Today's sortie was Climb & Descend 1. Again, taxying today included throttle lever, directional control and differential braking. The instructor commented that I need to see and feel on how much input I should apply to the rudder. Still need more improvement about that.

As for take-off just now, I did not repeat the stupid mistake like yesterday. This time I had my left hand at the control stick to rotate the aircraft. After safely take-off, we flew straight to the training area to conduct the air exercise. Climb & Descend 1 was basically on what to do when entering a climb/descent, during climb/descent and exiting climb/descent. Increasing power to max when entering climb, then pull the control stick backward and then maintain the climb, then refer to instruments, refer to attitude again and then trim. That is just an example. I did a mistake during descending, which is I relied too much on the Airspeed Indicator and spent less time looking outside to maintain steady descent. 90% of time should be allocated to looking outside and the remaining 10% for instruments. Besides, today was quite hazy, so the visibility was very much reduced until I couldn't see the horizon. So the instructor decided to request to land. Approached to land this time, I did a better trimming compared to yesterday. Today also did some RT which was position reporting and establishing communication with tower.

Yesterday was fifth day of my sortie called Straight & Level 2. This time I was allowed to control the throttle lever for taxying, climbing, attaining straight&level, maintaining straight&level, and making an approach back to runway.

Before started to taxy, as always I had to perform the pre-flight check. Not much problem. But I need to improve on my speeds. No point wasting 15minutes on the ground just for that. Fast and accurate is the answer.

During taxying, I felt it was kinda tough to control the throttle lever and the rudder pedals at the same time because previously it was the instructor who controlled the throttle lever and I controlled the rudder pedals. I also had to apply differential braking sometimes when the rudder became ineffective. There were times the aircraft went too slow as I focus too much on the rudder to ensure that the aircraft was traveling along the yellow line towards the holding point. Taxying requires fast walking pace. How fast is the 'fast walking pace'? Good question. I just have to watch and feel. Sounds easy. But to do it is tough, seriously.

Yesterday I made a little blunder during take-off. My right hand was on the throttle lever, slowly increasing the power to the max. Both feet were on the rudder pedals, to make sure that the plane stays on the centerline while it accelerates faster and faster. Now, where was my left hand and how to rotate the aircraft? To rotate means to lift the aircraft into the air once the rotation speed has been achieved. My left was still on my lap and I did not realize that I had control fully of the aircraft at that point of time.

My instructor asked "You still don't want to rotate the aircraft??". And I was like stunned for few seconds and then only realised that my left hand was not doing anything! Whoops!

During climbing, another funny incident happened. We were climbing and passing through a safe altitude. Flaps up. And kept on climbing. Wind was not that strong and climbing steadily.


And suddenly, the aircraft dropped few hundred feet.


Wooohooo! That was awesome man! It was just like playing the Space Shot at Genting Highlands. My instructor and I were like free-falling for 2 seconds before we regained our altitude. That was fun! And pretty scary too! =D

Anyway, we continue cruise climbing until we reached the training area. At around 1500ft, my instructor performed once to me about how should I maintain Straight&Level after the power or airspeed was disturbed. For an example, if I increase the power from cruising speed (70%) to 90%, the aircraft's nose will start to pitch up and start climbing as more Lift would be produced. So in order to fly straight&level, I had to push the control stick forward to the datum altitude, look to an instrument called Vertical Speed Indicator (VSI) for confirmation and then trim. One common error normally made by students is that they will normally "chase" the needle of VSI. For those who dunno about this instrument, VSI's reading will lag if the aircraft changes its attitude and will need few seconds before it settles down to the correct reading. It was a little tough as one hand was on the throttle lever, one hand on the control stick, both feet at the rudder and two eyes to scan the instruments and to look outside. All working at the same time. Sounds busy, right? That was just the beginning. More yet to come!

Anyway, when flying back to the runway for approach to land, I did not to enough trimming and hence it was a little bit hard to maintain the height during landing.

Just now 8.00pm had another briefing about Medium Turn. It was just a very short briefing of 30minutes which covers topic such as entering and exiting a climbing turn and descending turn, forces acting during a turn, etc..

Hmmm, my DCAT final exam result also out already.

Radio Telephony: 100%
Principle of Flight: 97%
Engines: 84%
Electricity: 90%
Aircraft Systems:100%

My score in Engines is the lowest among my batch mates. Surprised? Not really. I have done my best and managed to obtain two 100% out of five subjects. Not a bad performance from my own point of view. Well, now that the result is out, there is nothing much to worry about other than flying and..

avoid vomitting.. =D

This morning me and my batchmates went for briefing on Safety at 8.30am and Climb&Descend at 9.30am. The safety briefing was basically about understanding of fatigue, causes of fatigue, treatment for fatigue, etc.

All these are just for your extra reading.
There are two types of fatigue: Acute and Chronic.
The main difference between these two is that you know you are fatigue for Acute Type but for Chronic Type, you won't know that you are in severe stage of fatigue and you still think that you are fine. This makes Chronic Type is the deadliest type of all.

The briefing of Climb&Descend was pretty much like one of our subjects in DCAT and PPL course which is Theory of Flight. To me it was like revision but there was an important stuff to take note that is about what to do when:
a)entering a climb/descent
b)maintaining a climb/descent
c)exiting a climb/descent
I shall not elaborate much on this as you for sure will get bored of it.


FLIGHT DAY 4
Today I did Straight & Level Flight 1. My sortie was actually at 2.30pm but due to some delays from the big airliners landing and taking off and hence my sortie was delayed to 3pm.

As the name suggests, the sortie required me to attain straight and level flight and then to maintain it. Basically it was quite simple and a little boring though. However, my instructor mentioned that I need to put a little more effort in trimming the aircraft for straight and level because after I trimmed just now, the aircraft's nose still in a very little pitching moment. I guess I need to take some time to perfect my trimming. After performing the new air exercise, I also did some revision on taxy in and taxy out, pre-flight checks, Effect of Controls 1&2 (previous sorties).

Ok, some of you sure wanna know whether I got vomit or not today. Hey, for those who bet on me vomit, I have a bad news for you:

YOU LOST! =D

Muahhahhahha!! I did not vomit today!! You read it right. Don't blink your eyes. I repeat again. I did not vomit today!!

It is quite an achievement today as I did not realize that I was feeling absolutely fine until I touched down on the runway! Oh yea, I did the landing too today!! =D Of course, I did not do it alone but with the guidance from my instructor! Damn awesome!! It is actually a little "troublesome" to land the DA-40 because the aircraft is such a good glider that the pilot is required to stall the aircraft in order to touch down. When stalling of aircraft occurs, you will be able to hear the warning sound going off loud! Hmmm, my landing skill is of course not as good as the instructor. Practice makes perfect! I hope he will let me land the aircraft by myself soon!

No vomit today, so should I call for a celebration? Haha. Not so fast. Let see whether I will vomit or not for my future sorties.


Just like a good friend of mine said: 你可以 的! (which means 'YOU CAN DO IT!')

There is no sortie for me today as the instructor is on leave. But I will be going to the hangar to practice pre-flight checks and RT communication on my own. Until now we are not given the necessary publications of DA-40 and Local ATC procedures, so I borrowed the books from one of my seniors for few days. The Flight Operation Room has a speaker (more appropriately a receiver) to allow the cadets to listen to the RT communications between the tower and the pilots.

Based on the RT subject I did in PPL and DCAT stages, the theory is somewhat a little different from practical. For example, pilots normally have to request for start-up but at here at this aerodrome, we cadets do not need to do so. Reason? I am not sure. But I guess this is our home ground so we are not required to request start-up. Well, after I master the RT stuffs already, probably I will post an example of RT Communication next time. Not really that tough to remember. But after some time, I should be able to memorize everything and before long it will become a habit. For now, I just need to get used to the slang, intonation and the speech speed of the control tower staffs during transmitting message. There was one staff who transmitted a message so fast that even the Firefly pilots have to ask him to say again.

Now gotta go to the hangar after lunch! =D

Effects of Controls 2 (EOC2) today was basically understanding the usage of flaps (take-off flaps and landing flaps), taxying to holding point, revising back what we did yesterday and also learned how to trim the aircraft. The word trim in this context means to relieve the pilot's load on the joystick. For example, if the joystick is constantly needed to be held forward, the trim will come into use by trimming it forward until the forward pressure of the joystick is lost. If the aircraft is not trimmed, by the time the pilot landed, his/her hand gonna be so stiff and tired! =D

You must be guessing whether I got vomit or not today. Haha. Yeap. You bet I did! But this time I managed to last for 40mins compared to yesterday's 20mins. I did almost all the things required except for landing part. However, after landed on the runway, the instructor gave me the chance to taxy back to the apron after seeing me feeling much better. Haha.

I think I am getting the hang of it. Even limbs also didn't feel numb. SO........


TOMORROW WILL BE A BETTER DAY! =D


I think I did not mention my callsign in the previous post right? My callsign is MAHA 943. During RT communication, I will pronounce it as MAHA Niner Fower Tree.

Yesterday's sortie was fun! The instructor let me did some RT to ask for clearance from the control tower and allowed me to taxy out to the holding point! Whooo! The wind was strong from one side causing the right rudder to be not so effective. So I had quite a hard time maintaining the aircraft in the straight line (it is a yellow line on the ground that follows to the holding point). After take-off, we flew through the valley of Simpang Gunung Raya. The weather was getting hotter and the wind too getting stronger. At some point of time, I felt like the aircraft loss the lift and "dropped" suddenly. And it was like a very bumpy ride, you know. Sort of like traveling in a bus on a road full of potholes. That time my stomach felt a little not comfy.

After passing through the valley, we saw the light house (it is a reference point that separates the two training area called Langgun and Datai) and flew into the Langgun Training Area. For this particular sortie, I revised back on how to keep flying straight and level based on the datum point (two to three fingers from the dashboard to the horizon). And then, before the instructor showed me the adverse effect of rolling the plane and the adverse effect of yawing the plane, he asked me to 'follow through'. I put my limbs lightly on the controls and had a feel on how he maneuvered the aircraft.

When the aircraft rolls to the left, it will yaw to the left too. Ditto when rolls to the right.
When the aircraft yaws to the left, it will roll to the left too. Ditto when yaws to the right.
The total effect is the aircraft will start spinning downwards to the same direction. Sort of like a spiral spin but it happens slowly.

My turn to perform the manoeuvre. Well, not much problem with controlling the aircraft. I only had problem with my stomach again. Felt wanna puke and dizzy again after finishing my task. I couldn't stand the it anymore and hence I asked for permission to vomit. Haha. But you know what, I forgot to bring my airsick bag along with me. Shit. Luckily my friend, who was the observer sitting behind me, brought his airsick bag. Thank god. And I vomited the meal I had just now.

Need me to describe the colour and the contents of the stuffs I threw up? I think better not. Haha.

Anyway, the instructor requested to land as he saw me couldn't cope with the sortie. However, to fly back to the airport needs around 15mins and we needed to fly past the valley again, which AGAIN we encountered turbulent wind. Err hemm..So...

You don't need me to explain what happened after that.

By the time, we landed safely, I found that I threw up quite alot! One whole plastic bag was full! Damn! Haha. Anyway, my instructor said that it is normal for some people to vomit during their first few sorties and I will get used to flying after throwing up some more. Practice makes perfect, right? I guess the more I fly, the faster I can cure my air sickness. I hope I will not break my instructor's record of vomiting more than 10 times during his first 10 sorties.

One of the seniors advised me that I should not eat too full two to three hours before flying and that will somehow reduce my chances of vomiting in flight. Another thing is that I have to learn how to relax my whole body and enjoy when flying. I did not realize I was so focused on controlling the joystick and so tensed up until my limbs felt numb! Goodness.

By the way, my next sortie is today at 1500hours, called Effect of Controls 2. Maybe today gonna learn how to trim and do some pre-taxy and pre-takeoff checks. Well, there is a pre-flight briefing for me at 1230 hours later. So gotta go have lunch soon.

Flying HIGH!!

And hope I gonna vomit less today. =D

From the title above, i guess you know what kinda topic i gonna blog today. But not in the first part of this post.

My DCAT exam just ended two days ago, which was Thursday. Principle of Flights (POF) 60 questions, 60mins; Electrics 30questions, 30mins; Aircraft Systems 45 questions, 45mins; Engines 45questions, 45mins; and lastly Radio Telephony 30 questions, 30mins. Out of all the subjects, i think Electrics was the toughest to do because some of the questions are quite tricky and the answers are so similar to each other. But after discussing with my instructor, i guess i can pass, but to get 100% is a little bit hard! POF, Aircraft Systems and Radio Telephony were easy. No problem with those three. And then Engines got a 3 questions that i wasn't sure. So far so good. Result gonna be out in a week time.

Our exam finally ended at 3.15pm. But before we could rest, we were told to go for our Type Rating Single Engine (TSE) class at 5pm! I was playing table tennis when I got the news and then me and my friends rushed back to hostel to bath and change into our uniform. Classes went on for two hours. And guess what? WE WERE INFORMED TO FLY THE NEXT DAY!!! Muahahhahhahha!! Everything was like so sudden, you know. Just finished exam and now we gonna fly already! I had been thinking we would at least start to fly on Monday. Well, there are a few problems though. We haven't received the Aircraft Flight Manual (AFM) for DA-40. Plus, there quite a few of documents and stuffs that we need to prepare before flight. Hehe. The 42 hours of PPL flying starts now!

Starting from today onwards, I will post and share about my experience during my training and I am gonna label the title as FLIGHT DAY ONE, FLIGHT DAY TWO, and so on.

Now FLIGHT DAY ONE............

Me and another 4 guys are being grouped together under a Japanese instructor. I was thinking that I may have communication problem with him but I was wrong! His accent is somewhat like Australian English! Not bad!
My flight was scheduled to be 4.30pm yesterday, but due to delay, I started to fly at 5pm. Well, my instructor showed me how to do pre-flight checks. There is a list of things that pilots need to check the aircraft before the aircraft is fit to fly. Examples: fuselage, wings, landing gears, engine oil, gear oil, fuel, tail plane, control surfaces, canopy, etc. This pre-flight has to be taken seriously, because if the pilot takes off without certain defects on the plane, there is a possibility that he will go to hell faster than he thought!

After the checks, I got into the cockpit with the instructor. Instructor on the right seat and I was on the left seat. I wore the life jackets, fasten seatbelt, put on the headset and all ready to go!!!!!!!! During start-up, pilot also need to do certain checks at the instrument panel. I shall not elaborate on that as I don't even know it myself! Haha. After I get my AFM, I will start learning it as soon as possible. The instructor did not teach me on that and so I only observed what he was doing. Looked simple to me though. Hehe. Before taxi to holding point for take-off, he did the Radio Telephony (RT) communication with the control tower to ask for clearance. For those who dunno, pilot is not allowed to simply take-off as his own will. There are many aircrafts in the vicinity, taking off and landing and taxiing and it is a must for pilot to ask for clearance first so that the tower can arrange and avoid unwanted things to happen.

And after 5mins, we line-up on the runway, bearing 030 degrees. Throttle lever to the max. With both feet at the rudder pedal and hands on the joystick, we took-off smoothly! Whooo!! DAMN CUN!! First time I got to fly in this kinda aircraft and there was only this feeling that I could describe in one word: HAPPINESS!! =D

Ladies and gentlemen, I can tell you that the view from up above the sky was totally breathtaking! =D
The trees, cars, people and everything on land were like ants!! Hehe. And when I looked out far ahead to the horizon, the view was majestic! The mountains, the sea, the cloud, the sun, oh my god! The natural beauties are so ever beautiful!! =D It looked as if I could touch the sun!! =D

We were cruising at 1500ft above mean sea level. The instructor gave me the chance to take control of the plane! Hehe. Relax man. I wasn't going to crash the aircraft! In order for the instructor to pass the handling of controls to me, he had to say "you have controls" and then I had to reply "I have controls". Haha. I moved the joystick to the left a little, and the aircraft rolled to the left a little. The joystick was kinda sensitive. I tried to maintain the nose level attitude because the wind was a little turbulent and the aircraft was swaying to left and right, up and down. Sort of like mini roller coaster. Ok, I have to admit that I had the dizzy feeling and felt wanna vomit! Haha. The instructor said that it was normal and I will get used to this sooner or later. He confessed that he vomited like hell for the first ten sorties before he finally got the hang of it. Haha.

And of course, I have to personally thank my four good friends (BG,YW,ERIC,ALVIN) who had specially trained me to withstand the dizziness (and spinning like tornado) by dragging me along into "THE CUP OF GENTING HIGHLANDS" and turned the bloody cup at such a speed that only could be described as LIGHTNING SPEED. And not just once, I tell you. It was four times! Did I count wrongly? I think more than that! Goodness. Thanks guys! =D

oh yea. I felt my limbs sort of like numb. Well, the instructor said that I did not have sufficient water before flight and thus I became dehydrated. I guess I have to drink more water for my future sorties! At least 2 litres, he said.

Anyway, we finally came to the runway and the instructor ask for clearance to land. Descend. Full flaps down. Slowly and slowly we landed on the runway. Not bad. Haha. We proceeded to the apron, stopped the engine, and that was the end of my first sortie of the day. =D

Today I will have my second sortie called Effect of Controls 1 (EOC 1) at 3.30pm. I gotta get to the hangar an hour before the scheduled time to listen for briefing and stuffs like that. Catch my next "flight" soon. Ciaozzzzz.

Countdown to DCAT exam: 14hours and still counting..

Q: What are the benefits of preparing early for exam?
A: You will not need to stay up late and burn the midnight oil.

Q: What are the disadvantages of preparing early for exam?
A: You will feel bored very fast because you basically have studied and revised everything that you need to know. You will have a lot of free time and you will start wondering what else to study. Just like me now.

Celcom (Malaysia) Berhad would like to announce that it is answering the call from Dato’ Sri Shahrizat Abdul Jalil, the Minister of Women, Family and Community Development by offering its mobile services in the case of Sharlinie.

Celcom will be issuing a MMS broadcast of Sharlinie’s picture together with a message urging the public to be aware of the case. The MMS will be sent specifically to Celcom customers, and we urge them to help in finding Sharlinie by sharing this message with family and friends. We are also urging other corporate bodies, NGOs and individuals to join in on this effort in the wake of this unfolding case.

Members of the public who have any information on Sharlinie’s whereabouts should contact the police at 03-79662222 or 999 immediately.

Yesterday evening after class, one of the instructor of the Flight Operations brought us to the hangar to show us the aircrafts that we gonna fly. We were told that we will be flying DA-40 TDI instead of TB-10. Well well, the instructor also let us sit in the aircraft, let us have a feel on the joystick, moving the ailerons, rudders and elevators.

For your information, ailerons are used for lateral stability (rolling left or right), rudders are for directional stability (yawing left or right) and elevators are for longitudinal stability (pitching up or down.)


This aircraft is a Single Engine propeller aircraft with the engine and propeller's manufacturers are Thielert and MT-3 respectively. The instrument panel is pretty much modern and more powerful than TB-10. It has GPS too! So we still can find our way back if we are lost in the air! =D

Fuel Capacity (Long Range): 41 US Gallons (7hours)
Max Cruising Speed: 133kts
Wing span: 39ft 2in
Length: 26ft 5in
Height: 6ft 6in
Seats: 4
Max Take-off Weight: 1150kg
Fuel Grade: Jet A1/Diesel

The fuel capacity is damn cun. 7Hours! Which means the aircraft can fly straight from lgk to Senai airport without refueling for 5 hours and still have 2 hours of extra fuel! It's very fuel efficient and since the fuel grade being used is diesel, so it's cheaper too! Plus, let say is the the engine fails, the aircraft still can glide with the rate of descent of 600ft/minute compared to TB-10 which has rate of descent of 1300ft/min. The battery capacity can last for 30mins as back-up in case of total generator failure.

The instructor also showed us how to recognize the warning & caution lights and acknowledge them. Then he turned on the receiver radio for us to listen to the radio telephony communication between the control tower and the aircrafts in the vicinity such as request to take-off, landing, taxy, etc. We all took pictures of ourselves in the cockpit of course. Hehehe. It was the first time we enter a cockpit, so it's a MUST to take picture, isn't it?! Hahaha. But then again, no chance to post the picture here online. You know why.


Anyway, I have included a link below about DA-40 TDI for those who wanna know more.

http://www.diamondair.co.uk/pdf/factsheets/DA40TDIfactsheet.pdf


Alternatively, you can surf the Diamond Aircraft official website too at:

http://www.diamondair.com/mainpage.php


Hmmm, we still have not received our airport pass. Without it, we can't start flying. That's the rule. It's not just we have the license, then we can fly. So hopefully before our DCAT exam starts, we will be issued with the pass! Just had my Engines Final Test yesterday and I managed to score 96%. This morning just finished the Theory Of Flight Final Test and then tomorrow will have Electricity Final Test!! With DCAT just around the corner, I am getting more and more excited! I can't wait to finish the test and go flying soon!!!!

Countdown to DCAT: 7 days


Gotta go for lunch now!

Just finished Jet Engine and Electricity progress tests today and next week still got 6 more tests to go, mainly some progress tests and the final tests for Aircraft Systems, Electricity, Theory Of Flight and Jet Engine. Finished Piston Engine test few weeks ago and scored 99%. The other 1% wasn't because careless this time. It was because I didn't know how to do that particular question and "tembak" the wrong answer. Well, that's too bad, isn't it? Looks like I still got to work much harder!!

Many would think that the students gonna go bonkers if the school keeps giving us tests everyday and expect us to score above 75%. The instructors also expect us to score 100% for all the subjects too. Reason? Pilots must know everything about the aircraft and they carry the responsibility to make sure 200-300 passengers arrive safely at their destination. Of course, one may argue that to err is human. But obviously the slightest mistake due to human error in flight (during take-off and even landing) may invite terrible disaster. I suppose none of you want a "not-so-knowledgeable" pilot to fly the plane that you are taking.

Air disasters are not solely due to human errors though. Other factors are bad weather, aircraft mechanical failure, and so on. Below are some statistics about air crash from planecrashinfo.com.

"Pilot error (weather related)" represents accidents in which pilot error was involved but brought about by weather related phenomena. "Pilot error (mechanical related)" represents accidents in which pilot error was involved but brought about by mechanical failure. "Other human error" includes air traffic controller error, improper loading of aircraft, fuel contamination, improper maintenance etc. Sabotage includes explosive devices, shoot downs and hijackings. "Total pilot error" is the total for all types of pilot error (on the fourth line in yellow). Where there were multiple causes, the most prominent cause was used.

Accidents and Fatalities by Phase of Flight

Source: Statistical Summary of Commercial Jet Airplane Accidents, Boeing

Source: PlaneCrashInfo.com accident database

I went back to jb last Friday for a 4-days holiday. Right after school at 4pm, me and my friends quickly packed our stuffs and rushed to the jetty to catch the 6pm ferry to mainland. The ferry trip took us approx an hour to reach mainland, cost 23 bucks. We took a cab to the bes terminal, 5 bucks per person. Upon reaching the terminal, I thought I could get the bus straight to jb but all the counters finished selling the tickets and I had to settle with the ticket to kl at 10.30pm, cost 30 bucks. Still got 2 hours to go before the bus departs, so me and two other friends went for karaoke first. U know, those kind that you pay 1 buck per song, sing in the small booth.

I reached kl pudu station around 5.30pm. No counters were open at that time, I tried to find a place to sit but there were so many people sleeping on the bench while waiting for their bus. At 6pm, one of the bus counters had opened and luckily I managed to buy the earliest bus to jb which was at 6.30pm, cost 30bucks.

Slept all the way in the bus back to jb and reached Larkin terminal at 12pm. Total hours of bus trip: 12hours 30mins.

Anyway, after resting and had lunch, I went to play basketball with a bunch of friends at larkin indoor stadium from 2pm to 5pm. Well, I finally got to enjoyed the feeling of being able to play basketball "properly" after nearly 6 months of recuperating from previous operation.

After the match, some of my friends came to my house to bath and later we all went to bg's new house. His house is still under renovation though. I sempat met up with sk too. She had her hair cut short!! OMG!!

Later we all went for steamboat for dinner at sf steamboat. And that was all for Saturday.

The next day, I thought of meeting my wife, but car battery got problem. Luckily she got car and came to fetch me. We went for a "date" and brought along hong eng. Went to some kind of shop called Ice Cream House (if I'm not wrong). The place was very beautifully decorated and very romantic. Many kinds of ice creams which looked delicious and we chose the one called Earth Jade (7 scoops). 8 flavors available such as yam, chocolate, vanilla, mint, green tea, blueberry, strawberry and corn.

Monday morning YW brought me to eat dim sum nearby our house. And then Tuesday morning before I left for lgk, YW's parents treated me a plate of Dry Meepok with Laksa soup. Dei alvin, if you are reading this, your mouth must be "flooded" with saliva seh. It was so delicious! Ahh..Heaven on Earth.

How I wished I could eat Laksa on that day. Probably have to wait another 6 months then only I can taste it again. Yupp. 6 months. Main reason I went back for these four days is because I won't be having holidays again for probably 6 months. This news is quite a bad news, isn't it? I don't think I have the chance to celebrate CNY this year too with my family and relatives and can't get to taste the various delicacies cooked by my grandma. Well, this is part and parcel of the life as a pilot. Just have to get used to it. No other way round.

But there is a good news too.

I will be flying soon!! Muahhahahhah!!!!!!! Yes, I will be flying after I finish (and pass) my DCAT exam on this 24 Jan 2008. Gonna be flying for 10 weeks and then continue study for my CA6 (third stage of ground school). The principal also has arranged for our batch to fly and study alternately when we enter CA2 (which is the fourth and the final stage of my ground school). =D So life isn't that bad after all. I am looking forward to TOUCH THE SKY SOON!

I have decided to count my blessings, not my troubles. How about you?