CAVOK EFATO At Sandtoft

Flying Hours Today 1:40, Total 15:30

No flying last week, but this time it was planned. The weather was bad so there would have been no flying anyway.

This morning the sky was clear, fresh and still. The thermometer in my car indicated that it was -3C below freezing outside as I set off for the flying school. It would be an excellent day for flying.

On arrival at the flying school I found that the weather was officially CAVOK. The first time in almost 8 months that I'd heard that word in a forecast. CAVOK is an acronym for "Clouds and Visibility OK" and is defined as: i) No cloud below 5000ft above airfield level, ii) no cumulonimbus or towering cumulonimbus clouds at any height, iii) visibility 10km or more and iv) no significant weather.

Today we were to fly to Sandtoft (EGCF) for more circuit practice and to cover simulated emergencies. We drove out to G-BODD and the place was buzzing with GA pilots. At one point I counted 5 small aircraft with engines running - obviously the glorious clear skies had brought everyone out early for some great flying.

Another first as we approached the aircraft: there was ice on the wings. We were prepared as we had brought our ice scrapers with us! I did the checks as the instructor cleared the ice then we were ready to go.

Runway 14 was in use and unfortunately it put us directly into the sun. To compound matters the windscreen still had some internal condensation due to the ice and consequently the view out the front was simple a glare of whiteness.

This made take off quite tricky - it was difficult to see the runway marker lines for any long distance, but we managed to take off with no great drama. Climbing to 3000ft as there were no height restrictions and headed towards Sherburn (EGCJ), home of Sherburn Aero Club.

Another chance to do some elementary navigation - following the chart to get us to Sandtoft, identifying key markers on the ground including power stations, peat diggings, railways, canals, motorways etc. Also using the vapour trails from the cooling towers to give an indication of wind speed and direction.

A handy tip to maintain heading was to fix on a land marker then to maintain this heading and fix to a distant cloud feature and aim for that as the cloud would move with the wind and so our relative bearing would not change.

We approached Sandtoft and requested airfield details. We were given Runway 23 with right circuits. We performed the circuit join and flew over the numbers at the distant end of the runway, then descended to join the circuit where we were the only active aircraft.

I followed through the standard procedure, made the call for final on 23 and then aimed for the numbers and made what could be described as a "bumpy" touch and go. What was interesting was the experience of an effect I'd read about in the Human Performance book. Sandtoft is the minimum width for a licenced airfield in the UK with a width of only 18 metres. When my usual base is Leeds / Bradford with a width of 37m or 46m, or even Gamston (23m) from my previous landings this felt like flying into a very small space and at times my perception of approach speed and rate of descent were challenged as I felt I was coming in way too quickly.

After the first landing the instructor indicated that there may be a small tailwind and requested that the circuit be changed to Runway 5 left. We were granted this change and so we continued our course of 230M and after a couple of miles made a teardrop 180 degree change to put is in a position to approach on 5. The landing was better but still a little heavy.

We went around again and this time just before touching down, after we had throttled back, I added just a small increment of power to cushion our impact. This worked well. So well in fact that I was a bit slow on applying full power to get us airborne - a case of not resting on my laurels for too long!

The narrowness of the runway was still playing with my perceptions and I was over sensitive to the steering with the rudder making the aircraft weave along the runway, compensating one way and then the other. I was also pulling back too hard when rotating as I was very conscious of the hedge at the end of the runway and wanted to get clear as soon as possible.

Engine Failure After Take Off

"If engine power is lost in the climb-out following take-off, the options open to the pilot will vary according to how high the aeroplane is, the nature of the terrain ahead, the wind conditions and so on.

An event such as engine failure close to the ground requires prompt and decisive action by the pilot."

From Trevor Thom's The Air Pilot's Manual 1 As we climbed for the next circuit the instructor, without warning, cut the power. I had to react to the simulated EFATO (Engine Failure After Take Off).

Nose down to glide attitude, aiming for 80kts to give maximum reach. Then to identify a suitable field. I spotted one full of birds - it was big and wide and looked like a good option.

The instructor agreed and we applied power to get back into the circuit. As we were doing the pre-landing checks on the downwind leg I was told that we were to do a flap-less approach. We would be landing with more speed and the approach would be shallower as we would be trying to fly the aircraft onto the ground.

With higher speed to prevent the stall we need to approach in lower attitude. This was quite a challenge, especially with the view that Sandtoft still looked incredible narrow and short and we were expected to land even faster!! But I managed it with flying colours.

Remembering to do everything as normal but just with the lower glide slope and being more precise with the throttle - for rate of descent / climb - and attitude to maintain airspeed.

Another touch and go then back into the circuit where we had been joined by a microlight. This time we did a usual flapped landing and then back once more into the circuit. I must have been overloaded with information today as I was on finals before I realised I hadn't used any flap. I told the instructor and he said: "No problem, we'll do a flap-less approach."

I really didn't want to hear those words, but no problem, I focussed and carried on. I also realised that the instructor was now starting to fold his arms on my approaches. A good vote of confidence in me but I wanted him to be able to take over quickly if anything happened.

In fact I made a very good landing and was back in the circuit before I knew it. This time we made a very long final approach for a flapped landing. It was to be a measure of me being able to maintain the rate of descent and airspeed over a long distance. What happened in reality was that I was descending too quickly so I had to heap on the power a couple of times to get us to the numbers on the runway, a good exercise in subtle control though.

Following this touch and go we did another EFATO simulation. This time I noted pylons ahead so opted for a field to the left in order to avoid the pylons. We then headed back to Leeds, leaving the Sandtoft zone and making for the Leeds approach.

I maintained a height of 3000ft for the return leg. My skills at maintaining height are much improved although when in a busy situation it is all too easy to climb or descend by a couple of hundred feet before I realise.

We flew back to Leeds using the chart as a navigation aid rather than following a route that would be familiar - we wanted to arrive at Leeds as if we had never been there. We received the ATIS information to find Runway 32 in use. I made the call for entry into the zone via the VRP at Eccup and was granted permission to enter and not to fly above 2000ft - later, when in the zone and things hotting up I realised I'd let the altitude climb to 2200ft but it was soon rectified.

We tracked the A1 motorway to the right of Leeds and kept a look out for Eccup reservoir. From the south it appears as a thin sliver of water but when turning towards it it soon appears large and obvious.

We crossed Eccup and were instructed to join the right base leg of Runway 32 with QFE 991mb. I set the main altimeter and entered the base leg. Turned right to make final approach. There was a wind blowing us right so I had to crab the aircraft in. It seemed an interminable time before the runway started to get any closer.

I was now also suffering the reverse of what had happened at Sandtoft! Going from an 886x18m runway to 2250x46m runway was affecting my judgement, the runway appeared to be much closer than it was and so I wanted to reduce speed. I maintained focus and aimed for the numbers and we touched down neatly.

Just before touchdown the crosswind dropped and I only weaved slightly on the runway - however on a runway over twice as wide as Sandtoft a slight weave is hardly noticeable. We taxied off to MFW (Multiflight West), switching to Leeds Tower then shut everything down for the day.

Now it is time for the Christmas break and to consolidate my learning so far. I'm also still practicing for the Aircraft Technical exam and expect to have that covered in the New Year.

Flight Performance and Planning Exam

Flying Hours Today 2:25, Total 13:50

Back to the flying school and time to sit the Flight Performance and Planning exam. I scored19 out of 20, an easy pass at 95%. The question I got wrong was directly due to a question that I had also got wrong in the PPL Confuser (fifth edition, the Green one). In the PPL Confuser practice exam the question is:

Why is full flap selected during the approach and landing phase of a flight?

1. the safe flying speed is increased and a flatter approach path is achieved which improves vision.
2. the approach speed is reduced and a steeper approach path flown which improves vision
3. the approach speed is reduced and a flatter approach path flown which improves vision

I had answered the question with B. But the PPL Confuser claims the correct answer is C. A very similar question came up in the CAA exam and I went with the PPL Confuser "correct" answer, and got the question wrong! My instructor stated that my original answer was right and that the PPL Confuser is wrong - be warned!

We updated the technical log for the anti-collision lights and I also got good feedback from my instructor. Although I haven't gone solo yet I am advancing very well because of the extras we have packed in when we have been flying in poor conditions.

If I maintain this progress then I will be ready for my check flight well before the stipulated 45 hours. In that case I could use some of my lessons to move on to a night rating course and get qualified in that rating along with my PPL. This would be something I'd be interested in further down the line.

Circuits At Gamston

Flying Hours Today 2:25, Total 13:50

The weather was so good this morning that I didn't even bother to phone the flying school to check if the lesson was on. I set off fully expecting to get into the cockpit once again, and if the weather was too bad then I would always be able to sit an exam - Flight Performance & Planning would be a good one for today. I haven't completed the PPL Confuser questions for Aircraft General so I'll leave that for another day.

And the weather was good, so we decided to head to Gamston (Retford) (EGNE) for circuit training. The call to the airfield confirmed they were ready to accept us but that we had to be aware that gliding to the south and west of the airfield was taking place so circuits would strictly be left hand and pilots were to be very aware of other traffic.

I booked us out with Leeds ATC for a "land away". En route for 30 minutes, exiting the zone via Dewsbury VRP, duration of 4 hours.

Out to G-BODD to perform the pre-flight checks. I noted that the anti-collision beacons were not functioning - something to note in the technical log on return.

Then a short taxi to holding at L1 via G for R32. Power checks at the holding point then out onto the runway and cleared for take off. A left turn this time as we were heading for Dewsbury.

Flying over the Owlcotes centre, the M621/M62 junction, Ikea etc. maintaining altitude below 2000ft. The instructor set up the radio nav aids to lock onto the Gamston VOR.

By the time we had the radial set we had left the zone and transferred to Waddington ATC, climbing to 3000ft to just skim the top of a cloud bank. Occasionally clipping some of the wisps of cloud causing slight turbulence due to the difference in air density when the air contains the less dense water vapour.

The sun was directly in our field of vision as we maintained our heading for Gamston, as the DME equipment indicated about 16nm to our destination we saw a large gap in the clouds and flew through it down to around 1800ft and back to true VFR conditions. We identified power stations and lakes north of Retford and then made the call to Gamston A/G (Air / Ground Radio) requesting Airfield Information. Runway 21 was in use for left hand circuits, wind calm. The windsock was vertically downwards - about as calm as it is possible to be.

A smooth approach, making the call for final then closer and closer to the "21" runway numbers. Power fully off, pull back, then a thump as we touched down.

Quite a hard landing but acceptable for only my second ever. I was also surprised as how the runway slope became much more apparent at touch down, from the threshold the runway curves upwards before becoming level. We taxyed to a parking spot then reported in to the Control room and took time out for a cup of tea.

It would appear that cups of tea are the staple drink for aviators! It looked as if Leeds Flying School was having an away day at Gamston, all three aircraft that I have flown were in attendance: G-BODD, G-LFSJ, G-LFSK.

There were also many other light aircraft including Diamondstars, private jets, R22 helicopters etc. You could describe Gamston as being like the Heathrow of General Aviation. Small aircraft parked and hangared in every available spot, and lots of aircraft movements.

After the break it was back to G-BODD for checks then taxy out on Bravo. Completed the power checks then backtrack down R21, followed by another light aircraft, we turned and took off for the circuit. Following the standard procedures that I had learned some weeks earlier at Full Sutton.

Except this time there was much more traffic to watch out for: gliders being towed to our right, slower Cessnas in the circuit, other students taking wider or longer circuit paths, other aircraft on approach into Gamston - busy busy busy!

On one approach we did have to make a go-around because the runway was too congested. All good experience as the purpose of the circuits is to practice the approach and landings. We did six landings, after the first two I was managing to do them without instruction although still a bit too heavy. I must also remember to keep the wings level when on the runway - steer the aircraft with the rudder only. By the fifth landing I was getting the hang of this too.

The circuit was getting busy and we were having to take wider and slower paths. To make use of this time the instructor demonstrated how to get the aircraft into the ideal glide profile in the event of power loss. Immediately put the nose down and look for 80kts of airspeed. We also looked for suitable emergency landing fields.

Eventually time was up and after our final touch-and-go we left the circuit and headed back to Leeds. We used the Gamston radial to head back to the Dewsbury VRP. The weather was excellent by now, the cloud of our outbound leg had cleared and there was only the usual haze in the sky. We tracked back on the radial but made use of our chart and looking outside for visual cues.

It was easy to spot Doncaster, Barnsley hospital and the M1 motorway, service stations, gas venting stations, power stations etc. etc.

Looking on the chart we could see that Dewsbury is to the right (East) of the Pennine hills and also located Emley Moor TV mast. There is also a canal, a river, and a railway line to look out for. Emley Moor TV mast came into view first, then we followed the profile of the hills and directly ahead, glinting in the sunshine, was the canal - very obvious by its straightness.

We also located a large water tower on the right. The VRP of Dewsbury is between the water tower and Emley Moor. To close down the VRP more precisely there is a row of industrial warehouses. One of these is painted red around the roof - a B&Q warehouse.

Once this is located you are pretty much at Dewsbury. The railway station is the true VRP but it is difficult to spot in all weathers. By now we had left Waddington ATC and were back with Leeds Approach. We got permission to enter the zone and headed due north which took us towards the M621/M62 junction, with Elland Road stadium on our right. The airfield came into view at our 11 o'clock and we were lined up to land after a twin-prop.

To slow the approach we turned right towards Eccup then left again to line up with R27. The wind at 270, a direct head wind. Causing slight turbulence as we made the approach. Another good approach though and before I knew it I was on the ground. I noted that we were in the approach as we waited for the aircraft ahead to exit the runway - at this time we were still not cleared to land and had to wait approval from ATC before we knew we could complete the approach.

The instructor is very good at remembering what we have or have not been given permission to do, I guess that over time this will become more obvious to me as my R/T improves.

Gusty Cancellation ... Again

Flying Hours Today 0:00, Total 11:25

Saturday was a good day for flying, but the weather forecast for Sunday wasn't looking too good. An early rise and a quick visit to the Met Office website to download the latest F215 - low level weather - and F214 - UK spot wind chart.

I also printed the TAF and METAR pages. They didn't make good reading. The TAF for Leeds Bradford - EGNM - had the ominous 36018G30KT entry...

I called my instructor as he was en-route to the airport and read out the bad news. He was going in to check to see if it would be feasible to go for circuits at Gamston.

Twenty minutes later he called back with the bad news that today would be another cancellation. The gusting northerly weather was all across the eastern side of England.

Learning to do controlled approaches in gusting wind would not be a good use of my time and money. As we have also now covered the other 'back-up' exercises such as basic instrument operations and steep, level turns, there was no point in taking to the air today. Roll on next week...

Snowy Cancellation

Flying Hours Today 0:00, Total 11:25

On Friday the first snow of the season had settled on the ground in Yorkshire, and most of the rest of the British Isles too.

This meant that Saturday was a perfect, blue sky day. Very cold and crisp. The air was perfectly still. Driving over the Pennine Hills from Manchester into Yorkshire a very visible temperature inversion was in place. A band of dirty brown smoke and pollution was hanging over Huddersfield, Bradford, Leeds and beyond.

In the distance the vapour trails from the three power stations of Eggborough, Drax and Ferrybridge could be seen rising vertically. Unfortunately the forecast for Sunday wasn't so good, and in the end the weather turned out to be not conducive to flying.

Low level cloud at 500ft and some drizzle. So another lesson cancelled. I took the time out to review the exam requirements for the next two papers that I will sit - I plan to take the Aircraft General, and the Flight Performance and Planning together as they are quite closely related.

The target is to have these two closed off by the end of the year. Leaving only the navigation and the R/T to do.

Feel The (G) Force!

Flying Hours Today 1:10, Total 11:25

Today's weather provided great conditions for flying, which really makes a difference to just how easy it is to learn new skills in the air. The Great British weather has a lot to answer for, but it doesn't half help to focus your flying skills when it is less than perfect - which is most of the time.

We had planned to practice approaches leading up to actually landing. Unfortunately, as I've found so far in my flying career, things don't always go to plan and so we have to be flexible and change things at the last minute. Today it wasn't the weather but the airstrips we were planning to land at that had a problem.

Steep Level Turns

"A steep turn is a turn in which the bank angle exceeds 45°. It is a high-performance manoeuvre which requires good coordination and positive control."

From Trevor Thom's The Air Pilot's Manual 1 For various reasons both Full Sutton and Sandtoft were not available for our training exerise today and so we decided to move right on to Exercise 15: Steep, Level Turns and Spiral Descents.

We ventured into the chilly briefing room with a warm cup of coffee - it was about 6C at the airfield overnight and the heating had not yet been switched on. We covered steep, level turns at a 45 degree angle of bank which is what I will be examined on. We also touched on 60 degree angle of bank which we would do during the lesson to get a feel for this.

In summary, as we pass through 30 degrees angle of bank, apply 100-200rpm of power and maintain the nose upright as the aircraft will tend to descend nose down due to the loss of lift directly opposing weight.

Pull back further on the stick as we approach 45 degrees. Do much the same in reverse to return to straight and level flight, starting the roll out perhaps 20 degrees from the target heading.

It must be noted that balance plays an important part of this exercise, and examiners will be looking to ensure that balance is maintained. Remember that as the bank to the left begins, push down to apply left rudder and vice-versa for the right. Keep the actions synchronised.

If the aircraft is losing altitude and the angle of bank is greater than 45 degrees then it is imperative that you don't pull back further to raise the nose. At these angles the elevator will not raise the nose in the normal sense as it is now operating at a more vertical than horizontal angle - instead it will direct the nose into an even tighter turning circle, thereby reducing vertical lift and so accelerating the nose down attitude.

In these circumstances, revert to a lower angle of bank, re-ajust the attitude, then revert to 45 degrees (or more) angle of bank.

In a steep descending turn, or a spiral descent, the airspeed will tend to increase due to reduction in lift countering weight and also because power is still being applied to provide thrust. There is a danger that the airspeed will pass Vno - limit of normal operating speed in smooth airflow - and tend towards Vne - the Never Exceed speed limit for the airframe. If a spiral descent increases the airspeed too much then it is time to reduce power to idle immediately, then to level the wings and then to adjust attitude to return to straight and level flight. Reapply power only when the airspeed has dropped to around the 100kt mark.

Steep, level turns are included in the syllabus as a maneouver to quickly change heading to avoid a collision with another aircraft or obstruction on the ground. It is not generally a maneouver to be used in every day flying - however it can be used during circuits when turning from downwind to base leg.

A tight turn takes less time so during a busy circuit this will give more time to allow the pilot to focus on other things in the base leg of the circuit.

So time to go and fly. I did the check out first of all, calling ATC at Leeds / Bradford to request a local book out. The information they require includes:

• Exiting the zone via Harrogate (our VRP today)
• G-BODD, PA28 (registration and type)
• 2 PoB (people on board, me and the instructor)Instructors name as captain
• Training / exercise flight (as details)

If we were to go elsewhere to actually touch  down we would have to request a landaway book out with the following information:

• Estimated time of departure
• Whether the flight is VFR or IFR
• Expected altitude / flight level
• Registration callsign and type
• Zone exit VRP
• Destination and route
• Time en-route
• Endurance
• PoB and experience of person in charge

Out to the apron to perform the pre-flight checks on G-BODD. I did all these myself today as the instructor went in search of oil for the engine. Upon his return the extremely cold and viscous oil was poured into the engine, he then went to dispose of the oil container and left me to continue the checks and start the engine!

I was left with the responsibility to do this for the first time. By the time he returned I had the prop turning and reduced to idle to allow him to board.

I'm now getting much more confident with my R/T and completed the preliminary conversations with ease. We taxied to Lima 1 via Golf in order to use R32. QNH was high today at 1033mb. Turning into the wind on the taxyway meant using the full width of the surface to turn at right angles to the yellow line.

All checks completed and a BMI jet bound for either Heathrow or Edinburgh passed us as it backtracked down R32. We were given immediate clearance to go and so made full use of this and I took off with an immediate turn right to clear the airspace then the BMI flight was given clearance as soon as we were out of the runway centre line.


The exercise was much less challenging than expected, and no where near as bad from a motion sickness point of view. I'd been told that steep turns were not the instructor's or others favourite exercise. But I managed to pick things up very quickly. Keeping the angle of bank good, maintaining altitude well. Doing a number of left and right 360 degree turns and at one point I felt a slight bump. It was us intercepting my wake from the earlier turn - which in still air proves that we had maintained our level flight.

There was a lot of other traffic today - the most I've seen in all my flights. Probably due to the relatively fine weather. It was good to be able to be practising my flying over Fountains Abbey with spectacular views and also being able to provide some of my brain power to listening into the ATC and being aware of look out and spotting the other aircraft.

Following 30 degree and 45 degree turns we moved into the spiral descent. This was also much easier to recover from than anticipated. So we moved onto 60 degree turns which create something like 2G. I've never really felt g-force for any prolonged period (i.e. more than a second or so on a fairground ride) and it wasn't the most comfortable feeling to hold the position for quite a few seconds.

We headed towards Wetherby, doing some simple navigation along the way. Using the cooling towers of Eggborough, Drax and Ferrybridge as reference points for triangulation.

En-route we passed through what could only be described as wisps of cloud, nothing like a fully fledged cloud. The turbulence was quite shocking for such a small amount of vapour. I made a mental note never ever to venture anywhere near a towering cumulonimbus! Turning right we were heading directly for the Eccup Reservoir VRP and I made the call to Leeds Approach requesting entry into the Zone.

Remembering to state what we require (entry to the zone), where we are (2 nautical miles south of Wetherby), and who we are (G-BODD). I had become lazy and was using Delta-Delta as the call sign, I must remember to continue with Golf-Delta-Delta.

Permission was granted to enter the zone not above 2000ft, with a QFE of 1009mb. We also switched to Leeds tower and requested and were granted permission to land on R27 - and I must remember to state two-seven rather than twenty seven!


As our approach was from such a distance, i.e. from Eccup we were proceeding too slowly so we pitched down to increase airspeed but then also applied power to maintain height. This combination of power and attitude adjustment made for not the most perfect long approaches but we were making good headway to the runway numbers.

Flaps were down, the pre-landing checks made, then as we crossed the threshold the instructor told me to fly down the runway, gradually losing height as we flew almost parallel to the ground. My hand on the throttle gradually dropping the power until, with a bit of a thud, we touched down. My first landing! I hadn't expected to do that today, and at a major airport like Leeds Bradford too. An excellent end to today's lesson.

Meteorology Exam

Flying Hours Today 1:00, Total 10:15

After the excitement of instrument flying it was now time for the meteorology exam. I had read and re-read the Trevor Thom's book a number of times in the past 3 weeks.


I was feeling confident, did a last minute review of the answers in the PPL Confuser and then went for it.


Twenty questions, 1 hour and I completed it much more quickly than I had expected. Early indications of my result showed another 100% pass! Which was a real achievement as I was expecting this to be a tough one.


So next on the list is the Aircraft General Knowledge and Principles of Flight which I expect to be sitting in a few weeks time.

Trust Your Instruments

Flying Hours Today 1:00, Total 10:15

The weather forecast over the weekend did not look good for flying lessons, but it was expected that the overcast cloud would clear early on Sunday morning. My instructor called me just after 0700hrs and suggested I make it to the flight school by 0900hrs and we would review the weather at that time.

This wasn't such a bad plan as I was intending on sitting my meteorology exam and so would need to be at the flight school today anyway.

On arrival I could just make out small patches of blue sky through the thick stratus. The cloud cover was still really 8 oktas, it couldn't be classed as broken, but things looked up.

As we were going to fly to Full Sutton (EGNU) again, where the cloud cover further east was forecast to break up, we decided to take to the skies for another flying lesson.

Today's lesson was to be all about approaches, and getting the appropriate visualisation of the runway confirmed. A short briefing on this, the PAPI lights - not for our use - and the importance of an accurate and fixed glide slope. You don't want to be approaching the runway at different angles time and again, learn the approach well and then the landing will be a piece of cake. Remember: it is power to control altitude and attitude to control air speed.

We booked out for a Special VFR departure from Leeds where the instructor would be doing most of the flying, then moved out to the apron to refuel G-BODD. All the usual checks completed, and instructions to taxi to runway 32 given.

A different route this time, keeping us from the usual Foxtrot taxiway we were instructed to take Golf then Lima at Leeds Bradford (EGNM). It is striking how easy it becomes to get set in a pattern, I'd always left the Multiflight apron via Foxtrot and duly headed that way, with a plan to then turn onto Golf and Lima, but was quickly prompted to make a sharp right turn to the correct entry on to Golf.

We had to wait at the Lima holding point for a Gulfstream - N16NK - to taxy by. By the sound of the pilot's voice and the time of day I assumed this had just flown in from the USA - but I could not be sure.

I completed the power checks then moved out to R32, initially heading 14M to backtrack at Delta then the usual take off. Slight wind from the left so to factor this in.

Instrument Flying

"The three fundamental skills in instrument flying are: instrument cross-check (also known as scanning the instruments); instrument interpretation (understanding their message); and aeroplane control (directing the aeroplane along the desired flightpath at the desired airspeed using attitude flying)."

From Trevor Thom's The Air Pilot's Manual 1 Very soon we were flying in cloud. The instructor took the opportunity to get me some instrument flying practice. Flying completely by the attitude indicate with no visual reference outside. We turned to the east, saw a break in the clouds over Harewood House and then we were back in the clouds. As we headed to Full Sutton it was becoming clear that the cloud was not improving and so we maintained radio contact with Leeds and requested a Radar Information Service. At very short notice the lesson changed to one of instrument training.

Instrument flying was not quite as challenging as I had expected - although I was only doing the extremely basic work of turns and maintaining altitude.

Although the attitude indicator is the main instrument to monitor during instrument flying, it has to be remembered that the instrument could still fail. Therefore it is imperative that we scan the other instruments to back up what the attitude indicator is telling us.

If flying with our wings level then our heading will not change as we are not banking.

Iif our attitude is correct we will not climb or descent - if expecting to be in straight and level flight.

So remember to scan the instruments : dot for altitude i.e. if the dot in the centre of the attitude indicator is aligned with the attitude dot - dot on dot - then altitude will remain constant, and wings for direction.

Every few seconds scan right to the altimeter and then down to the direction indicator. We practiced a few turns left and right, using rate one turns in IMC conditions. Get the rate one bank then hold that for the turn, level out with about 10 degrees remaining on the DI. Climb and descend as in VFR conditions. I managed to maintain 3000ft incredibly well, it almost seemed easier than in VFR conditions.

The instructor had also been navigating using radio nav aids. We flew over Drax Power Station, about 30 miles to the east of Leeds and felt the turbulence caused by the cooling towers, this made the instrument flying more challenging as I had to handle the turbulent motion and maintain heading and level.

As is always the case it was soon time to return to Leeds. The instructor made the calls to receive the vectors and we headed on 280 back to the airfield.

It was interesting to hear the radar service gave us indications of other aircraft in our vicinity. Quite unnerving to know that others are flying near by with no visual contact - the traffic controllers certainly do an excellent job and in one case we took their advice to change heading to maintain distance with another, unseen, aircraft.

Now the lesson got really interesting as the localiser was brought into play, along with the glide slope indicators. The instructor was making some rapid calculations on heading, direction, height, cloud base etc. etc. as I just flew the aeroplane.

Shortly we were flying over Leeds as I could see Kirkstall Abbey through a break in the cloud. We were making an instrument approach on R32 as is done by the big jets, this is the first time I had made this approach as a pilot, having lived it maybe a hundred times as a passenger.

We broke clear of the cloud at about 600ft aal. The runway was lit up in all its glory. The approach training was back on as I targeted us for a point just to the right of the PAPI lights. Closer and closer, dropping the power as we neared the ground, back pressure, then allow the aircraft to fall gently onto the concrete. The instructor was in control for the landing, but it was the closest I had yet come to making a landing.

The instructor made an excellent point about landings - you are not trying to fly the aircraft onto the ground, i.e. making a precision approach where you intercept the ground at almost zero vertical speed, instead you aim to fly level with the ground, then use attitude to lower airspeed and, consequently, lift and then the aircraft will slowly fall onto the runway and you have landed.

Taxy back to Multiflight West then back to the flying school.