From Zero to Forty Five - my PPL Diary
Hi Lee. Glad someone is getting some flying in! Just to validate you point about judging the glide - that was the thing I really struggle(d) with during PFLs. Once you've learnt what the picture should look like it's not so bad but it takes a lot of experience. Then again, doesn't everything! 
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... it has been bloody windy, close or past aircraft limits. My instructor told me I would have already gone solo had it not been for this fact ...
(It's usually true of course.)
Cheers Mate! It will happen when it happens. Look on the good side: you are getting invaluable experience in coping with rotten flying weather!
Just think how it would be if you learned in creampuff weather, went solo, and then copped a pasting!
You are doing it the right way.
Just for the record, did the first navex today. About a 140 nm triangle. Trying to minimise the bits of paper, pencils, maps and erasers that I\'m juggling. Trying to get the right frequencies and make the right calls to radar, local and military controllers and so on. Recompute ETA, track groundspeed, SARtime, fuel and so on.
Oh - and fly the plane as well.
Going to go out and do some circuits tomorrow or Thursday to get used to the Warrior a bit better - of course the new DC headset will make my flying infinitely better.
Just think how it would be if you learned in creampuff weather, went solo, and then copped a pasting!
You are doing it the right way.
Just for the record, did the first navex today. About a 140 nm triangle. Trying to minimise the bits of paper, pencils, maps and erasers that I\'m juggling. Trying to get the right frequencies and make the right calls to radar, local and military controllers and so on. Recompute ETA, track groundspeed, SARtime, fuel and so on.
Oh - and fly the plane as well.
Going to go out and do some circuits tomorrow or Thursday to get used to the Warrior a bit better - of course the new DC headset will make my flying infinitely better.
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Anyway, that’s UK aviation for you so I either get used to it or stress myself out!
Sunfish...
Just for the record, did the first navex today. About a 140 nm triangle. Trying to minimise the bits of paper, pencils, maps and erasers that I\'m juggling. Trying to get the right frequencies and make the right calls to radar, local and military controllers and so on. Recompute ETA, track groundspeed, SARtime, fuel and so on.
Oh - and fly the plane as well.
Going to go out and do some circuits tomorrow or Thursday to get used to the Warrior a bit better
Oh - and fly the plane as well.
Going to go out and do some circuits tomorrow or Thursday to get used to the Warrior a bit better
It gets better after a while!! (then they start giving you diversions... 
)Adam
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1 Day – 2 logbook entries
No, sorry, it’s not my solo but a very interesting and challenging lesson indeed. Because I am waiting for the weather to do my solo, it was agreed that I needed to do something else and get out of the circuit for now, because I have done a hell of a lot and need to do something else. So today, we decided to go to Blackpool.
Got all sorted and started checklists etc then parked into wind to do power checks etc. this is the thing, for the past 2 lessons now I have missed things in the checklist – I am too eager to get going and I miss a page out, or I say we are ready to get clearance when really I should be at 1800 rpm checking the magnetos! I think it is eagerness to fly, and next time I get in the aircraft, I am gonna slow down a little to make sure I don’t miss anything out – don’t wanna look unsafe! The thing is, I seem to recall saying something like this in an earlier entry, where I was missing things off the checklist – I need to work on this or it may just let me down on the check ride!
So on to the flight. We would leave the zone standard VFR via Seaforth, head out towards Maghull, then remain east abeam Woodvale and onto Blackpool. It was decided that we wouldn’t talk to Woodvale on the way there, but to try and contact Warton instead – so we did:
“Warton Tower Golf ####”
nothing………….
“Warton Tower Golf ####”
Ok, still no reply so we went over to Blackpool ATIs, copied the details, then stood by on their approach freq. This is the point where I could feel my legs tingling with adrenalin, because I knew what was coming up. Something which I had only done in a practical exam, which scared the sh*t out of me. The dreaded position report. Ok so my instructor went through what I needed to say briefly, and I remembered from the RT oral. I hit the PTT button and off I went:
Who we are: G#### is a PA38
Where we are from and where going: routing Blackpool to Liverpool
Any checkpoints: via Ormskirk (or currently overhead)
Our height: at 1600 feet
The pressure setting: QNH 1013
With ATIS: with information November
What we want: requesting flight information service.
Et oila! It all came out smoothly with no glitches like “errr” or “ummm”. I couldn’t believe it – I actually got it right! Approach quickly responded with out FIS. The way I done it was to remember the first 3 parts which are obvious essentials, then a quick glance at the altimeter, quick glance at kneeboard to get QNH (which no matter how much I remember, will always forget once I hit the PTT button) we have their ATIS and we want something! To be honest, it was ten times harder in the exam, because of 2 reasons, firstly, the information I was giving in the exam was false, i.e. made up for the purpose of the exam – I didn’t have any instruments, and I couldn’t visually see where I was, it was more a case of remembering the hard core speech. Secondly, there was more pressure on me in the exam to get it right in order to pass – ok I know you have to get it right in the air which is more important, but I am sure you know where I am coming from.
We then requested a join and set up for the landing – it was more difficult than I originally thought spotting the airport, I will always remember it is roughly south of Blackpool tower (the tourist attraction one!). I set up for the approach and got it all sorted. It was weird landing at another airfield, the runway was much shorter and much narrower – no room for too many mistakes! I ballooned it once – I flared and didn’t hold it for long enough, letting it come down to quick, then as I tried to keep the nose wheel up for a smooth touch down, up she went again! Bas***d I thought to myself, it is so frustrating knowing you have done a crap landing, when the last one the other week was perfect. Anyway, we departed right at the end of the runway and went to the GA apron to pay the £15 landing fee – bit steep I thought but the controller have a bloody tough job looking after 3 (or 6) runways. The airways just seemed constantly packed and aircraft were being told to hold and go around left right and centre. Too much to take in for now, so I had a wind down walking to the C point to pay fees.
Back to do a quick oil and fuel check then back in the cockpit for the full departure checks. We requested taxi and navigated through what seemed a complicated mass of holding points and taxi ways. I had the map of the airport on my lap which helped (it is essential of course) but it was still a mass of confusion. After the longest hold I have experienced so far, we got airborne. This time we were going to talk to Woodvale, as this would be more good practice in talking to different ATCO’s etc.
It all went well again from here, got the position reports sorted no problem and headed back to home base (no not the DIY store). We had a decent tail wind and got back before you could blink an eye lid – just as I would say “Kirkby in five” it quickly became “Kirkby in 3”! I have one question for you guys – I was gonna discuss it with my instructor after the flight but was on a bit of a high and forgot to ask. We asked for a JOIN instead of a REJOIN – what’s the difference?
The landing this time was good – I have had better, but compared to the one at Blackpool, it was good hehe. This lesson was fantastic, I had a great time and learned lots of new things. I think it is worth pointing out that the use of my newly acquired air band receiver has been of great use. I mainly hear people putting in position reports and am getting used to the style and context of RT – a great investment. A valuable lesson I learned today was get a pen without a bloody lid, and keep it either in your hand or extremely close by because it seemed like essay writing, the amount of stuff I had to write down. Kept arse**g around with the lid and this, that and the other.
Now I am just waiting for solo. I am at the point where doing circuits on a windy day is just a costly way of getting not very far, I may even cancel a circuit session if it is solo’able – what do you think?
Sorry for the long post – a lot to write as there was a lot to take in.
Safe flying all, and again, keep up the posts, which I do appreciate.
Lee
Got all sorted and started checklists etc then parked into wind to do power checks etc. this is the thing, for the past 2 lessons now I have missed things in the checklist – I am too eager to get going and I miss a page out, or I say we are ready to get clearance when really I should be at 1800 rpm checking the magnetos! I think it is eagerness to fly, and next time I get in the aircraft, I am gonna slow down a little to make sure I don’t miss anything out – don’t wanna look unsafe! The thing is, I seem to recall saying something like this in an earlier entry, where I was missing things off the checklist – I need to work on this or it may just let me down on the check ride!
So on to the flight. We would leave the zone standard VFR via Seaforth, head out towards Maghull, then remain east abeam Woodvale and onto Blackpool. It was decided that we wouldn’t talk to Woodvale on the way there, but to try and contact Warton instead – so we did:
“Warton Tower Golf ####”
nothing………….
“Warton Tower Golf ####”
Ok, still no reply so we went over to Blackpool ATIs, copied the details, then stood by on their approach freq. This is the point where I could feel my legs tingling with adrenalin, because I knew what was coming up. Something which I had only done in a practical exam, which scared the sh*t out of me. The dreaded position report. Ok so my instructor went through what I needed to say briefly, and I remembered from the RT oral. I hit the PTT button and off I went:
Who we are: G#### is a PA38
Where we are from and where going: routing Blackpool to Liverpool
Any checkpoints: via Ormskirk (or currently overhead)
Our height: at 1600 feet
The pressure setting: QNH 1013
With ATIS: with information November
What we want: requesting flight information service.
Et oila! It all came out smoothly with no glitches like “errr” or “ummm”. I couldn’t believe it – I actually got it right! Approach quickly responded with out FIS. The way I done it was to remember the first 3 parts which are obvious essentials, then a quick glance at the altimeter, quick glance at kneeboard to get QNH (which no matter how much I remember, will always forget once I hit the PTT button) we have their ATIS and we want something! To be honest, it was ten times harder in the exam, because of 2 reasons, firstly, the information I was giving in the exam was false, i.e. made up for the purpose of the exam – I didn’t have any instruments, and I couldn’t visually see where I was, it was more a case of remembering the hard core speech. Secondly, there was more pressure on me in the exam to get it right in order to pass – ok I know you have to get it right in the air which is more important, but I am sure you know where I am coming from.
We then requested a join and set up for the landing – it was more difficult than I originally thought spotting the airport, I will always remember it is roughly south of Blackpool tower (the tourist attraction one!). I set up for the approach and got it all sorted. It was weird landing at another airfield, the runway was much shorter and much narrower – no room for too many mistakes! I ballooned it once – I flared and didn’t hold it for long enough, letting it come down to quick, then as I tried to keep the nose wheel up for a smooth touch down, up she went again! Bas***d I thought to myself, it is so frustrating knowing you have done a crap landing, when the last one the other week was perfect. Anyway, we departed right at the end of the runway and went to the GA apron to pay the £15 landing fee – bit steep I thought but the controller have a bloody tough job looking after 3 (or 6) runways. The airways just seemed constantly packed and aircraft were being told to hold and go around left right and centre. Too much to take in for now, so I had a wind down walking to the C point to pay fees.
Back to do a quick oil and fuel check then back in the cockpit for the full departure checks. We requested taxi and navigated through what seemed a complicated mass of holding points and taxi ways. I had the map of the airport on my lap which helped (it is essential of course) but it was still a mass of confusion. After the longest hold I have experienced so far, we got airborne. This time we were going to talk to Woodvale, as this would be more good practice in talking to different ATCO’s etc.
It all went well again from here, got the position reports sorted no problem and headed back to home base (no not the DIY store). We had a decent tail wind and got back before you could blink an eye lid – just as I would say “Kirkby in five” it quickly became “Kirkby in 3”! I have one question for you guys – I was gonna discuss it with my instructor after the flight but was on a bit of a high and forgot to ask. We asked for a JOIN instead of a REJOIN – what’s the difference?
The landing this time was good – I have had better, but compared to the one at Blackpool, it was good hehe. This lesson was fantastic, I had a great time and learned lots of new things. I think it is worth pointing out that the use of my newly acquired air band receiver has been of great use. I mainly hear people putting in position reports and am getting used to the style and context of RT – a great investment. A valuable lesson I learned today was get a pen without a bloody lid, and keep it either in your hand or extremely close by because it seemed like essay writing, the amount of stuff I had to write down. Kept arse**g around with the lid and this, that and the other.
Now I am just waiting for solo. I am at the point where doing circuits on a windy day is just a costly way of getting not very far, I may even cancel a circuit session if it is solo’able – what do you think?
Sorry for the long post – a lot to write as there was a lot to take in.
Safe flying all, and again, keep up the posts, which I do appreciate.
Lee
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I am gonna slow down a little to make sure I don’t miss anything out – don’t wanna look unsafe!
Here's my story of hurrying through a check list the other day. We survived. Others haven't.
The club 172 checklist says to check that the fuel selector is on "both" three times, once in PRELIMINARY, once in INTERNAL AND PRE STARTING and once in PRE TAKE OFF.
Over the top, surely?
Er, no, it turns out, the third occurrence of this check is in fact vital.
On finding that the aircraft had enough fuel for 2hr15, when I needed 1hr30 plus reserve, I decided to refuel. I did all the external and cockpit checks before taxiing to the fuel pump, because I wasn't going to go to all the trouble of refueling an aircraft if it were to turn out to be U/S. So, checks done, I taxied to the fuel pump, and shut down according to the check list ... including setting the fuel selector back to RIGHT.
After refuelling I "obviously" didn't need to repeat all the checks I'd already done ... so ran quickly through the first parts of the check list making sure I repeated everything important ... or at least thought I did. So it was a bit of a shock to find the selector still on RIGHT when I got to the third occurrence of the fuel selector check during the PRE TAKE OFF checks.
Now, for this particular flight we would have survived anyway, as the entire flight to the destination could have been conducted with the contents of one full tank leaving plenty to spare, and I've have gone through the check list again anyway for the flight home. But I've just been reading The Killing Zone again, with its stories of people who killed themselves and their passengers by getting the fuel selector wrong ...
So:
* Thank you to whoever put that check in the check list three times.
* I will in future be much more careful about deciding to skip bits of check lists that don't need doing again because I just did them ten minutes ago.
* This was also an "unfamiliarity with the aircraft" problem, as most of my flying was on the 152s with a different fuel selector regime, and I've only done a few hours on the 172s.
* I must somehow get into the habit of checking the fuel selector in my FREDA checks (yes, I've just looked, it is in that section of the club check list too, but again I got into my FREDA habit on the 152s where the selector lever was never ever moved for anything).
Over the top, surely?
Er, no, it turns out, the third occurrence of this check is in fact vital.
On finding that the aircraft had enough fuel for 2hr15, when I needed 1hr30 plus reserve, I decided to refuel. I did all the external and cockpit checks before taxiing to the fuel pump, because I wasn't going to go to all the trouble of refueling an aircraft if it were to turn out to be U/S. So, checks done, I taxied to the fuel pump, and shut down according to the check list ... including setting the fuel selector back to RIGHT.
After refuelling I "obviously" didn't need to repeat all the checks I'd already done ... so ran quickly through the first parts of the check list making sure I repeated everything important ... or at least thought I did. So it was a bit of a shock to find the selector still on RIGHT when I got to the third occurrence of the fuel selector check during the PRE TAKE OFF checks.
Now, for this particular flight we would have survived anyway, as the entire flight to the destination could have been conducted with the contents of one full tank leaving plenty to spare, and I've have gone through the check list again anyway for the flight home. But I've just been reading The Killing Zone again, with its stories of people who killed themselves and their passengers by getting the fuel selector wrong ...
So:
* Thank you to whoever put that check in the check list three times.
* I will in future be much more careful about deciding to skip bits of check lists that don't need doing again because I just did them ten minutes ago.
* This was also an "unfamiliarity with the aircraft" problem, as most of my flying was on the 152s with a different fuel selector regime, and I've only done a few hours on the 172s.
* I must somehow get into the habit of checking the fuel selector in my FREDA checks (yes, I've just looked, it is in that section of the club check list too, but again I got into my FREDA habit on the 152s where the selector lever was never ever moved for anything).
Gawwwwd Gertrude! I hope I never do that! Whenever I do the checks I start at the beginning and if someone interrupts me as has happened) I go back at least two steps just in case.
TOday I'm off to do Navex number two. I'm flying the Warrior a bit rough, especially the landings. I think I've worked out why - its not a C150 and I have to fly a wider and longer circuit because its about 10-15 knots faster in cruise and base is 80 knots, not 75 and final is 70 knots, not 65. I kept wondering on the weekend why I was 100 feet to high all the time on landing - which resulted in some pretty awful landings.
Idiot me was using my favourite C150 aiming points! This is a bad habit even when flying a C150!
TOday I'm off to do Navex number two. I'm flying the Warrior a bit rough, especially the landings. I think I've worked out why - its not a C150 and I have to fly a wider and longer circuit because its about 10-15 knots faster in cruise and base is 80 knots, not 75 and final is 70 knots, not 65. I kept wondering on the weekend why I was 100 feet to high all the time on landing - which resulted in some pretty awful landings.
Idiot me was using my favourite C150 aiming points! This is a bad habit even when flying a C150!
Spicy Meatball
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GTW: you are quite right, I do apologise. Use of the wrong words I think there 
Sunfish - keep it up mate, practise will see to that
Sunfish - keep it up mate, practise will see to that
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We requested taxi and navigated through what seemed a complicated mass of holding points
The next time (on the QXC) it wasnt too bad, after the 1st time its never as bad, but i sooooo know what you mean!
I was looking at Heathrow's, now thats impressive!
http://www.ais.org.uk/aes/pubs/aip/p...s/32LL0201.PDF
The words 'say again' would be greatly over used if I flew there!
Sounds like your enjoying it, good luck with the weather for your solo!
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We requested taxi and navigated through what seemed a complicated mass of holding points
I'm flying the Warrior a bit rough, especially the landings. I think I've worked out why - its not a C150 and I have to fly a wider and longer circuit because its about 10-15 knots faster in cruise and base is 80 knots, not 75 and final is 70 knots, not 65. I kept wondering on the weekend why I was 100 feet to high all the time on landing - which resulted in some pretty awful landings
I was so far behind that aeroplane the first few times I flew it.Adam
(flying back to Canberra next week... hope I don't get lost again!!)
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Kookabat
No problem - Canberra is over here.
Don't fall for that one Maizzy.
Student came up on RT to ATC requesting taxy.
Tower requested present position.
Student to Tower "I'm over here"
I'll post a description of Del's "Brevet" qualification flight at Hendon 1913 when your much awaited solo report is made.
Your QFI will probably say a few well chosen words. Remember them as we want to know what he said.
No problem - Canberra is over here.
Don't fall for that one Maizzy.
Student came up on RT to ATC requesting taxy.
Tower requested present position.
Student to Tower "I'm over here"
I'll post a description of Del's "Brevet" qualification flight at Hendon 1913 when your much awaited solo report is made.
Your QFI will probably say a few well chosen words. Remember them as we want to know what he said.
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hey Mazzy 1026
Just started to read ur thread and its amazing!!!
I am currently to flying at EGGP and completed my first solo on August 21st best experiance of my life espically since im just 16.
Ur on a high for ages.
Thanks in giving me an insight into the RT oral exam found that very useful keep on posting hope u go solo soon but the whether has been dreadful. Best of luck maybe ill cu at ravenair one day
ADWJENK
Just started to read ur thread and its amazing!!!
I am currently to flying at EGGP and completed my first solo on August 21st best experiance of my life espically since im just 16.
Ur on a high for ages.
Thanks in giving me an insight into the RT oral exam found that very useful keep on posting hope u go solo soon but the whether has been dreadful. Best of luck maybe ill cu at ravenair one day
ADWJENK
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ADWJENK
Hi mate - your welcome, glad you like it. I am next door at LFS (hangar 4) so let me know when your next down there and I will say hi.
Good to see you have gone solo, especially at such a young age! I have still had bad luck with the weather
Best regards
Lee
Hi mate - your welcome, glad you like it. I am next door at LFS (hangar 4) so let me know when your next down there and I will say hi.
Good to see you have gone solo, especially at such a young age! I have still had bad luck with the weather
Best regards
Lee
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Mazzy,
Just want to say great thread! I'm 2 weeks into my PPL, got just over 7 hours so far, have done 3 circuit details, altho the weather at the moment isn't amazing. Its werid how much of your diary I can relate too!
I'm flying from EGPH so its a really busy place, but its great to fly around 737s and airbuses. My RT at the moment is abit patchy, I keep forgeting what the ATCO has said, but I'm getting better. I'm flying a PA38 too, its a nice little aircraft, but I've not flown anything else yet apart from gliders so don't have much comparison. I've been known to miss part of the checklists too! Although I realise before the instructor says anything lol.
Why can't the UK have better weather!!!!
Just want to say great thread! I'm 2 weeks into my PPL, got just over 7 hours so far, have done 3 circuit details, altho the weather at the moment isn't amazing. Its werid how much of your diary I can relate too!
I'm flying from EGPH so its a really busy place, but its great to fly around 737s and airbuses. My RT at the moment is abit patchy, I keep forgeting what the ATCO has said, but I'm getting better. I'm flying a PA38 too, its a nice little aircraft, but I've not flown anything else yet apart from gliders so don't have much comparison. I've been known to miss part of the checklists too! Although I realise before the instructor says anything lol.
Why can't the UK have better weather!!!!
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Hi All,
After nearly a month and a half of enforced abstinance, I called my flying school one morning when the weather looked reasonable and asked - can you do a lesson today - any instructor will do!!! By the afternoon, the beautiful blue sky had clouded over, but I enjoyed an hour of circuit bashing revision with an instructor I hadn't flown with before. I've found I've learned something new from every different person I've flown with, but like to return to my own instructor when possible, because I feel he has the personal responsibility and interest in my training.
Still haven't gone solo - same reason as Mazzy - weather but, having just finished my MBA, I'm now planning to focus my efforts on the flying. Just to keep up the studying, I thought I might get on with the rest of the PPL exams too! Might get more time to call in here occasionally as well.
Be glad to get rid of this unfriendly weather.
HH
After nearly a month and a half of enforced abstinance, I called my flying school one morning when the weather looked reasonable and asked - can you do a lesson today - any instructor will do!!! By the afternoon, the beautiful blue sky had clouded over, but I enjoyed an hour of circuit bashing revision with an instructor I hadn't flown with before. I've found I've learned something new from every different person I've flown with, but like to return to my own instructor when possible, because I feel he has the personal responsibility and interest in my training.
Still haven't gone solo - same reason as Mazzy - weather but, having just finished my MBA, I'm now planning to focus my efforts on the flying. Just to keep up the studying, I thought I might get on with the rest of the PPL exams too! Might get more time to call in here occasionally as well.
Be glad to get rid of this unfriendly weather.
HH