General Flying Test - Part 1

Flying Hours Today 2:00, Total 53:00

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

It's been over 18 months since I wrote my first blog entry, so I think this is a good time to review some facts and figures that I've notched up during those 18 months...

• One Medical
• One R/T Theory Exam
• Two Flying Schools
• Two Aircraft Types
• Seven Exam Papers
• Seven Different Aircraft
• Eight Instructors
• Eleven Text Books
• Ten Different Airfields (Grass strip to Class D ATC)
• Dozens Of Take Offs And Landings
• 51 Flying Hours, 10 Of Them Solo
• About £7,500 In Cash
• A Number Of Scares
• Even More Highs

I've been ready for my skills test probably since my 45th hour. There comes a time when it all starts to fit into place and the individual skills and actions become one.

I'm thinking here of the precise and skilled flying in the circuit, the overhead join at a distant airfield, the R/T dialogue with various station types, flying the aircraft by 'feel' rather than following the numbers on the instruments.

As the test date drew closer I found myself reading and re-reading the CAA documentation on the test: "CAA JAR FCL Notes for the Guidance of Applicants taking the PPL Skill Test (Aeroplanes). Standards Document 19."

This is a must for any of you preparing for the test as it documents exactly what you will be tested on. One of the test objectives is for the candidate to demonstrate recovery from a spiral dive - I don't recall this in my training so read up on it in the flight training manuals. And yes - it did come up in the test! I also found myself revisiting "CAP 413 Radio Telephony Manual" for a brush up on MATZ and controlled airspace terminology.

The weather this week has been fantastic for flying. There was no way that my Saturday morning appointment could be cancelled, even on Tuesday the long range forecast showed Saturday to be fine, bright, sunny and cold. Perfect weather for a skills test. However on Friday I received a call from the flying school. Could we move the test to the afternoon? Phew! no problem. Afternoon might actually be better as any early fog or mist will have burned off, I would also have extra revision hours.

I was up early to start my revision and after checking NOTAMS and weather charts took a look at the TAFs and METARs for the area of my test. Just looking at these gave me the biggest grin. Could I ask for better weather for a skills test?

TAFs
DONCASTER FINNINGLEY : EGCN 190907Z 191019 24003KT 6000 NSC BECMG 1013 CAVOK
EAST MIDLANDS : EGNX 190902Z 191019 VRB03KT 7000 NSC TEMPO 1011 3000 BR TEMPO 1016 CAVOK
HUMBERSIDE : EGNJ 190907Z 191019 24003KT 3000 FEW020 BECMG 1013 9000
LEEDS BRADFORD : EGNM 190907Z 191019 27007KT CAVOK

METARs
DONCASTER FINNINGLEY : EGCN 190920Z 30003KT 7000 SKC 00/00 Q1033
EAST MIDLANDS : EGNX 190950Z 27002KT 5000 BR SKC M00/M01 Q1032
HUMBERSIDE : EGNJ 190950Z 24004KT 3500 BR FEW010 00/M01 Q1032
LEEDS BRADFORD : EGNM 190950Z 28005KT CAVOK 02/M00 Q1031

Just before I set off for my 1400hrs appointment I checked again, it was getting better - look at the wind on the METARs for Doncaster and East Midlands!

TAFs
DONCASTER FINNINGLEY : EGCN 191205Z 191322 27003KT CAVOK
EAST MIDLANDS : EGNX 191201Z 191322 VRB03KT 9000 NSC TEMPO 1316 CAVOK BECMG 1922 4000 BR TEMPO 2022 0200 FZFG VV///
HUMBERSIDE : EGNJ 191205Z 191321 VRB03KT 4000 HZ FEW060 TEMPO 1318 6000
LEEDS BRADFORD : EGNM 191205Z 191322 26006KT CAVOK

METARs
DONCASTER FINNINGLEY : EGCN 191150Z 00000KT 9000 SKC 05/03 Q1033
EAST MIDLANDS : EGNX 191220Z 00000KT 9000 SKC 04/01 Q1032
HUMBERSIDE : EGNJ 191220Z 23003KT 3500 BR FEW010 04/02 Q1032
LEEDS BRADFORD : EGNM 191220Z 27006KT CAVOK 05/02 Q1031

I arrived at the flying school at 1330. The examiner was out flying so I took the note he had left me: plan a route from the M1/M18 VRP to Beverley then Louth and back to Sheffield. Not a problem.

A beautifully drawn up route with the closing angle error lines, the safe altitudes, times, expected fuel burn, etc. etc. was produced. For the first time in all my planning the wind vector was 0/0. No wind correction factor to consider at all. I was slightly disappointed in this as I wanted to be able to demonstrate that I knew how to apply the correction factor with the whiz wheel.

It was at this time that the other pilots coming in and out of the flying school were repeatedly talking about how brilliant the weather aloft was. They also commented on how busy it was - my R/T would have to be sharp and on-the-ball today.

I completed the other paperwork, weight and balance check etc. and presented this and my route plan to the examiner on his return.

All was in order and he briefed me on what we would do and how we would do it, for example during the navigation exercise he would act as a passenger, during the handling exercises he would handle the radio.

We talked about a diversion that would happen and other areas I would be examined on. He explained that he was testing me against the CAA criteria but was also looking for those intangibles such as good airmanship and handling of the aircraft - his rule of thumb: would he let a non-flying member of his family go flying with me as one of my passengers.

After the briefing the examiner sent me out to check over the aircraft and joined me after five minutes. This is when the test began properly. The examiner was friendly and talkative and simply followed me into the aircraft and sat down.

It was a bit like play acting to talk to an experienced pilot as passenger but I explained to him how to close and open the door, how to insert his head phones, how to buckle up. I explained the emergency drill and his responsibilities. Pointed out the fire extinguisher and first aid box etc.

This actually worked better than expected and I began to feel in control. Reminiscent of being on a solo cross country flight but with a passenger.

It was down to me to do all the checks, start up and then call the tower for airfield information. I did get the examiner to take control to test the brakes - something drilled into me. Although this is a skills test I would still want to ensure that we are flying as safely as possible.

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!

Gusty Cancellation ... Again

Flying Hours Today 0:00, Total 11:25

Saturday was a good day for flying, but the weather forecast for Sunday wasn't looking too good. An early rise and a quick visit to the Met Office website to download the latest F215 - low level weather - and F214 - UK spot wind chart.

I also printed the TAF and METAR pages. They didn't make good reading. The TAF for Leeds Bradford - EGNM - had the ominous 36018G30KT entry...

I called my instructor as he was en-route to the airport and read out the bad news. He was going in to check to see if it would be feasible to go for circuits at Gamston.

Twenty minutes later he called back with the bad news that today would be another cancellation. The gusting northerly weather was all across the eastern side of England.

Learning to do controlled approaches in gusting wind would not be a good use of my time and money. As we have also now covered the other 'back-up' exercises such as basic instrument operations and steep, level turns, there was no point in taking to the air today. Roll on next week...

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.