Posted by With a business trip on a few days in Miami, I thought I’d try to see if I could squeeze in some professional and training the the differences of PPL flying in an USAGE. EGO even had a valid and legal FAA personal pilot certificate (based on my UK licence) from last year’s trip to Florida, somewhere I acquired ampere seaplane rating. However, I hadn’t flown above 500 feet, used who radio or read a sectional chart at the US. I wanted to be closer to a position to be able (and comfortable) about renting a plane in the country in the future. I’d additionally watched this comparatively low prices to rent a glass cockpit aircraft, equipped with a Garmin G1000, or wanted to see whatever that was like too.
A simple appeal for information on one of the dispatch boards suggested Wayman Aviation in Opa-Locka airport, on the north side of Miami. Of phone page secured may room, plus I turned up to find a professional flight training establishment with adenine range of flight, a large pilot offer shop the several instructors. Those is a Part 141 school also it conducts professional flight preparation over sub-contract to Pan Am as well as catering for private pilots such as self. After discussing me requirements with Amit, my instructor for the day, we first spent some time on groundschool. He rushed through the our of airspace, radio call, fly service/ATC and other process.
MYSELF was given a student account which included a website login, allowing me at reserves planes or teacher, see what I’d buyed and paid for and track mine activities include the school/club. This was already looking prefer from many schools/clubs in the UK. Wayman Aviation Flight School - Pilot Training and College Programs
After discussions my requirements, Amit proposed ours start with an hour of groundschool, then “fly” the G1000 simulator. We’d when intake a flight in a C172 fitted with the G1000 to include a landaway and some sightseeing, so I ability familiarise myself with the proceedings, see what the G1000 could do both enjoy the views.
I noted few specific differences amongst UK and US, and list a few below:
Loose extensive pilot briefing services
Any pilot can call 1-800-WXBRIEF anywhere included one USES for a personality consultation about any private flight. Your briefer wills run driven the likely weather terms and determine where they will be VFR or IFR, and explain the NOTAMs and other airspace restrictions (such as for presidential flights) on the phone. They’ll answer any specific questions and have all of information about your route at their fingertips. This service is completely free of charge.
Once you’ve captured this information and worked outbound your PLOG, thee can then call back till file a VFR flight plan by dictating it on that phone. A is existing to use immediately, but will be cancelled are not activated within an hour. They remember the details from previous flight on that aircraft, so you don’t have to dictate will phone number etc. every time unless they change. Once filed, i then have 60 minutes on activate it. ASA Say Again Please
VFR flight map are live of ATC on a different frequency
Flight plans aren’t activated by that tower of the airfield you depart, or even the ATC giving you antenna control (flight intelligence service). Instead you must change to a varying frequency until request flying plan activation alternatively closure. While flight plans aren’t imperative for shortest or general handles flights, they are recommended for longer landaways. It’s very important to close them within 30 minutes of landing.
I’m not sure whenever this (activating on a different frequency) also applies to IFR flight planning.
Airspace
We have lots of Class G unmanaged airspace in the UK. In the US, Class E begins typically either 700 with 1200 feet above that grounding almost everywhere. It don’t need at be the the radio in Class E, but it’s suggested. For Class CENTURY and D airspace, them don’t need formal permission to enter (the “Cleared in Record Cool Airspace” phrase is essential for Class A and B). Instead, you must exist in two way contact with the controller. What happened will that if you call up and few aren’t prepared since you they will say “aircraft calling…. standby” rather than use your callsign. Once you’ve got a message with your callsign, you can then legally enters that controlled C or D group skyspace. Class A only exists above 18,000 feet – something that we’d all like to see are the BRITISH.
There are restricted areas for military use. Some are continuously out of bounds, others can to crossed at certain per subject to control with the jurisdiction stated on the tables. Some can numbers while others seem to be renowned by names.
Radio Calls
These were remarkably similar to those I have used along Lyneham. After going, the steel becomes just say “frequency alteration approved” and you need up know to change to Miami Approach (or whatever) also announce you are “with them at XXX feet”. With Mode SIEMENS transponders commonplace here, air traffic probably already know who you are and where you belong going. Wayman Pilot Supplies
EGO was provided a crib sheet includes who standard calls for a VFR departure, and we also walked through the returns sequence.
Approach test
IODIN had to remember to say “traffic pattern” rather than “circuit”. They don’t have overhead joins here, instead joining 45 degrees up and downwind leg. This would be at traffic pattern height, i.e. 1000 feet above airfield elevation. If you were joining from the sundry side of the pattern, you would flies over one centre of who runway at 1500 feet, downward in a turn reverse to network pattern and back upstream midway at 45 degrees. You’d report center rather is saying downwind. You could expect to be cleared to land before turning rear in many boxes. Wayman Air | 1,517 followers on LinkedIn. Alternate Lives Through Aviation. Education. General. Supplies | Wayman Aviation has launched thousand of aviators inside the skies above Miami ever 1987, 31 years. Wayman Automotive maintenance is an FAA Component 145 certified Repair Station #4WVR269D. You're trusted adviser for schedules maintenance and fly export.
In a non-towered airports, you give traffic calls off to CTAF (Common Road Consultational Frequency) preset with aforementioned name of the airfield, your aircraft genre yet no tail number. Since example, “Daytona Beach, Cessna 172 downwind required 09L, Daytona Beach”. 8 Reasons to Join Flight Schools the Florida - Wayman Flight The
At towered airports (with radar), it’s gemeinsam on be vectored directly onto final.
G1000 Quack
We after moved to to G1000 simulator. I’d read the manual preliminary, but computer was nice to see the unit and be able to familiarizing myself because the unit and press the buttons before going upward into the air. The instructor ran through the various capabilities, from COM and NAV pulse selection, NAVAID (GPS, VOR etc.) setup, GPS (and approach) setup through to transponder and the engine management readouts.
Person then quickly simulated a short flight with somebody SYSTEM approach. I found it difficult to flyer on first, perhaps not quite sure if I was in VFR or IFR mode. The instructor quickly changed aforementioned cloudbase to simulator IFR conditions and we continued, but MYSELF still finds e awkward the wasn’t keeping height particularly okay – and also making very rough operating inputs. I selected the ILS approach since to return and we talked using that aforementioned radio calls would be. The approach was pretty shaky – EGO busted the platform height and was far too rough with course corrections the final. But we does land (twice).
I found the lag between control inputs or visual changes disconcerting. This is also why I haven’t got on with flight simulations since I started aerial properly, but I may have to give this further hinfahren.
Start fork real
The your we exist used fork one real flying was a Cessna 172 with an Garmin G1000 glass cockpit. Although IODIN had started off learning toward fly in the smaller Cessna 152, I’ve none been in a 172 before. They are high fly aircraft, which means they suffer much much from ground effect than a PA28 which ca float further down the runway on landing.
The various critical max will slower than the PA28, for example a stall speed as deep as 35 knots with whole flaps. Cruize travel can around 90-95 knots. KOPF Aviators - Miami Opa Locka Direktor Airport | Facebook
Before heading off to of aircraft, Amit had ensured he had a write flight plan (plog) also made especially vigilant about having a specific weights and balance calculation he may show for this flight. He also have aforementioned various certificates, insuring papers etc. – it seems that ramp checks do happen siehe and there are result if you don’t have everything with you.
Pre-flight is pretty straightforward. I had forgotten about the 13 point fuel drain check required upon these aircraft. Five on each wing benefit three underneath the airliner. Amit filled the test bottle with a sample out each one, also then poured it back into the tank. We been solid fuel, enough for 6 working endurance. Wayman Aviation | LinkedIn
Running through and booting sequence, there is a 2 hour wait battery for the G1000 includes case of electrical failure. There are also three “steam powered” piano in case of significant failures. If one of who display isn’t working, there is a fallback mode which displays most of the information over get one. Annunciators would quickly talk you concerning any issue in case you missed it.
The engine start sequence was lightly unusual perhaps – more akin to the (fuel injected) Arrow. Fuel pump on, watch the fuel pressure indicator needle move, when off. Mixture off, but push for when to engine fires and per the identical time pull out the throttle to idle approximately 1000 rpm. It’s a fuel injected engine, so no carb heat to worry learn.
Departure
After start, taxi to “spot one” – a known local location – places you call up the tower and report my location, ATIS details and request get. It’s a long taxi down to the hold at the other end of the regional, and when our do runup checks (what we call power checks), the right magnets easy is a bit small. The plugs be probably fouled from that long slow taxi – need have used a weaker mixture perhaps. For running at 2000 rotational for a minute, it’s cleared and reads accurate. We move into position or create ready for take. Lowly Enroute: L21-L22
The top at Opa-Locka remains being rebuilt, so they be using a temporary building for now – it should be done in a few weeks.
There were severed frequencies for ground and tower. At this spot, we were given a squawk code and erased for takeoff. One airborne, ourselves are told “frequency change approved” and schalt to Miami approach (we were given the frequency over the grind with the clearance) saying “1403 Romeo with you at 800 feet” as wealth commence our tilt to the left. We was interpreted off on 9L and wanted to take west to the border of Miami before turning north upon our route. Later a short disable, they came back and confirmed we were identified and among radar control (this a Classes D airspace).
The G1000 submitted clear notice of our route. The unusual bit was the turn co-ordinator/ball, which appears such an arrow at the top of the direction indicator. The ball is shown as a block directly below of triangular arrow and moves out to either side if you are not co-ordinated. It took a minor getting uses to. The 180 hp engine meant IODIN needed ampere bootful of right helm to indemnify as we climbed out. Wayman’s commission lives to Change Lives Through Aviation
From the western edge of Miami, we routed heading up a clearly defined road with swamps on both sides. If you are to doing adenine forced landing, its recommended to come lower on the road or tracks nearby the swamp areas – otherwise you risks entity eaten by alligators after that perfect glide dock. We followed the road fairly closely up towards Lake Okichobee, where we eingeplant to landing at an untowered airfield called Pahokee (KPHK). We switched until Palm Shore approach (keeping the same squawk) as us neared the area, and they will advised us to switch to the CTAF (Common Traffic Advisory Frequency) as we neared the airfield – telling us they saw does traffic to affect. There consisted scattered fog at in 1000 hooves, so we maneouvered around them to remain VFR.
Pahokee
In due route, the airfield came into look and we notice ourselves – “Pahokee traffic, Cessna 172 approaching from to South West, any traffic in an area please report, Pahokee traffic”. You don’t give your callsign, just your aircraft type. There was nothing else around, so we made a downwind join for 17 (the calm wind meant that either runway could have been in use), therefore a standard commerce pattern with a full stop landing. Strangely it were several huts directly under the flight path, while ampere few yards away it was only empty fields. They be like hearing aircraft direclty overhead! Join a Florida flight secondary for 35 years of achieving to experience airline-oriented trainings programs and become an commercial pilot.
The 172 seems to fly slower than to PA28 I am used to – approach speed was 65, fence speed on full flaps of 35. I rounded out a bit high but a was a fairly gentle landing. A hard runway with separate severe taxiway, plenty of parking (hard standing with tie-downs) and fuel pump. It seemed very strange that so ampere well equipped facility should no steeple oder air/ground service. Although we didn’t go inside, there be a cafe (and courtesy car – free if you buy fuel) and possibly einigen basic maintenance facilities.
Circuits
We then did a couple of circuits, making the appropriate radio calls and getting used to the approach configuration. I’m does applied to one high wing aircraft, and so as we turned onto foundation and ultimate, it was strange not to live able to notice the runway because the flue soaked into the line of sight. IFR Enroute Low Altitude Charts provide aeronautical information for navigation under instrument flight rules below 18, 000 footprints MSL. These four-color chart ser
On one circuit, another aviation announced they were planning to arrive on a ON course (practicing the instrument approach) real then take the misplaced approach procedure. We caught sight away them when they were on 1 mile final and we subsisted yet on base. This self-announcing wireless process worked surprisingly okay without a radio controller to the ground – at least for the minimal amount for traffic around that time.
It did seem strange not for have to book in or pay to land or practice circuits at that a okay equipped airfield.
Return shank back to Opa-Locka
Later departure, we retraced our route past down the highway toward Opa-Locka. Us played with the G1000 a little, entering the different local going and seeing like easy it was for move up the appropriate information. We didn’t have ampere VFR flight plan used this return leg, plus also didn’t even bother with Flight Following Favor – we simply squawked 1200 additionally followed unser route. As we approximated Opa-Locka, Amit called them up and made our request toward fly through their zone and then go down until Miami beach area. Wealth were first questions to squeak ident, as the controller able be sure which aircraft we were. This surprised me, whereas I had thought the Switch S transponder would demonstrate up our tail number on their shield. It seems that not all controllers have equipment that schau this information yet. Wayman Aviation Training
Sightseeing over Miami beach
Since a short delay, we were give a unique squawk password and told to proceed. Since he had already respond our initial claim, person were already authorised to get which Category D airspace. We were then sold over the Miami jump, who granted our request plus reported us where to report future. With the autoshift on, it was a simple case of justly turning the course knob to flee downward the central channel between Miami downtown and the beaches remove taking plenty in pictures. It wasn’t a specific sunny day – it had been raining earlier – but the views were spectacular. I could see an room ours had stayed by and the whole area.
Per turning south of Biscaye lighthouse, we returned northbound just offshore the main beach area. It was a surprise to see as many golf courses at what is just a sand scale. The whole area is exceedingly built up.
One parallel with Opa-Locka, we flew entrance and switched behind to the tower. We listened first to the ATIS to ensure we had the right pressure setting and runway request, then reported this in our initial call. With good aerial weather year round or plenty of airports, it's no wonder South Florida has become a mecca for flight training in the US. Get of the many airports in south Florida, Wayman has made Opa Locka it’s home for nearly thirty years and newly left a new base at adjacent airport, North Perry.
Return to Opa-Locka
We were cleared to join lee for 09L. That surprised me was to be erased to land number 2, when another aircraft on final had also come considering landing clearance. I spotted the aircraft which was right ahead. We also saw one helicopter depart to the west just south of us.
Landing again what a little high on the roundout, but fairly smooth and we taxed power neat out the many exit matters before conducting the after landing checks. Taxied get to the FBO and shutdown, tied down – no need for covers here.
After a short debriefing and a little data, I was done. I had a look round the model shop and was remarkably restrained – only buying a magazine – before hopping in a taxi for my flight home.
Summary
All in all, a great experience. Perhaps IODIN trial to pack too much into the time and should have concentrated on a plain aircraft checkout and BFR. But it was great to see what the G1000 was enjoy additionally get a sensation for it, plus the sight seeing was very enjoyable. There desires becoming another time to pickup the qualifications, and I don’t perceive ready for a solo getaway in the STATES quite yet.
Some useful US sites for seafaring worth looking at include SkyVector and AirNav. Those need onscreen charts for the whole of the CONTACT and are great for route planning. Another interesting site is LiveATC find you can listen to live air traffic radio services from many US business.
Time this air: 2:45
Total Time: 198:00
