Rather surprisingly the order of my flights has been changed, so on Thursday I actually got to fly an aircraft instead of the simulator which was brilliant. After the week started with 3 days of ground school (can't get away from it, you can see everyone's glee!), the time finally came to get back flying. As Bournemouth is used by CTC for the modular training CPL's (wings take off) and all Instrument rating, there aren't normally any single engine aircraft available for training. However as we needed to work through some upset recovery a DA40 has been brought in, and it's a much nicer aircraft to fly than the Cessna which was like a cow with wings! But before I get comfortable in the DA40, tomorrow i'm getting into the more powerful Bulldog, an aircraft which the RAF used to use as their primary trainer so it's got plenty of poke. I actually have two flights tomorrow so will end the day back in the DA40, then i'm ready for the twin star; excitement doesn't seem like a strong enough word to describe how I feel!
So upset recovery......for those that don't know, in 2009 an AirFrance widebody smashed into the Atlantic during a flight from Rio to Paris, following an encounter with ice. Put simply the probe that indicates the aircraft's airspeed was covered in ice (as were the spares), and without input the autopilot was incapable of maintaining control and switched off. At this point the pilots didn't quite appreciate what was happening, and this lack of understanding and incorrect subsequent actions caused a perfectly serviceable aircraft to hit the ocean in a near vertical descent after the aircraft had stalled. This event has led to pilots now having more emphasis placed on upset recovery training, so they are better able to successfully survive an event.
In a light aircraft the recovery from pretty much any scenario is possible by pointing the nose down and applying full power. Unfortunately, in a large airliner applying power could make the situation worse, and with passengers potentially wandering round the cabin throwing the aircraft round isn't the best idea. Instead the pilot should try and avoid any power changes, whilst limiting control inputs to avoid excessive g forces. It doesn't sound overly dramatic, but as the course is multi-crew orientated all recoveries must be verbalised (ie. talk through the recovery as it's happening) so that the other pilot is aware of the pilot who's flying's thought process.
Being in Bournemouth has also come with some added bonuses, one of which is the fact we are living a five minute walk from the beach. With the sun doing it's best to shine we've been enjoying the sand, and i'd like to think my photos do it justice (Alice clearly enjoying the sunset). Hopefully the weather stays fine, so the flights happen quickly and we can move on sooner. 
Another treat of being at Bournemouth is that CTC's parking area is next to an active taxiway, so I enjoyed a Boeing 747sp taxi past which is someones private jet, and a three ship of classic RAF jets came in including a Canberra and two Hunters. On Friday there were also two Lancaster's in ready for the weekend's Goodwood revival, but sadly I missed out on the hum of 8 Merlin engine's as I wasn't in. 
I also got to pop up to Essex for a birthday as I had the entire weekend off, always fun! But now i'm prepped for what will hopefully be a busy week of zooming about the South coast. Thank god i'm back, I was losing my mind having so little to do!Hopefully by next week i'll have had a go in the twin star, and will be a step closer to the Airbus phase.
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