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.

Trust Your Instruments

Flying Hours Today 1:00, Total 10:15

The weather forecast over the weekend did not look good for flying lessons, but it was expected that the overcast cloud would clear early on Sunday morning. My instructor called me just after 0700hrs and suggested I make it to the flight school by 0900hrs and we would review the weather at that time.

This wasn't such a bad plan as I was intending on sitting my meteorology exam and so would need to be at the flight school today anyway.

On arrival I could just make out small patches of blue sky through the thick stratus. The cloud cover was still really 8 oktas, it couldn't be classed as broken, but things looked up.

As we were going to fly to Full Sutton (EGNU) again, where the cloud cover further east was forecast to break up, we decided to take to the skies for another flying lesson.

Today's lesson was to be all about approaches, and getting the appropriate visualisation of the runway confirmed. A short briefing on this, the PAPI lights - not for our use - and the importance of an accurate and fixed glide slope. You don't want to be approaching the runway at different angles time and again, learn the approach well and then the landing will be a piece of cake. Remember: it is power to control altitude and attitude to control air speed.

We booked out for a Special VFR departure from Leeds where the instructor would be doing most of the flying, then moved out to the apron to refuel G-BODD. All the usual checks completed, and instructions to taxi to runway 32 given.

A different route this time, keeping us from the usual Foxtrot taxiway we were instructed to take Golf then Lima at Leeds Bradford (EGNM). It is striking how easy it becomes to get set in a pattern, I'd always left the Multiflight apron via Foxtrot and duly headed that way, with a plan to then turn onto Golf and Lima, but was quickly prompted to make a sharp right turn to the correct entry on to Golf.

We had to wait at the Lima holding point for a Gulfstream - N16NK - to taxy by. By the sound of the pilot's voice and the time of day I assumed this had just flown in from the USA - but I could not be sure.

I completed the power checks then moved out to R32, initially heading 14M to backtrack at Delta then the usual take off. Slight wind from the left so to factor this in.

Instrument Flying

"The three fundamental skills in instrument flying are: instrument cross-check (also known as scanning the instruments); instrument interpretation (understanding their message); and aeroplane control (directing the aeroplane along the desired flightpath at the desired airspeed using attitude flying)."

From Trevor Thom's The Air Pilot's Manual 1 Very soon we were flying in cloud. The instructor took the opportunity to get me some instrument flying practice. Flying completely by the attitude indicate with no visual reference outside. We turned to the east, saw a break in the clouds over Harewood House and then we were back in the clouds. As we headed to Full Sutton it was becoming clear that the cloud was not improving and so we maintained radio contact with Leeds and requested a Radar Information Service. At very short notice the lesson changed to one of instrument training.

Instrument flying was not quite as challenging as I had expected - although I was only doing the extremely basic work of turns and maintaining altitude.

Although the attitude indicator is the main instrument to monitor during instrument flying, it has to be remembered that the instrument could still fail. Therefore it is imperative that we scan the other instruments to back up what the attitude indicator is telling us.

If flying with our wings level then our heading will not change as we are not banking.

Iif our attitude is correct we will not climb or descent - if expecting to be in straight and level flight.

So remember to scan the instruments : dot for altitude i.e. if the dot in the centre of the attitude indicator is aligned with the attitude dot - dot on dot - then altitude will remain constant, and wings for direction.

Every few seconds scan right to the altimeter and then down to the direction indicator. We practiced a few turns left and right, using rate one turns in IMC conditions. Get the rate one bank then hold that for the turn, level out with about 10 degrees remaining on the DI. Climb and descend as in VFR conditions. I managed to maintain 3000ft incredibly well, it almost seemed easier than in VFR conditions.

The instructor had also been navigating using radio nav aids. We flew over Drax Power Station, about 30 miles to the east of Leeds and felt the turbulence caused by the cooling towers, this made the instrument flying more challenging as I had to handle the turbulent motion and maintain heading and level.

As is always the case it was soon time to return to Leeds. The instructor made the calls to receive the vectors and we headed on 280 back to the airfield.

It was interesting to hear the radar service gave us indications of other aircraft in our vicinity. Quite unnerving to know that others are flying near by with no visual contact - the traffic controllers certainly do an excellent job and in one case we took their advice to change heading to maintain distance with another, unseen, aircraft.

Now the lesson got really interesting as the localiser was brought into play, along with the glide slope indicators. The instructor was making some rapid calculations on heading, direction, height, cloud base etc. etc. as I just flew the aeroplane.

Shortly we were flying over Leeds as I could see Kirkstall Abbey through a break in the cloud. We were making an instrument approach on R32 as is done by the big jets, this is the first time I had made this approach as a pilot, having lived it maybe a hundred times as a passenger.

We broke clear of the cloud at about 600ft aal. The runway was lit up in all its glory. The approach training was back on as I targeted us for a point just to the right of the PAPI lights. Closer and closer, dropping the power as we neared the ground, back pressure, then allow the aircraft to fall gently onto the concrete. The instructor was in control for the landing, but it was the closest I had yet come to making a landing.

The instructor made an excellent point about landings - you are not trying to fly the aircraft onto the ground, i.e. making a precision approach where you intercept the ground at almost zero vertical speed, instead you aim to fly level with the ground, then use attitude to lower airspeed and, consequently, lift and then the aircraft will slowly fall onto the runway and you have landed.

Taxy back to Multiflight West then back to the flying school.

Fog

Flying Hours Today 0:00, Total 9:15

Today I was expecting to do my first landing. Unfortunately the weather wasn't at all suitable, thick autumnal fog was obscuring not only Leeds Bradford airport but the majority of the Vale of York where I was planning to continue my circuits.

At least this weather phenomenon gave me a real world example of the conditions under which fog forms - I've been re-reading the meteorology section of Trevor Thom's book 2 and getting much more focussed on the weather examination.

I am much more confident now and would expect to sit this exam next Sunday if the flying is back on then. Weather is a complex subject but if you take the time to break down the concepts and get a real understanding of what is happening, then it all comes together to make perfect sense.

You'll also find that those high school physics lessons actually start to become useful when recalling latent heat and the relationships between temperature and pressure!

Flying At Full Sutton

Flying Hours Today 1:40, Total 9:15

I'd been studying meteorology during the week, but by the time Saturday came around I was tired Saturday and so didn't put myself through the PPL Confuser practice exam. I didn't want to sit the real exam without doing the important PPL Confuser work so decided to study for another week.

The weather forecast for this weekend wasn't too great anyway and I didn't plan on attending the flight school just to sit a single exam, so it wouldn't be a major issue to wait another week.

I was in for a rare pleasant surprise when dawn broke on Sunday and my flying lesson was confirm to be on. I arrived at the flight school just before 0900hrs and we headed for the apron as there was no need to repeat the circuits briefing from the previous week.

Doing the fuel checks I found, for the first time, some water in the fuel sample - probably due to overnight rain and also condensation in the tanks. It just goes to show how vital these checks are - they are not to be skipped under any circumstances.

Checks complete and out to R14, holding at F1, then proceeding out to the runway and take off. As Leeds Bradford (EGNM) is a relatively busy airport with various Boeing and Airbus jets flying in and out we couldn't practice our circuits there. So today we would be heading for Full Sutton (EGNU), a small grass airfield just beyond York, to practice.

This ariel shot of the airstrip clearly shows the prison to the north of the strip - a strictly no fly zone.

It didn't take long before we arrived at Full Sutton. Leaving the Leeds approach controllers we set squawk to 7000 - switching to standby mode before we made the change, then contacted the air/ground radio at Full Sutton, where we were informed that circuits were to be flown right handed, which was contrary to the usual left hand circuits that I had been practicing in my head.

Getting closer, we avoiding overflying the prison and the town of Stamford Bridge, descending and flying right around the airfield to cross over the threshold of R04 at circuit height - 1000ft - then on to join the circuit with the instructor's assistance.

I did the line up and approach for R22 with the instructor taking over for the landing. My first touch down on a small, narrow, grass runway - quite a different experience to the huge, wide, concrete runway that I have become accustomed to at Leeds Bradford.

A short stop into the club house to confirm permission for the circuit practice. This was also the first time I had flown to another airfield - we had had to book out at Leeds to inform them that we would not be a local flight and would be landing elsewhere - Full Sutton in this case. It is important to always give the right information as Leeds will be watching for us on their radar and if we disappear at ground level - well, they might start to think the worst has happened...

Back into G-BODD and the instructor took the controls to get us back to the runway - taxying much more slowly and with full back pressure on the yolk to keep the weight off the nose wheel in the event of coming across any holes or bumps.

We took our time to complete the power checks while waiting for another aircraft to land. Then crossed from the hard surface of the taxy way - a former runway - to grass at 45 degrees before backtracking down the side of the runway to the arrow just before the "22" numbers. We would have 2 levels of flap for this short field take off.

We aligned the aircraft to the left of the stone-chalked arrow to minimised blown stones - and noted a distant pylon as the aiming point of the runway centre line. Time to apply power and as we start to move the instructor weaves us from the arrow between the stones of the 2 and 2 and along the grass strip - we are airborne before we even touch the hard surface of the former runway that crosses the grass strip.

Note also that Full Sutton uses air / ground radio. There is no ATC here but radio is used to communicate position and intentions so that other pilots flying in the air or manoeuvring on the ground aware of the situation.

The instructor flew the first circuit - full power climb to 500ft at 75kts, turn right through 90 degrees using 15 degrees angle of bank, continue climbing to 1000ft where we level off and turn right at 30 degrees angle of bank to run parallel to the runway - i.e. heading 040.

Reduce power to cruising speed around 2300rpm at 100kts and trim. When abeam of the end of the runway a quick radio call : "G-DD downwind for touch and go on R22" - I soon picked up that it is runway two two, not twenty-two, as I did state more than once.

Time for the pre-landing checks: Brakes, Undercarriage, Mixture Rich, Carburettor Heat On, Magnetos Both On, Primer In and Locked, Fuel Pump On, Check Fuel Tank In Use and Sufficient Fuel, Hatches And Harnesses, Flap, Carburettor Heat Off.

When the end of the runway is 45 degrees over my right shoulder I commenced a 90 degree turn to the right, using the DI bugs to assist me, and 30 degrees of bank - but I must remember not to go too steep!

During this turn put carburettor heat back on. When flying straight and level power down to 1700rpm, and enter the glide attitude - you know when this is correct when airspeed is at 80kts. The airspeed is already in the white arc so it is safe to apply 2 stages of flap, but I must ensure that I maintain the same attitude when the flaps deploy.

At the appropriate time, turn right through 90 degrees, using a maximum of 30 degrees of bank, due to slow air speed, to line up with the runway.

Do not try to make the turn steeper if overshooting as there is a danger of stalling, instead overshoot then turn back on course.

Maintain the runway numbers / threshold marker in the same position in the windscreen. Monitor for any change in the descent angle and adjust with small - 100rpm - changes in power. Get trimmed and at 500ft apply the 3rd stage of flap and turn carburettor heat off. When your right hand isn't doing anything, put it on the throttle.

Gentle bring the aircraft to the runway, as the runway begins to fill the visual picture it is time to reduce power to idle, to glide along the ground and then to drop down slowly on to the runway - but we didn't do any of that, it was time to do a go-around without touching the ground.

When within a few feet of the ground, gradually apply full power, drop the 3rd stage of flap, climb to 200ft before dropping the remainder of the flap. Then simply repeat all the above 4 more times before heading back to Leeds.

Flying back to Leeds we took the opportunity to start to look at navigation. Using the instructor's aviation chart to identify landmarks, to set a course and to calculate the heading to take by checking against VOR/NDB schematics on the chart which provide a ready made compass rose on the paper.

We passed Ruffoth and maintained altitude above the 2100ft where gliders may be being towed. Then over Wetherby and on towards Eccup.

As we contacted Leeds Tower we made to join the left hand circuit at the downwind leg and then to do an orbit when abeam the threshold of R14. Setting the QFE at 973mb - yes, that low. We headed for Cookridge tower which is an obvious landmark for pilots and then turned right to join the circuit.

The orbit wasn't necessary in the end and further instruction from ATC told us to proceed to final approach at 2nm - confirmation was requested that this overruled the orbit requirement. We were at 1000ft height above airfield level (aal) in the circuit, we turned for the base leg and then for the approach - going through the checks and actions we had been practising already. The instructor did the R/T work while I concentrated on the approach - the runway at Leeds / Bradford looked enormous. A Jet2 jet had just taken off before us and looked quite small on the runway.

There was a strong crosswind. As we came nearer to the runway I was uncertain of our ability to land as we were crabbing and pointing significantly out of line of the runway but were tracking in the right direction.

For the final seconds of the flight the instructor took control and I followed through, an uneventful landing in the end. I took control and taxied us back to Multiflight West on the south side of the airport via Lima. My taxying skills are improving greatly. The end of another fantastic lesson - more of the same next week except this time I will be looking to land as well.

Stalling? That Sounds Bad!

Flying Hours Today 1:20, Total 7:35

When the alarm went off this morning, it was still dark. A sure sign that the winter days are closing in. The weather was good though. Broken cloud but not much wind. An ideal day to finish the medium, level turns and to get into stalls.

I set off to the flying school without even doing a phone check as I was planning to do my first exam too - Human Performance. Today was to be a good day, I would be completing my basic training before moving onto circuits, navigation, solo and passing my first exam if everything went to plan.

I arrived at the school and heard how the school's Cougar G-REAT had finally been decommissioned and was rapidly being dismantled for spares. The registration has also gone with it so there will be no more G-REAT flying in the near future.

Then we sat down with a warm coffee to start the stalls briefing. I would learn that there are many types: clean and fully developed, flaps at 2nd stage (30 deg) and also full flaps. I also learned a new acronym: EFATO - Engine Failure After Take Off - which is the one time when you need to be able to get into a glide attitude immediately.

We also discussed HASELL checks before practicing stalling manoeuvres: Height - with recover height above 3000ft above ground level (AGL), Airframe - flaps, gear, trim, straight and level, Security - of hatches, kit, people!, Engine - FREDA checks and carb heat on for power reduction, Location - with a sub-acronym of CAT - Clouds, Airspace, Towns - all in the clear, and Look-out - a visual check of all around. Slow speed flying was also discussed as this is a part of the overall exercise.

Out to the airfield, for the first time I went airside alone, after passing security, and commenced the checks unaided. I found that the oil was slightly low so we put an extra litre in. Tuned in and received the ATIS (QNH was 1020mb - high!). Then taxi to F3 for R09. Immediate clearance given after the power checks and we took off to Harrogate.

En-route to Harrogate we covered the slow flying exercises. Down to 60kts as we headed for a huge gap in the clouds between Harrogate and Dishforth. Here we completed the 30 degree medium level turns - much, much easier when the horizon is quite distinct. Then up to 4000ft to start the stall practise.

Stalling

"Streamline flow over the wings breaks down and becomes turbulent when the critical (or stalling) angle of attack is exceeded. This causes buffeting (shaking or shuddering) of the airframe, felt through the controls; a marked decrease in lift, resulting in sinking; rearward movement of the centre of pressure (through which the lift acts), resulting in the nose dropping; a marked drag increase."

From Trevor Thom's The Air Pilot's Manual 1 Stalling was much less eventful than I had expected. The Piper is designed to handle well in a stall, there was shuddering and shaking as we stalled in a clean configuration, but it was simple to head into a glide descent to cure this.

We followed the same procedure for a powered climb to exit from the stall the next time around. What is interesting is the amount of height lost - it doesn't feel as though you are in a descent but the vertical speed indicator will soon be reading 1000ft per minute descent rate!

Included in the HASELL checks were the carb heat checks - remember to put carb heat ON when the power is to be reduced, then off just before the manoeuvre so that full power will be available.

During the exercise we appeared to climb more then descending. Eventually reaching 5000ft - my highest altitude to date. Where ice was beginning to form on the windows. From here we practised the 2 and 3 stage flap exercises. When flap is extended wait until the "nodding" of the nose is downwards and hit the power at that point - get a positive rate of climb and gently release the flap to stage 1, and then to off as the positive rate is maintained. Remembering that with full flaps take the 3 stage off ASAP to reduce the drag.

We moved on to cover stalling in a turn. Break out of the turn while applying the power and then covering the flap activity if required. Before long it was time to head back, so we did my first steep turn as we descended. A spiral dive dropped us from 5000ft to 3000ft extremely quickly using a 60 degree turn to the right. Great fun.

Then heading back to the airfield. I did the calls to approach to get clearance for the zone (5 miles NE of the field requesting zone entry on VFR). QFE was 995 - then to the tower where we requested an approach left hand down wind on 09.

The response to my request was unexpected - something about orbits? I deferred to the instructor. We had to do a left hand orbit at rate 1. Something I'd read about but not applied as yet. As we completed this we had to do another and were being blown towards the airfield so were directed out on 280. Turned and then lined up to R09 with a cross wind blowing from our left. A really good approach with flaps lowered, centre line maintained, runway perspective all OK then the instructor took over as we crossed the threshold. An excellent approach at the end of an excellent lesson. Exit R09 on taxiway Delta, then R32, taxiway Lima and Golf. Turning into Multiflight West I understeered and we got to the edge of the taxyway but the turn was made good by the instructor.

Exam Briefing and a New iCOM

Flying Hours Today 0:00, Total 5:20

It was a pretty standard Sunday morning in September: windy, low cloud, with a dark front approaching. I set off to the flying school and got to within 5 minutes of the airport when I received a call to confirm that the double lesson I had booked was not to go ahead. Beaten by the weather once more.

As I was so close to the flying school I decided to call in, to get a warm cup of coffee and to ask about the exams I would have to soon start taking. The seven I need to take are:

• Aircraft General
• Radio Telephony
• Air Law
• Air Navigation
• Human Performance
• Meteorology
• Flight Performance & Planning

At the time of writing the fee for each of the exam papers is £12 per sitting. My plan now is to prep for those I can sit immediately and take them when a lesson may be cancelled in future.

You can find out a whole lot more about the details and how I fared by visiting my ground school and examinations posts.

At the flying school I took the time to browse the internet and found some useful TAF / METAR sites that provide background as to why my lesson was cancelled again ;-)

I also picked up the phone number for LBA ATIS: +44 (0) 113 250 96 96 x 2489, which will be useful for getting an early appreciation of the conditions in future.

On returning home I dropped into the AirSupply shop near to the airport to pick up the PPL Confuser to aid in my exam prep. I also decided to buy an ICOM IC-R5 receiver to start listening into R/T in order to get a better understanding of protocol and the language used to help me in the R/T exam.

At the time, AirSupply ran an excellent buy back scheme on scanners - if you keep the box & packaging etc. you get a 50% rebate back if you want to put the equity against something else they sell (e.g. headphones). I don't know if that still stands, but it is worth a call to find out.

In the past week I've also been looking into getting my medical appointment booked so that when I do finally get to go solo I won't be stumped.

The TAF Says 'Washed Out'

Flying Hours Today 0:00, Total 4:05

I arrived back from holiday in Mallorca on Saturday night. Flying into Manchester at around 2200hrs following a blustery and rain soaked approach over the Pennines.

Things didn't look too good for flying on the Sunday morning and my hunch was right. The TAF for Leeds this morning is:

Leeds And Bradford in United Kingdom EGNM 139' W 5352' N Elevation: 682 feet
Updated At : 08:20:00 GMT Standard Time
Temp: 10 C / 50 F Humidity: 100 %
Clouds: Few at 500, Scattered at 1000, Broken at 2000 feet
Visibility: Unlimited
Wind: 17 knots from 250 ( WSW )
Windchill: -2 C / 28 F
Dew point: 10 C / 50 F
Pressure: 1007 hPa
Sunrise: 06:38:00 GMT Standard Time , Sunset: 19:23:00 GMT Standard Time
METAR: EGNM 120720Z 25017KT 220V280 9999 -SHRA FEW005 SCT010 BKN020 10/10 Q1007


Forecast for: EGNM Valid From: 12 / 09 / 2004 ( 12 :00) to the 13 th ( 06 :00)
Overnight Mostly cloudy (Broken at 2200, Broken at 1000 feet) with winds from the WSW at 17 mph gusting to 29 mph.
Morning Fair with winds from the WSW 220-280 at 20 mph.
Afternoon Fair with winds from the WSW 220-280 at 20 mph.
Evening Fair with winds from the WSW 220-280 at 20 mph.
TAF: EGNM 120720Z 25017KT 220V280 9999 -SHRA FEW005 SCT010 BKN020 10/10 Q1007

So no lesson today - this was confirmed by the school shortly after 0900hrs when I called in. At least this time I hadn't got in the car to drive there! What was useful today was the fact that I had decoded the METAR and TAF for the airport and didn't think that we would be going flying. Looks like the reading of those books on the weather is starting to pay off.