En-Route Diversions

Flying Hours Today 0:00, Total 45:25

P1 Flying Hours Today 0:00, Total 7:30

Before I can fly my skills test I need to have clocked up 10 hours of solo flying. This is a regulation laid down by the CAA and so needs to be complied with. It makes me realise that although I've done what I believe to be a decent amount of solo flying the number of hours is quite small.

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.

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.

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!

Orbiting And Gliding At Doncaster

Flying Hours Today 1:15, Total 45:25

P1 Flying Hours Today 0:00, Total 7:30

Today I spent 1hr 20m going through some of my 'fears'. Those parts of the skills test that you don't practice everyday: flap-less and glide approaches (went well), steep level turns (went well) and PFL (went very well). I was with a new instructor today. My eigth.

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.

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.

Feeling Like A Real Aviator

Flying Hours Today 4:05, Total 44:10

P1 Flying Hours Today 3:10, Total 7:30

Back on the 28th August I did my dual QXC. The following weekend the weather was poor both days, following that I had other weekend commitments plus a change of flying school so it was with some trepidation that I reported at Sheffield Flying School at 0900 to undertake my Qualifying Cross Country test.

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.

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.

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.

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.

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.

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.

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.