Flying Hours Today 2:15, Total 18:45
At daybreak today the sky was totally clear, there was ice to scrape off my car before setting off to the airport. My car's thermometer kindly reminded me that the outside air temperature was 3 degrees C below zero. It would be an excellent day for flying.
I arrived at the flying school, the instructor made the call to Sandtoft to confirm they were open for business. Indeed they were, and the cafe was also open - we could have a lovely warm breakfast there. After checking out with Leeds ATC, and calling the ground services to fill up the tanks, we headed over to the aircraft.
On arrival the refuellers were just completing their work as we started to scrape the ice from the airframe. It was quite thick today and having the aircraft in the shade and with a 12kt wind blowing across the airfield it was quite chilly work. Once the refuellers had completed the fuelling of a Cessna they kindly moved G-BODD into the sun to give at least a couple of degrees of respite from the wind chill.
Sitting in the aircraft we received the ATIS, as expected the weather was CAVOK. We were cleared to taxi to F3 via F, and told to watch for ice at end of R27 / F intersection. Our usual route via L wasn't available as the ice hadn't yet been cleared.
Following the power checks we were cleared to backtrack then line up on R32. I taxied along the runway to the landing markings - for the big jets - then turned around and was given immediate clearance for take off.
Throttle to full power then we took off turned to the right and right again to exit the zone via Eccup. As I switched to Leeds Approach I gave our position as overhead "Echo" for some reason rather than overhead "Eccup". Oops.
I arrived at the flying school, the instructor made the call to Sandtoft to confirm they were open for business. Indeed they were, and the cafe was also open - we could have a lovely warm breakfast there. After checking out with Leeds ATC, and calling the ground services to fill up the tanks, we headed over to the aircraft.
On arrival the refuellers were just completing their work as we started to scrape the ice from the airframe. It was quite thick today and having the aircraft in the shade and with a 12kt wind blowing across the airfield it was quite chilly work. Once the refuellers had completed the fuelling of a Cessna they kindly moved G-BODD into the sun to give at least a couple of degrees of respite from the wind chill.
Sitting in the aircraft we received the ATIS, as expected the weather was CAVOK. We were cleared to taxi to F3 via F, and told to watch for ice at end of R27 / F intersection. Our usual route via L wasn't available as the ice hadn't yet been cleared.
Following the power checks we were cleared to backtrack then line up on R32. I taxied along the runway to the landing markings - for the big jets - then turned around and was given immediate clearance for take off.
Throttle to full power then we took off turned to the right and right again to exit the zone via Eccup. As I switched to Leeds Approach I gave our position as overhead "Echo" for some reason rather than overhead "Eccup". Oops.
The sky was absolutely clear. Visibility for 40 miles or more as we climbed to 4000ft. Even the instructor was impressed with the clarity and took some photos with his camera - I was going to bring mine along today but forgot to, a missed opportunity.
The RAF station at Church Fenton looked quite stunning with all the runways frosted over and so showing the airfield as a bright white island in the surrounding greenery.
A short cruise to Sandtoft, using Eggborough power station as the heading. As mentioned earlier in this diary, there are three power stations in line to the south east of Leeds: Ferrybridge, Eggborough and Drax. They are a brilliant set of reference points to get a position fix in that area.
We left Leeds Approach and switched to Sandtoft Radio to request airfield information. Runway 23 was in use with right hand circuits, the wind from 320 at 10kts. A chance to practice crosswind landings. The windsock appeared to be perpendicular to the runway - matching the runway heading and wind perfectly.
Crosswind Operations
"Not all aerodromes have a runway which is facing into wind on a given day. For this reason, take-offs and landings on runways where there is a crosswind component are frequent events.
If the actual crosswind component on the runway exceeds the limit for the aeroplane and/or what you feel is your own personal limit, then use a different runway (which may even mean proceeding to a different aerodrome)."
From Trevor Thom's The Air Pilot's Manual 1 The wind at 10kts would also test my mettle and give a real taste of crosswind landings - for a student anyway!
As we descended to Sandtoft from 4000ft, at around 500ft/min we aimed to cross over the downwind threshold at 2000ft which we did. Then a lazy descending right turn to 1000ft which brought us across the numbers at the upwind end of the runway and then we joined the circuit.
At this time we were they only aircraft in the circuit but we still made the checks to ensure there weren't any unknown aircraft in the vicinity.
In the circuit the crosswind was blowing us back towards the runway so I had to head on a corrected course. Time to turn for the base leg then the approach. Everything was looking good - until I got very close to touchdown, the aircraft was at the wrong angle to the runway and the wings were being buffeted by the crosswind.
The RAF station at Church Fenton looked quite stunning with all the runways frosted over and so showing the airfield as a bright white island in the surrounding greenery.
A short cruise to Sandtoft, using Eggborough power station as the heading. As mentioned earlier in this diary, there are three power stations in line to the south east of Leeds: Ferrybridge, Eggborough and Drax. They are a brilliant set of reference points to get a position fix in that area.
We left Leeds Approach and switched to Sandtoft Radio to request airfield information. Runway 23 was in use with right hand circuits, the wind from 320 at 10kts. A chance to practice crosswind landings. The windsock appeared to be perpendicular to the runway - matching the runway heading and wind perfectly.
Crosswind Operations
"Not all aerodromes have a runway which is facing into wind on a given day. For this reason, take-offs and landings on runways where there is a crosswind component are frequent events.
If the actual crosswind component on the runway exceeds the limit for the aeroplane and/or what you feel is your own personal limit, then use a different runway (which may even mean proceeding to a different aerodrome)."
From Trevor Thom's The Air Pilot's Manual 1 The wind at 10kts would also test my mettle and give a real taste of crosswind landings - for a student anyway!
As we descended to Sandtoft from 4000ft, at around 500ft/min we aimed to cross over the downwind threshold at 2000ft which we did. Then a lazy descending right turn to 1000ft which brought us across the numbers at the upwind end of the runway and then we joined the circuit.
At this time we were they only aircraft in the circuit but we still made the checks to ensure there weren't any unknown aircraft in the vicinity.
In the circuit the crosswind was blowing us back towards the runway so I had to head on a corrected course. Time to turn for the base leg then the approach. Everything was looking good - until I got very close to touchdown, the aircraft was at the wrong angle to the runway and the wings were being buffeted by the crosswind.
The instructor was talking about left rudder and right wing down into the wind. It was all too much, I said I wasn't confident so we instigated a go-around. Applied full power, dropped the third stage of flap and then got back into the circuit. I was quite alarmed by this failed approach and it showed.
My co-ordination was all over the place. I was finding it difficult to concentrate as we came around again. This time I touched down with my right wing into the wind, swerved a bit along the runway, then applied power to complete the touch and go.
The instructor pointed out that I'd forgotten to take off carb heat - I knew that I was focussing too much on the landing and this was to catch me out next time around. We came to land and I put the aircraft down, then for some strange reason I started to reach for the carb heat lever to turn it off.
This movement of my body put me out of position to control the straight line along the runway and we swerved to the left almost off the edge of the runway. The instructor took control and performed another whole circuit followed by a touch and go.
Remember: aviate, navigate, communicate. I don't know why I'd gone for the carb heat control when landing - a bizarre action, as I'd already turned carb heat off during the final approach when third stage of flap was applied.
I guess that I had too much information to process and having forgotten the carb heat the previous time around I must have been in learning mode and trying to remember something to do with carb heat on touch down.
So the instructor performed a flawless touch and go. This time explaining how to apply left rudder as we fly level along the runway, this will line us up with the centre line, but then to stop the drift from the crosswind we turn the ailerons into wind - effectively flying with crossed controls but in a straight line. Once I understood this it did seem to make more sense.
On take off the right rudder has to be applied to counter the propellor wash that is due to high power being applied. We went around again and this time I landed the aircraft much better, I still had a fear of dipping the wing too much and hitting the runway, or landing too much at an angle and the aircraft flipping over.
My co-ordination was all over the place. I was finding it difficult to concentrate as we came around again. This time I touched down with my right wing into the wind, swerved a bit along the runway, then applied power to complete the touch and go.
The instructor pointed out that I'd forgotten to take off carb heat - I knew that I was focussing too much on the landing and this was to catch me out next time around. We came to land and I put the aircraft down, then for some strange reason I started to reach for the carb heat lever to turn it off.
This movement of my body put me out of position to control the straight line along the runway and we swerved to the left almost off the edge of the runway. The instructor took control and performed another whole circuit followed by a touch and go.
Remember: aviate, navigate, communicate. I don't know why I'd gone for the carb heat control when landing - a bizarre action, as I'd already turned carb heat off during the final approach when third stage of flap was applied.
I guess that I had too much information to process and having forgotten the carb heat the previous time around I must have been in learning mode and trying to remember something to do with carb heat on touch down.
So the instructor performed a flawless touch and go. This time explaining how to apply left rudder as we fly level along the runway, this will line us up with the centre line, but then to stop the drift from the crosswind we turn the ailerons into wind - effectively flying with crossed controls but in a straight line. Once I understood this it did seem to make more sense.
On take off the right rudder has to be applied to counter the propellor wash that is due to high power being applied. We went around again and this time I landed the aircraft much better, I still had a fear of dipping the wing too much and hitting the runway, or landing too much at an angle and the aircraft flipping over.
This was also a full stop landing - and when we touched down I put the brakes on hard and I could hear the squeals of the brakes and tyres - again, I was probably too nervous and applied the brakes way too hard and early instead of letting the speed bleed off.
We turned at Delta then taxyed to parking spot 3. It was good to see G-LFSK and G-LFSJ, the other two Piper's I'd flown in. As we powered down I could hear the gyros spinning down - I'd not heard this before at noisy, windy airports but it was a quiet day at Sandtoft. We also got to see a Piper PA28-141 with its shorter, thicker wings.
We reported to the control room and it was good to see the 'inside' view of the radio operator's world. I also heard someone being welcomed for one of the jet flights in the resident Jet Provost. Now that would be interesting to see.
We turned at Delta then taxyed to parking spot 3. It was good to see G-LFSK and G-LFSJ, the other two Piper's I'd flown in. As we powered down I could hear the gyros spinning down - I'd not heard this before at noisy, windy airports but it was a quiet day at Sandtoft. We also got to see a Piper PA28-141 with its shorter, thicker wings.
We reported to the control room and it was good to see the 'inside' view of the radio operator's world. I also heard someone being welcomed for one of the jet flights in the resident Jet Provost. Now that would be interesting to see.
We had time for a coffee and chocolate slice in the cafe - I'd warmed up and didn't need the full English breakfast. I finished my drink and was promptly sent out to perform the transit checks on the aircraft. Remembering to take care when crossing the runway - look both ways and be aware of fast approaching aircraft - I'm glad I had my hi-viz jacket on, but was surprised that there were some people who ignored this safety advice.
The transit check is simply a reduced form of the full A check covering wheels / tyres, fuel and oil. The fuel in the right tank had gone from full to just below tabs so it was time to switch to the left tank for the return trip. Just as I was getting into the aircraft to start internal checks I saw the Jet Provost taxying down the runway.
A gloriously crisp winter's morning. Not a cloud in the sky. And less than 100ft away from me was a black Jet Provost turning and lining up for take off. Then off it went - the noise was deafening compared to the single engined propellors. And the climb rate was astonishing, at 30 or perhaps 40 degrees attitude the aircraft climbed incredibly quickly. I understand these aircraft can climb at 4000ft per minute - which is probably modest for military aircraft today, but was awesome to see so close.
The Jet Provost levelled out and then climbed again. Then the aerobatics started. I wouldn't fancy any of that but it was incredible to watch. At this time the instructor returned, he said that the Jet Provost would be back before we had completed our power checks - they don't fly with much fuel on board on these pleasure trips.
True to form, by the time we had got to the exit point of the parking area and were completing power checks the Jet Provost came into land. I decided that the £375 fee for a few minutes of fast flying might be worth it some day - it would be extremely exhilerating.
We took off again on R23 and completed 3 more touch and goes. I was getting the hang of the crosswind landing but it was still quite difficult - the instructor was pleased with my performance and maybe I'm too hard on myself basing my quality of landings against his.
We left the Sandtoft zone and contacted Leeds Approach. Other pilots will have had the same idea of getting airborne today in the fine weather and the R/T was very busy - we had to confirm our altitude to the controller three times.
We set a heading of 330 to Eggborough then towards Harewood House as it was visible from such a distance in the clear air. During the cruise at 4000ft we leaned the mixture, bringing it down until the engine RPM started to reduce, the adding another 1/2 inch on the throttle for good measure. We began our descent from 4000ft over Burton Salmon and visualised the Leeds controlled zone edge, from the high rise flats at Swarcliffe to Menwith Hill.
A gloriously crisp winter's morning. Not a cloud in the sky. And less than 100ft away from me was a black Jet Provost turning and lining up for take off. Then off it went - the noise was deafening compared to the single engined propellors. And the climb rate was astonishing, at 30 or perhaps 40 degrees attitude the aircraft climbed incredibly quickly. I understand these aircraft can climb at 4000ft per minute - which is probably modest for military aircraft today, but was awesome to see so close.
The Jet Provost levelled out and then climbed again. Then the aerobatics started. I wouldn't fancy any of that but it was incredible to watch. At this time the instructor returned, he said that the Jet Provost would be back before we had completed our power checks - they don't fly with much fuel on board on these pleasure trips.
True to form, by the time we had got to the exit point of the parking area and were completing power checks the Jet Provost came into land. I decided that the £375 fee for a few minutes of fast flying might be worth it some day - it would be extremely exhilerating.
We took off again on R23 and completed 3 more touch and goes. I was getting the hang of the crosswind landing but it was still quite difficult - the instructor was pleased with my performance and maybe I'm too hard on myself basing my quality of landings against his.
We left the Sandtoft zone and contacted Leeds Approach. Other pilots will have had the same idea of getting airborne today in the fine weather and the R/T was very busy - we had to confirm our altitude to the controller three times.
We set a heading of 330 to Eggborough then towards Harewood House as it was visible from such a distance in the clear air. During the cruise at 4000ft we leaned the mixture, bringing it down until the engine RPM started to reduce, the adding another 1/2 inch on the throttle for good measure. We began our descent from 4000ft over Burton Salmon and visualised the Leeds controlled zone edge, from the high rise flats at Swarcliffe to Menwith Hill.
We identified Eccup and flew into the controlled airspace over Garforth, Swarcliffe and then over Whinmoor where, for the first time ever, I got to see from the air where I grew up and went to school.
We also had a great view of Roundhay Park to the left then lined up for R27 for a straight in landing. The wind was 300/18 so I could expect a slight crosswind. I touched down perfectly, then taxied to MFW (Multiflight West), via Foxtrot then Lima and parked up.
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