General Flying Test - Part 3

Flying Hours Today 2:00, Total 53:00

P1 Flying Hours Today 2:00, Total 12:15

At this point the examiner took over the radio and it was time for the handling exercises. First of all to join the circuit at Sandtoft, descend dead side for left hand circuits on R05.

I descended fine, crossed over the threshold of R23, to join downwind. Although I solo'd at Sandtoft I've never been at ease there. I don't know why as I've landed at similar small strips and even grass strips. But I never feel that I can get the circuit nailed and was dreading that I was going to make a mistake and fail my skills test.

And my Sandtoft nemesis rose again. This time in the form of a black Jet Provost who also decided to join the circuit. Now those things can move, as I was lining up for downwind I saw her turning wide and fast to the right of me. As I was on downwind doing the pre-landing checks I could see her burning past me wide on my right to turn a military style curved approach. All good learning stuff to be in the circuit with such fast moving traffic but not on my skills test please!!

On base I lost sight of the Jet Provost, where had she gone? Then I saw her doing a low approach and going around. I was rattled and not 100% focussed. I made for a standard landing, touched down and was straight back up again, I've never liked touch and goes on short strips and the examiner did state in the debrief that I had landed a little hard but in my defence I said it was probably because I was focussed on getting us back in the air before we had even touched down.

So we went around again, my heart pumping, feeling that I had really messed up.

Hearing the Jet Provost R/T and talk of approaching on R23 - the opposite runway? Did I hear correctly? There was no wind so why not? But I was active in the circuit for R05. I don't know if I heard this or not but I certainly didn't feel comfortable to be in this circuit pattern.

As we approached the turn for base I was told this would be a glide approach and I was to reduce power at my discretion.

Base leg 1000ft up, power off, glide approach and in, but I was too high, too fast.

I realised this early and said I was going around. The examiner asked me to complete as far as I could. I flew lower and lower and then we pulled away. The point here was that I could have landed, but it would have been a full stop landing and not a touch and go hence my reluctance to complete.

The examiner gave me another thumbs up for good airmanship for making the decision not to land if I didn't feel confident. I also had inadvertently ticked another check point on the list: the go-around procedure.

With the Jet Provost still buzzing around, and no offence mean't to the Jet Provost team - I'd love to go up in one some day, we switched to plan B and moved on to Doncaster for further handling.

I climbed out of Sandtoft at the best rate of climb (Vy 79kts) - you need to know your Vy and Vx speeds and routed for the short hop to Doncaster.

We flew abeam R20 with the airfield already lit up even though there was quite a bit of daylight left. A really impressive sight.

I was then asked to fly straight and level at 60kts and hold that speed. Another of my 'tricky' manoeuvres as I'm very wary of getting onto the back of the drag curve.

But it went fine, I was then asked to climb another 500ft at this speed and then level out. Again, fine, no problems and it was fun to fly so slowly overhead a big airfield.

Then a bolt from the blue. The examiner called Doncaster ATC and made request to do the PFL using Doncaster as the target field. ATC went away to ask someone important if this could be done. In the meantime I did my first steep level turn to the right.

Doncaster ATC came back on the radio: PFL approved.

The examiner cut the power. I put carb heat on. Then he asked me to land us in an appropriate field. I identified a particularly wide long black 'field' to my left where the number '20' is.

Wow, this was going to be fun. I was overhead the runway and had to get myself aligned for a PFL to aim at a very specific point and in a left hand circuit which had been active as we had waited for clearance.

OK, into the full PFL activity. Glide speed and trimmed, check fuel etc., at 2500ft I'm at the end of R20 looking at my landing strip. The W.O.S.S.S.S.S. check: no wind, no obstacles, the shape of the runway was good, perhaps a little narrow as a field, but good, surface good, size good, under and over shoot good, slope good, sivilisation good. Hey, this international airport makes a good selection for a forced landing.

Downwind at 2000ft and descending, practice mayday call, 1500ft and first stage of flaps, turning for base, don't think I'm going to hit the numbers but will definitely make the field. Second stage of flaps at 1000ft. Prepare the passenger for crash landing - unlatch the door (and he does!).

Final approach. We are committed to land. Third stage of flaps. Looking for a slow speed touch down, flare and round out and do it slowly, slowly and finally touch down.

Excellent. Flaps down, full power, carb heat off, and back in the sky. So that was the PFL and the glide approach covered in one. As Doncaster is such a long runway we practiced the fanstop on the climb out. Nose down, look either side for a field, but straight ahead is still more runway - I'd choose that. Looking back, the one thing I didn't do in the PFL was the power checks at each 500ft descent, but not to worry in this case.

Back up to 3000ft using best angle of climb to get us there quickly and time for the left hand steep level turn. This wasn't as good as the first, I lost about 100ft, but managed to recover and get us back on our heading and level.

And now time for stalls. Following a H.A.S.E.L.L. check we started with a clean stall. Power back, keep the height, wait for the warner, then the buffet then the examiner to state 'Recover'.

Nose down, power, climb away. Onto approach configuration: two stages of flap, turning and stall by raising the nose. Recover at the warner - nose down, wings level, power. Finally three stages of flap as if on final approach, stall warner, nose down, power, climb.

On to VOR tracking. Tune into Gamston and listen for the dah-dah-dit dit-dah dah-dah Morse identifier for the GAM VOR. Using the morse code table on my kneeboard to decode the signal.

Then I was asked to track us towards Gamston (EGNE).

OK, turn the dial until the VOR arrow aligns with deviation indicators. This would put us on the 120 radial. Turn to 120 heading and follow the track. No problem. At this point the instructor took my chart and covered the windscreen. I've just entered cloud and need to turn 180 degrees to get out.

I made a forgivable error here. I looked to use a 1 minute rate one turn. Firstly I turned too sharply so was over rate one, then couldn't decide whether to use my watch or the aircraft's clock. Settling on the clock I held the rate one turn for one minute then levelled off. Good procedure if done correctly but I had been sloppy on the entry.

I also notice that our 120 heading was to the right, I had turned too far, we should have been heading on 300 after a 180 turn. Brain fade I guess, so I then made use of the HSI to get us heading to 300.

I'd now used two instruments and was disappointed, but again I had shown good airmanship in identifying that my rate one turn hadn't been good and that correcting by the HSI was quite correct.

The examiner also asked why I had done it the hard way - I don't know, something I must have read somewhere about doing a 180 degree turn using rate one turns...

All that was left to do was the unusual attitudes. The examiner took control and put us in a climbing turn near the stall. Nose down, wings level, power. Then onto a spiral dive, power off, wings level, level attitude, climb away. And another couple of similar attitudes before it was time to head back home to Sheffield.

An uneventful landing, taxi, park up and shut down then a big congratulations. I had passed. Fantastic!

We had been going for 2 hours, if felt more like ten minutes. Back at the office I was exhausted mentally and physically and also quite calm. I would say that in terms of elation I would have to put the solo QXC first, then the first solo and then the skills test.

In the office there was lots of paperwork to complete: skills test certificate, licence application, R/T licence application, medical, log book review and stamp, etc.

I didn't have my passport with me but will need to copy it and get it signed and stamped by the flying school before I send off my application. That should take a couple of weeks and I can't go flying as a PPL until the licence is received.

Then it will be time to take friends and family into the air and to move onto other types. The flying school's Diamond Stars do look tempting!

General Flying Test - Part 2

Flying Hours Today 2:00, Total 53:00

P1 Flying Hours Today 2:00, Total 12:15

As part of my revision I'd written up the various acronyms used during a flight and committed them to memory. The first one when ready to take off was Lights / Camera / Action, followed with the F.E.R.A.L. after take off checks.

I'd been told that you can fail the test before you've even left the ground if you fail to follow the basic checks. And remember to read check list actions and activities out loud so the examiner knows what you are doing.

As there was no wind I did my power checks at the hold point but explained that I would usually point into wind, every one of my actions was by deliberate thought and explanation.

Up and away out of Sheffield (EGSY) - over the M1/M18 VRP and setting course for Beverley on 050. Switching smoothly from Sheffield Radio to Doncaster Approach (EGCN), clear and precise radio calls with no rush.

Explaining to the examiner my thought processes as we climbed, levelled off and tuned radios. There was some haze at 2500ft making slant visibility that much worse so I explained I was climbing to 3500ft, much better.

I made a note of the ETA over Beverley, the racecourse to be precise, and throughout the short 40nm leg continued to recalculate the ETA.

As we approached Beverley it became obvious that we had drifted just a few degrees off track so I flew visually to the racecourse and explained the drift due to some wind that must be present at this level.

Down below it was obvious from smoke stacks that a very slight westerly was blowing and this had taken us a few degrees off course. We were overhead bang on time, to the minute. That felt good.

It was time to change heading to Louth, remembering to Twist/Turn/Time/Talk and also adding a 5 degree into wind correction angle to get us along the next leg. Minutes later we were over Hull and the diversion happened.

Divert to Sandtoft, from the North bank of the Humber. I spanned the route on the chart using my thumb and forefinger then, keeping this fixed position, moved to the VOR indicator over Gamston to read off a heading - basically using the VOR as my compass rose.

Adding in 5 degrees into wind to cover the wind correction and then estimated distance of 25nm using my thumb. At 100kts this would take 15mins, with a slight headwind lets call it 18mins and I planned this into the next ETA.

Using 18 mins was probably a bit too long, 16 was the actual, but it didn't count as a fail as I had taken a good guess and made correction for wind. The heading was spot on.

During the navigation exercise we had stayed with Doncaster the whole time. The airspace was quite literally buzzing with microlights, other PA28s, Cessnas and the Jet Provost out of Sandtoft stating intentions such as passing 3000ft, climbing to FL100. Quite a sight to see this small black dot moving at such pace.

The route to Sandtoft had the sun directly in our eyes and made forward visibility difficult. Listening hard on the radio all the time and building a mental picture of activity around us. I was also flying by tracking the surface below us on the chart as distant forward visibility was zero.

At one point we heard of unknown traffic nearby and at our 11 o'clock. We couldn't see it so I stated I was making a right turn to give a better view. Looking out before turning and then as we changed heading the Cherokee became very visible below us a couple of miles ahead. A silhouette against the haze.

I made a call that I was visual with the traffic then turned back on the heading to Sandtoft with slight correction for the turn we had just made. I was given a thumbs up from the examiner for showing good airmanship there.

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.

Dual QXC

Flying Hours Today 2:35, Total 38:30

P1 Flying Hours Today 0:00, Total 4:20

A late start today due to a major incident on the M62 en-route to Sandtoft (EGCF) meaning a diversion through the smaller roads of north Lincolnshire.

Arriving at the airfield 20 minutes late I was put straight onto the task of planning today's route for my dual qualifying cross country trip. The first leg of the route would be from Sandtoft to Sywell (EGBK) via the disused RAF Bottesford aerodrome.

From Sywell to Tatenhill (EGBM) and then returning to Sandtoft. A great opportunity to make use of RAF air traffic control and to liaise with East Midlands (EGNX) as the route skirts their zone.

Today I would be flying in G-LFSK, a PA-28 that I'd been in once before the previous year at the start of my flying training. This particular aircraft isn't fitted with a HSI so I would have to pay special attention during the FREDA checks to ensure that I was aligning the DI with the compass at regular intervals.

Due to my late arrival, another student had already completed the A-Check and fuelled up the aircraft so without further ado we were ready to go. The winds today were relatively light - estimated at 245/20 at our planned cruise altitude of 3000ft as we took off from Sandtoft on R23 for a left hand circuit climb. Climbing over the airfield in the circuit pattern but to 2000ft we then left the overhead heading 189 to Bottesfield and made a note of the time.

The route to Bottesfield isn't too onerous to navigate, making use of major features such as power stations, the River Trent and major towns. After leaving Sandtoft we switched over to the RAF Waddington combined zone controller covering RAF Scampton (EGXP), RAF Waddington (EGXW) and RAF Cranwell (EGYD).

The controller, like most military air traffic controllers in my experience was a fast talker and it took some effort to listen out for our call sign and also to respond quickly and correctly - we requested and received Radar Information Service, squawking the provided code. We climbed to just over 3000ft to avoid any MATZ infringements. There was broken cloud below us but we still had a clear view of the ground.

En-route we flew past many of the now disused former airbases, some used for gliding and microlight activity, others for mass storage space for cars. The disused RAF airfield at Winthorpe is now home to the Newark Air Museum and we could clearly see a Vulcan, some Canberras and various other ex-military hardware.

RAF Bottesford appeared on the nose exactly when and where it should have been - first nav leg completed successfully! We made the subtle change of heading to 194 for the next leg to Sywell some 26 minutes away. Some more spectacular views of Belvoir Castle and the very tall transmission tower to the north east of Melton Mowbray occasionally came into view through the breaks in the clouds.

Soon it was time to leave the RAF Waddington controller - she directed us to Cambridge (EGSC) but we opted for Sywell instead.

Still maintaining at least 3000ft as we crossed overhead the RAF Cottesmore MATZ and then flew past Corby and Kettering on the left. Pitsford Water came into view and provided an excellent visual reference, enabling us to identify Sywell Aerodrome a few miles to the east.

We had switched the second COM radio to Sywell frequency to enable us to listen in while still with RAF Waddington. By now we already know the QNH and the runway in use - R23. R23 interestingly doesn't feature in the Pooleys guide so we had to visualise it on the plan which wasn't too hard as R25 is published.

There was one other aircraft approaching from the east, and two helicopters doing general manoeuvres near the ground. A good lookout and strong situational awareness was called for. As we arrived from almost due North we over flew the airfield at at least 2000ft to ensure we weren't in the ATZ then began to make left hand turns in accordance with the circuit - making the positional report that we were overhead.

The other aircraft in the circuit was now visible and below us. The standard approach plan is to over fly the numbers at the downwind end of the runway - where we aim to be landing, making a call to announce descending dead side, then make a gradual left descending turn so that we are over the upwind numbers at 1000ft, from this point we join the downwind leg of the circuit and make for a normal approach and landing.

Sywell is a grass field. I haven't landed on one previously - my experience at Full Sutton was based more on flying the circuit rather than landing. This called for a slow approach, and a slow as possible touch down and as near to the numbers as possible.

Just to ensure I had one more thing to remember my instructor recommended that I didn't apply the brakes unless absolutely necessary otherwise we would be gouging the grass and possibly spinning everywhere.

One noticeable absence was the lack of yellow taxy lines - of course this being an open grass field there are no such things so we just made towards the parking area by the most direct route. Keeping a good eye out at all times for other traffic.

I visited control to pay the landing fee of £12, then headed to the famous Pilot's Mess cafe for a refreshing lemonade before we were back in G-LFSK and taxiing on the grass field to the threshold of R23.

I need to still brush up on my R/T when working out of ATC as I don't always use the correct terminology. We lined up for R23 and the instructor gave me another new task to learn: short field take off with flap. I'd never done this previously so now was as good a time as any to learn.

Two stages of flap set, we set off down the runway, with the yoke back in order to get lift as early as possible in order to protect the nose wheel. Soon we were breaking away from the ground but with the stall warner buzzing intermittently. Keep going said the instructor, and as we broke clear from the ground we pitched the nose forwards to increase airspeed and gain more lift. Before we knew it we were climbing away and at 200ft it was time to dispense with the flaps in stages.

We climbed overhead in the circuit pattern then set our direction for the M1/M6 intersection which had been on my original plan in order to avoid gliders at Husbands Bosworth and there was plenty of activity there. Gliders being towed and others flying freely.

We decided not to route to the M1/M6 but made better use of the industrial complex that is now on the site of the former RAF base at Bitteswell as a checkpoint. It is a registered VRP and much easier to see from the air. It was only a few nm from our planned checkpoint and only a few degrees off track so we flew visually directly to it.

At this time we said goodbye to Sywell and switched to East Midlands control. One of the first calls we heard was from an obvious student pilot in a helicopter - making those hesitant calls. I had some sympathy with him as sometimes it is overwhelming in the busy skies to constantly hear quick, clipped and professional chatter all day.

We had requested Radar Information Service but we were intermittently visible to the controllers so it was declined. As we got closer our signature must have strengthen and we were granted the full service.

Beyond Bitteswell we would be abeam the entry zone for Coventry airport (EGBE). East Midlands requested that we switch to Coventry to report our position, which we did with no issue from Coventry, then it was back to East Midlands who kept us informed of various other activity on our flight path from helicopters to microlights and other GA traffic.

We passed over the disused RAF Nuneaton airfield and noted that it must be a test track for new car production these days - and later invistigation showed that it is used as a testing ground for the Motor Industries Research Association. The airfield laid out as motorway and urban traffic systems and surrounded by trees to keep photographers away, but there was no activity for us to see today. As we approached Tatenhill we saw the railway marshalling yards for Virgin trains, a few miles south west of Burton on Trent. Two power stations act as guides to take us in to Tatenhill and, as we had done on arrival to Sywell, we tuned in to listen to activity at Tatenhill on the other COM radio before leaving East Midlands.

The active runway was 26L, and as before at Sywell just as we made our call we heard of another aircraft approaching from the south. We spotted this aircraft quite quickly below us as we made our overhead fly past. Making the overhead call, turning so we were over the touchdown numbers at 2000ft then a slow descending turn to get us over the upwind numbers at 1000ft.

We had noted that the other aircraft had over flown the end of the now disused part of the runway and was making a very wide circuit. We had to follow but I was feeling a little unsure as to the other pilot's intentions. He made an extended downwind leg, a long base and then onto final approach. I wasn't so sure in turning base once abeam of him on final but that is what we did.

The pilot in the other aircraft touched down as we turned for final approach, then seemed to slow down much too early. I needed him to clear the runway and soon. So I was slowing down and getting concerned about my airspeed. If I'd been on my own I would have elected to have gone around but the instructor kept faith and we continued the approach as the other pilot finally turned to the holding areas formed by a disused section of a cross runway.

Once the runway was clear the landing was uneventful and we were soon parking up on grass. Lots of aircraft here today, perhaps 15 GA aircraft plus 3 helicopters parked up. I checked in with control and paid the £8 fee. They were kind enough to direct me to the cafe were we sat down for a well earned cup of tea as we watched the Cessnas queuing up to take pleasure flights up.

The wind was also picking up and the cloud was thickening. We made to set off once again, but before engine start up we watched a Chipmonk in RAF training colours make a very smooth landing.

As we lined up I requested another try at the short field take off: two stages of flap, stall warning, take off and nose down. An excellent learning experience then we climbed in the circuit, made for 2000ft then left Tatenhill and made another call to East Midlands.

East Midlands gave us a squawk and Radar Information Service. If we climbed we would be flying through controlled airspace at 2500ft to the west of Derby so requested a climb to 3000ft which was granted. East Midlands ATC instructed us to report when crossing the M1 en-route to Sandtoft. This leg was fairly uneventful and we were soon at the M1. Just before I made the call, the East Midlands controller was calling us and switching us to Doncaster (EGCN). A call to Doncaster and we were on the home straight.

There was much radio traffic from an aircraft with call sign starting 'Ascot'. It appeared to be having an issue with some nav equipment and so was diverting to Manchester Airport (EGCC). We kept a close lookout but didn't see anything. As we approached the south of the Doncaster active we saw a Boeing 737 holding short of the runway - we were both given notification of our positions and both acknowledged visual contact.

It was weird being so close to a major airport and in uncontrolled airspace. The reason for the 737 holding was due to a Hercules transport on finals. We made visual contact and followed instructions to keep east of our current position. It was interesting to note the shallow approach made by the transporter. It was then time to squawk 7000 and switch back to Sandtoft to announce our return.

R23 was still active, this time we didn't bother flying over head, instead we descended to the 1000ft circuit height to the south east of the airfield then cut across the upwind numbers at the right altitude. I had to remember to finish the descent at 1000ft or above, anything lower than 1000ft could be a fail in the general flying test.

We joined the right hand circuit on the downwind leg and made for base then final turn. The wind had picked up somewhat since we had left and I had to apply quite a bit of power to get us to the airfield our groundspeed was very slow indeed. We touched down just over the threshold and had stopped within 100 metres. A quick turn around and we parked up by the flying school. An excellent QXC trail and I'm ready for the real thing as soon as I get some good clear weekend weather.

As an added bonus, the Sandtoft Jet Provost was in action again and it was great to see it taking off, climbing, looping the loop and doing barrel rolls. Something to try one of these days.

Wake Vortex: A Wake Up Call!

Flying Hours Today 2:15, Total 34:50

P1 Flying Hours Today 0:45, Total 4:20

Today was one of those full of flying experiences that I'll remember for some time to come. I should have known it was to be an interesting day when we started the flying lesson as we took off from Leeds (EGNM).

Departure instructions on R32 were to take off with left turn to exit the zone. I took off and at 500ft was instructed to make a right turn so my visualisation of our route was scrapped and I made for the easier and safer route out of the zone via Eccup. Flying over countryside rather than houses.

We left Leeds for Sandtoft today for more circuit consolidation. I need to build up my solo flying hours and really get my landings and circuit pattern nailed. I'm quite fine with this as I believe the navigation exercises are well covered and one of my apprehensions has been my ability to be able to land anywhere and in most conditions.

All was going fine with the instructor then I was let out on my own. My first circuit was fine, but on the second touch and go there was a crosswind on the narrow runway at Sandtoft (EGCF). I landed and used rudder for alignment, I had over aligned, so corrected in the other direction, but overcompensated. At the same time applying full power for a touch and go, by now weaving all over the place and heading for what looked like the edge of the tarmac at the wrong angle.

Quick decision time - stay or go? Brakes or power? Within a second I was aloft and so elected to continue, phew, but not too steeply please as there are buildings at the end of the runway so a fast shallow climb better than steep and slow to bust through any turbulence. I was really shaken by that incident.

Flying the following downwind I must have lost so much concentration I dropped to 700ft without noticing. Time to shape up and get back to 1000ft and sort things out. A strong word to myself and I got myself back on track with a few more touch-and-goes but that drop in altitude really did worry me - it simply shouldn't be happening at this stage in my flight training.

This flying business really focusses the mind - you can't decide to stop and get off when the ride gets bumpy. You need to focus until you are parked safely on the ground with the engine switched off.

I completed a few more touch-and-goes, all quite acceptable and the occasional greaser. On the last landing is came to a full stop to pick up my flying instructor and the we headed back to Leeds. A simple and familiar flight: heading of 280, joining from the east.

At Leeds the active runway today is 32, with right hand circuits. In my head, and looking out of the window I am visualising the situation. We are approaching a north westerly runway, from the east. Usual manner is to join base which would be 230, a simple left turn to get into position.

But not today, there was big iron in the vicinity - Boeing 737s - so I had to join downwind, i.e. 140. I was already heading to the downwind leg, but the wrong way around for a right hand circuit. The situation wasn't helped by another training PA28 given instructions to take off for a right hand circuit from runway 32.

Now I trust the judgement of ATC but I wasn't comfortable with being asked to join downwind by flying the opposite way along the downwind leg in order to turn tightly 180 degrees onto downwind especially when knowing another pilot was in the circuit on crosswind at this time. That manoeuvring was slightly unsettling but not too bad for what was to come.

We do the 180 turn and get settled on downwind. As a Ryanair B737 was approaching to land I was asked by ATC to do a couple of left hand orbits before base turn. A tip here from the instructor is to orbit around a fixed point - I chose a small lake and flew around that as the Ryanair jet landed.

Keep using the turn indicator to maintain the 2 min orbit but also fix to the ground position. This ensures that you don't drift and that in marginal weather you will always be sure of your position.

ATC instructed us to give 6 minutes clearance from the 737 to avoid any wake turbulence so we fly a long downwind and base. I'm now overflying built up Leeds for the first time away from the airfield so no chance to stretch a glide for landing.

I asked the instructor where he would put down in event of engine failure. He nominates a couple of football pitches that look so small to me, and surrounded by trees and houses. How on Earth would I be able to fly and land on those postage stamp sized fields?

I turned for final some way out, perhaps 4nm, and set up the aircraft for a nice gentle approach. Some 2 miles out, at 600ft, the aircraft just DROPS out of the sky, lurches to the right and down.

My instructor grabs the controls with none of the 'I have control' niceties. Kicks left rudder and left aileron, nose down, power etc. recovers in seconds but felt like forever.

I continue and do a good landing. It would appear that we got caught in the wake vortex of the 737. I've read about this but it was absolutely terrifying. Like a stall but with zero warning, no buffeting, no warner etc. I don't honestly know what I would have done if I'd been flying solo. We could have so easily gone into a spin and at only 600ft wouldn't have had much chance to recover.

I'm still ruminating over that one. A very close escape. That was one of those great learning opportunities that you can read all about in the flying books but until it happens you would never be able to have it explained to you on the ground.

CAVOK EFATO At Sandtoft

Flying Hours Today 1:40, Total 15:30

No flying last week, but this time it was planned. The weather was bad so there would have been no flying anyway.

This morning the sky was clear, fresh and still. The thermometer in my car indicated that it was -3C below freezing outside as I set off for the flying school. It would be an excellent day for flying.

On arrival at the flying school I found that the weather was officially CAVOK. The first time in almost 8 months that I'd heard that word in a forecast. CAVOK is an acronym for "Clouds and Visibility OK" and is defined as: i) No cloud below 5000ft above airfield level, ii) no cumulonimbus or towering cumulonimbus clouds at any height, iii) visibility 10km or more and iv) no significant weather.

Today we were to fly to Sandtoft (EGCF) for more circuit practice and to cover simulated emergencies. We drove out to G-BODD and the place was buzzing with GA pilots. At one point I counted 5 small aircraft with engines running - obviously the glorious clear skies had brought everyone out early for some great flying.

Another first as we approached the aircraft: there was ice on the wings. We were prepared as we had brought our ice scrapers with us! I did the checks as the instructor cleared the ice then we were ready to go.

Runway 14 was in use and unfortunately it put us directly into the sun. To compound matters the windscreen still had some internal condensation due to the ice and consequently the view out the front was simple a glare of whiteness.

This made take off quite tricky - it was difficult to see the runway marker lines for any long distance, but we managed to take off with no great drama. Climbing to 3000ft as there were no height restrictions and headed towards Sherburn (EGCJ), home of Sherburn Aero Club.

Another chance to do some elementary navigation - following the chart to get us to Sandtoft, identifying key markers on the ground including power stations, peat diggings, railways, canals, motorways etc. Also using the vapour trails from the cooling towers to give an indication of wind speed and direction.

A handy tip to maintain heading was to fix on a land marker then to maintain this heading and fix to a distant cloud feature and aim for that as the cloud would move with the wind and so our relative bearing would not change.

We approached Sandtoft and requested airfield details. We were given Runway 23 with right circuits. We performed the circuit join and flew over the numbers at the distant end of the runway, then descended to join the circuit where we were the only active aircraft.

I followed through the standard procedure, made the call for final on 23 and then aimed for the numbers and made what could be described as a "bumpy" touch and go. What was interesting was the experience of an effect I'd read about in the Human Performance book. Sandtoft is the minimum width for a licenced airfield in the UK with a width of only 18 metres. When my usual base is Leeds / Bradford with a width of 37m or 46m, or even Gamston (23m) from my previous landings this felt like flying into a very small space and at times my perception of approach speed and rate of descent were challenged as I felt I was coming in way too quickly.

After the first landing the instructor indicated that there may be a small tailwind and requested that the circuit be changed to Runway 5 left. We were granted this change and so we continued our course of 230M and after a couple of miles made a teardrop 180 degree change to put is in a position to approach on 5. The landing was better but still a little heavy.

We went around again and this time just before touching down, after we had throttled back, I added just a small increment of power to cushion our impact. This worked well. So well in fact that I was a bit slow on applying full power to get us airborne - a case of not resting on my laurels for too long!

The narrowness of the runway was still playing with my perceptions and I was over sensitive to the steering with the rudder making the aircraft weave along the runway, compensating one way and then the other. I was also pulling back too hard when rotating as I was very conscious of the hedge at the end of the runway and wanted to get clear as soon as possible.

Engine Failure After Take Off

"If engine power is lost in the climb-out following take-off, the options open to the pilot will vary according to how high the aeroplane is, the nature of the terrain ahead, the wind conditions and so on.

An event such as engine failure close to the ground requires prompt and decisive action by the pilot."

From Trevor Thom's The Air Pilot's Manual 1 As we climbed for the next circuit the instructor, without warning, cut the power. I had to react to the simulated EFATO (Engine Failure After Take Off).

Nose down to glide attitude, aiming for 80kts to give maximum reach. Then to identify a suitable field. I spotted one full of birds - it was big and wide and looked like a good option.

The instructor agreed and we applied power to get back into the circuit. As we were doing the pre-landing checks on the downwind leg I was told that we were to do a flap-less approach. We would be landing with more speed and the approach would be shallower as we would be trying to fly the aircraft onto the ground.

With higher speed to prevent the stall we need to approach in lower attitude. This was quite a challenge, especially with the view that Sandtoft still looked incredible narrow and short and we were expected to land even faster!! But I managed it with flying colours.

Remembering to do everything as normal but just with the lower glide slope and being more precise with the throttle - for rate of descent / climb - and attitude to maintain airspeed.

Another touch and go then back into the circuit where we had been joined by a microlight. This time we did a usual flapped landing and then back once more into the circuit. I must have been overloaded with information today as I was on finals before I realised I hadn't used any flap. I told the instructor and he said: "No problem, we'll do a flap-less approach."

I really didn't want to hear those words, but no problem, I focussed and carried on. I also realised that the instructor was now starting to fold his arms on my approaches. A good vote of confidence in me but I wanted him to be able to take over quickly if anything happened.

In fact I made a very good landing and was back in the circuit before I knew it. This time we made a very long final approach for a flapped landing. It was to be a measure of me being able to maintain the rate of descent and airspeed over a long distance. What happened in reality was that I was descending too quickly so I had to heap on the power a couple of times to get us to the numbers on the runway, a good exercise in subtle control though.

Following this touch and go we did another EFATO simulation. This time I noted pylons ahead so opted for a field to the left in order to avoid the pylons. We then headed back to Leeds, leaving the Sandtoft zone and making for the Leeds approach.

I maintained a height of 3000ft for the return leg. My skills at maintaining height are much improved although when in a busy situation it is all too easy to climb or descend by a couple of hundred feet before I realise.

We flew back to Leeds using the chart as a navigation aid rather than following a route that would be familiar - we wanted to arrive at Leeds as if we had never been there. We received the ATIS information to find Runway 32 in use. I made the call for entry into the zone via the VRP at Eccup and was granted permission to enter and not to fly above 2000ft - later, when in the zone and things hotting up I realised I'd let the altitude climb to 2200ft but it was soon rectified.

We tracked the A1 motorway to the right of Leeds and kept a look out for Eccup reservoir. From the south it appears as a thin sliver of water but when turning towards it it soon appears large and obvious.

We crossed Eccup and were instructed to join the right base leg of Runway 32 with QFE 991mb. I set the main altimeter and entered the base leg. Turned right to make final approach. There was a wind blowing us right so I had to crab the aircraft in. It seemed an interminable time before the runway started to get any closer.

I was now also suffering the reverse of what had happened at Sandtoft! Going from an 886x18m runway to 2250x46m runway was affecting my judgement, the runway appeared to be much closer than it was and so I wanted to reduce speed. I maintained focus and aimed for the numbers and we touched down neatly.

Just before touchdown the crosswind dropped and I only weaved slightly on the runway - however on a runway over twice as wide as Sandtoft a slight weave is hardly noticeable. We taxied off to MFW (Multiflight West), switching to Leeds Tower then shut everything down for the day.

Now it is time for the Christmas break and to consolidate my learning so far. I'm also still practicing for the Aircraft Technical exam and expect to have that covered in the New Year.