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.
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