Training

With the return of good weather, I went on a flight near Rennes to train for the selection flight. The route is the same as the 2013 flight, which Jean-Claude (the Chief Pilot) provided. Since the F-HBZH was undergoing maintenance, I flew the F-HGUY.

Some fair-weather cumulus clouds at 2000 feet (600 meters) were forecast, so I took an altitude of 1500 ft, which would allow me to better distinguish the landmarks on the ground and have enough space between the clouds. I also used this flight to calibrate my fuel consumption calculations, which we’ll see if they are accurate at the end of the flight.

The route includes 7 mandatory checkpoints and one more to start the maneuverability test. The altitude must be maintained at plus or minus 30 meters and the heading at plus or minus 5 degrees. With a distance of 147 nautical miles and an estimated time of 1 hour 50 minutes, the piloting skills are put to the test. After printing the weather briefing, I started the pre-flight inspection of the plane.

After filling the fuel tank, we got into the cockpit. With the checklist in hand, I turned ON the battery, the fuel pump, set the mixture to full rich, and started the engine. The engine roared to life, and vibrations filled the cockpit. Oil pressure was OK, and the engine start time was wrote down.

I called the tower to announce my intentions and was authorized to taxi to the holding point D10. I ran the engine checks to text its proper functioning and prepared the plane for takeoff. I lowered the first notch of the flaps, set the flight instruments, and announced to the tower:

• “Fox Uniforme Yankee at holding point Delta 10, ready for departure.”
• The tower: “Fox Uniforme Yankee, from Delta 10, line up and maintain position.”

I acknowledged by reading back and lined up on the middle of the runway. I took one last look at the alarm panel and called the tower again:

• “Fox Uniforme Yankee, lined up runway 10.”
• “Fox Uniforme Yankee, runway 10 authorized for takeoff, wind 080° 7 kt.”
• “Authorized for takeoff runway 10, Fox Uniforme Yankee”

With full throttle, the engine delivered its 120 horsepower, and at 100 km/h, I gently pulled back on the control stick to take off.

Seen from the restaurant at the airport, the DR400 isn’t that big on the runway. In the video (link at the bottom of the page), you can see the entire airport from where the photo was taken. Thanks, Dad!

At 300 feet on the altimeter, the vital actions after takeoff: flaps retracted, landing light off, fuel pump OFF, and increasing speed to 150 km/h. Turning left to reach the November point and then November-Echo. I announced my position on the Rennes air traffic information system to receive traffic information, and the navigation could begin!

The checkpoints followed one another, and I updated the remaining fuel. I checked the engine temperature and oil pressure. I recalibrated the heading indicator. We don’t stand still in the cockpit!

After passing the last checkpoint, I started the maneuverability test. Since the wind was crosswind, I deviated in a circular arc. Next time, I’ll pay more attention. I informed the tower that I was returning to the base and was authorized for a long final approach for runway 10. I gently landed the plane and taxied to the parking area. I turned off all the electrical instruments and stopped the engine. I added 40 liters of fuel to top up the tank. My calculations were correct!

Summary of this training flight

This flight helped me calibrate my navigation and fuel consumption calculations. As you can see on the GPS track, there is still room for improvement to fly in a straight line between the turning points! A 3-minute video of this flight is available.