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.