Flying Hours Today 1:25, Total 28:25
P1 Flying Hours Today 0:00, Total 0:15
Why Fly At A Low Level
"A low level is generally considered to be 500ft above ground level or lower. Low level flying may be necessary: in poor weather conditions such as low cloud and/or poor visibility; to inspect a field in preparation for a forced landing with power available; in the VFR Entry/Exit Lanes that provide access to certain aerodromes beneath airspace reserved for Instrument Flight Rules (IFR) operations."
From Trevor Thom's The Air Pilot's Manual 1 First up would be low level flying, gaining an appreciation of navigating and looking for landmarks at low level - at around 500ft. I would also gain a much better appreciation of speed at low level and learn to handle the aircraft appropriately.
For this leg, a quick navigation calculation for a 4 minute trip from Harrogate due north to Ripon. Factoring in a slight south westerly wind. Not for the first time I marked the wind vector on my chart wrong. This time it was 90° out. I noticed this when doing a mental calculation of the tail wind and how this would increase my ground speed. It was bizarre to think that I could have made such a fundamental error, but that is what double checking and sanity checking can quickly show up.
A suitable landmark was shown on the map - height 261ft - to give an indication of ground level, round this up to 300ft and add 500ft clearance then we would aim to be flying at 800ft.
"A low level is generally considered to be 500ft above ground level or lower. Low level flying may be necessary: in poor weather conditions such as low cloud and/or poor visibility; to inspect a field in preparation for a forced landing with power available; in the VFR Entry/Exit Lanes that provide access to certain aerodromes beneath airspace reserved for Instrument Flight Rules (IFR) operations."
From Trevor Thom's The Air Pilot's Manual 1 First up would be low level flying, gaining an appreciation of navigating and looking for landmarks at low level - at around 500ft. I would also gain a much better appreciation of speed at low level and learn to handle the aircraft appropriately.
For this leg, a quick navigation calculation for a 4 minute trip from Harrogate due north to Ripon. Factoring in a slight south westerly wind. Not for the first time I marked the wind vector on my chart wrong. This time it was 90° out. I noticed this when doing a mental calculation of the tail wind and how this would increase my ground speed. It was bizarre to think that I could have made such a fundamental error, but that is what double checking and sanity checking can quickly show up.
A suitable landmark was shown on the map - height 261ft - to give an indication of ground level, round this up to 300ft and add 500ft clearance then we would aim to be flying at 800ft.
The navigation check gave me another opportunity to master the whiz wheel using the 'simple' method that I was shown by my instructor. In this case we would head from Harrogate to Ripon, a 0 (or 360) degree heading with a wind vector (W/V) of 210/15. So use the following procedure:
Then onto the ground school for precautionary landings - just in case the weather comes in or the aircraft starts to behave badly, yet you still have power to fly with.
Firstly, identify a suitable field then descend dead side as per a normal circuit to around 500ft. Commence the circuit but in a tighter than normal manner. Approach the target field and overfly at 200ft to get a better view of the surface and surroundings. If the field is OK then complete a final circuit and approach to land.
Before we set out to the aircraft we did a review of practiced forced landings using the high key and low key method. At 3000ft the power will be reduced to idle and carb heat switched on.
Begin to orientate with regards to the wind - which is marked on your chart and look for a suitable field. Trim to glide speed of 70kts for the PA28. At 2500ft - high key - be 1nm from the upwind end of the target field. Attempt restart, change fuel tanks.
- Align the centre dot to our expected air speed (100kts)
- Turn the wheel so the wind vector heading is at the top (210)
- Mark the wind vector BELOW the centre dot as the wind is FROM 210
- Turn the wheel to our heading (0)
- The wind mark is now 4 degrees right
- Turn the wheel to the right by 4 degrees (align the 0 with 4 on drift)
- The mark is still at 4 so we are OK (repeat with smaller adjustments if this isn't the case)
- Read off the speed (113kts) and use for G/S in calculations
- Add (west is best) the magnetic variation to get the heading
- Sanity check, if the wind is from behind the G/S will be greater and vice versa.
Then onto the ground school for precautionary landings - just in case the weather comes in or the aircraft starts to behave badly, yet you still have power to fly with.
Firstly, identify a suitable field then descend dead side as per a normal circuit to around 500ft. Commence the circuit but in a tighter than normal manner. Approach the target field and overfly at 200ft to get a better view of the surface and surroundings. If the field is OK then complete a final circuit and approach to land.
Before we set out to the aircraft we did a review of practiced forced landings using the high key and low key method. At 3000ft the power will be reduced to idle and carb heat switched on.
Begin to orientate with regards to the wind - which is marked on your chart and look for a suitable field. Trim to glide speed of 70kts for the PA28. At 2500ft - high key - be 1nm from the upwind end of the target field. Attempt restart, change fuel tanks.
At 2000ft make the turn to downwind leg. Make the mayday call - call sign, station, engine failure, location, intention. Do the mayday call while you still have decent height so as to have maximum radio range.
During the practice forced landing give a touch of power to keep the engine warm. Also be very aware that although this is a practice you must be prepared to land just in case the engine does really fail.
At 1500ft - low key - you will be halfway along the downwind leg. Prepare to land and complete your pre-landing checks. Turn to base at 1000ft, another touch of power.
Turning to final approach - into the wind - at 500ft then time to make the commitment to land. Apply flaps only when you know you can make the field. It's easy isn't it?
I booked out for a general handling flight then out to the aircraft to do the A-Check. When I got into the cockpit my instructor advised me to remove my hi-viz jacket - a useful tip as they are made out of a synthetic material that wouldn't behave so nicely in the event of a fire.
During the practice forced landing give a touch of power to keep the engine warm. Also be very aware that although this is a practice you must be prepared to land just in case the engine does really fail.
At 1500ft - low key - you will be halfway along the downwind leg. Prepare to land and complete your pre-landing checks. Turn to base at 1000ft, another touch of power.
Turning to final approach - into the wind - at 500ft then time to make the commitment to land. Apply flaps only when you know you can make the field. It's easy isn't it?
I booked out for a general handling flight then out to the aircraft to do the A-Check. When I got into the cockpit my instructor advised me to remove my hi-viz jacket - a useful tip as they are made out of a synthetic material that wouldn't behave so nicely in the event of a fire.
Onto Leeds tower and clearance to depart and then take off was promptly granted. I stated the squawk wrong and was corrected. It was set and put on standby. As we lined up on the runway I switch the squawk to Mode C and made a note of the time.
After take off we headed north towards Harrogate at 2000ft. As we approached Harrogate I began to descend to low level.
For some reason I only went as low as 1800ft and still thought it was low, then my instructor pointed out my error. The second time in almost as many lessons. I must learn to pay more attention to the altimeter.
I corrected our altitude and we dropped to 800ft. One of the most surprising aspects was the birds flying around us, and the speed of passing landmarks, it was difficult at times to keep up with the changing roads, rivers and railways for only this 4 minute stretch. But very useful experience should I ever be pushed to a low altitude due to adverse weather.
We climbed over Ripon then headed out to find a suitable field for precautionary landing practice. Looking for somewhere away from habitations and livestock in order to minimise disruption. A field was found and the instructor showed how it should be done, then my turn. I made two attempts, but in both cases flew a bit wide on circuit which meant it was more difficult to keep the field in sight at all times. More practice would be needed, but I was getting the hang of this.
We followed this with three practiced forced landings. The challenge at this time is to get the judgement correct, but this will come with practice. On one approach we noticed only on final that there was a low level power line across the field, the option would be to fly under! I'd also made a strong mental note to always be scanning for power lines in future flights.
En route back to the airfield I requested a couple of steep level turns to consolidate my earlier knowledge. They weren't perfect by any means, climbing and descending too much for my liking but again these should come back with practice.
After take off we headed north towards Harrogate at 2000ft. As we approached Harrogate I began to descend to low level.
For some reason I only went as low as 1800ft and still thought it was low, then my instructor pointed out my error. The second time in almost as many lessons. I must learn to pay more attention to the altimeter.
I corrected our altitude and we dropped to 800ft. One of the most surprising aspects was the birds flying around us, and the speed of passing landmarks, it was difficult at times to keep up with the changing roads, rivers and railways for only this 4 minute stretch. But very useful experience should I ever be pushed to a low altitude due to adverse weather.
We climbed over Ripon then headed out to find a suitable field for precautionary landing practice. Looking for somewhere away from habitations and livestock in order to minimise disruption. A field was found and the instructor showed how it should be done, then my turn. I made two attempts, but in both cases flew a bit wide on circuit which meant it was more difficult to keep the field in sight at all times. More practice would be needed, but I was getting the hang of this.
We followed this with three practiced forced landings. The challenge at this time is to get the judgement correct, but this will come with practice. On one approach we noticed only on final that there was a low level power line across the field, the option would be to fly under! I'd also made a strong mental note to always be scanning for power lines in future flights.
En route back to the airfield I requested a couple of steep level turns to consolidate my earlier knowledge. They weren't perfect by any means, climbing and descending too much for my liking but again these should come back with practice.
Am I Fit To Fly?
"Flying with a common cold or other upper respiratory tract infection is asking for trouble. The blocked Eustachian tubes which usually accompany such a complaint will lead to problems with pressure equalisation, especially on descent (when ambient pressure changes can be high even in low-performance aircraft).
Pain in the ears could be severe, which is very distracting.
There is a danger of the eardrums collapsing inwards as the external pressure builds up, giving rise to a loss of hearing which may or may not be permanent.
The balance mechanisms could be affected in extreme cases, a situation known as pressure vertigo."
From Trevor Thom's The Air Pilot's Manual 1 As we passed through 1000ft on base leg about to turn for a long final on R27 my ears suddenly blocked. I'd had slight hay fever in the previous week but nothing of major concern - no tablets or medication taken. My blocked ears made me quite deaf and I lost orientation and became overwhelmingly nauseous.
I had to hand control to the instructor for landing - I simply couldn't function as a pilot. I couldn't hear the ATC over the radio, I couldn't focus on the instruments, I couldn't think of what to do next.
When we had shut down the aircraft and exited I could hear virtually nothing - I've never had deafness or ear blockage like it and it took some 15 to 20 minutes before my ears popped back at the flight school.
Following the exercise debrief and a stern word from my instructor about the dangers of flying with a cold - however slight - we closed the day with a short ground school lesson covering quick headwind and crosswind calculations for en-route changes in the air.
Firstly calculate the maximum drift angle as (60 / Airspeed) x W/V speed. A quick calculation in the air is to use 90kts as the airspeed so simply multiply the wind vector by 2/3rds.
Then use the clock method to calculate the crosswind component whereby 15, 30, 45 and 60 degrees around a clock face map to ¼, ½, ¾ and full crosswind component. Head wind components are the opposite viz: 15, 30, 45 and 60 degrees of each map to ¾, ½, ¼ and zero components.
"Flying with a common cold or other upper respiratory tract infection is asking for trouble. The blocked Eustachian tubes which usually accompany such a complaint will lead to problems with pressure equalisation, especially on descent (when ambient pressure changes can be high even in low-performance aircraft).
Pain in the ears could be severe, which is very distracting.
There is a danger of the eardrums collapsing inwards as the external pressure builds up, giving rise to a loss of hearing which may or may not be permanent.
The balance mechanisms could be affected in extreme cases, a situation known as pressure vertigo."
From Trevor Thom's The Air Pilot's Manual 1 As we passed through 1000ft on base leg about to turn for a long final on R27 my ears suddenly blocked. I'd had slight hay fever in the previous week but nothing of major concern - no tablets or medication taken. My blocked ears made me quite deaf and I lost orientation and became overwhelmingly nauseous.
I had to hand control to the instructor for landing - I simply couldn't function as a pilot. I couldn't hear the ATC over the radio, I couldn't focus on the instruments, I couldn't think of what to do next.
When we had shut down the aircraft and exited I could hear virtually nothing - I've never had deafness or ear blockage like it and it took some 15 to 20 minutes before my ears popped back at the flight school.
Following the exercise debrief and a stern word from my instructor about the dangers of flying with a cold - however slight - we closed the day with a short ground school lesson covering quick headwind and crosswind calculations for en-route changes in the air.
Firstly calculate the maximum drift angle as (60 / Airspeed) x W/V speed. A quick calculation in the air is to use 90kts as the airspeed so simply multiply the wind vector by 2/3rds.
Then use the clock method to calculate the crosswind component whereby 15, 30, 45 and 60 degrees around a clock face map to ¼, ½, ¾ and full crosswind component. Head wind components are the opposite viz: 15, 30, 45 and 60 degrees of each map to ¾, ½, ¼ and zero components.
An example: You are flying 090 (west to east) and need to divert due north. The wind is 220/20. The angle of difference is 360-220 = 140 degrees, we are looking for the smallest angle on the interception so in this case would be 40 degrees.
40 degrees would almost map to ¾ in the crosswind clock so we will multiply the maximum drift angle by ¾. MD = 60/90 x 20, i.e. approximately 13 degrees. Multiplied by ¾ gives approximately 10 degrees so we need to fly 10 degrees into the wind so a heading of 350 degrees. This is the true heading so we then need to add / remove the variance to get the magnetic heading.
We also covered the closing angle of 18 degrees in a P28. This means that for a distance off course of 'n' miles then turn towards course by 18 degrees and travel for distance x 2 in minutes.
Then you will re-intercept your track and can turn again by 18 degrees. We followed this with instruction on tracking around obstructions e.g. NOTAM'd areas, MATZs, thunderstorms: turn 'n' degrees (30, 45, 60 etc.) from your heading and time the duration to give you a clear view around the obstruction - e.g. 2 mins.
Then turn back to original track and once clear of the obstruction turn the 'n' degrees in the opposite sense and fly for the same duration - i.e. 2 mins in this case. This will bring you back to a point on your original route and then you can turn back on this heading.
40 degrees would almost map to ¾ in the crosswind clock so we will multiply the maximum drift angle by ¾. MD = 60/90 x 20, i.e. approximately 13 degrees. Multiplied by ¾ gives approximately 10 degrees so we need to fly 10 degrees into the wind so a heading of 350 degrees. This is the true heading so we then need to add / remove the variance to get the magnetic heading.
We also covered the closing angle of 18 degrees in a P28. This means that for a distance off course of 'n' miles then turn towards course by 18 degrees and travel for distance x 2 in minutes.
Then you will re-intercept your track and can turn again by 18 degrees. We followed this with instruction on tracking around obstructions e.g. NOTAM'd areas, MATZs, thunderstorms: turn 'n' degrees (30, 45, 60 etc.) from your heading and time the duration to give you a clear view around the obstruction - e.g. 2 mins.
Then turn back to original track and once clear of the obstruction turn the 'n' degrees in the opposite sense and fly for the same duration - i.e. 2 mins in this case. This will bring you back to a point on your original route and then you can turn back on this heading.
