From Zero to Forty Five - my PPL Diary
PPruNaholic!
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Well done Blinkz - sounds like you've had a blast!
Absolutely - this may give you trouble at some stage as you build up experience, but is definitely one of the best ways to put a smug smle on any pilot's face when getting it right! This doesn't seem to diminish with hrs (so far...!)
Prestwick sounds like great fun - I might have to fly up to take a look someitme!
Andy
cross-wind landings rock!
Prestwick sounds like great fun - I might have to fly up to take a look someitme!
Andy
Spicy Meatball
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Great stuff Blinkz - sounds like you had a good day and are still buzzing from it 
With regards to the crosswind landings, I have had mostly good experiences, but unfortunatley have had a couple of bad ones, with crosswind right up to aircraft limit
Due to do my solo out the zone today (yet again
) so hopefully this occluded front wont give me too much hassle!
Keep up the flying honours,
Lee
With regards to the crosswind landings, I have had mostly good experiences, but unfortunatley have had a couple of bad ones, with crosswind right up to aircraft limit
Due to do my solo out the zone today (yet again
) so hopefully this occluded front wont give me too much hassle!Keep up the flying honours,
Lee
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Blinkz,
You might find the following usefull for unplaned diversions.
I was shown this method by by a very experienced CFI/examiner and found that it works well, it takes a little time to get it into your head but once in there it is virtually as accurate as your best calculation with the wizz wheel!
first, calculate headwind/groundspeed.
If the wind is between head on and 30 degrees off, use the full wind speed and subtract it from airspeed.
if the wind is between 30 and 60 degrees off, subtract 50% of the wind speed.
If the wind is 90 degrees off subtract nothing and use airspeed as groundspeed.
EG wind 60 deg off track @30 kts airspeed 100 kts = groundspeed 85kts (100kts minus 50% of 30 kts wind speed)
You can then interpolate between these figures EG
wind 45deg. off track @ 30kts. 45deg is half way between 30 and 60 so use 75% wind speed = 22kts
the same is used for tailwind but the wind is added on to airspeed (obviously)
Then calculate drift
for wind 10 degrees off track use 10 % of the wind speed as a correction in degrees IE wind 10 deg off track at 30 kts = 3deg correction into wind.
20 deg off track = 20%
30 deg = 30%
BUT 60 degrees off track = 50%
AND 90 degrees off track = 60%
EG wind is 60 degrees off track @30kts so 50% of 30kts = 15 degrees correction into wind.
Try a few comparisons using the above against the wizz wheel, its suprisingly accurate.
I used it on my test and found the diversion aerodrome dead on the time predicted and dead on the nose.
hope this helps.
You might find the following usefull for unplaned diversions.
I was shown this method by by a very experienced CFI/examiner and found that it works well, it takes a little time to get it into your head but once in there it is virtually as accurate as your best calculation with the wizz wheel!
first, calculate headwind/groundspeed.
If the wind is between head on and 30 degrees off, use the full wind speed and subtract it from airspeed.
if the wind is between 30 and 60 degrees off, subtract 50% of the wind speed.
If the wind is 90 degrees off subtract nothing and use airspeed as groundspeed.
EG wind 60 deg off track @30 kts airspeed 100 kts = groundspeed 85kts (100kts minus 50% of 30 kts wind speed)
You can then interpolate between these figures EG
wind 45deg. off track @ 30kts. 45deg is half way between 30 and 60 so use 75% wind speed = 22kts
the same is used for tailwind but the wind is added on to airspeed (obviously)
Then calculate drift
for wind 10 degrees off track use 10 % of the wind speed as a correction in degrees IE wind 10 deg off track at 30 kts = 3deg correction into wind.
20 deg off track = 20%
30 deg = 30%
BUT 60 degrees off track = 50%
AND 90 degrees off track = 60%
EG wind is 60 degrees off track @30kts so 50% of 30kts = 15 degrees correction into wind.
Try a few comparisons using the above against the wizz wheel, its suprisingly accurate.
I used it on my test and found the diversion aerodrome dead on the time predicted and dead on the nose.
hope this helps.
Spicy Meatball
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Wow, that's good stuff there Yorks - I will try and digest that a few times I reckon 
Didnt fly solo, or out the zone for that matter on Wednesday. Weather (yet again) was terrible - dewpoint and temperature very close resulted in lots of mist and very low cloud (occluded front). We decided to go over some things in the syllabus, such as a glide approach and a flapless one. I must amdit, the glide approach was excellent, so high over the runway looking down on it like that was amazing
I have done these before, but it was good to refresh and I was just happy to fly. The landings hit the sweet spot real well, smooth touchdowns - lovely
Onwards and upwards, I will eventually have this solo out the zone!
Cheers,
Lee
Didnt fly solo, or out the zone for that matter on Wednesday. Weather (yet again) was terrible - dewpoint and temperature very close resulted in lots of mist and very low cloud (occluded front). We decided to go over some things in the syllabus, such as a glide approach and a flapless one. I must amdit, the glide approach was excellent, so high over the runway looking down on it like that was amazing
I have done these before, but it was good to refresh and I was just happy to fly. The landings hit the sweet spot real well, smooth touchdowns - lovely
Onwards and upwards, I will eventually have this solo out the zone!
Cheers,
Lee
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Bad luck mazzy, but like you say its good to fly!
The weather up here is great at the moment so i feel bad posting about all my flights lol.
Today managed two flights. First this morning was across to glasgow and into the there zone for a low approach and go around. There have strange lanes and it was just to practice going into a strange zone. After that we left the zone to the north over loch lomond and then did some unplanned diversions back to edinburgh.
On the way back my instructor turns to me and says 'its a gorgeous day, fancy a solo?'
as if there is more then one answer to that question lol.
Got back to ed, nipped to the club house, had a pretty rush briefing. Basically to go out the zone to the north and fly about and practice abit of nav and diversion stuff. So off I went to the a/c. checks done and I'm off. About half way out of the zone I realise that I actually don't have any of the frequencies I need since they are all for glasgow so I bug the edinburgh ATC for em and they kindly ablige. I decide to head out the east to crail, near to RAF leuchars. Give fife a quick call to let them know I'm about (RT calls all spot on ) After that I changed to Leuchars to get a fis, and for once I actaully understood them lol.
I then bumbled up to newborugh on the banks of the tay, I then planned to go up to crieff but I realised that if I did i would be about half an hour late on the rejoin time that I had given EDI when I left the zone. So instead I went down to Balado bridge (near to portmoak, where I used to glide so know the area well) Changed back to ED to get a fis off them and let them know that I'm alive. I wasn't quite ready to go home yet tho so I went up to Stirling to do some diversions, it was pretty rough near the hills I can tell you
Mushed about up there then decided to heard for home. Had to hold abit waiting to land but ATC give code red peopel (i.e solo students) quite a high priotity so I didn't have to wait long (unlike my instructor who was flying another a/c 
) Did a steep approach to keep out the way of the vortexs from the airbus ahead of me, nice approach, flared nicely and then BLIND. Bloody sun right on the horizon and literally couldn't see anything. To make matters worse it turns out that I had flared slightly on the high side. Now in normal circumstances this ain't a problem, a quick adjustment of the flare and u can touch down nicely, however doing this with no refernece isn't going to happen. So there I was flared, blind, sinking....still no ground....hand on the throttle....just as I was about to push on the power for a go around...THUMP. The ground, probably my hardest landing yet in a powered plane.......so slightly annoyed about it.
Overall the solo flight was good, and also learnt a valuable lesson of PLANNING. No matter what you are doing go through first on the ground and make sure you have all u need. As such the solo flight felt sligltly scrappy, since I was trying to acheive something but not really managing it. I really enjoyed it tho and thats the main thing
The weather up here is great at the moment so i feel bad posting about all my flights lol.
Today managed two flights. First this morning was across to glasgow and into the there zone for a low approach and go around. There have strange lanes and it was just to practice going into a strange zone. After that we left the zone to the north over loch lomond and then did some unplanned diversions back to edinburgh.
On the way back my instructor turns to me and says 'its a gorgeous day, fancy a solo?'
as if there is more then one answer to that question lol.Got back to ed, nipped to the club house, had a pretty rush briefing. Basically to go out the zone to the north and fly about and practice abit of nav and diversion stuff. So off I went to the a/c. checks done and I'm off. About half way out of the zone I realise that I actually don't have any of the frequencies I need since they are all for glasgow
so I bug the edinburgh ATC for em and they kindly ablige. I decide to head out the east to crail, near to RAF leuchars. Give fife a quick call to let them know I'm about (RT calls all spot on ) After that I changed to Leuchars to get a fis, and for once I actaully understood them lol.I then bumbled up to newborugh on the banks of the tay, I then planned to go up to crieff but I realised that if I did i would be about half an hour late on the rejoin time that I had given EDI when I left the zone. So instead I went down to Balado bridge (near to portmoak, where I used to glide so know the area well) Changed back to ED to get a fis off them and let them know that I'm alive. I wasn't quite ready to go home yet tho so I went up to Stirling to do some diversions, it was pretty rough near the hills I can tell you
Mushed about up there then decided to heard for home. Had to hold abit waiting to land but ATC give code red peopel (i.e solo students) quite a high priotity so I didn't have to wait long (unlike my instructor who was flying another a/c ) Did a steep approach to keep out the way of the vortexs from the airbus ahead of me, nice approach, flared nicely and then BLIND. Bloody sun right on the horizon and literally couldn't see anything. To make matters worse it turns out that I had flared slightly on the high side. Now in normal circumstances this ain't a problem, a quick adjustment of the flare and u can touch down nicely, however doing this with no refernece isn't going to happen. So there I was flared, blind, sinking....still no ground....hand on the throttle....just as I was about to push on the power for a go around...THUMP. The ground, probably my hardest landing yet in a powered plane.......so slightly annoyed about it.Overall the solo flight was good, and also learnt a valuable lesson of PLANNING. No matter what you are doing go through first on the ground and make sure you have all u need. As such the solo flight felt sligltly scrappy, since I was trying to acheive something but not really managing it. I really enjoyed it tho and thats the main thing
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Hi All
Nice to see you are all still having fun.
Yorks ppl :
Interesting calculations,wish somebody had given me it years ago
Remember people,it's a learning curve, it steepens towards the end !!!
Fly safe and enjoy.
Regards All
ps There is a cd,it has no name but it is the confuser and easier to digest,pm for info.
Nice to see you are all still having fun.
Yorks ppl :
Interesting calculations,wish somebody had given me it years ago
Remember people,it's a learning curve, it steepens towards the end !!!
Fly safe and enjoy.
Regards All
ps There is a cd,it has no name but it is the confuser and easier to digest,pm for info.
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York
Interesting post. I was taught navigation with reference to those rules, albeit slightly different. We weren't taught anything with whizz wheels but using max drift and mental dead reckoning you can achieve same results.
You might find this slighly alternate way of doing the nav intersting.
Drift
Work out Max Drift.
Max drift = windspeed/airspeed (miles per min)
eg IAS 120kts or 2nm/min; Wind 20kts Max Drift =20/2
Max drift = 10 degrees.
Then use a clock face analogy to apply it. Imagine a clockface divided into quaters between 0 - 14 mins, 15 - 29mins etc.
However instead of the clock face representing minutes imagine it representing the wind direction in terms of degrees off track.
i.e If you are flying a track of 180 and wind is from 190 then the wind is 10 degrees off your nose, therefore in the first quadrant of the clock face i.e within 0 - 14 degrees.
The quadrants are used to apply a proportion of max drift to your heading as follows:
Wind less than 15 deg from your heading make no correction.
At 15 deg off apply 1/4 max drift to your heading (1/4 past)
At 30 deg off apply 1/2 max drift to your heading (1/2 past)
At 45 deg off apply 3/4 max drift to your heading.
Between 60 and 90 apply all max drift to your heading.
Always apply max drift towards the wind!
E.G. Flying 120kts, Required track 090, wind 130/16.
Max drift = [windspeed/airspeed (nm/min)] 16/2 = 8 degrees
Wind is 40deg off which is between 30 - 44 degrees therefore 1/2 max drift is required. 1/2 max drift is 4 degrees
Therefore will fly Hdg 094.
Hope you find this interesting. I'm not sure how PPL nav is taught so I hope this isn't teaching you to suck eggs!
SR
p.s it works for ground speed as well but you orient the clock face with the wing tip and apply the same proportions of the windspeed as opposed to max drift.
Interesting post. I was taught navigation with reference to those rules, albeit slightly different. We weren't taught anything with whizz wheels but using max drift and mental dead reckoning you can achieve same results.
You might find this slighly alternate way of doing the nav intersting.
Drift
Work out Max Drift.
Max drift = windspeed/airspeed (miles per min)
eg IAS 120kts or 2nm/min; Wind 20kts Max Drift =20/2
Max drift = 10 degrees.
Then use a clock face analogy to apply it. Imagine a clockface divided into quaters between 0 - 14 mins, 15 - 29mins etc.
However instead of the clock face representing minutes imagine it representing the wind direction in terms of degrees off track.
i.e If you are flying a track of 180 and wind is from 190 then the wind is 10 degrees off your nose, therefore in the first quadrant of the clock face i.e within 0 - 14 degrees.
The quadrants are used to apply a proportion of max drift to your heading as follows:
Wind less than 15 deg from your heading make no correction.
At 15 deg off apply 1/4 max drift to your heading (1/4 past)
At 30 deg off apply 1/2 max drift to your heading (1/2 past)
At 45 deg off apply 3/4 max drift to your heading.
Between 60 and 90 apply all max drift to your heading.
Always apply max drift towards the wind!
E.G. Flying 120kts, Required track 090, wind 130/16.
Max drift = [windspeed/airspeed (nm/min)] 16/2 = 8 degrees
Wind is 40deg off which is between 30 - 44 degrees therefore 1/2 max drift is required. 1/2 max drift is 4 degrees
Therefore will fly Hdg 094.
Hope you find this interesting. I'm not sure how PPL nav is taught so I hope this isn't teaching you to suck eggs!
SR
p.s it works for ground speed as well but you orient the clock face with the wing tip and apply the same proportions of the windspeed as opposed to max drift.
Spicy Meatball
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Blimey
This is brilliant stuff, but I am afraid I will have to show a little ignorance, as I will look at this in a few weeks time, when I have experienced it for myself
Going flying tomorrow with the ex instructor for a jolly - probably down the west coats of Wales. Should be fantatsic. It is a glorious day here today, too bad I am hungover
Cheers,
Lee
Going flying tomorrow with the ex instructor for a jolly - probably down the west coats of Wales. Should be fantatsic. It is a glorious day here today, too bad I am hungover
Cheers,
Lee
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Hey
Whether is looking good for tomorrow and it was amzing to day got one more solo circuit in today before it went dark
Yet 40 mins for 1 circuit is pushing it.....
Only 1 but got the experiance of being messed about by ATC.
Well have fun tomorrow!!!!
Cya
ADWJENK
Whether is looking good for tomorrow and it was amzing to day got one more solo circuit in today before it went dark
Yet 40 mins for 1 circuit is pushing it.....
Only 1 but got the experiance of being messed about by ATC.
Well have fun tomorrow!!!!
Cya
ADWJENK
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Let's not talk about the weather shall we...!!!
Have just gotten off the phone to my instructor after cancelling that Canberra nav YET AGAIN due weather - that'll be 16 times in all since around October, and the third time this week!!!!
This is becoming intensly frustrating...
Ahh well, we try again tomorrow... reckon I have any chance??
Have just gotten off the phone to my instructor after cancelling that Canberra nav YET AGAIN due weather - that'll be 16 times in all since around October, and the third time this week!!!!
This is becoming intensly frustrating...
Ahh well, we try again tomorrow... reckon I have any chance??
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OK we can talk about the weather now!!! For once it actually cooperated...
Finally, on the - wait for it - SEVENTEENTH attempt we got in the air and did that solo check nav to Canberra. This had been cancelled three times in the last week alone...
First leg down to Moruya (through the Nowra mil restricted zone) went really well (hard to get lost there - just keep Australia on your right!), we couldn't find the ALA at Braidwood so picked a likely-looking paddock for a prec search - then relatively low-level (1000'AGL) off to Canberra, shut down there for fuel. A diversion direct to Goulburn rather than via Gunning, then back to Wolly. We buggered around a little over various places (prec search at Braidwood, PFL at Goulburn, couple of circuits back at Wollongong due to a pretty poor approach) so it was a damn long flight - 3.9 hours in all. However - the flying was (just) to an acceptable standard for being signed off for my first solo nav - will hopefully occur Friday all going well.
So... very happy with that!
Adam
Finally, on the - wait for it - SEVENTEENTH attempt we got in the air and did that solo check nav to Canberra. This had been cancelled three times in the last week alone...
First leg down to Moruya (through the Nowra mil restricted zone) went really well (hard to get lost there - just keep Australia on your right!), we couldn't find the ALA at Braidwood so picked a likely-looking paddock for a prec search - then relatively low-level (1000'AGL) off to Canberra, shut down there for fuel. A diversion direct to Goulburn rather than via Gunning, then back to Wolly. We buggered around a little over various places (prec search at Braidwood, PFL at Goulburn, couple of circuits back at Wollongong due to a pretty poor approach) so it was a damn long flight - 3.9 hours in all. However - the flying was (just) to an acceptable standard for being signed off for my first solo nav - will hopefully occur Friday all going well.
So... very happy with that!
Adam
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Woooooo! First solo navex in the bag 
Gorgeous day up here in edinburgh, amazing viz and not a cloud in the sky (and silky smooth flying conditions)
Planned the route this time and got everything prepared before I went out to the a/c. Runway 30 was open so I got to take-off pretty quickly after power checks. First alarming thing I saw was that during the climb out the oil pressure was nearly in the red
Slightly worried to say the least. Problem is that LHS has a slantly view on the TandPs so not always proper reading. Once i leveled off to leave the zone it was in the green and it stayed there throughout the flight (I checked alot tho I can tell you )
Route took me out via polmont, once out of the zone I changed to scottish for a FIS, up to dunblane then on to crieff, route was then up to forfar, but perth airfield was near my track so I called em up to get traffic info, whilst concentrating on my RT I didn't notice a drift to the right of track. Was nearly 4nm off before i noticed adjusted to get back using SCA and i think I just about got back on just as I arrived at forfar. At forfar i turn towards balado, right into the sun, vis not good but ah well. Called up dundee for a FIS since I was going to be flying thro there ILS. They had a cpl of people doing some instrument training so i had to jink out the way of that, but then go back on track. once over the tay i changed back to EDI app for a FIS and zone clearance. Based very close to portmoak (my old gliding sight) saw a cpl of gliders on the hills, but the sun glare was bad so was really looking hard to see if there were any flying near me. Then back into the zone. Rw 30 was open so I could land there, which thankfully isn't into the sun, however with abit of a crosswind the trees near it and make some nasty turb which I got abit of. Wasn't abad landing, tho could have done with taking off all of the drift since i landed very slightly sideways, not a problem tho.
Good flight, really enjoyed it. Felt like it was pretty much there, altho I'd like to practice correcting headings abit more. I'll have lots of practice during my qxc tho lol.
Happy flying!
Gorgeous day up here in edinburgh, amazing viz and not a cloud in the sky (and silky smooth flying conditions)
Planned the route this time and got everything prepared before I went out to the a/c. Runway 30 was open so I got to take-off pretty quickly after power checks. First alarming thing I saw was that during the climb out the oil pressure was nearly in the red
Slightly worried to say the least. Problem is that LHS has a slantly view on the TandPs so not always proper reading. Once i leveled off to leave the zone it was in the green and it stayed there throughout the flight (I checked alot tho I can tell you ) Route took me out via polmont, once out of the zone I changed to scottish for a FIS, up to dunblane then on to crieff, route was then up to forfar, but perth airfield was near my track so I called em up to get traffic info, whilst concentrating on my RT I didn't notice a drift to the right of track. Was nearly 4nm off before i noticed
adjusted to get back using SCA and i think I just about got back on just as I arrived at forfar. At forfar i turn towards balado, right into the sun, vis not good but ah well. Called up dundee for a FIS since I was going to be flying thro there ILS. They had a cpl of people doing some instrument training so i had to jink out the way of that, but then go back on track. once over the tay i changed back to EDI app for a FIS and zone clearance. Based very close to portmoak (my old gliding sight) saw a cpl of gliders on the hills, but the sun glare was bad so was really looking hard to see if there were any flying near me. Then back into the zone. Rw 30 was open so I could land there, which thankfully isn't into the sun, however with abit of a crosswind the trees near it and make some nasty turb which I got abit of. Wasn't abad landing, tho could have done with taking off all of the drift since i landed very slightly sideways, not a problem tho. Good flight, really enjoyed it. Felt like it was pretty much there, altho I'd like to practice correcting headings abit more. I'll have lots of practice during my qxc tho lol.
Happy flying!
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Blinkz,
Good for you mate - sounds excellent! Sounds like you'ev done a lot more on your 1st solo navex than I did: I basically flew 30min each way to overhead M1 motorway services near Milton Keynes and back... your route sounds far more interesting!
You must be feeling very pleased with yourself - rightly so, this is where everything you've been taught to do "comes together" as it were... Onwards and upwards!
Andy
Woooooo! First solo navex in the bag
You must be feeling very pleased with yourself - rightly so, this is where everything you've been taught to do "comes together" as it were... Onwards and upwards!
Andy
Spicy Meatball
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Well done mate - sounds like you done very well - I am extremely jealous as now I am getting seriously pi55ed off with the weather. It just so happens that every flight I have wach week is cancelled and it is a pain in the a55. As soon as I get a chance to do my navex I will post - so apologies for a rather dull last few posts!
Still brushing up on groundschool - getting more used to the whizz wheel now which is good.
Again, well done.
Lee
Blinkz: it was a FIS I get and not a RIS - my mistake sorry!
Still brushing up on groundschool - getting more used to the whizz wheel now which is good.
Again, well done.
Lee
Blinkz: it was a FIS I get and not a RIS - my mistake sorry!
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My first landing.....did it today at the end (luckily) of my 7th lesson returning to East Midlands airport. Having spent an hour on slow flying and stalling, my instructor asked if I fancied doing a landing. Didn't do too bad a job, flared a bit too soon and ballooned a little, but got it down relatively softly. Exited with a large grin on my face. Relatively easy with 8 knots more or less on the nose. Bet I REALLY screw up the next one!!
Back tomorrow for two more lessons - about to start the circuits. I'm really enjoying this guys!!
Back tomorrow for two more lessons - about to start the circuits. I'm really enjoying this guys!!
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Chequeredflag,
Sounds like you're not far behind me. Done a couple of lessons of circuits so far. Last one was intro to crosswind technique and short field ops.
Good fun
V1R
Sounds like you're not far behind me. Done a couple of lessons of circuits so far. Last one was intro to crosswind technique and short field ops.
Good fun
V1R
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What a day have I had!!!
2.0 hours first solo nav in the Warrior... YWOL-YSCN-YMIG-YGLB-YWOL... full stop at Goulburn. Was a bit bumpy near Mittagong and just before Goulburn (SIGMET for severe turb current... but I didn't get much more than mild chop).
Landing at GLB was something else... horrible, horrible, horrible
. Landed on the grass strip, a bit sideways due to crosswind (not entirely happy with xwinds in the warrior as yet... and overcorrected with rudder so I was sliding all over the shop... got it down but should have gone around and tried again...
The last little bit to Wolly was really nice, had a 14 or 15 knot tailwind component, it screamed home... landing at Wolly much nicer, one of the first in the Warrior that I have actually been happy with! All up a great learning experience, great fun as well.
One more dual nav to come, then another solo one then PPL flight test... almost there now!
Oh, and Mazzy:
You get used to it eventually!!
I've just come off the back of a three-month run of bad wx... it's now broken and in fact this one tofday was the first nav I have EVER done the first time it's been scheduled!!
Adam
2.0 hours first solo nav in the Warrior... YWOL-YSCN-YMIG-YGLB-YWOL... full stop at Goulburn. Was a bit bumpy near Mittagong and just before Goulburn (SIGMET for severe turb current... but I didn't get much more than mild chop).
Landing at GLB was something else... horrible, horrible, horrible
. Landed on the grass strip, a bit sideways due to crosswind (not entirely happy with xwinds in the warrior as yet... and overcorrected with rudder so I was sliding all over the shop... got it down but should have gone around and tried again...The last little bit to Wolly was really nice, had a 14 or 15 knot tailwind component, it screamed home... landing at Wolly much nicer, one of the first in the Warrior that I have actually been happy with! All up a great learning experience, great fun as well.
One more dual nav to come, then another solo one then PPL flight test... almost there now!
Oh, and Mazzy:
I am getting seriously pi55ed off with the weather. It just so happens that every flight I have wach week is cancelled and it is a pain in the a55
I've just come off the back of a three-month run of bad wx... it's now broken and in fact this one tofday was the first nav I have EVER done the first time it's been scheduled!! Adam
Join Date: Jan 2005
Location: Northants
Age: 80
Posts: 227
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Started the circuits yesterday. After a morning of stalls/ spins etc, my instructer stated my pm lesson (my 9th) that we would commence my circuit work. Had a quick sandwich and set off. First circuit was an instructor's demo, which made it look very easy, then it was my turn.......
Using East Mids runway 27, wind at 220/10kts, took off, 500', clear of Castle Donington village, climbing right turn to North, level 0ff at 1000', cruise turn downwnind, call ATC "downwind for right hand 27 touch and go" - "cleared for 27 T & G", pre landing checks, allow for wind drift, turn onto base leg, revs to 1700, speed dropping, 1st flaps, 2nd flaps, turn onto finals, line up on centre line, steer into crosswind call ATC "on finals, 27 for T & G, "Cleared T & G, winds 220/10kts", maintain centre line as best as I can, keep two white/two red PAPIS, flare too soon (again), gently gently, my God what was that, a VERY gentle touch down!! Blimey, that was almost professional!
I'm suddenly aware of the fact that my side window is fogged up, and I'm sweating somewhat!! Bl@@dy hell, that was hard work - my brain is now hurting. Oh no, here we go again, second circuit underway......
Second landing will surely be as easy?? No way!!. Everything seems OK until finals - way too high, throttle down, four whites (for ever it seems), flared too soon (again!), port wing drops, recovered, DONK!, fairly heavy landing to the right of centre line. FULL REALITY CHECK, this is NOT the 'piece of piss' I thought it might be!
What? No time to think, we're off again, flaps up, full power, a lot of rudder to keep straight, rotate, pretty turbulant, I'm getting really warm now, the odd beads of sweat appearing....on downwind reporting, told by ATC to orbit to allow EasyJet Airbus to land, then called to finals. Landing not much better, if at all - will I get the hang of it? Suppose so......Taxied back to school, feeling mentally drained - head seems full of rocks. I'm tempted to blame it on the after effect of the 'flu virus I've just come out the other side of....no can't do that, must just accept that at 61 I've lost a good number of brain cells!!
Back for three more lessons (circuits again) next week - hope it gradually becomes as natural as my instructor tells me it will, 'cos right now it's blooming hard work.
Had a couple of whiskeys last night, and slept like a baby!! I just love it.....
Cheers all
Mike N
Using East Mids runway 27, wind at 220/10kts, took off, 500', clear of Castle Donington village, climbing right turn to North, level 0ff at 1000', cruise turn downwnind, call ATC "downwind for right hand 27 touch and go" - "cleared for 27 T & G", pre landing checks, allow for wind drift, turn onto base leg, revs to 1700, speed dropping, 1st flaps, 2nd flaps, turn onto finals, line up on centre line, steer into crosswind call ATC "on finals, 27 for T & G, "Cleared T & G, winds 220/10kts", maintain centre line as best as I can, keep two white/two red PAPIS, flare too soon (again), gently gently, my God what was that, a VERY gentle touch down!! Blimey, that was almost professional!
I'm suddenly aware of the fact that my side window is fogged up, and I'm sweating somewhat!! Bl@@dy hell, that was hard work - my brain is now hurting. Oh no, here we go again, second circuit underway......
Second landing will surely be as easy?? No way!!. Everything seems OK until finals - way too high, throttle down, four whites (for ever it seems), flared too soon (again!), port wing drops, recovered, DONK!, fairly heavy landing to the right of centre line. FULL REALITY CHECK, this is NOT the 'piece of piss' I thought it might be!
What? No time to think, we're off again, flaps up, full power, a lot of rudder to keep straight, rotate, pretty turbulant, I'm getting really warm now, the odd beads of sweat appearing....on downwind reporting, told by ATC to orbit to allow EasyJet Airbus to land, then called to finals. Landing not much better, if at all - will I get the hang of it? Suppose so......Taxied back to school, feeling mentally drained - head seems full of rocks. I'm tempted to blame it on the after effect of the 'flu virus I've just come out the other side of....no can't do that, must just accept that at 61 I've lost a good number of brain cells!!
Back for three more lessons (circuits again) next week - hope it gradually becomes as natural as my instructor tells me it will, 'cos right now it's blooming hard work.
Had a couple of whiskeys last night, and slept like a baby!! I just love it.....
Cheers all
Mike N