Even though I passed my General Flying Test and had all my other examination results to demonstrate that I knew my stuff I wasn't able to fly solo until I had the CAA Pilot's Licence in my hand.
I posted my documentation to the CAA as soon as I could on Monday 21st November 2005. I received my licence on 24th December, Christmas Eve.
A very welcome Christmas present but the waiting time was intolerable. If your licence is taking time to come through it might be worth calling the CAA and asking for an update on progress.
You never know, they might be waiting for further documentation to arrive - as in my case - and so you can chase this up to get things moving as quickly as possible.
Saturday 24 December 2005
Sunday 20 November 2005
General Flying Test - Part 3
Flying Hours Today 2:00, Total 53:00
P1 Flying Hours Today 2:00, Total 12:15
I descended fine, crossed over the threshold of R23, to join downwind. Although I solo'd at Sandtoft I've never been at ease there. I don't know why as I've landed at similar small strips and even grass strips. But I never feel that I can get the circuit nailed and was dreading that I was going to make a mistake and fail my skills test.
And my Sandtoft nemesis rose again. This time in the form of a black Jet Provost who also decided to join the circuit. Now those things can move, as I was lining up for downwind I saw her turning wide and fast to the right of me. As I was on downwind doing the pre-landing checks I could see her burning past me wide on my right to turn a military style curved approach. All good learning stuff to be in the circuit with such fast moving traffic but not on my skills test please!!
On base I lost sight of the Jet Provost, where had she gone? Then I saw her doing a low approach and going around. I was rattled and not 100% focussed. I made for a standard landing, touched down and was straight back up again, I've never liked touch and goes on short strips and the examiner did state in the debrief that I had landed a little hard but in my defence I said it was probably because I was focussed on getting us back in the air before we had even touched down.
So we went around again, my heart pumping, feeling that I had really messed up.
Hearing the Jet Provost R/T and talk of approaching on R23 - the opposite runway? Did I hear correctly? There was no wind so why not? But I was active in the circuit for R05. I don't know if I heard this or not but I certainly didn't feel comfortable to be in this circuit pattern.
As we approached the turn for base I was told this would be a glide approach and I was to reduce power at my discretion.
Base leg 1000ft up, power off, glide approach and in, but I was too high, too fast.
I realised this early and said I was going around. The examiner asked me to complete as far as I could. I flew lower and lower and then we pulled away. The point here was that I could have landed, but it would have been a full stop landing and not a touch and go hence my reluctance to complete.
The examiner gave me another thumbs up for good airmanship for making the decision not to land if I didn't feel confident. I also had inadvertently ticked another check point on the list: the go-around procedure.
With the Jet Provost still buzzing around, and no offence mean't to the Jet Provost team - I'd love to go up in one some day, we switched to plan B and moved on to Doncaster for further handling.
I climbed out of Sandtoft at the best rate of climb (Vy 79kts) - you need to know your Vy and Vx speeds and routed for the short hop to Doncaster.
The examiner gave me another thumbs up for good airmanship for making the decision not to land if I didn't feel confident. I also had inadvertently ticked another check point on the list: the go-around procedure.
With the Jet Provost still buzzing around, and no offence mean't to the Jet Provost team - I'd love to go up in one some day, we switched to plan B and moved on to Doncaster for further handling.
I climbed out of Sandtoft at the best rate of climb (Vy 79kts) - you need to know your Vy and Vx speeds and routed for the short hop to Doncaster.
We flew abeam R20 with the airfield already lit up even though there was quite a bit of daylight left. A really impressive sight.
I was then asked to fly straight and level at 60kts and hold that speed. Another of my 'tricky' manoeuvres as I'm very wary of getting onto the back of the drag curve.
But it went fine, I was then asked to climb another 500ft at this speed and then level out. Again, fine, no problems and it was fun to fly so slowly overhead a big airfield.
Then a bolt from the blue. The examiner called Doncaster ATC and made request to do the PFL using Doncaster as the target field. ATC went away to ask someone important if this could be done. In the meantime I did my first steep level turn to the right.
Doncaster ATC came back on the radio: PFL approved.
The examiner cut the power. I put carb heat on. Then he asked me to land us in an appropriate field. I identified a particularly wide long black 'field' to my left where the number '20' is.
Wow, this was going to be fun. I was overhead the runway and had to get myself aligned for a PFL to aim at a very specific point and in a left hand circuit which had been active as we had waited for clearance.
OK, into the full PFL activity. Glide speed and trimmed, check fuel etc., at 2500ft I'm at the end of R20 looking at my landing strip. The W.O.S.S.S.S.S. check: no wind, no obstacles, the shape of the runway was good, perhaps a little narrow as a field, but good, surface good, size good, under and over shoot good, slope good, sivilisation good. Hey, this international airport makes a good selection for a forced landing.
Downwind at 2000ft and descending, practice mayday call, 1500ft and first stage of flaps, turning for base, don't think I'm going to hit the numbers but will definitely make the field. Second stage of flaps at 1000ft. Prepare the passenger for crash landing - unlatch the door (and he does!).
I was then asked to fly straight and level at 60kts and hold that speed. Another of my 'tricky' manoeuvres as I'm very wary of getting onto the back of the drag curve.
But it went fine, I was then asked to climb another 500ft at this speed and then level out. Again, fine, no problems and it was fun to fly so slowly overhead a big airfield.
Then a bolt from the blue. The examiner called Doncaster ATC and made request to do the PFL using Doncaster as the target field. ATC went away to ask someone important if this could be done. In the meantime I did my first steep level turn to the right.
Doncaster ATC came back on the radio: PFL approved.
The examiner cut the power. I put carb heat on. Then he asked me to land us in an appropriate field. I identified a particularly wide long black 'field' to my left where the number '20' is.
Wow, this was going to be fun. I was overhead the runway and had to get myself aligned for a PFL to aim at a very specific point and in a left hand circuit which had been active as we had waited for clearance.
OK, into the full PFL activity. Glide speed and trimmed, check fuel etc., at 2500ft I'm at the end of R20 looking at my landing strip. The W.O.S.S.S.S.S. check: no wind, no obstacles, the shape of the runway was good, perhaps a little narrow as a field, but good, surface good, size good, under and over shoot good, slope good, sivilisation good. Hey, this international airport makes a good selection for a forced landing.
Downwind at 2000ft and descending, practice mayday call, 1500ft and first stage of flaps, turning for base, don't think I'm going to hit the numbers but will definitely make the field. Second stage of flaps at 1000ft. Prepare the passenger for crash landing - unlatch the door (and he does!).
Final approach. We are committed to land. Third stage of flaps. Looking for a slow speed touch down, flare and round out and do it slowly, slowly and finally touch down.
Excellent. Flaps down, full power, carb heat off, and back in the sky. So that was the PFL and the glide approach covered in one. As Doncaster is such a long runway we practiced the fanstop on the climb out. Nose down, look either side for a field, but straight ahead is still more runway - I'd choose that. Looking back, the one thing I didn't do in the PFL was the power checks at each 500ft descent, but not to worry in this case.
Excellent. Flaps down, full power, carb heat off, and back in the sky. So that was the PFL and the glide approach covered in one. As Doncaster is such a long runway we practiced the fanstop on the climb out. Nose down, look either side for a field, but straight ahead is still more runway - I'd choose that. Looking back, the one thing I didn't do in the PFL was the power checks at each 500ft descent, but not to worry in this case.
Back up to 3000ft using best angle of climb to get us there quickly and time for the left hand steep level turn. This wasn't as good as the first, I lost about 100ft, but managed to recover and get us back on our heading and level.
And now time for stalls. Following a H.A.S.E.L.L. check we started with a clean stall. Power back, keep the height, wait for the warner, then the buffet then the examiner to state 'Recover'.
Nose down, power, climb away. Onto approach configuration: two stages of flap, turning and stall by raising the nose. Recover at the warner - nose down, wings level, power. Finally three stages of flap as if on final approach, stall warner, nose down, power, climb.
On to VOR tracking. Tune into Gamston and listen for the dah-dah-dit dit-dah dah-dah Morse identifier for the GAM VOR. Using the morse code table on my kneeboard to decode the signal.
Then I was asked to track us towards Gamston (EGNE).
OK, turn the dial until the VOR arrow aligns with deviation indicators. This would put us on the 120 radial. Turn to 120 heading and follow the track. No problem. At this point the instructor took my chart and covered the windscreen. I've just entered cloud and need to turn 180 degrees to get out.
I made a forgivable error here. I looked to use a 1 minute rate one turn. Firstly I turned too sharply so was over rate one, then couldn't decide whether to use my watch or the aircraft's clock. Settling on the clock I held the rate one turn for one minute then levelled off. Good procedure if done correctly but I had been sloppy on the entry.
I also notice that our 120 heading was to the right, I had turned too far, we should have been heading on 300 after a 180 turn. Brain fade I guess, so I then made use of the HSI to get us heading to 300.
And now time for stalls. Following a H.A.S.E.L.L. check we started with a clean stall. Power back, keep the height, wait for the warner, then the buffet then the examiner to state 'Recover'.
Nose down, power, climb away. Onto approach configuration: two stages of flap, turning and stall by raising the nose. Recover at the warner - nose down, wings level, power. Finally three stages of flap as if on final approach, stall warner, nose down, power, climb.
On to VOR tracking. Tune into Gamston and listen for the dah-dah-dit dit-dah dah-dah Morse identifier for the GAM VOR. Using the morse code table on my kneeboard to decode the signal.
Then I was asked to track us towards Gamston (EGNE).
OK, turn the dial until the VOR arrow aligns with deviation indicators. This would put us on the 120 radial. Turn to 120 heading and follow the track. No problem. At this point the instructor took my chart and covered the windscreen. I've just entered cloud and need to turn 180 degrees to get out.
I made a forgivable error here. I looked to use a 1 minute rate one turn. Firstly I turned too sharply so was over rate one, then couldn't decide whether to use my watch or the aircraft's clock. Settling on the clock I held the rate one turn for one minute then levelled off. Good procedure if done correctly but I had been sloppy on the entry.
I also notice that our 120 heading was to the right, I had turned too far, we should have been heading on 300 after a 180 turn. Brain fade I guess, so I then made use of the HSI to get us heading to 300.
I'd now used two instruments and was disappointed, but again I had shown good airmanship in identifying that my rate one turn hadn't been good and that correcting by the HSI was quite correct.
The examiner also asked why I had done it the hard way - I don't know, something I must have read somewhere about doing a 180 degree turn using rate one turns...
All that was left to do was the unusual attitudes. The examiner took control and put us in a climbing turn near the stall. Nose down, wings level, power. Then onto a spiral dive, power off, wings level, level attitude, climb away. And another couple of similar attitudes before it was time to head back home to Sheffield.
An uneventful landing, taxi, park up and shut down then a big congratulations. I had passed. Fantastic!
We had been going for 2 hours, if felt more like ten minutes. Back at the office I was exhausted mentally and physically and also quite calm. I would say that in terms of elation I would have to put the solo QXC first, then the first solo and then the skills test.
In the office there was lots of paperwork to complete: skills test certificate, licence application, R/T licence application, medical, log book review and stamp, etc.
I didn't have my passport with me but will need to copy it and get it signed and stamped by the flying school before I send off my application. That should take a couple of weeks and I can't go flying as a PPL until the licence is received.
Then it will be time to take friends and family into the air and to move onto other types. The flying school's Diamond Stars do look tempting!
The examiner also asked why I had done it the hard way - I don't know, something I must have read somewhere about doing a 180 degree turn using rate one turns...
All that was left to do was the unusual attitudes. The examiner took control and put us in a climbing turn near the stall. Nose down, wings level, power. Then onto a spiral dive, power off, wings level, level attitude, climb away. And another couple of similar attitudes before it was time to head back home to Sheffield.
An uneventful landing, taxi, park up and shut down then a big congratulations. I had passed. Fantastic!
We had been going for 2 hours, if felt more like ten minutes. Back at the office I was exhausted mentally and physically and also quite calm. I would say that in terms of elation I would have to put the solo QXC first, then the first solo and then the skills test.
In the office there was lots of paperwork to complete: skills test certificate, licence application, R/T licence application, medical, log book review and stamp, etc.
I didn't have my passport with me but will need to copy it and get it signed and stamped by the flying school before I send off my application. That should take a couple of weeks and I can't go flying as a PPL until the licence is received.
Then it will be time to take friends and family into the air and to move onto other types. The flying school's Diamond Stars do look tempting!
General Flying Test - Part 2
Flying Hours Today 2:00, Total 53:00
P1 Flying Hours Today 2:00, Total 12:15
I'd been told that you can fail the test before you've even left the ground if you fail to follow the basic checks. And remember to read check list actions and activities out loud so the examiner knows what you are doing.
As there was no wind I did my power checks at the hold point but explained that I would usually point into wind, every one of my actions was by deliberate thought and explanation.
Up and away out of Sheffield (EGSY) - over the M1/M18 VRP and setting course for Beverley on 050. Switching smoothly from Sheffield Radio to Doncaster Approach (EGCN), clear and precise radio calls with no rush.
Explaining to the examiner my thought processes as we climbed, levelled off and tuned radios. There was some haze at 2500ft making slant visibility that much worse so I explained I was climbing to 3500ft, much better.
I made a note of the ETA over Beverley, the racecourse to be precise, and throughout the short 40nm leg continued to recalculate the ETA.
As we approached Beverley it became obvious that we had drifted just a few degrees off track so I flew visually to the racecourse and explained the drift due to some wind that must be present at this level.
Down below it was obvious from smoke stacks that a very slight westerly was blowing and this had taken us a few degrees off course. We were overhead bang on time, to the minute. That felt good.
It was time to change heading to Louth, remembering to Twist/Turn/Time/Talk and also adding a 5 degree into wind correction angle to get us along the next leg. Minutes later we were over Hull and the diversion happened.
Divert to Sandtoft, from the North bank of the Humber. I spanned the route on the chart using my thumb and forefinger then, keeping this fixed position, moved to the VOR indicator over Gamston to read off a heading - basically using the VOR as my compass rose.
Adding in 5 degrees into wind to cover the wind correction and then estimated distance of 25nm using my thumb. At 100kts this would take 15mins, with a slight headwind lets call it 18mins and I planned this into the next ETA.
Divert to Sandtoft, from the North bank of the Humber. I spanned the route on the chart using my thumb and forefinger then, keeping this fixed position, moved to the VOR indicator over Gamston to read off a heading - basically using the VOR as my compass rose.
Adding in 5 degrees into wind to cover the wind correction and then estimated distance of 25nm using my thumb. At 100kts this would take 15mins, with a slight headwind lets call it 18mins and I planned this into the next ETA.
Using 18 mins was probably a bit too long, 16 was the actual, but it didn't count as a fail as I had taken a good guess and made correction for wind. The heading was spot on.
During the navigation exercise we had stayed with Doncaster the whole time. The airspace was quite literally buzzing with microlights, other PA28s, Cessnas and the Jet Provost out of Sandtoft stating intentions such as passing 3000ft, climbing to FL100. Quite a sight to see this small black dot moving at such pace.
The route to Sandtoft had the sun directly in our eyes and made forward visibility difficult. Listening hard on the radio all the time and building a mental picture of activity around us. I was also flying by tracking the surface below us on the chart as distant forward visibility was zero.
At one point we heard of unknown traffic nearby and at our 11 o'clock. We couldn't see it so I stated I was making a right turn to give a better view. Looking out before turning and then as we changed heading the Cherokee became very visible below us a couple of miles ahead. A silhouette against the haze.
I made a call that I was visual with the traffic then turned back on the heading to Sandtoft with slight correction for the turn we had just made. I was given a thumbs up from the examiner for showing good airmanship there.
During the navigation exercise we had stayed with Doncaster the whole time. The airspace was quite literally buzzing with microlights, other PA28s, Cessnas and the Jet Provost out of Sandtoft stating intentions such as passing 3000ft, climbing to FL100. Quite a sight to see this small black dot moving at such pace.
The route to Sandtoft had the sun directly in our eyes and made forward visibility difficult. Listening hard on the radio all the time and building a mental picture of activity around us. I was also flying by tracking the surface below us on the chart as distant forward visibility was zero.
At one point we heard of unknown traffic nearby and at our 11 o'clock. We couldn't see it so I stated I was making a right turn to give a better view. Looking out before turning and then as we changed heading the Cherokee became very visible below us a couple of miles ahead. A silhouette against the haze.
I made a call that I was visual with the traffic then turned back on the heading to Sandtoft with slight correction for the turn we had just made. I was given a thumbs up from the examiner for showing good airmanship there.
Saturday 19 November 2005
General Flying Test - Part 1
Flying Hours Today 2:00, Total 53:00
P1 Flying Hours Today 2:00, Total 12:15
- One Medical
- One R/T Theory Exam
- Two Flying Schools
- Two Aircraft Types
- Seven Exam Papers
- Seven Different Aircraft
- Eight Instructors
- Eleven Text Books
- Ten Different Airfields (Grass strip to Class D ATC)
- Dozens Of Take Offs And Landings
- 51 Flying Hours, 10 Of Them Solo
- About £7,500 In Cash
- A Number Of Scares
- Even More Highs
I've been ready for my skills test probably since my 45th hour. There comes a time when it all starts to fit into place and the individual skills and actions become one.
I'm thinking here of the precise and skilled flying in the circuit, the overhead join at a distant airfield, the R/T dialogue with various station types, flying the aircraft by 'feel' rather than following the numbers on the instruments.
As the test date drew closer I found myself reading and re-reading the CAA documentation on the test: "CAA JAR FCL Notes for the Guidance of Applicants taking the PPL Skill Test (Aeroplanes). Standards Document 19."
This is a must for any of you preparing for the test as it documents exactly what you will be tested on. One of the test objectives is for the candidate to demonstrate recovery from a spiral dive - I don't recall this in my training so read up on it in the flight training manuals. And yes - it did come up in the test! I also found myself revisiting "CAP 413 Radio Telephony Manual" for a brush up on MATZ and controlled airspace terminology.
The weather this week has been fantastic for flying. There was no way that my Saturday morning appointment could be cancelled, even on Tuesday the long range forecast showed Saturday to be fine, bright, sunny and cold. Perfect weather for a skills test. However on Friday I received a call from the flying school. Could we move the test to the afternoon? Phew! no problem. Afternoon might actually be better as any early fog or mist will have burned off, I would also have extra revision hours.
The weather this week has been fantastic for flying. There was no way that my Saturday morning appointment could be cancelled, even on Tuesday the long range forecast showed Saturday to be fine, bright, sunny and cold. Perfect weather for a skills test. However on Friday I received a call from the flying school. Could we move the test to the afternoon? Phew! no problem. Afternoon might actually be better as any early fog or mist will have burned off, I would also have extra revision hours.
I was up early to start my revision and after checking NOTAMS and weather charts took a look at the TAFs and METARs for the area of my test. Just looking at these gave me the biggest grin. Could I ask for better weather for a skills test?
TAFs
DONCASTER FINNINGLEY : EGCN 190907Z 191019 24003KT 6000 NSC BECMG 1013 CAVOK
EAST MIDLANDS : EGNX 190902Z 191019 VRB03KT 7000 NSC TEMPO 1011 3000 BR TEMPO 1016 CAVOK
HUMBERSIDE : EGNJ 190907Z 191019 24003KT 3000 FEW020 BECMG 1013 9000
LEEDS BRADFORD : EGNM 190907Z 191019 27007KT CAVOK
METARs
DONCASTER FINNINGLEY : EGCN 190920Z 30003KT 7000 SKC 00/00 Q1033
EAST MIDLANDS : EGNX 190950Z 27002KT 5000 BR SKC M00/M01 Q1032
HUMBERSIDE : EGNJ 190950Z 24004KT 3500 BR FEW010 00/M01 Q1032
LEEDS BRADFORD : EGNM 190950Z 28005KT CAVOK 02/M00 Q1031
Just before I set off for my 1400hrs appointment I checked again, it was getting better - look at the wind on the METARs for Doncaster and East Midlands!
TAFs
DONCASTER FINNINGLEY : EGCN 191205Z 191322 27003KT CAVOK
EAST MIDLANDS : EGNX 191201Z 191322 VRB03KT 9000 NSC TEMPO 1316 CAVOK BECMG 1922 4000 BR TEMPO 2022 0200 FZFG VV///
HUMBERSIDE : EGNJ 191205Z 191321 VRB03KT 4000 HZ FEW060 TEMPO 1318 6000
LEEDS BRADFORD : EGNM 191205Z 191322 26006KT CAVOK
METARs
DONCASTER FINNINGLEY : EGCN 191150Z 00000KT 9000 SKC 05/03 Q1033
EAST MIDLANDS : EGNX 191220Z 00000KT 9000 SKC 04/01 Q1032
HUMBERSIDE : EGNJ 191220Z 23003KT 3500 BR FEW010 04/02 Q1032
LEEDS BRADFORD : EGNM 191220Z 27006KT CAVOK 05/02 Q1031
TAFs
DONCASTER FINNINGLEY : EGCN 190907Z 191019 24003KT 6000 NSC BECMG 1013 CAVOK
EAST MIDLANDS : EGNX 190902Z 191019 VRB03KT 7000 NSC TEMPO 1011 3000 BR TEMPO 1016 CAVOK
HUMBERSIDE : EGNJ 190907Z 191019 24003KT 3000 FEW020 BECMG 1013 9000
LEEDS BRADFORD : EGNM 190907Z 191019 27007KT CAVOK
METARs
DONCASTER FINNINGLEY : EGCN 190920Z 30003KT 7000 SKC 00/00 Q1033
EAST MIDLANDS : EGNX 190950Z 27002KT 5000 BR SKC M00/M01 Q1032
HUMBERSIDE : EGNJ 190950Z 24004KT 3500 BR FEW010 00/M01 Q1032
LEEDS BRADFORD : EGNM 190950Z 28005KT CAVOK 02/M00 Q1031
Just before I set off for my 1400hrs appointment I checked again, it was getting better - look at the wind on the METARs for Doncaster and East Midlands!
TAFs
DONCASTER FINNINGLEY : EGCN 191205Z 191322 27003KT CAVOK
EAST MIDLANDS : EGNX 191201Z 191322 VRB03KT 9000 NSC TEMPO 1316 CAVOK BECMG 1922 4000 BR TEMPO 2022 0200 FZFG VV///
HUMBERSIDE : EGNJ 191205Z 191321 VRB03KT 4000 HZ FEW060 TEMPO 1318 6000
LEEDS BRADFORD : EGNM 191205Z 191322 26006KT CAVOK
METARs
DONCASTER FINNINGLEY : EGCN 191150Z 00000KT 9000 SKC 05/03 Q1033
EAST MIDLANDS : EGNX 191220Z 00000KT 9000 SKC 04/01 Q1032
HUMBERSIDE : EGNJ 191220Z 23003KT 3500 BR FEW010 04/02 Q1032
LEEDS BRADFORD : EGNM 191220Z 27006KT CAVOK 05/02 Q1031
I arrived at the flying school at 1330. The examiner was out flying so I took the note he had left me: plan a route from the M1/M18 VRP to Beverley then Louth and back to Sheffield. Not a problem.
A beautifully drawn up route with the closing angle error lines, the safe altitudes, times, expected fuel burn, etc. etc. was produced. For the first time in all my planning the wind vector was 0/0. No wind correction factor to consider at all. I was slightly disappointed in this as I wanted to be able to demonstrate that I knew how to apply the correction factor with the whiz wheel.
A beautifully drawn up route with the closing angle error lines, the safe altitudes, times, expected fuel burn, etc. etc. was produced. For the first time in all my planning the wind vector was 0/0. No wind correction factor to consider at all. I was slightly disappointed in this as I wanted to be able to demonstrate that I knew how to apply the correction factor with the whiz wheel.
It was at this time that the other pilots coming in and out of the flying school were repeatedly talking about how brilliant the weather aloft was. They also commented on how busy it was - my R/T would have to be sharp and on-the-ball today.
I completed the other paperwork, weight and balance check etc. and presented this and my route plan to the examiner on his return.
All was in order and he briefed me on what we would do and how we would do it, for example during the navigation exercise he would act as a passenger, during the handling exercises he would handle the radio.
We talked about a diversion that would happen and other areas I would be examined on. He explained that he was testing me against the CAA criteria but was also looking for those intangibles such as good airmanship and handling of the aircraft - his rule of thumb: would he let a non-flying member of his family go flying with me as one of my passengers.
After the briefing the examiner sent me out to check over the aircraft and joined me after five minutes. This is when the test began properly. The examiner was friendly and talkative and simply followed me into the aircraft and sat down.
It was a bit like play acting to talk to an experienced pilot as passenger but I explained to him how to close and open the door, how to insert his head phones, how to buckle up. I explained the emergency drill and his responsibilities. Pointed out the fire extinguisher and first aid box etc.
This actually worked better than expected and I began to feel in control. Reminiscent of being on a solo cross country flight but with a passenger.
It was down to me to do all the checks, start up and then call the tower for airfield information. I did get the examiner to take control to test the brakes - something drilled into me. Although this is a skills test I would still want to ensure that we are flying as safely as possible.
I completed the other paperwork, weight and balance check etc. and presented this and my route plan to the examiner on his return.
All was in order and he briefed me on what we would do and how we would do it, for example during the navigation exercise he would act as a passenger, during the handling exercises he would handle the radio.
We talked about a diversion that would happen and other areas I would be examined on. He explained that he was testing me against the CAA criteria but was also looking for those intangibles such as good airmanship and handling of the aircraft - his rule of thumb: would he let a non-flying member of his family go flying with me as one of my passengers.
After the briefing the examiner sent me out to check over the aircraft and joined me after five minutes. This is when the test began properly. The examiner was friendly and talkative and simply followed me into the aircraft and sat down.
It was a bit like play acting to talk to an experienced pilot as passenger but I explained to him how to close and open the door, how to insert his head phones, how to buckle up. I explained the emergency drill and his responsibilities. Pointed out the fire extinguisher and first aid box etc.
This actually worked better than expected and I began to feel in control. Reminiscent of being on a solo cross country flight but with a passenger.
It was down to me to do all the checks, start up and then call the tower for airfield information. I did get the examiner to take control to test the brakes - something drilled into me. Although this is a skills test I would still want to ensure that we are flying as safely as possible.
Saturday 12 November 2005
Final Training Flight
Flying Hours Today 2:35, Total 51:00
P1 Flying Hours Today 1:40, Total 10:15
I planned my route based on weather, distance and timing and identified key navigation waypoints and ensuring I would have enough fuel on board - 3 hours at tabs, 5 hours at full.
I wasn't expecting any issues today as it was blue sky CAVOK weather and a decent breeze from the west. On my chart I plotted nav routes that would follow the 030 radial out of Gamston (EGNE), then the 350 radial from OTR, Ottringham near Hull.
This would take me to Scarborough where I would turn west and track the A64 road to Malton then route back south to Gamston.
I updated the paper behind the clear wipe surface of my kneeboard, adding the frequencies for Sheffield (EGSY), Gamston (EGNE), Doncaster (EGCN), Humberside (EGNJ) and Leeds (EGNM). Also a reminder to Time, Twist, Turn and Talk, and a small quadrant for flight altitudes and headings.
Out to the aircraft to put an additional quart of oil in the sump to keep the levels up. I'd forgotten what flying in autumn and winter was like. Nice clear skies but very cold on the fingers when turning clips and caps.
Power up and radio checks were uneventful. We were given instructions to taxi via Bravo for R10 right at Sheffield. This was my first reality check. In all my time at Sheffield so far I have waited for the information regarding R28 and this time we would be going 'the wrong way around' so I had to think about things for a while.
At Bravo we started the power checks and for the first time ever the magneto checks showed very rough running when only the left magneto was selected. And I mean very rough running. If I'd been on my own I would have turned back to get an engineer to check things over.
In this case the instructor took control and played with the throttle and mixture for a few seconds to burn away the carbon that had accumulated on the magneto. Following this the mag check was fine, as expected.
We backtracked R10 with a DA40 following behind to hold in the loop. Once the runway was clear I followed the 'Lights / Camera / Action' activity by turning on the landing light, setting the transponder to 7000 in mode C, checking the Ts & Ps and noting the time.
As we began rolling I heard on the radio a helicopter being warned of our intentions by the tower. As we picked up power and speed the instructor took control and we aborted the take off as the helicopter came visible overhead. Better safe than sorry and deferred to the landing aircraft.
We short backtracked, turned, and soon were on our way to Gamston. After take off it was time for the appropriate checks using the FEAL acronym: Flaps (up), Engine (Ts & Ps correct), Altimeter (sub scale set), and Landing Light off.
I still have difficulties seeing airfields from the air and Gamston was almost upon us as we joined left base for R21. There were two aircraft on the runway ready for take off so I had to fly slowly to wait until they had departed.
I made a good landing then dropped the instructor and set off to Bravo to hold for R21. I completed the power checks once more, the magnetos worked fine this time.
There were three aircraft in the circuit, one came in then two others very close together on a straight in approach with one landing and the other going around. I took this as my opportunity to make a break for it and soon I was airborne, climbing and making a left turn to lock onto the 030 radial to track it north eastwards.
We backtracked R10 with a DA40 following behind to hold in the loop. Once the runway was clear I followed the 'Lights / Camera / Action' activity by turning on the landing light, setting the transponder to 7000 in mode C, checking the Ts & Ps and noting the time.
As we began rolling I heard on the radio a helicopter being warned of our intentions by the tower. As we picked up power and speed the instructor took control and we aborted the take off as the helicopter came visible overhead. Better safe than sorry and deferred to the landing aircraft.
We short backtracked, turned, and soon were on our way to Gamston. After take off it was time for the appropriate checks using the FEAL acronym: Flaps (up), Engine (Ts & Ps correct), Altimeter (sub scale set), and Landing Light off.
I still have difficulties seeing airfields from the air and Gamston was almost upon us as we joined left base for R21. There were two aircraft on the runway ready for take off so I had to fly slowly to wait until they had departed.
I made a good landing then dropped the instructor and set off to Bravo to hold for R21. I completed the power checks once more, the magnetos worked fine this time.
There were three aircraft in the circuit, one came in then two others very close together on a straight in approach with one landing and the other going around. I took this as my opportunity to make a break for it and soon I was airborne, climbing and making a left turn to lock onto the 030 radial to track it north eastwards.
I left the Gamston zone and switched to Doncaster and told to standby. There wasn't too much traffic around but the controller was busy with a Boeing 737 on the ground.
I continued my track and eventually passed my message to Doncaster and was given my squawk. However by now I was crossing the Humber with the bridge to my right and was quickly transferred over to Humberside where I was given another squawk.
It was at this point that I realised I hadn't put the transponder back into Alt mode and hadn't been transponding to Doncaster at all. The ATC must have been so busy that he didn't have time to get me to ident.
The now familiar route of Humber, Brough, Beverley was passing below. I overflew Linley Hill and made out the distinctive landmarks around it for future reference.
Onwards now to Carnaby, checking that parachuting wasn't active in the area. I estimated my time of arrival to be at 1110 and tracked both visually and using the VORs of Gamston (030) and Ottringham (350). On schedule I was overhead Carnaby then turned to track the Ottringham 350 radial to Scarborough.
There was a lot of other traffic around today, with many student solo exercises being undertaken. The Humberside controller was very professional in keeping us all up to date and regularly making position check requests.
As I approached Scarborough I received the usual check on my intentions - basically be aware of entering the restricted area around Fylingdales moor. I was already planning ahead for this and made my turn to track the A64 and Scarborough to York railway.
Until this point I had been flying at around 4500ft to 5000ft. At Scarborough a front of clouds was very slowly drifting southwards so I descended to 2000ft to fly beneath this bank and as far as Sherburn to view the small village where my grandmother used to live.
A check on the watch showed that I had now flown far enough to fly back with enough solo time in the bank. From Sherburn I headed due south to Driffield. With the sun in my eyes it wasn't easy to see too far ahead so ground tracking skills and listening closely to the radio were the order of the day.
I continued my track and eventually passed my message to Doncaster and was given my squawk. However by now I was crossing the Humber with the bridge to my right and was quickly transferred over to Humberside where I was given another squawk.
It was at this point that I realised I hadn't put the transponder back into Alt mode and hadn't been transponding to Doncaster at all. The ATC must have been so busy that he didn't have time to get me to ident.
The now familiar route of Humber, Brough, Beverley was passing below. I overflew Linley Hill and made out the distinctive landmarks around it for future reference.
Onwards now to Carnaby, checking that parachuting wasn't active in the area. I estimated my time of arrival to be at 1110 and tracked both visually and using the VORs of Gamston (030) and Ottringham (350). On schedule I was overhead Carnaby then turned to track the Ottringham 350 radial to Scarborough.
There was a lot of other traffic around today, with many student solo exercises being undertaken. The Humberside controller was very professional in keeping us all up to date and regularly making position check requests.
As I approached Scarborough I received the usual check on my intentions - basically be aware of entering the restricted area around Fylingdales moor. I was already planning ahead for this and made my turn to track the A64 and Scarborough to York railway.
Until this point I had been flying at around 4500ft to 5000ft. At Scarborough a front of clouds was very slowly drifting southwards so I descended to 2000ft to fly beneath this bank and as far as Sherburn to view the small village where my grandmother used to live.
A check on the watch showed that I had now flown far enough to fly back with enough solo time in the bank. From Sherburn I headed due south to Driffield. With the sun in my eyes it wasn't easy to see too far ahead so ground tracking skills and listening closely to the radio were the order of the day.
I've been to Driffield many times on the ground in the past but would never have been aware of the airfield there. Obviously disused now, but with 4 large hangars in quite good condition there is obviously still some purpose for the estate to be there.
Soon we were at Leconsfield heading due south to intercept the 210 radial that will take me back to Gamston.
Soon we were at Leconsfield heading due south to intercept the 210 radial that will take me back to Gamston.
The familiar route back to Gamston was relaxing. Using the 210 track is also a great help as it lines me up directly with the active runway on arrival.
The crosswind was making the VOR tracking exercise more demanding but much more fun. When the runway came into sight I then had to take over visually and leave the VOR behind.
The circuit wasn't busy and I managed to make a straight in approach and landing. Without stopping the engine I picked up my instructor and we were soon heading back to Sheffield.
The route to Sheffield is to follow the 330 track to 13nm on the DME. As we approached this distance I requested a switch from Doncaster to Sheffield and made a call that we were at the VRP in bound.
As the weather had not changed dramatically we assumed R10 right would be active. I made the calls but no response. Made calls again. Weak response. Mmm... radio problem. What to do? Obvious was to switch to the second radio. We soon got Sheffield back on the COM radio and found that the active was R28 so made for a straight in approach - keeping a close eye on the hovering helicopter overhead.
Post landing checks were carried out as we left the active runway: flaps, carb heat, trimmer, landing light. Doing these checks is key to passing the skills test so I'm really clear about completing them on every flight at the moment, which isn't a bad thing.
During the week I popped into Leeds Flying School to pick up certification of my exam passes. These are written on an official application form that will be submitted to the CAA. Having this form really made the skills test real. If all goes to plan I could be a licenced PPL pilot within days!
The crosswind was making the VOR tracking exercise more demanding but much more fun. When the runway came into sight I then had to take over visually and leave the VOR behind.
The circuit wasn't busy and I managed to make a straight in approach and landing. Without stopping the engine I picked up my instructor and we were soon heading back to Sheffield.
The route to Sheffield is to follow the 330 track to 13nm on the DME. As we approached this distance I requested a switch from Doncaster to Sheffield and made a call that we were at the VRP in bound.
As the weather had not changed dramatically we assumed R10 right would be active. I made the calls but no response. Made calls again. Weak response. Mmm... radio problem. What to do? Obvious was to switch to the second radio. We soon got Sheffield back on the COM radio and found that the active was R28 so made for a straight in approach - keeping a close eye on the hovering helicopter overhead.
Post landing checks were carried out as we left the active runway: flaps, carb heat, trimmer, landing light. Doing these checks is key to passing the skills test so I'm really clear about completing them on every flight at the moment, which isn't a bad thing.
During the week I popped into Leeds Flying School to pick up certification of my exam passes. These are written on an official application form that will be submitted to the CAA. Having this form really made the skills test real. If all goes to plan I could be a licenced PPL pilot within days!
Saturday 5 November 2005
Unlicensed Night Flying - Almost
Flying Hours Today 3:00, Total 48:25
P1 Flying Hours Today 1:05, Total 8:35
Following this morning's practice I was eagerly anticipating getting back in the air before the autumn evening was upon us. Three o'clock finally came around and I took off with my instructor and another chap from the flying school to depart to Gamston (EGNE). This time we were in a different aircraft, a PA28-141 with fatter, stubbier wings.
All the controls were the same as my regular aircraft except for the stall warner. There wasn't a buzzer, instead a light on the dashboard. As we were doing our preflight checks I saw an inbound PA28 having real fun with the crosswind - I don't think I've ever seen a light aircraft flitting around so much on approach. It made me quite apprehensive for the flight ahead.
Soon I was lined up on R28 and rotating. But things weren't right, the stall warner light came on - good thing I'd checked what that was before departure. So I instinctively dipped the nose and gained some more speed before climbing.
The fact that I was in a lower powered aircraft, on a windy day, with passengers and using an airspeed indicator that had mph as well as knots had all contributed to the less than perfect take off.
I was a bit shaken but my instructor praised me, I had done exactly the right thing in lowering the nose slightly so our climb wasn't so steep. This gave me a great deal of confidence because it demonstrated that I was becoming a pilot and understanding and being able to feel how the aircraft operates in the air.
We approached Gamston from the west on the dead side. There was no gliding activity so we descended and joined the left hand circuit downwind for landing on R21. I dropped off my passengers so that they could finalise the planning for a long trip they were taking the next day, and quickly moved into position on R21 for take off.
In the air the early bonfires on this night of November 5th were being lit. The smoke drifting northwards on a southerly breeze. I was using the DME to remain nearby with the idea of circling the airfield from a distance for perhaps 45 minutes then landing.
I decided to make use of my earlier experiences of VOR tracking and headed out on the 030 radial. Planning to fly for 20 minutes then to return on the 210 radial. I approached the Humber estuary in no time and turned to intercept the 210 radial.
But found that my progress was impeded - of course, I was now flying with a head wind. The smoke from the bonfires had given the hint earlier that the southerly wind was quite strong. Add the fact that I reached the Humber so quickly I should have taken more notice of the wind. It seemed an age to return to Gamston, especially as it was getting late in the day and darkness would be closing in any time now.
I was learning a lot from this sortie - not only about VOR tracking but also that I had been caught out by the headwind by simply not taking this into consideration and then not realising how quickly it can turn from day to dusk as I had done all my previous flying in the morning.
The DME indicated that I was inching towards Gamston. I still had my chart with me and was making visual fixes to confirm position as well as tracking the radial.
Fortunately I was on the 210 radial which aligns perfectly with R21 at Gamston so I was straight in for a great landing after just over one hour in the air.
My instructor and colleague climbed on board and we took off back to Sheffield. By now it was dark enough to consider flying by instruments which was great fun.
We tracked the VOR on 030 until 13nm on the DME and this fixed us at the VRP into Sheffield. The crosswind was quite strong, and by now it was a night landing so the instructor took over on finals.
I simply read out the airspeed on the dimmed instrument. Which was a challenge as this aircraft had a scale calibrated in both knots and mph! At least this aircraft had the altimeter setting in millibars so it was one less complication to think about.
Stalls, Slow Flying, VOR Tracking
Flying Hours Today 3:00, Total 48:25
P1 Flying Hours Today 1:05, Total 8:35
A review of my flight log had shown that, as well as requiring more solo time, I still needed a few more minutes on slow flying and stall awareness and avoidance. The plan was for me to arrive at the airfield early, get some stall practice in en-route to Gamston (EGNE) and then go and do some solo circuits or a short tour.
As is typical in general aviation time gets eaten away so quickly. We waited for what seemed like an age to get refuelled and so were about 50 minutes late departing Sheffield (EGSY). I still needed to get the stall practice in so we took some time out en-route to Gamston to cover cleans stalls, climbing stalls, turning stalls etc. in all kinds of configurations.
I also took the opportunity to practice slow flying and low flying for a precautionary landing. Before we knew it time had passed by and it wouldn't be feasible to touch down at Gamston to drop off the instructor and then for me to get any decent solo time so we decided to continue with further handling exercises and to learn more about radio navigation.
The VOR
"The VOR (pronounced "vee-oh-are" is a very high frequency radio navigation aid that is extensively used in instrument flying. Its full name is the very high frequency omni-directional radio range, commonly abbreviated to the VHF omni range, VOR, or omni."
From Trevor Thom's Radio Navigation and Instrument Flying (Air Pilots Manual 5) To begin with we focussed on the VOR. Remembering that for radio navigation aids it is necessary to Tune, Identify, Test and Select. Tuning isn't so much of a problem, simply dial the appropriate frequency into the NAV radio - however there can be many combinations of devices within the cockpit that are interconnected and it is necessary to know just which instruments are connected so as to minimise confusion. For instance, in the aircraft I was flying the NAV1 radio was partnered with the VOR instrument that is embedded within the HSI heading indicator. The second radio, NAV2, has its own instrument. On top of this there is an independent DME installation which can be tuned independently or configured to be tuned into NAV1 or NAV2.
In the end we used NAV2, as it was clearer to view and operate than the one embedded within the HSI. We tuned in to the Gamston (GAM) VOR and began to track away from and then back to the airfield from some distance.
Remembering what I had learned during the week in reading my books I began to intercept at a 30 degree angle and then to gradually align with the radial as we began to intercept it.
It is easy to begin to zig-zag when intercepting as the radials are quite narrow and precise so you overshoot then turn and overshoot in the other direction. After some practice it does become simpler and once you can visualise the radial in the sky it becomes easier to intercept: as if joining a motorway at an intersection.
As we had more time than expected for this exercise we covered the VOR in depth, really getting to know how to follow and understand the TO/FROM flags and making use of the VOR as a command instrument.
The wind was slight but sufficient for me to have to take this into consideration. In all a very good introduction to VOR radio navigation aids.
Moving on to the ADF/NDB combination the work here was quite similar and easy to understand. I was surprised though at the relatively short range of an NDB beacon and that they have much more value when used locally. The difference in homing and direct tracking was demonstrated and again the wind factor was useful to work with.
It was now getting late into the lesson and we headed back to Sheffield for a good landing and some coffee. The idea would be that I would wait until later in the day and this time take off for some solo work.
I was scheduled for the 1500 slot and so had some hours to kill to review what had been done and to go and do some Saturday shopping.
Sunday 30 October 2005
En-Route Diversions
Flying Hours Today 0:00, Total 45:25
P1 Flying Hours Today 0:00, Total 7:30
So the plan is for me to fly away for a couple of hours on a solo nav exercise and also spend some time in the air practising some of my skills such as PFL, steep level turns, stalling etc. etc.
Today I was to fly around the Vale of York. Setting off from Gamston flying to Linley Hill, up to Scarborough, spend some time doing general handling then locating Kirbymoorside.
From Kirbymoorside I would route south east to Brough and then return to Gamston. Of course this would be on top of the ferry flight from Sheffield to Gamston and back.
Arriving at the flying school the weather was touch and go, but I got on with the planning. As I was finalising the calculations on the very last line of the flight log the weather took a turn for the worse. The solo nav exercise would be off.
There were gusts of 30kts+ at Humberside and Teesside with the winds aloft at 185/40kts.
Plan B was to go up into the clouds and do some radio navigation, but even as we discussed this the weather worsened and it looked like the day would be written off. I took the opportunity to do some ground school revision.
Firstly we touched on drift angles and en-route diversions. It is good practice to sketch on the navigation chart the wind vector and strength so that you always have the right data to hand. Additionally I need to get into the habit of writing down the maximum drift angle for reference during a diversion.
To mentally calculate the drift angle simply divide 60 by your airspeed and multiply by the wind speed. For example, TAS is 100kts, wind speed is 40kts, maximum drift angle (in degrees) is (60/100) x 40 = 24.
In other words, a ratio of windspeed in kts and the airspeed in miles per minute. If TAS is 100kts this indicates 1.66nm/min, wind is 40kts, the ratio is therefore 40 / 1.66 = 24. So maximum drift angle is 24 degrees.
Make a note of this on the chart.
We then took a point on the chart and a diversion. Supposing that overhead Kirbymoorside we had to divert to Leeds. My guestimate of the angle from Kirbymoorside to Leeds was 230 and around 35nm - using my thumb as the 10nm marker on the chart.
From this calculate the difference in heading and wind = 230 - 185 = 45. The wind aloft on this day was 185/40 as stated earlier. Note that the smallest angle of interception between two vectors is used. If the wind is 220 and the heading is 360 then the difference is actually 40 degrees as this is the smallest angle between the two vectors - draw the two vectors on top of each other. The small angle is the bottom left one. Remember - always apply max drift towards the wind.
In other words, a ratio of windspeed in kts and the airspeed in miles per minute. If TAS is 100kts this indicates 1.66nm/min, wind is 40kts, the ratio is therefore 40 / 1.66 = 24. So maximum drift angle is 24 degrees.
Make a note of this on the chart.
We then took a point on the chart and a diversion. Supposing that overhead Kirbymoorside we had to divert to Leeds. My guestimate of the angle from Kirbymoorside to Leeds was 230 and around 35nm - using my thumb as the 10nm marker on the chart.
From this calculate the difference in heading and wind = 230 - 185 = 45. The wind aloft on this day was 185/40 as stated earlier. Note that the smallest angle of interception between two vectors is used. If the wind is 220 and the heading is 360 then the difference is actually 40 degrees as this is the smallest angle between the two vectors - draw the two vectors on top of each other. The small angle is the bottom left one. Remember - always apply max drift towards the wind.
Now use the clock method to determine fractions of the difference to take into account. As with many thing navigational and timing the number 60 is involved.
Simply divide the difference, 45, by 60 to get 0.75, then multiply the maximum drift angle by this : 0.75 x 24 = 18 degrees. From this we know that we need to steer a course of 230 - 18 = 212 degrees (true), plus the magnetic variation of +3 = 215 degrees (magnetic).
Our headwind calculation is similar and just as simple once you get your head around it. Once again, use the difference angle of 45 degrees but this time after dividing by 60 subtract the number from 1.
In our case 45/60 = 0.75, subtract from 1 = 0.25 i.e. a quarter of the wind component is our headwind = 40 x 0.25 = 10kts. If our TAS is 100kts then our ground speed is 90kts, so to travel the 35nm to Leeds will take 35/90 = 26 mins approximately.
So our rough check is: Heading 215M, at 100kts TAS, 90kts G/S, distance 35nm, time 26 mins.
Calculating this accurately on the chart and with the whiz wheel computer gives the following: Heading 214M, at 100kts TAS, 66kts G/S, distance 35nm, time 31.5 mins Close, but there is still some thinking around the calculation for ground speed.
As always, make a quick mental check that the figures are correct. If tracking, for example, 090 and the wind is from the south then you KNOW that you will have to fly a heading greater than 090 to ensure you not blown further north. Similarly if you are flying due south into a southerly headwind you will know that your ground speed will be less than your airspeed.
After a short pause for coffee we moved on to radio navigation. Another area where my understanding has become somewhat rusty but just need a short refresher. So we reviewed NDB, ADF, DME, VOR, RBI, RMI and the TITS mnemonic: Tune, Identify, Test and Select - mostly appropriate to the ADF for the Test part.
Simply divide the difference, 45, by 60 to get 0.75, then multiply the maximum drift angle by this : 0.75 x 24 = 18 degrees. From this we know that we need to steer a course of 230 - 18 = 212 degrees (true), plus the magnetic variation of +3 = 215 degrees (magnetic).
Our headwind calculation is similar and just as simple once you get your head around it. Once again, use the difference angle of 45 degrees but this time after dividing by 60 subtract the number from 1.
In our case 45/60 = 0.75, subtract from 1 = 0.25 i.e. a quarter of the wind component is our headwind = 40 x 0.25 = 10kts. If our TAS is 100kts then our ground speed is 90kts, so to travel the 35nm to Leeds will take 35/90 = 26 mins approximately.
So our rough check is: Heading 215M, at 100kts TAS, 90kts G/S, distance 35nm, time 26 mins.
Calculating this accurately on the chart and with the whiz wheel computer gives the following: Heading 214M, at 100kts TAS, 66kts G/S, distance 35nm, time 31.5 mins Close, but there is still some thinking around the calculation for ground speed.
As always, make a quick mental check that the figures are correct. If tracking, for example, 090 and the wind is from the south then you KNOW that you will have to fly a heading greater than 090 to ensure you not blown further north. Similarly if you are flying due south into a southerly headwind you will know that your ground speed will be less than your airspeed.
After a short pause for coffee we moved on to radio navigation. Another area where my understanding has become somewhat rusty but just need a short refresher. So we reviewed NDB, ADF, DME, VOR, RBI, RMI and the TITS mnemonic: Tune, Identify, Test and Select - mostly appropriate to the ADF for the Test part.
Being grounded was a good opportunity to go out to the aircraft and sit on the ground while going through tuning and identifying stations. For the first time I was listening to and decoding morse code. A much simpler exercise than I expected, especially when you know what to listen for and are simply confirming that the station is tuned. I'm by no means a morse code transcriber yet.
All this radio work was a useful refresher and a prompt for me to re-read the radio nav sections of Trevor Thom's book 3: Air Navigation.
We then moved on to the practicalities of the skills test. I requested the centre of gravity envelope sheet and the weight and moment data for the flying school aircraft.
It was only the second time I've seen the insides of a Pilots Operating Handbook. A useful opportunity to photocopy some of the relevant pages in order to review and get ready for the up coming skills test.
Finally it was time to review my log book and plan a final refresher lesson to take before or after my solo activity. I'm still about 0.2 hours - 12 minutes - down on my Stalls and Spin Awareness / Avoidance training so I'd want to cover a couple of turning stalls in various flap configurations.
Moving on to low level flying with regards to precautionary landing planning. Another practiced forced landing or two, some steep level turns then onto the VOR/NDB tuning and tracking. Following that I should be ready to go. Next weekend, if the weather is OK, I should have everything covered: a 1.5 hour refresher lesson booked, 2.5 hours of solo, then a skills test at noon. Fingers crossed!
All this radio work was a useful refresher and a prompt for me to re-read the radio nav sections of Trevor Thom's book 3: Air Navigation.
We then moved on to the practicalities of the skills test. I requested the centre of gravity envelope sheet and the weight and moment data for the flying school aircraft.
It was only the second time I've seen the insides of a Pilots Operating Handbook. A useful opportunity to photocopy some of the relevant pages in order to review and get ready for the up coming skills test.
Finally it was time to review my log book and plan a final refresher lesson to take before or after my solo activity. I'm still about 0.2 hours - 12 minutes - down on my Stalls and Spin Awareness / Avoidance training so I'd want to cover a couple of turning stalls in various flap configurations.
Moving on to low level flying with regards to precautionary landing planning. Another practiced forced landing or two, some steep level turns then onto the VOR/NDB tuning and tracking. Following that I should be ready to go. Next weekend, if the weather is OK, I should have everything covered: a 1.5 hour refresher lesson booked, 2.5 hours of solo, then a skills test at noon. Fingers crossed!
Sunday 9 October 2005
Orbiting And Gliding At Doncaster
Flying Hours Today 1:15, Total 45:25
P1 Flying Hours Today 0:00, Total 7:30
Some people like the continuity of a single instructor and I must confess that I did up to a point but now I'm finding that I'm learning a lot more from each instructor.
They all have useful hints and tips to pass on and in some cases they allow me to change a procedure that I wasn't comfortable with but it is what I was taught.
During the power checks I noted that when idling the engine wouldn't go much lower than 1000rpm. Nothing to worry about but I'm always keen to understand why things happen and noticing this small deviation did come back to me at a later stage in the day...
We left Sheffield (EGSY) and headed to Robin Hood Airport Doncaster Sheffield (EGCN - formerly RAF Finningley) for circuits. It was a quiet day and Doncaster ATC are quite welcoming for instructed circuits but not solo students.
We headed 060 from Sheffield and made our first landing on R20 from right base. A good touch and go to get things started, then we followed this with flap-less and fully flapped approach and landings. Something I've vastly improved on since last time I did these, this must be down to my greatly improved experience of handling the aircraft.
At one point I was put into an orbit pattern waiting for a Boeing 737 to take off. And we waited, and waited. There were birds on the runway that needed to be cleared.
Typically by the time the ground team were on the scene the birds had moved on. This wasn't more wasted time, it was a good opportunity to practice precision flying using rate 1 turns and maintaining my position over the ground with the blowing wind.
After the departing jet I was given clearance to land while still on base, I then repeated that I was on finals etc. which may not have been necessary but I'd prefer to talk too much than not enough if the airwaves are quiet.
Landing at airports such at Doncaster are great for honing skills as you can focus on the technique without worrying about the length of the runway. Following a glide approach I had to stop on the runway and await the wash of the departing jet to dissipate, then I could still use the remainder of the runway to take off.
While still in the Doncaster zone I practiced a couple of glide approaches, losing power on the base leg. Trimming to 70kts, aiming for a landing point 2/3rd of the way down the runway, then 1/3rd etc as we got nearer.
This will help to ensure that the glide to the target is possible. If you aim too near then you could fall short - quite literally, so aim further away and then lose the height once you are nearing the target.
Leaving Doncaster we headed back towards Sheffield and found some space for practice exercises. The last time I did a PFL was many months ago and I couldn't get to grips with the glide attitude, and the calls and checks, and the aiming for a field, and the altitude and position etc.
This time it all came together really well. A rule of thumb from the gliding world, use the 45 degree rule. If the target is beyond the wing then it is out of reach, similarly if it is below you it is too near. Select a target that is about 45 degrees of your viewing angle downwards.
Then it is time for engine off, or at least power off, 70kts glide, keep the field in sight, glide and descend gently, simulated calls, 7700 on the transponder and checks made, down to 500ft then power away.
I was really pleased to get this out of the way and it gave me great confidence in knowing how to get the aircraft into a glide attitude and to control it. Coincidentally when we climbed away we noticed how close we were to Netherthorpe, in a real emergency we could have aimed for the landing field there.
Steep level turns were also something I hadn't done for a while and remember them being all over the place with attitude and altitude not quite in synch. This time they were much much better which I can only put down to being much more experienced and familiar with the controls and actions.
This will help to ensure that the glide to the target is possible. If you aim too near then you could fall short - quite literally, so aim further away and then lose the height once you are nearing the target.
Leaving Doncaster we headed back towards Sheffield and found some space for practice exercises. The last time I did a PFL was many months ago and I couldn't get to grips with the glide attitude, and the calls and checks, and the aiming for a field, and the altitude and position etc.
This time it all came together really well. A rule of thumb from the gliding world, use the 45 degree rule. If the target is beyond the wing then it is out of reach, similarly if it is below you it is too near. Select a target that is about 45 degrees of your viewing angle downwards.
Then it is time for engine off, or at least power off, 70kts glide, keep the field in sight, glide and descend gently, simulated calls, 7700 on the transponder and checks made, down to 500ft then power away.
I was really pleased to get this out of the way and it gave me great confidence in knowing how to get the aircraft into a glide attitude and to control it. Coincidentally when we climbed away we noticed how close we were to Netherthorpe, in a real emergency we could have aimed for the landing field there.
Steep level turns were also something I hadn't done for a while and remember them being all over the place with attitude and altitude not quite in synch. This time they were much much better which I can only put down to being much more experienced and familiar with the controls and actions.
Inbound to Sheffield I made some lazy S turns to lose some height and speed, just for good practice. As we crossed the threshold I noticed that the speed wasn't decreasing as expected and the flare and round out took longer than normal. After touch down the engine sounded as though it was running too fast, a check showed that it was at 1000rpm, so that check at the start of the day had come to something - if the idle is a bit high then expect a slightly faster landing.
A couple more hours of solo time to build then I reckon I'll be ready to apply for the general flying test. Fingers crossed.
A couple more hours of solo time to build then I reckon I'll be ready to apply for the general flying test. Fingers crossed.
Sunday 2 October 2005
Feeling Like A Real Aviator
Flying Hours Today 4:05, Total 44:10
P1 Flying Hours Today 3:10, Total 7:30
The NOTAMS, METARS, TAFS and F214/215 had all been checked, it was to be a great day for flying. I phoned my two destinations at Sywell and Tatenhill to confirm they were operational and to explain I was on a QXC and gave some indication of my estimated arrival time.
First up was the short trip from Sheffield (EGSY) to Sandtoft (EGCF). Student PPLs are not allowed to solo from Sheffield so I flew with my new instructor the 20nm to Sandtoft. I also had done my Dual QXC from Sandtoft so it had to be my starting point once more to ensure continuity.
Approaching Sandtoft I made a good join but fluffed the base leg and so I was a little high on final. The instructor lined us up and I brought the aircraft into land in a slight crosswind. It was good to get the gremlin out of the system early.
In to the control room to pay the fees then I left the instructor and headed back out for my QXC. First leg to Sywell (EGBK), using Bottesford as the VRP. Total distance 75nm, estimated 35 mins. I took off and immediately saw something unusual in my 1 o'clock. A big bird? microlight? parascender - here? on flat land?
Ah, no, it was a balloon, but tall and thin rather than short and round. I made it out just as Sandtoft radio gave me a call to look out for it. There followed a few minutes of other traffic calling in to report the balloon.
Leaving the Sandtoft zone I turned to the correct heading then switched to Waddington radar for FIS. It is then plain sailing - or flying - to head due south.
Perfect visibility at 3500ft, keeping the river Trent and the power stations to my left, passing Swinderby and seeing the collection of old Cold War machinery including a Vulcan.
Waddington were providing a great service to everyone and I only had to make position reporting calls. The radio mast at Melton Mowbray came in to view and I used as a visual marker to track south. By now I had Sywell on the second radio and was listening in for airfield information and to get a feel for the traffic.
Cottesmore, Rutland Water, and Corby all came into view just as planned by the stopwatch and finally Waddington gave me a call to leave the frequency and I made the switch to Sywell Information, squawking 7000.
I'm never very good at spotting airfields from the air. My instructors always seem to be able to do this from miles away. But I must be getting a better feel for things - looking for large buildings - hangars, open spaces, and slithers of road - runways. I spotted Sywell from perhaps 10nm out.
R03L was the active. Standard overhead join, listening for the other traffic - lots of helicopters and others using R33. Descend dead side, turning and lined up perfectly for R03. Touch down on grass, keep the nose up to relieve the pressure then a call to taxi to parking - simply cut across the field, no yellow lines here.
I went to pay my landing fees and got the first stamp and 'GOOD' ratings on my certificate.
Waddington were providing a great service to everyone and I only had to make position reporting calls. The radio mast at Melton Mowbray came in to view and I used as a visual marker to track south. By now I had Sywell on the second radio and was listening in for airfield information and to get a feel for the traffic.
Cottesmore, Rutland Water, and Corby all came into view just as planned by the stopwatch and finally Waddington gave me a call to leave the frequency and I made the switch to Sywell Information, squawking 7000.
I'm never very good at spotting airfields from the air. My instructors always seem to be able to do this from miles away. But I must be getting a better feel for things - looking for large buildings - hangars, open spaces, and slithers of road - runways. I spotted Sywell from perhaps 10nm out.
R03L was the active. Standard overhead join, listening for the other traffic - lots of helicopters and others using R33. Descend dead side, turning and lined up perfectly for R03. Touch down on grass, keep the nose up to relieve the pressure then a call to taxi to parking - simply cut across the field, no yellow lines here.
I went to pay my landing fees and got the first stamp and 'GOOD' ratings on my certificate.
A short break for a cup of tea as my parents and brother had come to watch my arrival. Then it was time to power up once more after a quick check around the aircraft and fuel / oil levels.
Taxi to hold of R03 and power checks. Flaps set to two stages for shortish grass take off. Although the runway is 909m long I had previously taken off with flaps so elected to do so today. Rotation occurs much earlier, but keep the aircraft just slightly off the ground until enough good speed is made to climb.
Once positively climbing retract flaps. I climbed in the circuit in the zone to 2000ft and then headed towards Bitteswell VRP as my next en-route point to Tatenhill (EGBM). Changing between QFE / QNH and making message calls was fun in this aircraft.
The altimeter pressure scale is in inches of mercury. There is a small card to the left of the panel with conversions between millibars and inches of mercury. Just in case you don't already have enough to do there is the additional challenge of reading and converting units.
I left Sywell and made my only VFR navigation error. I tracked well over Pitsford Water, then between two lakes near Naseby. I was looking for Bitteswell 10nm away. A disused airfield but actually now a major commercial / industrical area full of anonymous white warehouses and factories.
I could see this ahead, and also to my right was another very visible clutch of white factory buildings. But I knew I was on track, following the heading and the timing because I could see the M6 split from the M1. At this time I switched to East Midlands and passed my message: 5nm south east of Bitteswell.
I then noticed up ahead a large expanse of water. This hadn't been on my dual QXC. I then noticed aerials to my right. These must be the aerials near Rugby.
Another look on the chart and the water feature must be Draycott VRP, which means that the M6 is actually the M45. Ooops. Time to turn north, follow the M1 on my left and then turn to intercept the 'other' white buildings which did turn out to be Bitteswell.
Taxi to hold of R03 and power checks. Flaps set to two stages for shortish grass take off. Although the runway is 909m long I had previously taken off with flaps so elected to do so today. Rotation occurs much earlier, but keep the aircraft just slightly off the ground until enough good speed is made to climb.
Once positively climbing retract flaps. I climbed in the circuit in the zone to 2000ft and then headed towards Bitteswell VRP as my next en-route point to Tatenhill (EGBM). Changing between QFE / QNH and making message calls was fun in this aircraft.
The altimeter pressure scale is in inches of mercury. There is a small card to the left of the panel with conversions between millibars and inches of mercury. Just in case you don't already have enough to do there is the additional challenge of reading and converting units.
I left Sywell and made my only VFR navigation error. I tracked well over Pitsford Water, then between two lakes near Naseby. I was looking for Bitteswell 10nm away. A disused airfield but actually now a major commercial / industrical area full of anonymous white warehouses and factories.
I could see this ahead, and also to my right was another very visible clutch of white factory buildings. But I knew I was on track, following the heading and the timing because I could see the M6 split from the M1. At this time I switched to East Midlands and passed my message: 5nm south east of Bitteswell.
I then noticed up ahead a large expanse of water. This hadn't been on my dual QXC. I then noticed aerials to my right. These must be the aerials near Rugby.
Another look on the chart and the water feature must be Draycott VRP, which means that the M6 is actually the M45. Ooops. Time to turn north, follow the M1 on my left and then turn to intercept the 'other' white buildings which did turn out to be Bitteswell.
As I was overhead Bitteswell and back on track the East Midlands controller asked me to confirm position. I replied with 'overhead Bitteswell VRP'. He must have thought I was flying a very, very, slow aircraft.
A minute or two later I was dropped from East Midlands with instructions to call Tatenhill. I could hear that the traffic was busy so I guess the controller wanted me out of the way knowing that I wasn't going into his airspace.
I tuned to Tatenhill and switched both listen and talk to that frequency, keeping a listening brief on the East Midlands frequency. The remainder of the track to Tatenhill was without incident. From Bitteswell it was possible to see the powerstation 5nm SE of the airfield. So long as I aimed for the left of that I would be OK.
I made visual contact about 5nm from the airfield. Then I heard of another aircraft inbound from the North East at about the same distance, and another in the circuit below, and another taking off. It would be time to keep focussed and aware.
A good overhead join for R26L, a fairly stern crosswind - 330/10 if I recall - and touchdown with a slight bounce which was a relief but a bit disappointing. But no time to think about things as I had to expedite vacation of the runway to allow the other aircraft behind me to land.
I parked up, went to pay my dues and get the second stamp of the day. This time it was 'SATISFACTORY'. The chap doing the authorisation pointed out that there are really only satisfactory or unsatisfactory landings and we all have room for improvement. Fair enough, I was just glad to get the second stamp and to head back to Sandtoft. However. It was mandated that I visit the cafe for a cup of tea. I wasn't thirsty but it was pointed out that QXC is a long hard test and I should take time out to relax - which is a very good point and I would recommend it to all.
A minute or two later I was dropped from East Midlands with instructions to call Tatenhill. I could hear that the traffic was busy so I guess the controller wanted me out of the way knowing that I wasn't going into his airspace.
I tuned to Tatenhill and switched both listen and talk to that frequency, keeping a listening brief on the East Midlands frequency. The remainder of the track to Tatenhill was without incident. From Bitteswell it was possible to see the powerstation 5nm SE of the airfield. So long as I aimed for the left of that I would be OK.
I made visual contact about 5nm from the airfield. Then I heard of another aircraft inbound from the North East at about the same distance, and another in the circuit below, and another taking off. It would be time to keep focussed and aware.
A good overhead join for R26L, a fairly stern crosswind - 330/10 if I recall - and touchdown with a slight bounce which was a relief but a bit disappointing. But no time to think about things as I had to expedite vacation of the runway to allow the other aircraft behind me to land.
I parked up, went to pay my dues and get the second stamp of the day. This time it was 'SATISFACTORY'. The chap doing the authorisation pointed out that there are really only satisfactory or unsatisfactory landings and we all have room for improvement. Fair enough, I was just glad to get the second stamp and to head back to Sandtoft. However. It was mandated that I visit the cafe for a cup of tea. I wasn't thirsty but it was pointed out that QXC is a long hard test and I should take time out to relax - which is a very good point and I would recommend it to all.
During my QXC I hadn't planned anything specific to say in the response to the ATC 'Pass Your Message' request but found myself saying: "G-XXXX, PA28, 1 P.O.B., Student PPL on Qualifying Cross Country, etc..".
When I arrived at Tatenhill I met the controller in the cafe having a break. She said that she had made a note of the fact that I was on QXC and so paid more attention than normal to ensure that I would be monitored and also to listen in to my R/T skills.
On reflection I did find that all the controllers I spoke to had been more 'gentle' than usual. Note that the Waddington controller had left me alone and that East Midlands had dispatched me early to Tatenhill, and had also left me to my own devices en-route to Sandtoft.
This might be wishful thinking on my part - and someone will no doubt come along in a minute to confirm this, but perhaps stating the fact that I was QXCing did make a difference to the controllers. It it something certainly worth bearing in mind for those preparing for their QXC.
It turned out that my recovery break at Tatenhill was much longer than expected. I phoned back to the flying school to confirm my ETA at Sandtoft only to be told that my instructor was out with another student and so I would have to wait about an hour on arrival at Sandtoft. So I had an hour to kill. I decided to do a full check of the aircraft and write up some of the paperwork for the flight - logs and times etc.
When I arrived at Tatenhill I met the controller in the cafe having a break. She said that she had made a note of the fact that I was on QXC and so paid more attention than normal to ensure that I would be monitored and also to listen in to my R/T skills.
On reflection I did find that all the controllers I spoke to had been more 'gentle' than usual. Note that the Waddington controller had left me alone and that East Midlands had dispatched me early to Tatenhill, and had also left me to my own devices en-route to Sandtoft.
This might be wishful thinking on my part - and someone will no doubt come along in a minute to confirm this, but perhaps stating the fact that I was QXCing did make a difference to the controllers. It it something certainly worth bearing in mind for those preparing for their QXC.
It turned out that my recovery break at Tatenhill was much longer than expected. I phoned back to the flying school to confirm my ETA at Sandtoft only to be told that my instructor was out with another student and so I would have to wait about an hour on arrival at Sandtoft. So I had an hour to kill. I decided to do a full check of the aircraft and write up some of the paperwork for the flight - logs and times etc.
I also thought it would be a good excuse to fill up with fuel so I taxied towards the pumps and met my first aviation fuel queue. A Cessna had been filled but left at the pumps. We had to push it clear. But there still wasn't room. A Yak-52 had been brought out to be filled too so I couldn't get behind the other PA-28 that was now free to get to the pumps.
This queue maneovering gave me the chance to have a good look around the Yak. And the owner let me have a sit inside. But it was all Russian to me and I couldn't understand much. The ticking of the clock was strikingly loud. Good solid engineering there.
The PA28 at the head of the queue filled up. Then the Yak. The Yak then started up and went through power checks and away followed by the PA28 and finally I got in to fill up.
It was soon time to depart and I took off, cleared the zone and departed north eastwards to Sandtoft. Back with East Midlands control and had FIS on an uneventful track back towards Sandtoft.
The only call I received was to watch for traffic as I neared the M1. Then I was handed to Doncaster.
The PA28 at the head of the queue filled up. Then the Yak. The Yak then started up and went through power checks and away followed by the PA28 and finally I got in to fill up.
It was soon time to depart and I took off, cleared the zone and departed north eastwards to Sandtoft. Back with East Midlands control and had FIS on an uneventful track back towards Sandtoft.
The only call I received was to watch for traffic as I neared the M1. Then I was handed to Doncaster.
A simple switch over and a warning of intense traffic near Netherthorpe. I managed to fly just south of Netherthorpe and got a great view of the absolutely tiny grass runways - a couple of the shortest in the UK. I'd love to try my short field landing and take-off skills there some day.
Onwards and overhead the Doncaster ATZ to the south of the runway. I arrived at Sandtoft bang on time, but knew I had 30 minutes or so before my instructor would arrive so I called Doncaster and told them I was to head over the Humber to Beverley for further navigation practice.
A short trip out to Beverley then turned back to Sandtoft. With the sun directly in my eyes. It was hard to make out anything so I followed the estuary and the Trent. I left the Doncaster frequency at Brough and switched to Sandtoft.
Still blinded by the light I headed to the west of Sandtoft to reduce the glare then switched back to arrive overhead for dead side descend for R23. When I had departed earlier the wind had been almost 90 degrees to the runway, and inbound traffic were given the option of R23 or R05. But now the wind was variable and less than 5 kts.
It should have been a simple landing but I was still slightly too fast on touch down, around 70-75kts. The extra 15kts made a difference along the runway and I made it all the way to the end at Delta to turn around. It was then a trackback and park up. Mission accomplished. The QXC in the bag.
Onwards and overhead the Doncaster ATZ to the south of the runway. I arrived at Sandtoft bang on time, but knew I had 30 minutes or so before my instructor would arrive so I called Doncaster and told them I was to head over the Humber to Beverley for further navigation practice.
A short trip out to Beverley then turned back to Sandtoft. With the sun directly in my eyes. It was hard to make out anything so I followed the estuary and the Trent. I left the Doncaster frequency at Brough and switched to Sandtoft.
Still blinded by the light I headed to the west of Sandtoft to reduce the glare then switched back to arrive overhead for dead side descend for R23. When I had departed earlier the wind had been almost 90 degrees to the runway, and inbound traffic were given the option of R23 or R05. But now the wind was variable and less than 5 kts.
It should have been a simple landing but I was still slightly too fast on touch down, around 70-75kts. The extra 15kts made a difference along the runway and I made it all the way to the end at Delta to turn around. It was then a trackback and park up. Mission accomplished. The QXC in the bag.
I had some time to wait for the instructor so I completed the paperwork and had a couple of coffees by way of celebration. I then went back outside to watch the three Jet Provosts at Sandtoft today each prepping ready for pleasure flights.
At 1700 my instructor arrived. I was starting to feel the effects of the day by now but made the effort for the final trip back to Sheffield. Once back in the air my vitality returned and it was simply a case of calling Doncaster and heading 240. We were past Doncaster airfield and the town in minutes.
The M18 on the right was a good guidance route to follow, then the VRP of the M1/M18 intersection came into view. By now the sun was directly in front of us but hazy through the oncoming cloud. The instructor made a call for the runway lights and it was amazing when they lit up - it made an amazing difference to visibility.
Another aircraft was on short final so we made some lazy S turns to waste some time. Then it was 3rd stage of flap, aim for the numbers and in. We also managed to stop before the exit point so no need to backtrack. Park up and close down. Total flying time today: 4 hrs 5 mins, and I was pretty exhausted by the time I got home at 1900hrs.
At 1700 my instructor arrived. I was starting to feel the effects of the day by now but made the effort for the final trip back to Sheffield. Once back in the air my vitality returned and it was simply a case of calling Doncaster and heading 240. We were past Doncaster airfield and the town in minutes.
The M18 on the right was a good guidance route to follow, then the VRP of the M1/M18 intersection came into view. By now the sun was directly in front of us but hazy through the oncoming cloud. The instructor made a call for the runway lights and it was amazing when they lit up - it made an amazing difference to visibility.
Another aircraft was on short final so we made some lazy S turns to waste some time. Then it was 3rd stage of flap, aim for the numbers and in. We also managed to stop before the exit point so no need to backtrack. Park up and close down. Total flying time today: 4 hrs 5 mins, and I was pretty exhausted by the time I got home at 1900hrs.
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