and happy landings!

Your Pilot Patrick

[social size = "large"]

[/spb_text_block]


my first 100 flight hours on the airbus A300

Checkflug absolviert- Meine ersten 100 Flugstunden auf dem Airbus

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Hallo mein Aviator, nach einem ausgiebigen Flugtraining auf dem Boden und in der Luft, habe ich meinen ersten "Line Check" auf der A300 erfolgreich absolviert. Vielen Dank für das Daumen drücken! Der Kontrollflug verlief unproblematisch und ich habe ihn mit bravour bestanden. In diesem Artikel über Luftfahrt werde ich von meinen Erfahrungen der ersten 100 Flugstunden auf dem Airbus berichten und erklären wie das Verfahren für eine neue Flugzeug- Musterberechtigung aussieht.

[/spb_text_block] [spb_image image="17567" image_size="full" frame="noframe" caption_pos="hover" remove_rounded="yes" fullwidth="no" overflow_mode="none" link_target="_self" lightbox="no" intro_animation="none" animation_delay="200" width="1/1" el_position="first last"][/spb_image] [spb_text_block animation="none" animation_delay="0" simplified_controls="yes" custom_css_percentage="no" padding_vertical="0" padding_horizontal="0" margin_vertical="0" custom_css="margin-top: 0px;margin-bottom: 0px;" border_size="0" border_styling_global="default" width="1/1" el_position="first last"]

Erster Schritt: Musterberechtigung (Type Rating)

Mit meiner CPL(A) Lizenz darf ich grundsätzlich alle Flugzeugtypen fliegen, solange ich eine spezielle Schulung auf dem konkreten Flugzeug absolviere. Diese Schulung wird auch Musterberechtigung (Type Rating) genannt, findet in einem sogenannten "Full Flight Simulator" statt und kostet ca. 60.000€. Meine erste Musterberechtigung habe ich 2010 auf der Citation XLS absolviert. Damals musste ich ungefähr 20.000€ für die Schulung investieren, um als Erster Offizier auf dem Privatjet starten zu können.

Anfang diesen Jahres wechselte ich meinen Arbeitgeber. Ich musste mich einer umfangreichen Schulung unterziehen, um eine Lizenz für den Airbus A300 zu erhalten. Dieses Mal zahlte mein Arbeitgeber für die Kosten der Schulung bei der Lufthansa Aviation Training. In einem meiner früheren Artikel habe ich im Detail beschrieben, wie diese Schulung aufgebaut ist. (Derzeit nur auf englisch)

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Simulator in Berlin bei der Lufthansa Aviation Training

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Starts und Landungen

Nach Abschluss der Musterberechtigung im Simulator musste ich neun Starts und Landungen mit dem Flugzeug absolvieren. Um wirtschaftlich zu sein sollte ich auf der Bahn landen, das Flugzeug neu konfigurieren (Landeklappen sowie Trimmung) und ohne zu halten direkt wieder durchstarten. Für gewöhnlich wird dieses Training unter Sicht in einer Platzrunde geflogen. Bedauerlicherweise war das Wetter an diesem Tag so schlecht, sodass wir gezwungen waren blind nach Instrumenten zu fliegen.

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Erste Landung während des "Base Training" auf der A300

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Im Simulator zu sitzen fühlt sich beinahe real an, aber zum ersten Mal in der echten Maschine zu fliegen war ein überwältigendes Gefühl. Bis zu diesem Zeitpunkt hatte ich lediglich Flugzeuge mit einem maximalen Startgewicht von 10 Tonnen geflogen. Jetzt fliege ich Maschinen mit 170 Tonnen Startgewicht. Bei meinem ersten Start bekam ich Gänsehaut. Die Hälfte meiner Landungen an diesem Tag waren gut, über die andere Hälfte wollen wir lieber nicht sprechen. ;-)

Übung macht den Meister!

Diese Landungen sind vom Luftfahrt- Bundesamt (LBA) vorgeschrieben und müssen absolviert werden, bevor man kommerziell mit Passagieren an Board fliegen darf. Während meiner Zeit als Flugschüler in Zadar hatte ich die Möglichkeit während eines Base Trainings an Board einer Lufthansa Maschine zu sein. Während eines Anflugs durfte ich sogar im Cockpit sitzen. Dies war definitiv eines meiner Höhepunkte der Pilotenausbildung. Ich erinnere mich, dass die Landung eines Flugschüler so hart war, dass die ein Teil der Kabinenverkleidung herabfiel.

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Zadar 2008 als Flugschüler

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Flüge als beobachter

Nach dem erfolgreichen Abschluss der Musterberechtigung sowie der Starts und Landungen wurde der Antrag zur Ausstellung einer neuen Lizenz zum LBA geschickt. Um diese Zeit zu überbrücken wurde ich als Beobachter auf vier Flüge geschickt. Zusätzlich zur regulären Cockpit Besatzung saß ich auf dem "Observer" Sitz. Der Gedanke dahinter ist, dass man vorab schon mal einen Einblick ins Arbeitsleben und die Vorgehensweisen des Linienflugs bekommt. Es hatte zwar spaß gemacht den Kollegen bei der Arbeit zuzusehen, aber ich wollte so schnell wie möglich wieder selbst ans "Steuer".

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Anzeigen Lichttest während der Flugvorbereitungen

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Linien Training

Es dauerte um die sieben Arbeitstage bis ich meine neue Lizenz erhielt. Die Wartezeit hatte ich nicht nur mit den Beobachter- Flügen überbrückt, sondern auch mit einem Urlaub in der wunderschönen Karibik. Dies war der Perfekte Ort um dem Winter zu entfliehen und eine kurze Auszeit zu nehmen.

Mein erster Flug war am 01. März. Zunächst ging es nach Vitoria und anschließend nach Sevilla in Spanien. Die nächsten 80 Flüge fanden unter einer sogenannten Supervision statt. Dies bedeutet, dass ich nur mit speziell ausgebildeten Kapitänen fliegen durfte. Zusätzlich fanden die ersten acht Flüge mit einem weiteren Ersten Offizier statt, der mich bei meinen Aufgaben unterstütze.

Du fliegst das Flugzeug und nicht das Flugzeug Dich!

Im Flugsimulator zu trainieren ist eine Sache, aber im echten Flugzeug zu fliegen ist eine komplett andere Welt. Anfangs hatte ich Schwierigkeiten mit den vielfältigen Aufgaben vor dem Flug zuerecht zu kommen. Aber von Flug zu Flug wurde ich immer vertrauter mit der Flugvorbereitung im Cockpit und mit dem händling der Maschine.

Mein erster Anflug auf Sevilla fühlte sich an als ob ich mit Überschall fliegen würden. Alles ging so schnell. Obwohl ich bereits über 2000 Flugstunden hatte, fühlte es sich so an, als ob man zum ersten Mal fliegen würde. Selbstverständlich tat ich mein bestes das neu erlernte Wissen und die Fähigkeiten anwenden.

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Erste Übernachtung in Sevilla

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Supervision

Die Musterberechtigung im Simulator war lediglich der erste Schritt, sich das Wissen und die Fertigkeiten zum Fliegen der A300 anzueignen. In der sogenannten Supervision Phase, die sich über insgesamt 80 Sektoren/ Flüge erstreckte, ging das Training auf der echten Maschine weiter. Anfangs macht macht man natürlich noch einige Fehler, aber dafür hat man einen Kapitän, der einen korrigiert.

  • Jeder Flug wird ausgewertet und in einer Nachbesprechung resümiert
  • Die Kapitäne teilen ihre Erfahrungen und ihr Wissen über das Flugzeug
  • Verinnerlichung von Verfahren und Abläufen
  • Unterredungen über die Flugzeugsysteme, Prozeduren und Regularien
  • Anwendung der elektronischen Anflugkarten und Boardbücher
  • Automatische Landungen unter guten Sichtbedingungen zu Schulungszwecken

Das "Linien Training" endete mit der ersten von jährlich stattfindenden Überprüfungsflügen. Ich musste beweisen, dass ich in der Lage bin, das Flugzeug gemäß der Handbücher und der firmeneigenen Standardverfahren zu bedienen. Der Checkflug bestand aus zwei Teilen. Auf einem Flug muss man seine Fähigkeiten als aktiv fliegender Pilot beweisen und auf einem weiteren als nicht fliegender Pilot. Ab sofort bin ich berechtigt ohne Einschränkungen im Linienflug zu operieren. Dies bedeutet allerdings nicht, dass ich nun ausgelernt habe. Es gibt selbst nach Jahren noch Dinge über einen Flieger zu lernen, die man vorher nicht kannte.

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Beurteilungsbogen meines Checkflugs

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Meine ersten 100 Flugstunden auf dem Airbus

Der Airbus ist im Vergleich zur Citation XLS um einiges Anspruchsvoller in der Bedienung. Dies liegt nicht nur an den komplexeren Systemen, sondern auch an dem sensibleren Steuerhorn. Selbst minimalste bewegungen am Steuerhorn haben eine großen Effekt auf die Steuerflächen des Flugzeugs. Der A300- 600 ist mit äußerst leistungsstarken Triebwerken der Firma Pratt and Whitney ausgestattet. Diese befinden sich unterhalb der Tragflächen und bewirken einen großen Neigungsmoment bei Veränderung des Schubes. Dies hat zur Floge, dass der Pilot diesen über das Steuerhorn ausgleichen muss. Hinzu kommt, dass der besondere Aufbau des Fahrwerks eine sanfte Landung der Maschine zusätzlich erschwert.

Im Vergleich zu den 1800 Flugstunden auf der Citation XLS habe ich in den ersten 100 Stunden auf der A300 schon sehr viel erlebt:

  • Gewitter mit einem Blitzeinschlag direkt an meiner Cockpit Frontscheibe
  • Meine erste Seitenwind Landung mit einer Windgeschwindigkeit von 25 km/h, dies ließ sich einfacher zu händeln als auf der kleinen Citation
  • Harte Landung nach Windscherungen im Anflug und Böen bei der Landung. Dadurch war das linke Hauptfahrwerk zuerst aufgekommen. Es gab glücklicherweise keine Beschädigungen
  • St. Elmo’s fire an der Cockpitscheibe durch eine statisch geladene Atmosphäre

Ich freue mich auf weitere spannende Flüge und Herausforderungen auf dem Airbus.

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St. Elmo´s Feuer auf der Cockpitscheibe

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Warst Du schon mal ein Board eines Fluges, der nicht reibungslos ablief? Z.B. bedingt durch schlechtes Wetter oder einen besonderen Vorfall?! Bitte teile mir Deine Geschichte unten im Kommentarfeld mit!

Verpasse keine Neuigkeiten mehr und trage Dich in mein Newsletter ein!

Dein Pilot Patrick

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my first 100 flight hours on the airbus A300

Checks completed - my first 100 flight hours on the Airbus

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Hello my Aviator, after an extensive flight training on the ground and in the air, I finally had my initial line check on the Airbus A300. Thanks a lot for crossing your fingers for me. The check flight ran smoothly and I passed it very well. In this aviation related article, I am sharing my experience of the first 100 flight hours on the Airbus and I inform you how the training to acquire a new type rating looks like.

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First step Type Rating

With my CPL(A) license, I am basically allowed to fly all aircraft type as long as I am specially trained for the specific type. This training is called type rating and takes place in a full flight simulator and can cost about to 60,000€. The first type rating I did was on the Citation XLS in 2010. Back then I paid about 20,000€ to receive the training and to begin as a first officer on a private jet.

In the beginning of this year, I switched companies. I had to undergo an extensive training to be licensed to fly the Airbus A300. This time the employer paid for the costs of the type rating at Lufthansa Aviation training. In one of my previous articles, I explained how this training looks like in detail.

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Simulator in Berlin at Lufthansa Aviation Training

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Touch and Gos

After the completion of the type rating in the simulator, I had to do nine take offs and landings on the real aircraft. To be more economical the procedure is to touch down on the runway, then configure the aircraft again (flaps and trim) and to take off again without stopping. Usually, this base training is flown visually in a traffic pattern in the proximity of the airport. Unfortunately, the cloud base was too low on that day so we were forced to fly under IFR conditions.

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First landing during base training on the A300

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Flying the simulator feels almost like the reality but flying the real machine for the very first time was an overwhelming feeling. Up to this point, I had been flying an aircraft with a maximum take off weight of 10 tons and I was about to fly an aircraft with 170 tons. The first take off gave me goose bumps. Half of my landings on that day were nice, but about the second half, I do not want to talk about;-)

Practice makes perfect!

Those landings are a requirement of the aviation authority and have to be completed before flying commercially with passengers. During my time as flight student in Zadar, I had the chance to be aboard of a Lufthansa aircraft, which did touch and go training. I even sat in the cockpit during one approach. This was definitely one of my highlights as a flight student. I remember that one landing of a flight student was a little bit too hard, so a small panel inside the cabin came off.

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Zadar 2008 as flight student

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Observer flights

After the completion of the type rating and the touch and gos, the application for the issue of a new license was sent to the LBA. To bridge the waiting time I was scheduled as an observer on four flights. Additionally, to the regular crew, I was sitting in the cockpit on the observer seat. The intention behind is to get to know the working life and the line operation. It was fun watching my colleagues flying but I wanted to get behind the controls myself again.

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Annunciator light test during preflight preperation

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Line Training

It took about seven working days until I received the new license. I not only bridged the waiting time with the observer flights but also with a vacation in the Caribbean. This was the perfect spot to flee the winter and to have a short time out.

The first flight was scheduled on the 1st of March. The first leg was to Vitoria and the second to Sevilla in Spain. The next 80 flights were under supervision which meant I was only allowed to fly with qualified line training captains. Additionally, the first eight flights were with a safety first officer to support me in my tasks.

You fly the aircraft and not the aircraft you!

Flying the simulator is one thing but flying the real aircraft is a completely different world.  At first, I had difficulties managing the numerous task in a structured way before each flight. But from flight to flight, I got more confident and structured with the set up of the cockpit and the handling of the aircraft.

My first approach into Sevilla felt like I was flying supersonic. Everything was going so quick! Even with my experiences of 2000 flight hours, everything felt so new. Of course, I did my best to impose my knowledge and skills to the new operation.

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First layover in Sevilla

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Supervision

The type rating in the simulator was the first step to obtain the skills, procedures, and knowledge to operate the A300. In the supervision phase of 80 sectors, the training continued on the real aircraft:

  • Every flight is evaluated and during a debriefing reviewed
  • Captain shares his experiences and knowledge about the aircraft
  • Improve standard operating procedures
  • Discussions about aircraft systems, procedures, regulations
  • Use of electronic flight bag (approach charts and manuals)
  • Simulated automatic landings

The line training ended with the initial line check. I had to prove that I am operating according to the aircraft manuals and the standard company procedures. The check flight comprised of two parts. One as pilot flying and one a pilot non-flying. I am now released to "fly the line" but this does not imply that the training has ended. There is still lots to learn about the Airbus.

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Initial line check grading

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My 100 flight hours on the Airbus

The Airbus is compared to the Citation XLS a more challenging aircraft. This is not only because it is a more complex aircraft with more systems, but also because of the sensitivity of the control wheel. Minor inputs into the control wheel have a great effect on the control surfaces. The A300-600 is equipped with powerful Pratt and Whitney engines and through the wing mounted position they produce a pitch moment during power changes. This means you have to counteract this moment with your controls. Additionally, the set up of landing gear makes it difficult to do smooth landings.

In relation to my 1800 hours on the Citation, I already experienced a lot during my 100 flight hours on the Airbus:

  • Thunderstorms with lightning strike in front of my cockpit window
  • My first crosswind landing with about 25 km/h wind from the side,  it was easier to handle than on the small Citation Jet
  • Hard landing due to gusts at touch down and wind shears during final approach
  • St Elmo’s fire on the cockpit front windows due to a charged atmosphere

I am looking forward to the upcoming flights and challenges on the Airbus.

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St Elmo's fire on the cockpit window

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Have you been on a flight which did not run as smoothly as usual? Maybe you were flying in adverse weather or something extraordinary happened on board. Please share your experience with me below in the comment section.

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Your Pilot Patrick

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reason why I became a pilot

My reasons why I became a pilot - still a dream job

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Hello my Aviator, one of my first article on my blog was about the "reason why I fly". I thought it is time to give you a more extensive update. Of course, when I started as flight student I could only imagine how the job of a pilot would be. At the beginning it was my fascination and passion which strove me to become a pilot. Therefore the reasons I am listing here rather tell you why you should become a pilot.

Unfortunately, the economy gives a lot of reasons why you should not become a pilot. But like in every branch there are ups and downs. But it is for sure that air travel will expand. According to Boeing, there is a requirement of 617,000 pilots in the next 20 years. The glory days of flying are not over yet. It just has changed a lot over the decades. In my opinion, it is still the best job in the world and there are many great reasons why you should become a pilot.

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Avporn and cloudporn in London ;)

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The view

You are leaving the hotel and it is grey and rainy weather outside. Don’t worry! An hour later you will be up in the air wearing your sunglasses because the sunlight just became too bright. One of the few jobs where you can wear sunglasses 365 days a year.

"An office with a view beats a desk job any day!"

It is still spectacular to see the world from above even after seven years of flying. The beautiful views from the cockpit during sunset and sunrise are priceless. When flying I sometimes get the impression that I am alone in the world since you are so far away from the happening on the ground. Especially during night flying when everything is black outside except the moon and stars shine really bright. I really like this feeling of de-connection to the rest of the world.

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Office view - the world from 12,000 km

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Faszination

Aviation is fascinating. Already as a small boy, I was attracted by airplanes and I figured that it is probably a lot of fun to fly. Yes of course it is. Getting behind the controls of a huge machine which weighs several tons is an amazing feeling. Especially when you push the thrust levers forward and the moment you take off is a blast. It is always a sense of accomplishment when you land safely after each flight knowing that you were behind the controls of a powerful machine.

"It is contagious!"

Have you listened to a conversion between pilots? They always have to tell a story about places they flew to and other things that happened to them. It is really contagious. When I meet up with my friends from flight school the first couple of hours is only about flying.

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From a private jet to this big bird - Airbus A300

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Flight training

When I finished high school with the age of 19 I did not have the big desire to go to college and continue studying for years. I rather wanted to get into a job as quick as possible and earn money myself to be independent. With the financial back of my parents, I followed my passion of flying. After finishing my civilian year I already started with flight training.

The next two years were a big adventure. Even though the training was not easy and I had to face a lot of challenges they turned out to be the best ones of my entire pilot career. To be with a crew of other flight students who had the same goals was motivating. We always supported in every way. During the training, you knew that the effort will pay off in the end with a seat in the cockpit whereas studying a degree is not necessarily linked to a certain job. If you are interested in my full story of how I became a pilot start with part one of my series.

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Returning from my first solo flight in 2008

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Knowledge

Flying makes you smarter. The knowledge you gain as a pilot you can impose on your everyday life. You will become an expert in planning, staying organized and a good decision maker.

Aviation requires you to be up to date about new procedures and regulations. Even after flying an aircraft for thousands of hours you will find out something new about it. The adrenaline rush at the beginning of your career gets less and so does the nervosity. Actions become automated but flying to new places, flying new approaches and even learning a new type of aircraft makes this job so diverse.

I had to face a new challenge when learning a new aircraft type at the beginning of this year. I was busy several months with training in the simulator. This was a great occasion to improve my skills and knowledge.

 

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Office with a view shot with a GoPro Hero 4

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Great crew

Becoming a pilot means you become part of a big family. As a new pilot, you will be supported by the more experienced colleagues and they will never make you give up.  Every pilot is unique in his own way but all share the same passion. The past seven years I flew with lots of different captains and you will learn from every single one.

"You will have a hard time to fin this energy and enthusiasm in other jobs!"

Rarely you will find a colleague using formal appellation even if he is your superior. In my opinion, this would be hindering a good resource management and would impair communication and safety.  Since this industry is actually quite small everyone is somehow connected with each other. Especially in the business aviation in Germany, I had the impression that everyone knows each other.  

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At the beautiful airport of Oslo

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You are probably wondering why I did not mention the travel aspect for example.  This should not primarily be the reason why you want to become a commercial pilot. With some companies, you only operate from and to your home base and do not get stay overnight.

As a private jet pilot, I did mostly sleep at a different location every day. But this did not mean automatically that I had always had time for sightseeing and to spend a mini vacation.  It was quite the opposite most of the times. In this case, you really don't care about the location you just want to get sleep. Luckily this was not always like that. I had so many nice rotations where I had time to discover new cities, relax at the beach and meet friends. This is a really nice side affect of the job. They are aspects why you shouldn’t become a pilot for. I will address them in a different blog article soon.

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As a pilot, you will experience so many of awe-inspiring moments that you are left with no choice but to fly! 

What makes aviation for you so fascinating? Please comment below!

Always safe travels and happy landings!

Your Pilot Patrick

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preparing pilot interview

Preparing for your job interview + 10 important advices

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Happy Easter my Aviator,

I recently gave you tips when applying for your dream job. I explained how crucial a perfect application is to receive an invitation for a job interview. In this article I want to share my experiences I made during my numerous pilot assessments and I will give you ten general advices to consider for an interview.

My experiences

Unlike other jobs in the world most airline companies seek their pilots not with a standard job interview. Over multiple stages, pilot selection typically involves online application, aptitude and maths testing, interview and group exercises and simulator assessment. The key to success is an extensive and a good preparation for the assessment.

In the article „May way into the cockpit“ I explained my rather uncommon way to find my first job as a first officer. Besides a job interview with the CEO, I flew some kind of screening with an instructor pilot on a C172 around Berlin. He assessed my airmanship and flying skills. For my second employee in the business aviation, I only had an interview without any testing. I suppose that my flight experience with over 1500 flight hours were enough to prove that I could fly the Citation XLS+. For my current employee I had to pass an assessment which consisted of three stages before I received a positive answer.

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Example pilot assessment

Stage 1

The two day assessment took place at Interpersonal in Hamburg. The first day consisted of computer based tests covering numerous subjects. English (multiple choice, hand written translation), maths (mental arithmetic and math text problems), logical reasoning, memory, ATPL knowledge, multi-task ability.

Stage 2

The second day consisted of interviews to get to know me in person. Additional my ability to work in a team in high workloads and to make effective decisions. During all events a physcologist judged me.

Stage 3

Last stage was a simulator screening at Lufthansa Aviation Training. I flew the B737 full flight simulator for the very first time. The check pilots wanted to see my airmanship and flying skills. Special Boeing procedures and system knowledge were not required but they wanted to see that I could transfer my skills to a new surrounding.

Now I have ten important advices for you which are based on my experiences in the aviation industry. They do not primary relate to flight crew positions and can be used for all job interviews and assessments. Please study them carefully as they might have a big impact on your future career.

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My 10 advices for your job interview and assessment:

1) Appearance

Your appearance is the marking criteria. Especially the first impression is really important. You should wear a outfit which suites your future job. As part of a flight crew you should wear a dark suit, white shirt and tie. Make sure your clothes and shoes are clean, are of the correct size and well ironed. In case you have to travel for an extended period to your interview, I suggest that you change just prior your appointment or take extra clothing. This way your clothing stays fresh. Use deodorant and perfume which is not persistent.

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Hello from Oslo

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2) Behaviour

Be friendly, respectful and professional. Professionalism starts with punctuality. Arrive on time and plan some extra time for any delays. I found it helpful to arrive a day earlier in case I had to travel lengthly. Greet your interviewer with eye contact. Try to memorize all their names. I know this can be really hard. I suggest to find out who your interview partners will be when you get invited for the interview. Listen careful and speak when you are challenged. If you did not understand anything ask again.

If you are not sure ask again! Pilots do this all the time.

Be confident and speak loudly so every one in the room can understand you. Try to have an open posture when sitting in the chair and do not cross your arms. During group exercises it is really important that you give input, but also let your fellow candidate speak up as well.

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3) Know the company

Try to gather as much as information about your future employee. Know about fleet size and type, passenger numbers, its history, staff, key players in their sector, where it flies to – make sure you know past, present and future. The interviewer wants to see that you are passionate about the job, but he also wants to see a well-rounded person, who his aware of the world outside

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4) Know yourself

You should not only know your possible future employee, but you should also know yourself. This means that you know your curriculum vita by heart including all dates and stages. As a pilot you should know the exact flight hours. A good preparation includes

Why do you want to work for us? What makes you the ideal person for this position? Why did you want to become a pilot?

I have been asked about my positive and negative characteristics. As I found this question superfluous (especially the negative aspect). I asked my family and friends about my characteristics. As a negative quality I always mention that I am too curious. Find a characteristic which is not solely negative.

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5) Be yourself

It does not help to pretend to be a different person to be a better fit for the position. Your interview partner and phycologist will find out easily. Just be yourself and try to be relaxed. Relaxed in a testing environment? This definitely helped would me a lot. I always try to blind out what the outcome would mean to me. This way my stress level is reduced and pressure drops a little bit. Using this technique helps me to me myself and my performance increases significantly.

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A300 engines in EGGW (London Luton)

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6) ATPL knowledge

In case you just graduated from flight school this should not be a major problem for you. Never the less you should revise the ATPL knowledge. I never struggled with those kind of  questions. In my last assessment I was even above average. Those candidates who were below average were asked ATPL questions again during their personal interview. Take your summaries out and study them again.

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7) Practise

Aptitude and numerical testing can sound daunting, but they are hurdles you have to overcome. Use your research to replicate each stage and practise, practise, practise. It is said that you cannot practise for aptitude tests, but that does not mean leave it to chance. You can still prepare by familiarizing yourself with the testing process and sharpening your skills.

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8) English skills

English is the most common language in aviation. I have seen many candidates who failed because of their weak English skills. This really surprises me a lot, because during flight training they are faced with English the whole time. So in case you struggle: Do translations from you native language into English. Try to translate texts which relate to the aviation industry.

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9) Film yourself

Practise your interview by answering questions out loud. Answering in your head or on paper is less efficient, so talk to yourself  in the shower, in your car and every spare minute. Give a friend a list of questions and simulate an interview situation. You could also use your smart phone and film yourself. This way you notice your mistakes and can improve. This makes you more confident.

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Book suggestions to prepare for your interview

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10) Have questions

Carry a small notebook with you. In this book you can take short notes. (shows extra interests) If you have questions note them prior the interview, so you will not forget them.

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An invitation to an interview means you are already halfway there. So do not screw up. Show the recruiters that you are capable of doing the job and that you are a good fit with their company. 

Book suggestions:

I would like to know your dream job. Please comment below this article!

Good luck!

Your Pilot Patrick

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Join me for a special tour with me through the historic airport of Tempelhof next Sunday (23.04.) Find all details and how to get a free boarding pass on my Facebook page PilotPatrick.

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methods how to save money

Simple methods how to save money for your career

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Hello my Aviator,

if you are considering a certain career, but struggling with the cost for the school or training, my friend and entrepreneur Fabian Fröhlich has some valuable advices for you. Especially the costs for flight training can be significantly high. That is why I received a lot of messages from individuals asking me how to save money and to make it possible to become a pilot.

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Flight training can cost anywhere between 60,000€ and 100,000€+. In order to cover these training costs, many pilots will take out substantial loans with high repayments. I was lucky that my parents paid my entire training costs. This definitely took a lot off pressure during my job search. But unfortunately not every family as the finical means to support their children. But there means how to fulfill the dream of flying when struggling with the financial backup.

Methods how to save money

Since Fabian always has great ideas concerning savings and investment I asked him to support me with this blog post. At the end he turned up with some great tips how to make 70.000€  (the sum I paid for my flight training). For those who do not know Fabian yet, he is a young and successful entrepreneur, investor and lifestyle designer from South of Germany. Fabian is not a pilot and does not know the business, but the basic path is always the same.

You have to work hard, stay humble and be grateful.

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Fabian Fröhlich

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How fast can I make 70.000€?

Fabian: „It won’t be able to accomplished it within a month, but it is possible. Maybe you are still a student who attends school and you have already the dream of becoming a pilot. In this situation you can already save up an incredible amount of money while still going to school. It won’t be easy, but if you really want it, it is going to be simple.

What strategy to you suggest?

I structured the my advices into five categories. 

  1. Keep your costs low
  2. Earn money
  3. Connect, so the thinks you want will be cheaper
  4. Get rid of expensive things 
  5. Let your money work for you

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Keep your costs low

  • Live at home as long as possible
  • Eat as basic as possible, that is usually the cheapest and healthiest
    • Oats (protein and carbs)
    • Vegetables and fruits that are on discount (vitamins)
    • Tuna (protein)
    • Lentils (protein and slow carbs)
    • Peanuts (protein and fat)
  • Use public transportation, a bike or your feet and not your car to make it from A to B (especially short distances)

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Earn money

  • Make yourself a Fiverr account and translate from your native language to English. As a side effect you improve your English skills which are important for your future career. 
  • Work at your local gym. Besides earning some money,  you can usually train for free and stay fit. 
  • Work at the local airfield - any job, any wage. That will teach you a lot about aircraft and the vibes on the airfield. Maybe you can work for a flight school who offers you a discount on flight hours.
  • When you drive from A to B find offer your route online so people can travel with you and pay for the journey. In Europe the App Bla Bla Car connects passenger with a driver. 
  • Become the tenant and manager of a housing community. Rent a large apartment and provide space to others. People will pay for your residence. (the rate per square meter of a small room is much higher than for the whole apartment)
  • Sell things online you don't really need.

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Connect

  • Talk to to people at the local airfield or basically every airfield you can visit. Maybe they will let you join and fly with them for free in a small aircraft.
  • Create your own Instagram/YouTube/Facebook account and tell your story of the dream you chase. Deliver value to your community and maybe monetize your story.
  • Visit flight exhibitions and career shows. Talk to different companies and try to connect to people in the same industry. These people will teach you great things

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Save and earn money when working in the gym

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Get rid of expensive things

  • Quit Amazon Prime, Netflix, Spotify (any of these streaming services) Instead use the time you wasted with them, chasing your dreams
  • Quit your expensive mobile contract. Compare prices and go for a basic one.
  • Quit your gym membership. See Make money
  • Sell your car if you don’t really need it. Imagine how much you can save only with insurance and the maintenance.
  • Check your insurances and regularly compare prices online. Check if you really need this insurance.

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Let your money work for you 

  • Look for the bank that pays the highest interests.  Even 0.5% can sum up pretty nicely over the period of 5 years. 
  • Put the money that  you don't need at the moment in a fixed-term deposit account (interests rates are higher)

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I hope that I could deliver value to you with my advices. Some are easier and some are harder to realize. But it depends on your level of commitment and obsession towards becoming a pilot. As I said, if you really want it, it is going to be simple.  

Thanks Fabian for your valuable advices and your motivating words. Lately I found out that there are plenty organisations which offer a wide variety of bursaries. They award recipients with the opportunity of valuable flying hours and sometimes sponsor of a full PPL. In the UK those organisations are: The Honourable Company of Air Pilots, the Air League and the RAF Association. Google "flying sponsorship". Maybe there are companies in your country as well, who support cadet pilots. 

Full throttle forward you can make it!

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Follow Fabian:

What is your dream job? Please comment below the article.

Positive mind. Positive life. Happy landings.

Your Pilot Patrick

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methods how to save money

Methoden, wie du Geld für Deinen Traumjob sparen kannst

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Hallo mein Aviator,

Du möchtest einen besonderen Karriere Weg einschlagen, aber Du hast Schwierigkeiten für die Kosten der Schule aufzukommen? Dann hat mein Kumpel und Unternehmer Fabian Fröhlich wertvolle Ratschläge! Insbesondere die Kosten für eine Pilotenausbildung sind sehr hoch. Oft werde ich gefragt, wie man das notwendige Geld aufbringen kann, um Pilot zu werden.

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Die Kosten für die Pilotenausbildung liegen zwischen 60,000€ und 100.000€. Um für diese hohen Kosten aufzukommen, nehmen viele Piloten Kredite mit hohen monatlichen Raten an. Ich kann mich sehr glücklich schätzen, dass meine Eltern für meine kompletten Ausbildungskosten aufgekommen sind. Das hat mir sehr viel Druck während der Ausbildung und während der Arbeitssuche genommen. Ich wusste, dass ich nicht ein Kredit zurückzahlen muss. Leider hat nicht jeder dieses Glück, aber es gibt Mittel und Wege den Traum vom Fliegen trotzdem zu verwirklichen.

Methoden Geld zu sparen

Fabian hat immer großartige Ideen, wenn es um Sparen und Investitionen geht. Deshalb hatte ich ihn gefragt, ob er mich bei diesem Blog Beitrag unterstützen möchte. Seine Ratschläge, wie man 70.000€ (das ist der Betrag, den ich für meine Ausbildung gezahlt hatte) sind sehr hilfreich und lassen sich leicht umsetzen. Für alle die Fabian Fröhlich noch nicht kennen: Er ist ein Unternehmer bzw. Investor, hat einen außergewöhnlichen Lifestyle und kommt aus Süd Deutschland. Fabian kommt nicht aus der Fliegerei, dennoch sind die elementaren Basics und Regeln überall die Selben. Du kannst das auch! 

Arbeite hart, sei bescheiden und ehrlich!

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Fabian Fröhlich

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Wie verdiene ich 70.000€?

Fabian: Sicherlich wird dies nicht in einem Monat möglich sein, aber insbesondere als Student oder Schüler kannst Du getreu dem Motto "Kleinvieh macht auch Mist" schon sehr früh anfangen, einen ansehnlichen Betrag zu Sparen. Wenn Du es wirklich willst wirst Du es schaffen - davon bin ich überzeugt.

Meine 5-Punkte-Erfolgsformel lautet:

  • Halte Deine Ausgaben gering und kenne sie
  • Sorge für einen Einkommensstrom
  • Connecte Dich mit erfolgreichen Personen
  • Schränke deinen Konsum ein
  • Lass das Geld und die Zeit für Dich arbeiten

 

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Halte Deine Ausgaben gering

  • Lebe so lange wie möglich bei Deinen Eltern
  • Esse so einfach wie möglich. Keine Fertigprodukte! Dies ist am günstigsten und gesündesten! Ich liebe z.B:
  • Haferflocken (Proteine und gesunde Kohlenhydrate)
  • Viel Obst und Gemüse (Vitamine)
  • Thunfisch (Proteine)
  • Linsen (Proteine und gesunde Kohlenhydrate)
  • Mandeln (Proteine und gesunde Fette

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Sorge für einen Einkommensstrom

  • Lege dir ein Fiverr account zu und übersetze von Deiner Muttersprache ins Englische. So kannst Du auch Deine Englisch Kenntnisse verbessern.
  • Arbeite in einem Fitnessstudio in Deinem Ort. Normalerweise kannst Du dann auch kostenlos trainieren.
  • Hilf an einem nahegelegenen Flughafen aus. Hier erfährst Du schon sehr viel über die Prozesse an einem Flughafen.
  • Nutze immer die Möglichkeit einer Mitfahrgelegenheit. So sparst Du Geld und hörst auch noch spannende Lebensgeschichten. In Europa kannst Du Bla Bla Car benutzen.
  • Verkaufe Dinge, die Du nicht mehr brauchst.

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Connecte Dich mit erfolgreichen Personen

  • Sprich einfach mal einen Piloten an einem kleineren Übungsflughafen an und plaudere mit ihm. Deine Chancen stehen gut, dass er Dich mit sich fliegen lässt und Dir die grundlegenden Dinge erklärt.
  • Mache Dir einen Instagram / Facebook Account und erzähle dort von Deinem Traum Pilot zu werden. Erzeuge für Deine Follower einen Mehrwehrt, so kannst Du Deine Social Media Kanäle sogar noch monetarisieren.
  • Besuche Flug- und Pilotenmessen und spreche mit so vielen Leuten, wie möglich. Diese Leute werden Dir großartige Dinge beibringen.

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Spare und verdiene Geld, indem Du in einem Gym arbeitest

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Schränke Deinen Konsum ein

  • Kündige Amazom Prime, Netflix, Spotify, ... nutze die Zeit, die Du sonst mit diesen Streaming Diensten verbracht hast, um Deinem Traum näher zu kommen.
  • Kündige Deinen teuren Mobilfunkvertrag und gehe zurück zu Prepaid.
  • Musst Du wirklich im Fitnessstudio Mitglied sein oder tut's auch Bodyweight?
  • Verkaufe Dein Auto, falls möglich. Alleine der Sprit und die Versicherung kostet Unmengen an Geld.
  • Checke Deine Versicherungen. Sind diese tatsächlich alle nötig, bzw. gibt es mittlerweile einen günstigeren Anbieter?

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Lass das Geld und die Zeit für Dich arbeiten

  • Investiere Dein Geld und parke das Geld, das Du nicht investiert bei einer Bank, die hohe Zinsen darauf zahlt. Selbst 0,5% Zinsen machen über Jahrzehnte lang viel aus. Einstein sprach beim Zinseszins-Effekt nicht umsonst vom 8. Weltwunder

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Ich hoffe, ich konnte Dir einige Tipps und Ratschläge geben, die Du in die Praxis umsetzen kannst. Wenn Du es wirklich willst, kann man alles erreichen!

Danke für deine Tipps Fabian. Vor kurzem habe ich eine Organisationen gefunden, die verschiedene Stipendien anbieten. Diese bezahlen Flugstunden oder sogar auch eine komplette PPL. In Großbritannien gibt es folgende Organisationen: The Honourable Company of Air Pilots, die Air League und die RAF Association. Google "flying sponsorship". Vielleicht gibt es Unternehmen in Deinem Land, die Dich als Flugschüler finanziell unterstützen.

Voller Schub nach vorne, Du kannst es schaffen!

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Foge Fabian für weitere nützliche Business Tipps:

Was ist Dein Traumjob? Bitte kommentiere unterhalb des Artikels.

Positive mind. Positive life. Happy landings.

Dein Pilot Patrick

FOLLOW ME:

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how i became a pilot

Final part: How I became a pilot

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Welcome on board my Aviator! Now sit back, relax and enjoy the last part of my series how I became a pilot. In my previous blog post, you read about my instrument flight training abroad in Vero Beach, Florida. In this final blog post of my series, you will read about the multi-engine flight training at Pilot Training Network and about a shocking crash at end of my training.

How I became a pilot

In my previous blog posts, you can read:

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Being the back seater on a flight lesson with the PA44

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Back in Zadar

The final and most important flight training phase took place back in Zadar, where my practical flight training started in summer 2008. At this stage, I had to recall the entire knowledge and skills I gather over the past one and a half years and transfer it to the final training flights. It was the most difficult phase since we had to fly a more complex aircraft with two piston engine. The Piper PA44 is multi-engine four seater aircraft. All flights were conducted under instrument flight rules and we practiced flying a multi-engine. Most of the time we rather flew the aircraft with one than with both engines. This required to fly the aircraft really precise and you need to apply sufficient rudder to control it along the desired flight path.

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Losinj island in the Adrian Sea with a 700m runway

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PA44 cockpit with Avidyne avionics (glass cockpit)

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On August 31 2009 I had my final check flight with an examiner of the german authority. I was very nervous on this day because I had to pass this practical check to become a pilot. This flight took place from Zadar to Pula and back via Losinj. It lasted over 2,5 hours. Not only my flight skills were challenged but also my knowledge about the EU OPS. This regulation specifies minimum safety standards and related procedures for commercial passenger and cargo fixed-wing aviation. I was so happy that I passed the final check.

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Celebrating the passed check with a jump into the Adrian sea with my flight overall

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Piper PA44 seminole aircraft

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The crash

Back in Germany we celebrated a birthday of a fellow flight student when a shocking news crashed the party. The Piper PA44, which I flew days ago, crashed into the Adrian Sea. The search and rescue team needed two days until they found the wreckage at the bottom of the sea in 68 m depth. During that time no one knew what has happened to the crew.  Unfortunately the flight instructor and the flight student died during the crash. This was so socking to hear and I could not believe it at the beginning. Usually those flight missions are flown with a student as back seater. But on this day he was late so they took off without him. As investigators found out in the end that the aircraft got into spin during the demonstration of a speed which called Vmca.

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Heart shaped island in the vicinity of the crash - RIP

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What is a spin and the Vmca?

Vmca  is the minimum control speed in the air. This is the minimum speed at which a straight flight path can be maintained when an engine fails or is inoperative and the other engine is set to maximum thrust. At this point the rudder (vertical fin at the end of the airplane) is used to counter the asymetrical thrust and to maintain directional control (heading). If flying a speed less than Vmca the aircraft enters a spin. A spin is a special form of stall resulting in the rotation about the vertical axis. A stall means that the wing does not produce lift anymore. The aircraft autorotates toward the stalled wing due to the higher drag and loss of lift. Recovery may require a specific and counteractive set of actions to avoid a crash.

During my flight training the Vmca speed was demonstrated at a save altitude in a dedicated airspace for air work. When flown correctly this procedure is absolutely save. On this special day multiple factors led to the catastrophic crash. If you are interested you can read the full investigation report here (only in German)

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The three axis of an aircraft

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Conventional instruments on a Piper PA44 wit the basic T (speed, attitude, altimeter, heading)

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MCC

MCC stands for Multi Crew Coordination. This course is a requirement to fulfill the requirements to apply for a commercial pilot license (CPL). This course is constructed to rather teach the coordination and procedures of a multi crew cockpit than actually flying the aircraft. So far I have controlled all training aircraft by myself without an additional crew member. This means I flew the aircraft, did the radio communication and felt decisions by myself. This course is done in a simulator. I could choose between the Boeing B737 and the Airbus A320. I picked the Airbus since I always wanted to know how it feels like to fly a side stick. 

The entire MCC course consisted of 5 session each 4 hours. We had to study the basic operation procedures of the Airbus and had to get used to operating the aircraft as a Tea. It is was an exceptional feeling to fly a big and fast aircraft even though it was only the simulator at the stage. In my blog post "My Airbus A300 type rating" I already described how realistic the full flight simulators of Lufthansa Aviation Training are. After the completion of the course I was even more eager to get into the air with a big bird.

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MCC flight training in the Lufthansa A320 simulator

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Graduation Dinner

In October 2009 the last three courses of the flight school came together to celebrate the graduation from flight school. I was really happy about my accomplishment on one hand and on the other I was sad that a memorable time as flight student was over. It was a demanding and tough time. I had to study a lot, did not have much free time and I had to cope with a lot of pressure. My diligence paid off in the end.

At this time I was the flight student who passed the final written exam at the LBA the best. I did not know about it until I was exceptionally honored for this during the celebration event. My flight school invited me to fly from Frankfurt to Zürich in the cockpit of an Avro Jet. That was an amazing experience at the end of my time as flight student. It would take another three weeks until I finally received my pilot license.

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Intercockpit course E308 Graduation dinner in 2009

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In total my flight training lasted less than 2 years. During that time I flew about 210 hours  and made 258 landings.

The crash in Zadar showed me how vulnerable we are and how fast a happy life can be over. That is why it is so important to enjoy every day as if it was your last. Positive mind. Positive life. Happy landings.

In which cockpit would you love to fly in?

Your Pilot Patrick

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how i became a pilot

Letzer Teil: Wie ich Pilot geworden bin

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Herzlich Willkommen an Board mein Aviator! Lehne dich zurück, entspanne und genieße den letzten Teil der Serie wie ich Pilot geworden bin. In meinem letzten Beitrag habe ich über eine Schulung zur Instrumentenberechtigung in Vero Beach, Florida berichtet. In diesem berichte ich über mein Training auf ein mehrmotorigen Flugzeug bei Pilot Training Network und einem schockierendem Absturz.

Wie ich Pilot geworden bin

In meinen letzten Teilen habe ich über folgendes berichtet.

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Being the back seater on a flight lesson with the PA44

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Zurück in Zadar

Die letzte und wichtigste Flug Training fand wieder in Zadar statt, wo meine praktische Flugausbildung im Sommer 2008 mit Pilot Training Network begonnen hatte. In diesem Stadium musste ich mein Wissen und Fertigkeiten, die ich in den letzten 1,5 Jahren gesammelt habe, abrufen und auf die letzten Ausbildungsflüge übertragen. Es war die schwierigste Trainingsphase, da ich ein kompliziertes Flugzeug mit zwei Kolbenmotoren fliegen musste. Die Piper PA44 ist ein mehrmotoriges Flugzeug mit vier Sitzplätzen. Alle Flüge haben unter den Bestimmungen des Instrumenten Fluges statt gefunden. Zu Übungszwecke sind wir meinst mit einem Propeller geflogen um ein  Triebwerksschaden zu simulieren. Dies verlangte, dass man sehr präzise fliegt und genügend Ruderausschlag benutzt, um das Flugzeug auf den gewünschten Flugweg zu halten.

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Losinj island in the Adrian Sea with a 700m runway

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PA44 cockpit with Avidyne avionics (glass cockpit)

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Am 31. August 2009 wurde meine praktische Abschlussprüfung von einem Prüfer der deutschen Behörde abgenommen (LBA). Ich war sehr nervös, da ich unter allen Umständen diesen Check Flug bestehen musste um Pilot zu werden. Dieser Flug ging von Zadar nach Pula und zurück über Losinj. Er dauerte ungefähr 2,5 Stunden und in dieser Zeit wurden verschiedenste Szenarien durchgespielt. Zu dem Program zählte unter anderem ein Startabbruch, ein simulierte Triebwerksschaden und ein Durchstartemanöver. Neben den Flugfertigkeiten wurden meine Kenntnisse über die EU OPS getestet. Dies ist eine Bestimmung, die die Sicherheit Standards und Verfahren der kommerziellen Fliegerei festlegt. Ich war so glücklich darüber, dass wir mit unserem Piloten Overalls in die Adria gesprungen sind.

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Celebrating the passed check with a jump into the Adrian sea with my flight overall

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Piper PA44 seminole aircraft

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Der Absturz

Kurz nachdem wir zurück in Deutschland wieder waren haben wir ein Geburtstag eines Flugschülers gefeiert, als uns schockierende Neuigkeiten uns erreicht haben. Ein PA44 Schulungsflugzeug, das ich erst vor wenigen Tagen selbst geflogen bin, ist über der Adria abgestürzt. Das Rettungsteam hat zwei Tage gebraucht um das Wreck zu bergen. Das Wrack lag in 68 Meter tiefe auf dem Grund der Adria. Bis zu diesem Zeitpunkt wusste niemand was mit der Crew gesehen ist. Leider haben der Fluglehrer und Flugschüler nicht überlebt. Es war so schockierend für mich und ich konnte es anfangs nicht glauben. Normalerweise werden diese Flugstunden mit einem extra Flugschüler als Beisitzer, der hatte aber zum Glück an diesem Tag verschlafen. Wie Ermittler rausgefunden haben ist das Flugzeug nach einer Demonstration der Vmca Geschwindigkeit ins Trudeln geraten. Technisches Versagen konnte als Absturzgrund ausgeschlossen werden.

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Heart shaped island in the vicinity of the crash - RIP

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Was ist Trudeln und Vmca?

Vmca ist die minimale Geschwindigkeit in der Luft bei der sich das Flugzeug noch steuern lässt. Bei dieser Geschwindigkeit lässt sich das Flugzeug noch gerade ausfliegen auch wenn ein Triebwerk ausgefallen ist und das andere aus volle Last gesetzt ist. Das Seitenruder (vertikale am hinteren Ende) steuert in diesem Fall gegen die asymmetrischen Kräfte an und ein Steuerkurs kann bei behalten werden. Wenn das Flugzeug langsamer geflogen wird gerät es ins Trudeln. Trudeln ist eine spezielle Form des Strömungsabrisses um einer Rotation um die vertikale Achse. Ein Strömungsabriss bedeutet das keine Strömung mehr am Flügel anliegt und kein Auftrieb generiert wird. Beim Trudeln dreht sich das Flugzeug automatisch um die Vertikale, da der Schub und Widerstand asymmetrisch ist. Um ein Absturz zu vermeiden muss eine spezifische Abfolge an Steuereingaben erfolgen.

Während meiner Ausbildung wurde diese Geschwindigkeit in einer sicheren höhe demonstriert. Dieses Manöver ist wenn es richtig geflogen wird absolut sicher. An dem Tag des Absturzes haben daher viele verschiedene Faktoren zum Absturz geführt. Falls du daran interessiert bist kannst den kompletten Absturzbericht hier lesen.

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The three axis of an aircraft

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Conventional instruments on a Piper PA44 wit the basic T (speed, attitude, altimeter, heading)

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MCC

MCC steht für Multi Crew Koordination. Dieser Kurs ist eine Voraussetzung, um letztendlich die CPL Lizenz zu beantragen. Während diesen Trainings geht es weniger ums Fliegen, vielmehr um die Koordination und Verfahren zwischen Cockpit Besatzung. Bis dato habe ich die Schulungsflugzeuge selbst gesteuert, gefunkt und Entscheidungen selbst getroffen. Der gesamte Kurs findet im Simulator statt. Ich konnte zwischen der B737 und dem A320 wählen. Ich habe mich für den A320 entschieden, da ich wissen wollte wie es ist ein "Side stick" zu fliegen. um sich für

Der MCC Kurs bestand aus fünf Sessions, die jeweils über vier Stunden gingen. Wir mussten uns mit den Standard Betriebsabläufen des A320 vertraut machen. Es war ein außergewöhnliches Gefühl so ein großes Flugzeug zu fliegen, auch wenn es zu diesem Zeitpunkt nur der Simulator war. Aber wich ich schon in meinen Beitrag My Airbus A300 type rating berichtet habe, lässt sich ein Full flight Simulator kaum noch von der Wirklichkeit unterscheiden.  Nach der Beendigung des Trainings war ich noch erpichter bald ein Flugzeug von der rechten Seite aus zu steuern. 

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MCC flight training in the Lufthansa A320 simulator

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Abschluss Veranstaltung

Im Oktober 2009 kamen die letzten drei Kurse zusammen um den Abschluss an der Flugschule zu feiern. Ich war auf der einen Seite sehr froh über meine Leistung und auf der anderen war ich traurig darüber das die tolle Zeit als Flugschüler vorbei war. Es war eine sehr anspruchsvolle und harte Zeit. Ich musste sehr viel lernen, hatte sehr wenig Freizeit und ich musste mit viel Druck umgehen. Mein Fleiß hat sich aber am Ende sehr gelohnt.

Zu diesem Zeitpunkt war ich der Flugschüler, der die theoretische Abschlussprüfung am besten abgelegt hatte. Ich wusste davon nichts bis ich von ausdrücklich bei dem Abschluss Event dafür ausgezeichnet worden bin. Meine Flugschule schenkte mir ein Beobachtungsflug mit Swiss Airlines. Ich durfte im Cockpit einer Avro von Frankfurt nach Zürich mitfliegen. Das war wirklich ein krönender Abschluss. Es dauerte leider noch knapp drei Wochen bis ich dann endlich meinen ersten Pilotenschein in meinen Händen halten konnte.

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Intercockpit course E308 Graduation dinner in 2009

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Insgesamt hat meine Ausbildung knapp zwei Jahre gedauert. In dieser Zeot bin ich 210 Stunden geflogen und 258 mal gelandet.

Der Absturz in Zadar hat mir gezeigt wie verletzlich sind und wie schnell ein schönes Leben vorbei sein kann. Deshalb ist es so wichtig jeden Tag zu genießen als sei es dein letzter. Positive mind. Positive life. Happy landings.

In welchem Cockpit würdest du gerne mal mitfliegen?

Dein Pilot Patrick

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