The Power of Thankfulness

Assalamualaikum i wish to all the muslim and muslimah all over the world. We as a Muslim must be thankful for what we have in this world. As we can see most of us living in a life where it is sufficient for us to fully submit ourselves to the only god of the all universe Allah SWT. Youth and anger is very synonym. We must be able to control our emotions and anger no matter in what circumstances.  

I am in a journey of fulfilling my ambition to be a good pilot and whatever you planned, Allah SWT is the best planner for you. Remember to respect the elder and be sincere in whatever you do in your life . insyAllah.

Malaysia Airspace

There are types of airspace in Malaysia. Airspace can be a controlled and uncontrolled airspace. In Malaysia  
we have class A, B, C and G type of airspace. A,B and C are characterized as controlled airspace while class G is uncontrolled. It is better to picture it into a diagram. As taken from Malaysia AIP.

Malaysia FIR

Airspace Classifications

Layout of control airspace.

2.3       Provision of Air  Traffic  Services.

To understand the ATS provided, one has to understand the various types of Airspaces  designated generally divided  into two :

a)    Control Airspace and Uncontrolled Airspace :

·         Control Airspace - It is an Airspace  of defined dimensions in which a full  Air Traffic  Control  (ATC ) are exercise and al flights must adhere  strictly to the condition applied therein  under Instructions and Control of the Air Traffic Controllers.

·         Uncontrolled Airspace - It is the airspace of defined  Dimensions  outside  the Control Airspace whereby all flights are not subject to Air Traffic Control. However these flights are provided with  Advisory  Services which include Air Traffic Information, Alerting and SAR services, Weather Information’s and others pertinent for the safety of the flights. These flights includes General  Flying , Helicopters , Military Tactical Flights and others flying under the VFR (Visual Flight Rules ).VFR   Flying generally refers to flying with reference to the ground and in good weather conditions. These Airspaces are found beneath the Airways and those between the   Airways parameters. The Uncontrolled Airspace are use, namely by General Aviation  aircraft  and Military tactical aircraft.

2.4       Types of Control Airspace

Generally there are 3 types:

              i.        Airways

Airways are airspaces of defined dimensions, sort of air corridors generally 10 to 30   nautical miles wide, with an upper limit up to 46,000 feet (herein mentioned in ATC as Flight Level or FL 460 ) and  a lower limit of about 8,000 feet. However the lower levels varies .The Airways encompassed the Air Traffic Services Routes that joint various points in the sky to provide protection to all flights. For Example the Airways on the west Coast of peninsular Malaysia coded A 464 begins in Bangkok, overflies Malaysia to Indonesia and onwards to Australia. The Airway Corridors are marked with Various Navigation Aids such as  an NDB (Non –Directional Beacon) and  the more precise and accurate VOR/DME ( VHF Omni Directional/ Distance  Measuring Equipment) (See Fig  2B – an artistic view of the  layout of the Control Airspaces).

            ii.        Control Zones or CTR

Control Zones are airspaces established at  manned Air Traffic Control Airports such as  Malacca, Ipoh, Alor Star,  Kuala Terengganu  in Peninsular Malaysia and Sibu, Bintulu, Tawau, Sandakan in Sabah and Sarawak. A Control Zone is an Airspace of defined Dimensions in which a full Air Traffic Control are exercise in which all flights must adhere to strictly to ATC. A Control Zone Airspace is normally about 20 nautical miles radius from the Airport and has upper level of around  3,000 to 9,000 feet from ground level (See Fig 2C).

           iii.        Terminal Control Areas (TMA)

However, when there are two or more Airports are clustered together with their Control Zones, then the main airport is given the Authority to exercise Air traffic Control in airspace named Terminal Control Area (TMA). For Example there are 3 airports in the Kuala Lumpur Area, namely KLIA Sepang, Subang Airport, and TUDM Sg Besi each with her own Control Zone, Therefore a TMA is establish to encompassed all the three airports with a total of 4 runways. The TMA Airspace stretches about 60 nautical mile radius  encompassing all the airports above the  Control Zones to about 24,500 feet .The Controlling Authority in this case is vested with Kula Lumpur Approach Radar Centre,  call sign “Lumpur Director” housed  at the Air Traffic Control Centre (ATCC) at Subang Airport. Other TMA’s are established at Kota Kinabalu, Kuching, Butterworth, Kota Bahru and Johor.

Happy Raya in Pengkalan Chepa with Family.

Asm and selamat hari raya to those visiting my blog and reading this entry. Ramadhan has passed and Shawal is a month to celebrate the success during Ramadhan. Because of my training i had to stay in Kelantan and waited for my family for the Raya. All of my brothers and sisters were able to come back and beraya in Kelantan. it was a really a smashing feeling as i do miss my family a lot. Family is my back bone. and not to forget thank you for all wishing me Happy birthday. Asm.

The Back Bone. 

The Passion of Flying

To be honest and not to be cocky im now a real pilot. i have my PPL in my hand now. it means a lot to me as from now on i will only need to keep clocking my hours so that i can upgrade my license to CPL(IR) license. its a dream come true. the job has not done yet and it will always never be done as piloting is a long term study and it needs courage from the inside. you have to be centered of what you are to achieve in aviation world.  Piloting is a journey. =) there are exercises to be completed in my training, it means that i have to be competent in doing the exercises. the first exercise is the General Handling(GH) exercise. it covers all the local procedure in handling the aircraft accurately and safely. in GH i have a climb, descent,climb and descending turn, medium turn, steep turn, stall and also the circuit flying. All of the flying is to get yourself in charge of the aircraft and not the other way around. After completing the GH exercise i was introduced to Navigation flight(NAV). Nav is not a local flying as you flying from and to different control zone and this is a good introduction to a cross country flying.  Many procedures should be done during this exercise. once again you have to think ahead of the aircraft. Aviate, navigate and communicate is the order of doing things up there. after Nav i was introduced to Instrument Flying(IF). During reduced visibility we cannot fly with visual reference and we have to rely on the instrument installed in the cockpit to get our position and to the station. this is something new and the most interesting part of the flying experience for me. you have to maintain good orientation and make sure you dont be fooled by the instrument. do not get confused. for CPL flying in KB, we only do VOR Y Rwy10 for our letdown exercise. this one is the most challenging as you got to trust your instrument without looking outside. .hell yeah. hahaha. InsyAllah one day il be one of the guys who fly the jet. =) thats the dream, goal and target that i have to achieve and all my effort should be on it. dont you think so?? i think so. so dont bother. concentrate and focus. its al about knowledges and the skills that you required to be an airlines pilot. this is my journey. =)

My current office or maybe study room.hahaha =)

The Beauty of Instrument Flying (IF)

We are going to need charts. Without the charts your flight path will be a messed up. ADF(NDB) is a good instrument as it is very sensitive to magnetic waves. in WMKC we are going to use VOR Y RWY 10 as initial IF exercise. the indicator will be a CDI indicator. as we know radio aid stations is a magnetic devices. As a result your rmi or rbi will be pointing to the station no matter what heading you are in. its a good double check for your position. you cannot start your flight in VFR and continue in IFR but you can start your flight in IFR and continue in VFR. keep that in mind and you wont lost or anything.

The Approach and Landing Techniques

To close a flight you must land the aircraft and bring it to a full stop. Approach and landing is a very crucial phase of flight. There is not a pilot who never did a bad landing. each and every pilot must have experienced it at least once. and one should bear in mind a good landing comes from a good approach. a good approach is a stabilized approach. a stabilized approach stable in the vertical and the horizontal speed. a 3 degree approach angle is desirable depending on the type of approach you are flying. the approach speed is essential during approach as it will determine your rate of flaring, your round out height and also your ground roll and braking efficiency. Most of the beginner pilots could not maintain a good approach speed. the optimum approach speed is 1.3 of the configuration stall speed. this speed should be maintained all the way until touch down so that aircraft pitching response is less sensitive (low pitching rate and hence easier for us to measure the amount of control input needed during the flare/ unit step input and/or unit impulse input) and you have ample time to think on many other things.A repetition from above, when we enter the flaring part at low speed the aircraft is less sensitive in the pitching attitude and we can control it without jerking the control and hence avoiding the aircraft from ballooning or bouncing.

the reasons that caused ballooning and bouncing are:

1) high rate of descent and bouncy gears.

2) high speed approach and/or power.

3) over-controlling the aircraft (incorrect flare technique result in jerking the control)

Although it is possible to land the aircraft at high speed, the pitching attitude must be well controlled to avoid the aircraft from ballooning. to cushion the landing we reduce the aircraft rate of descent by increasing the pitching attitude and at the same time airspeed reducing. one last thing is to hold off the control column or joystick and wait the aircraft to touch the ground. 

 Batch 42/11 

(Future Pilots)

Im getting on my nerves as my PPL Test is on this 7th Aug.

straight from my heart i only fly 3 times a week, and it is a very slow progress. my parents already told me that they want me to finish fast and work as soon as possible. there is nothing much i can do cause flying is not only about you. it has many factors that should be taken into considerations when we talk about flying. firstly, you have to make sure that the weather permits you to fly under VFR. as far as i know kelantan is very prone to bad weather as the airport is situated in the coastal line. secondly, the aircraft serviceability. not all aircraft are serviceable for a particular day, at worst it can only be one aircraft serviceable and so you got to share among 5plus other cadets per day just to get precious 1 hour of flying. finally is the instructors availability. during your PPL stage, most of your flying will be dual flying with instructors. as for me i fly DA40, and not all instructors can fly it. so i have to bear with it again. i have finished all my ppl exercises except my GH11 and my PPL test which will be held on this year inpendence day celebration.hahahaha.so hopefully it is going to be another victory la for me as a malay and as a malaysian.