Leeds Circuits

Flying Hours Today 1:00, Total 32:35

P1 Flying Hours Today 0:30, Total 3:35

Although I have been making good progress in my flight training I still feel that the most important, and mandatory, aspect of flying is still not quite as good as it should be... the landing.

So today we took an hour out to do some circuits at Leeds to get me back into practice for landings.

These were circuits with my third instructor. Some people have difficulty changing instructors but I have no problems and take it as an opportunity to pick up new skills and ideas that other instructors might not have.

As expected I learned some new skills and new approaches to handling the aircraft. I found the method used today to be more appropriate to my way of thinking. It was more logical and everything fitted together better.

Take off was as usual - remembering 'Lights, Camera, Action' as yet another phrase to commit to memory. Lights on for take off and landing, camera is the squawk - so others can see you, and action is when things begin so recall a clapperboard and make a note of the time.

Climing in the normal circuit pattern to 1000ft, level off but before turning and adjusting power, trim to 95kts. Follow this with the turn and then adjust power to maintain height and speed. At the end of the downwind leg drop the power to 1800rpm then turn. After turning, the speed with be OK for flap deployment. Drop two stages, bring the airspeed to 80kts then trim for the powered glide at that speed. Before you know it you will be at 600ft and at the right position to turn for final. Do so then glide at 70kts for final approach and for a great touch down.

The weather was good today - no need for any crosswind adjustments but I will need to start practicing in them again soon, which shouldn't be too difficult in the UK, and especially so at Leeds Bradford (EGNM), as it is situated on the brow of a hill.

After six circuits with the instructor - a mix of left and right hand circuits - I was sent out on my own to complete as many circuits as I saw fit. I would be doing solo right hand circuits due to the traffic pattern at EGNM - this doesn't leave much room for error in this built up and hilly part of the zone. Left hand is much easier from R32 as you have R27 as a fall back to land on if there are issues on the downwind.

By now the airport was waking up and the big commercial jets from KLM and BMI were interrupting my schedule. On one touch and go I noted a KLM jet a the hold point near threshold of R14, waiting for me to clear. On the downwind leg I had to make a right hand orbit to allow the KLM jet to line up and take off. It was quite enjoyable to just hang there in the air watching all this happening. Also quite humbling to watch the take off speed and climb rate of these aircraft - puts the PA28 capability into perspective.

On one of the circuits I noted the aircraft approaching the stall on final approach. I don't know if this was for real, or my imagination, or just turbulence. I checked the speed at 70kts which was correct, but it did give me a brief cause for concern. Due to this, and the fact that I was beginning to get mentally tired I made one more circuit before calling it a day and returned to the GA apron, shut down and returned to the flying school for a debrief.

I won't be flying again for 3 weeks due to holidays, and then another 3 weeks due to other commitments so I'll target the last week in July for further consolidation and hope to include some flap-less and flapped landings at a smaller airfield such as Sandtoft weather permitting.

Reading The METAR

Flying Hours Today 0:50, Total 21:50

P1 Flying Hours Today 0:00, Total 0:15

It was 35 days since my first solo flight, indeed 35 days since I had done any flying at all. The Great British Weather had conspired against me time after time. I was starting to feel rusty and wondering if I would every be able to reach the heady heights of flying solo again.

At home, early on Sunday morning, I checked the METAR and TAF for Leeds Bradford (EGNM) airport:

EGNM 030550Z 06002KT 5000 HZ SKC 03/01 Q1015

SKC? I had to look that one up, I'd never seen it before on a report at Leeds Bradford. It turned out to be what I expected: "Sky Clear". Excellent! The flying was back on so I headed for the flight school.

Upon arrival I met my new flying instructor - we had been introduced the previous week but the weather had kept us grounded. The instructor who had got me to my first solo flight had moved on to getting the job he wanted with a regional airline based out of Leeds and I was very grateful that he had got me to the solo flying point in my training.

Bad news: the haze had not cleared around the airfield and so any attempt to do some VFR navigation would be a struggle, although it would be legal. So we decided to do circuits, at Leeds.

This was a surprise, I didn't think we would be able to use such a busy airport for practicing so I jumped at the chance to get flying again and also to get more accustomed to the surroundings at Leeds. So far I'd only been flying direct approaches at the end of each lesson so the chance to fly around the airfield for an hour was not to be missed.

Out to Delta Delta (G-BODD) to do the A-Check, a top up of oil was all that was required and we were on our way.

I'm still struggling with the ATC radio, it always seems so obvious as to what to say but I don't want to make any assumptions or misinterpret any commands so at times the instructor did the talking.

I set the altimeter to QFE by simply subtracting 23mb from the QNH. As we know the airfield elevation and can translate that height into millibars of pressure - 23mb in this case and adjust the altimeter accordingly.

We lined up on R14 then away we went for a right hand circuit. At 500ft to 1000ft feet agl the haze was quite pronounced and flying a right hand circuit meant that I had to really stretch to look out for the runway behind and to the right of me. I was therefore using the DI to make sure my alignment was correct - but this didn't always work as planned as I still found myself drifting.

I called downwind then did the pre-landing checks. Or at least tried to. I knew the checks to do but kept blanking, then found I was gaining altitude etc. It wasn't the best bit of flying I've done. I was also using a pair of Peltor headphones from the flying school that were extremely comfortable but were cutting out or attenuating the ATC at times.

Before long we turned for base leg and I could sense that I was starting to suffer from information overload. Flying the final approach I was consistently to the left of the centre line. As EGNM has a full width runway it is also very forgiving.

I went through the procedures for landing, flaps, airspeed etc. etc. as I had been drilled to, but my new instructor took a different tack to a proscribed route - he wanted me to 'fly' the aircraft and make the decisions as I saw fit which was interesting as it made me think more about landing the aircraft rather than following a routine.

Unfortunately on this first approach I was taking too long to get us down, we were burning up runway at quite a rate so I instigated a go around. As we climbed away we were instructed to do a left hand circuit. The left hand circuit was much easier to fly as I could see the airfield at all times - hence the reason for left hand circuits as standard.

My height on the downwind leg was a bit high and by the time I had turned for base and then final approach we were quite far out from the runway, so it was time to push the throttle and get us somewhat nearer.

A good approach this time, still a bit left of the centre line, aiming for the numbers then touching down on the runway for a good landing. I'd used up too much runway, I need to be more focussed. My instructor encouraged me to think of the strip as being bounded by high walls and the length to be much shorter.

Again the luxury of a wide long runway was meaning that my landings were somewhat slack, but it gave me great confidence to be able to focus on landing rather than trying to hit the tiny strip that is Sandtoft.

The touch-and-go was followed by a right hand circuit. I was still getting back into the circuit routine of checks, flaps, attitude etc. etc. but this landing was pretty good, the stall warner just sounding as we touched down and then back around for a left hand circuit.

During this circuit a 737 was lining up for take off, there had been a lot of radio chatter with ATC during the downwind leg so I had to make a late downwind call when abeam of the runway threshold.

As I looked over I saw the 737 lining up for take off. Would the runway be clear by the time we were on finals? I certainly hoped so.

We informed ATC that we had turned base and saw the 737 taking off. Soon we were on final approach and cleared to land but also instructed to land, stop and then wait due to wake turbulence. I confirmed with the instructor what I had heard and responded to ATC.

Another decent landing, albeit a little hard, I was at least more on the centre line. Throttle back, brakes on and to a stop. This was bizarre, I was sat in my small PA28 in the middle of the primary runway at a major international airport. Just waiting. Sitting there taking in the view.

After a couple of minutes ATC gave take off clearance and away we went to fly a right hand circuit. By this time I was getting the hang of things but was getting the information overload - I didn't feel that I was progressing much further today after having made a few good landings, and the haze wasn't improving so we decided to make the next landing a full stop landing.

On the base leg the instructor challenged me to make this a glide approach. He asked me to throttle back at the point where I would be able to make it to the airfield. This was interesting as I didn't really have a clue!

So he made the decision for me, we were on the base leg, about 800ft agl. He took the throttle all the way back and suggested I fly us home as a glider. This was fun. I left the flaps until they were really needed then it was a case of touching down centrally, gently and on target. I felt good that I'd managed to get back in to the swing of things and that I could still land the aircraft.

Taxy back to MultiFlight West, via Lima and then the usual closedown. I still struggle with ATC but I must be improving as I now at least anticipate what should be said and am generally correct. I really want to focus on taking the lead on this going forwards and relying less on my instructor - something I will have to do before I can even contemplate a solo cross country flight.

Back to the flight school, and I've been given some homework: to plan a route to the far side of York, returning to Leeds via Ripon. When we get to execute this we will simply put in the wind vectors at that time and away we go.

I also visited the AirSupply aviation suppliers on the way home and bought a pair of the Peltors similar to the ones that I'd been using for the lesson. I'd found them to be extremely comfortable and clear, so I traded in the air-band scanner I'd bought last year as it wasn't getting any practical use. Here's to next week's flying - weather permitting of course!

Circuits At Gamston

Flying Hours Today 2:25, Total 13:50

The weather was so good this morning that I didn't even bother to phone the flying school to check if the lesson was on. I set off fully expecting to get into the cockpit once again, and if the weather was too bad then I would always be able to sit an exam - Flight Performance & Planning would be a good one for today. I haven't completed the PPL Confuser questions for Aircraft General so I'll leave that for another day.

And the weather was good, so we decided to head to Gamston (Retford) (EGNE) for circuit training. The call to the airfield confirmed they were ready to accept us but that we had to be aware that gliding to the south and west of the airfield was taking place so circuits would strictly be left hand and pilots were to be very aware of other traffic.

I booked us out with Leeds ATC for a "land away". En route for 30 minutes, exiting the zone via Dewsbury VRP, duration of 4 hours.

Out to G-BODD to perform the pre-flight checks. I noted that the anti-collision beacons were not functioning - something to note in the technical log on return.

Then a short taxi to holding at L1 via G for R32. Power checks at the holding point then out onto the runway and cleared for take off. A left turn this time as we were heading for Dewsbury.

Flying over the Owlcotes centre, the M621/M62 junction, Ikea etc. maintaining altitude below 2000ft. The instructor set up the radio nav aids to lock onto the Gamston VOR.

By the time we had the radial set we had left the zone and transferred to Waddington ATC, climbing to 3000ft to just skim the top of a cloud bank. Occasionally clipping some of the wisps of cloud causing slight turbulence due to the difference in air density when the air contains the less dense water vapour.

The sun was directly in our field of vision as we maintained our heading for Gamston, as the DME equipment indicated about 16nm to our destination we saw a large gap in the clouds and flew through it down to around 1800ft and back to true VFR conditions. We identified power stations and lakes north of Retford and then made the call to Gamston A/G (Air / Ground Radio) requesting Airfield Information. Runway 21 was in use for left hand circuits, wind calm. The windsock was vertically downwards - about as calm as it is possible to be.

A smooth approach, making the call for final then closer and closer to the "21" runway numbers. Power fully off, pull back, then a thump as we touched down.

Quite a hard landing but acceptable for only my second ever. I was also surprised as how the runway slope became much more apparent at touch down, from the threshold the runway curves upwards before becoming level. We taxyed to a parking spot then reported in to the Control room and took time out for a cup of tea.

It would appear that cups of tea are the staple drink for aviators! It looked as if Leeds Flying School was having an away day at Gamston, all three aircraft that I have flown were in attendance: G-BODD, G-LFSJ, G-LFSK.

There were also many other light aircraft including Diamondstars, private jets, R22 helicopters etc. You could describe Gamston as being like the Heathrow of General Aviation. Small aircraft parked and hangared in every available spot, and lots of aircraft movements.

After the break it was back to G-BODD for checks then taxy out on Bravo. Completed the power checks then backtrack down R21, followed by another light aircraft, we turned and took off for the circuit. Following the standard procedures that I had learned some weeks earlier at Full Sutton.

Except this time there was much more traffic to watch out for: gliders being towed to our right, slower Cessnas in the circuit, other students taking wider or longer circuit paths, other aircraft on approach into Gamston - busy busy busy!

On one approach we did have to make a go-around because the runway was too congested. All good experience as the purpose of the circuits is to practice the approach and landings. We did six landings, after the first two I was managing to do them without instruction although still a bit too heavy. I must also remember to keep the wings level when on the runway - steer the aircraft with the rudder only. By the fifth landing I was getting the hang of this too.

The circuit was getting busy and we were having to take wider and slower paths. To make use of this time the instructor demonstrated how to get the aircraft into the ideal glide profile in the event of power loss. Immediately put the nose down and look for 80kts of airspeed. We also looked for suitable emergency landing fields.

Eventually time was up and after our final touch-and-go we left the circuit and headed back to Leeds. We used the Gamston radial to head back to the Dewsbury VRP. The weather was excellent by now, the cloud of our outbound leg had cleared and there was only the usual haze in the sky. We tracked back on the radial but made use of our chart and looking outside for visual cues.

It was easy to spot Doncaster, Barnsley hospital and the M1 motorway, service stations, gas venting stations, power stations etc. etc.

Looking on the chart we could see that Dewsbury is to the right (East) of the Pennine hills and also located Emley Moor TV mast. There is also a canal, a river, and a railway line to look out for. Emley Moor TV mast came into view first, then we followed the profile of the hills and directly ahead, glinting in the sunshine, was the canal - very obvious by its straightness.

We also located a large water tower on the right. The VRP of Dewsbury is between the water tower and Emley Moor. To close down the VRP more precisely there is a row of industrial warehouses. One of these is painted red around the roof - a B&Q warehouse.

Once this is located you are pretty much at Dewsbury. The railway station is the true VRP but it is difficult to spot in all weathers. By now we had left Waddington ATC and were back with Leeds Approach. We got permission to enter the zone and headed due north which took us towards the M621/M62 junction, with Elland Road stadium on our right. The airfield came into view at our 11 o'clock and we were lined up to land after a twin-prop.

To slow the approach we turned right towards Eccup then left again to line up with R27. The wind at 270, a direct head wind. Causing slight turbulence as we made the approach. Another good approach though and before I knew it I was on the ground. I noted that we were in the approach as we waited for the aircraft ahead to exit the runway - at this time we were still not cleared to land and had to wait approval from ATC before we knew we could complete the approach.

The instructor is very good at remembering what we have or have not been given permission to do, I guess that over time this will become more obvious to me as my R/T improves.