From Zero to Forty Five - my PPL Diary
The Original Whirly
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Maz,
Good report.
Doesn't sound at all sad! It does indeed take me back to my very first radio call during an early lesson, when my instructor asked me to say "G-XXXX is five miles North for rejoin". He had to tell me about three times, and it was probably the hardest radio call I ever made. Your thread reminded me that little and often is the way to go for radio use; not all instructors get you to use the radio that early on, and it sounds like yours is a good 'un.
it was a pretty hazy day, wasn't it. Still, probably less crowded than yesterday, when I tried to get into the Liverpool Zone with a student, and had to give up after standing by for nearly ten minutes, during which the poor ATCO on Liverpool Approach hadn't stopped talking!
Keep up the flying and the writing.
Good report.
this must sound very sad to all you experienced guys, but I am sure it takes you back when you were in the same situation
it was a pretty hazy day, wasn't it. Still, probably less crowded than yesterday, when I tried to get into the Liverpool Zone with a student, and had to give up after standing by for nearly ten minutes, during which the poor ATCO on Liverpool Approach hadn't stopped talking!
Keep up the flying and the writing.
Spicy Meatball
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Thanks Whirly - it's funy you mention the ATCO like that, I heard him say today "Jeez I got a million people talking to me at once here" - it's kinda funny looking back, but obviously at the time was probably quite stressful.
Are you based at Liverpool Whirly?
Cheers
Lee
Are you based at Liverpool Whirly?
Cheers
Lee
The Original Whirly
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Maz,
No; I'm a part time helicopter instructor at Hawarden, just south of you. I had a trial lesson student on Saturday who wanted to overfly his house which was near Ellesmere Port. I told him we could try, if Liverpool would let us into their zone. Well, we called up, and he got to try flying while we were standing by; then I got in a quick call to tell Liverpool we'd be returning to Hawarden.
I also have a share in a C150 based at Sleap.
I thought I might have an instructing job at Liverpool last year, but it never worked out.
No; I'm a part time helicopter instructor at Hawarden, just south of you. I had a trial lesson student on Saturday who wanted to overfly his house which was near Ellesmere Port. I told him we could try, if Liverpool would let us into their zone. Well, we called up, and he got to try flying while we were standing by; then I got in a quick call to tell Liverpool we'd be returning to Hawarden.
I also have a share in a C150 based at Sleap.
I thought I might have an instructing job at Liverpool last year, but it never worked out.
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twenty mins at the hold in the sun yesterday @ EGNH (Blackpool) wasn't fun, but well worth it to allow the Lancaster & Spitfire to take off. Taxiing passed the Lancaster on engines startup is something that will live for me forever
. Now who do I send the dri- cleaning bill too
. Now who do I send the dri- cleaning bill too
Holdposition - I'm with you there, I had to do the same thing at Southampton last week. Had to give way to the Spit and got a 'thank you' wave - from a Spitfire pilot. Wow. Still smiling....
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Congrats Mazzy!
Ah the first radio call... always a 'big thing' for the students... I remember mine was made worse by the knowledge that 15 or so of my classmates were listening in on the ground!
Nice description of your lesson, you're making me jealous!!! Can't wait to be back flying again as you are...
It's funny how excited we can get over things like checklists and walkarounds... but there you go! It's all part of the learning process... and if you're enjoying what you're learning, you'll learn it well!
Have fun Friday!!!
Sky
Ah the first radio call... always a 'big thing' for the students... I remember mine was made worse by the knowledge that 15 or so of my classmates were listening in on the ground!
Nice description of your lesson, you're making me jealous!!! Can't wait to be back flying again as you are...
It's funny how excited we can get over things like checklists and walkarounds... but there you go! It's all part of the learning process... and if you're enjoying what you're learning, you'll learn it well!
Have fun Friday!!!
Sky
Spicy Meatball
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and if you're enjoying what you're learning, you'll learn it well!
As mentioned earlier in ths thread though, I am sure there will be problems along the way, which will come along at one point or another.
Thanks all
Lee
Join Date: Jul 2004
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But be prepared for both good and bad days! I have been in the circuit for a few lessons now, both on our tarmac runway and the grass (which might be bumpy, but it's wider and at least looks softer!).
Several of my lessons flogging around in circles have been good, but on Monday the haze was terrible, I was flying a non-standard circuit from the tarmac in a direction I've only used once before and I spent most of the hour severely testing my (very good) instructor's nerves. Not properly lined up, too high, too low, and flaring too early. Ah well, keep positive and try again next week!
Several of my lessons flogging around in circles have been good, but on Monday the haze was terrible, I was flying a non-standard circuit from the tarmac in a direction I've only used once before and I spent most of the hour severely testing my (very good) instructor's nerves. Not properly lined up, too high, too low, and flaring too early. Ah well, keep positive and try again next week!
Yeah, the circuit can be a pain, but when your instructor finally says, "OK, I'm going to hop out now and let you do one on your own." it all becomes worth it. Especially as you start nav after that which is far more interesting.
If it helps anyone out there, I had problems with flaring too high as well. I solved it by trying to view the bigger picture just when I normally flared ie. not staring at a spot on the runway like I was doing but just looking further down the runway. Made my landings a lot better and more consistant as well.
If it helps anyone out there, I had problems with flaring too high as well. I solved it by trying to view the bigger picture just when I normally flared ie. not staring at a spot on the runway like I was doing but just looking further down the runway. Made my landings a lot better and more consistant as well.
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Thanks for that advice c-bert. I'll certainly try to focus my eyes further down the runway. My instructor has told me several times to look at the far end, but by the time I'm crossing the threshold my eyes are fixed rigidly just beyond the prop, on the centre-line (oh, all right, whichever side of it I've ended up!). I think, having messed it up a couple of times, I'm just getting too tense on final. Sure next time will be better
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HH,
The tip my instructor gave me for flaring a 150/152 was to look towards the far end of the runway and when you can see the runway coming up to meet you in your peripheral vision, gradually raise the nose so that the top of the engine cowling lines up with your horizon and then hold it there. As long as you are not too fast and have chopped the power, the attitude will be just about right and you will descend nicely onto the runway.
If you look close in to the aircraft, you will tend to over compensate on the controls and either hit nosewheel first or bounce along your runway.
Hope this helps,
Obs cop
The tip my instructor gave me for flaring a 150/152 was to look towards the far end of the runway and when you can see the runway coming up to meet you in your peripheral vision, gradually raise the nose so that the top of the engine cowling lines up with your horizon and then hold it there. As long as you are not too fast and have chopped the power, the attitude will be just about right and you will descend nicely onto the runway.
If you look close in to the aircraft, you will tend to over compensate on the controls and either hit nosewheel first or bounce along your runway.
Hope this helps,
Obs cop
Last edited by Obs cop; 5th Aug 2004 at 14:41.
Yeah, everyone always says look at the far end of the runway, but I'm far to scared that I'll fly into the ground! About halfway down I find strikes a good balance between fear and competence...
Oh BTW, I'm no expert, a grand total of 31 hrs so far.
Oh BTW, I'm no expert, a grand total of 31 hrs so far.
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Hurray! It's sooo great to hear you talking about all the things I'm going through!! Kinda feel a bit isolated... A buddy of mine gave up because she couldn't handle the unpredictability of lessons being cancelled... But how great does it feel when you are up there?? Doing solo nav's at the mo. and still can't believe they let me fly off on my own... Wouldn't swap it for the world. Two more exams to go and my qualifier, gulp! Lovin it ;-)
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Brilliant thread Mazzy.
I'm at Ravenair; just passed 45 hours and awaiting skill test. Went up for a couple of hours this morning and absolutely loved it, even though I made a total hash of my diversion. Had to keep flying lower and lower as the cloud base descended, and that was enough to throw my concentration. Being up there still gives me a huge buzz a year on, and I'm sad enough to get on FS2004 when I'm back on terra firma.
Whilst talking FS2004, I highly recommend the VFR photographic scenery. It really is good enough to practice nav flights, and if you link it with VFR terrain, then you can really clearly see the Beeston Hills, Helsby etc. This will help you when you start flying out of zone.
So much of your experience rings true with mine. First radio call is terrifying, but you soon get the hang of it. The guy who visits Ravenair to teach the R/T, and maybe Keenair as well, is a Manchester ATCO and really superb. Suggest you may want to do that course once you're regularly flying out of zone so you've heard MATZ penetration calls etc.
IMHO, the Pratt books are excellent, as long as you've got the Confuser - which is just essential. Doing the exams as you go, as you are, is the right way to do it - I did a load at the beginning and then left 3 until the end, which ended up getting in the way of the flying.
I know you're being diplomatic about your change of school, and totally respect that. I had some issues early on but a change to a new instructor, at my request, changed everything and I've nothing but praise for them now. As someone else says, they will be very picky over the weather you can fly in at the beginning, as smooth air with a clear horizon is essential. They do ease off as you get more experienced, as I describe above re. descending cloud base.
Liverpool is a superb airport to fly from. Excellent facilities, normally good weather, Class D discipline but uncontrolled beautiful areas all around, real feeling of sharing the skys with the big boys as you watch Easys and Ryanairs on long finals. Occasionally a bit busy, but early mornings are normally quiet.
Looking forward to hearing more.
I'm at Ravenair; just passed 45 hours and awaiting skill test. Went up for a couple of hours this morning and absolutely loved it, even though I made a total hash of my diversion. Had to keep flying lower and lower as the cloud base descended, and that was enough to throw my concentration. Being up there still gives me a huge buzz a year on, and I'm sad enough to get on FS2004 when I'm back on terra firma.
Whilst talking FS2004, I highly recommend the VFR photographic scenery. It really is good enough to practice nav flights, and if you link it with VFR terrain, then you can really clearly see the Beeston Hills, Helsby etc. This will help you when you start flying out of zone.
So much of your experience rings true with mine. First radio call is terrifying, but you soon get the hang of it. The guy who visits Ravenair to teach the R/T, and maybe Keenair as well, is a Manchester ATCO and really superb. Suggest you may want to do that course once you're regularly flying out of zone so you've heard MATZ penetration calls etc.
IMHO, the Pratt books are excellent, as long as you've got the Confuser - which is just essential. Doing the exams as you go, as you are, is the right way to do it - I did a load at the beginning and then left 3 until the end, which ended up getting in the way of the flying.
I know you're being diplomatic about your change of school, and totally respect that. I had some issues early on but a change to a new instructor, at my request, changed everything and I've nothing but praise for them now. As someone else says, they will be very picky over the weather you can fly in at the beginning, as smooth air with a clear horizon is essential. They do ease off as you get more experienced, as I describe above re. descending cloud base.
Liverpool is a superb airport to fly from. Excellent facilities, normally good weather, Class D discipline but uncontrolled beautiful areas all around, real feeling of sharing the skys with the big boys as you watch Easys and Ryanairs on long finals. Occasionally a bit busy, but early mornings are normally quiet.
Looking forward to hearing more.
Spicy Meatball
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Hour 3
Woke up this morning, and after a week of thunderstorms, was chuffed to see a perfect clear sky with not one knot of wind. Got to the airfield around 8:35 and booked in. My instructor was having a quick meeting with a fellow instructor so he said I could go through my checklist and do a quick external check (don’t worry, he done it himself also before the flight). So I got my high vis vest and off I went. Done the external checks, checked the fuel tanks, surface controls, undercarriage, flaps etc.
We then went back in then for the pre flight briefing. Now it is at this point that I realised I had been reading the wrong material too soon. I had previously done the Air Law exam so thought I would start on Navigation and Meteorology. The problem is, when he asked me if I had read up on climbs and descends (which was the schedule for today) I could do nothing but say no. He told me I should be reading through the syllabus as we go through it before each lesson, so that I at least have a basic understanding of the subject in hand. So at this point I have just finished reading the Met section of the AFE book. I am going to drop it here for now and start on flying training, reading the parts I will need for the next lesson. I have 18 months to do the exams in so not really in any great rush. I know I have to pass nav/met though before first cross country, but this will be a while off.
Now onto the flight. The pre flight checks are starting to sink in, I needed a quick reminder on the suction, the ammeter reading and the magneto check. All else was ok. I got to do most of the taxiing too, which is getting easier. Ok so all take off checks complete and we continue to roll down and take off. The plan of action for today was climbs and descents. We flew over the usual territory and began training. At this point it is worth mentioning that in the pre flight briefing, my instructor went through all the theory that I would need, and the actual procedures of climbing and descending.
I remember being in the bulldogs as a cadet and the pilot drilling into me “P-A-T”, Power-Attitude-Trim. I have always remembered this and we used this today. To climb, add full power, raise the nose to the correct attitude to maintain 70 knots. Instructor would cover up the speed indicator so that I didn’t rely on it too much and “chase the needle” as they say. So I gave it a go without verbal instruction……full power, raise nose, trim and wait. I found that that engine tone and reaction of controls would indicate the correct speed/attitude, and low and behold, when he removed his hand from over the air-speed indicator – bang on 70kts! Felt great! so when levelling off, I kept power full, lowered the nose to zero climb and waited for 90 kts, then reduce the power to around 2200 rpm (maybe a little more). It is at this point when the acronym becomes “A-P-T”. I am getting along fine with this and enjoying my success for the time being. Quite a few tries later we start to head back. I enjoy these lessons because I have got control for 95% of the flight, none of this “Here I will turn for you”. I always remember my driving instructor, he would hover over the brakes and actually use them with you as you were braking, pointless as you will never get used to the brakes!
Another very successful lesson, landing was very smooth. One thing I found interesting today was the way the stall indicator works – I have always wondered this. A tiny metal flap on the leading edge of the port wing which lifts up when the angle of attack increases – very, very basic but extremely important device – no rocket science here!
Next lesson is Sunday, but I think the wind will be picking up too much so I am anticipating a cancellation. More time to get started on the flying training book.
Best regards
Lee.
Footsie - I know what you mean about the flight sim - just cant get enough mate !!
We then went back in then for the pre flight briefing. Now it is at this point that I realised I had been reading the wrong material too soon. I had previously done the Air Law exam so thought I would start on Navigation and Meteorology. The problem is, when he asked me if I had read up on climbs and descends (which was the schedule for today) I could do nothing but say no. He told me I should be reading through the syllabus as we go through it before each lesson, so that I at least have a basic understanding of the subject in hand. So at this point I have just finished reading the Met section of the AFE book. I am going to drop it here for now and start on flying training, reading the parts I will need for the next lesson. I have 18 months to do the exams in so not really in any great rush. I know I have to pass nav/met though before first cross country, but this will be a while off.
Now onto the flight. The pre flight checks are starting to sink in, I needed a quick reminder on the suction, the ammeter reading and the magneto check. All else was ok. I got to do most of the taxiing too, which is getting easier. Ok so all take off checks complete and we continue to roll down and take off. The plan of action for today was climbs and descents. We flew over the usual territory and began training. At this point it is worth mentioning that in the pre flight briefing, my instructor went through all the theory that I would need, and the actual procedures of climbing and descending.
I remember being in the bulldogs as a cadet and the pilot drilling into me “P-A-T”, Power-Attitude-Trim. I have always remembered this and we used this today. To climb, add full power, raise the nose to the correct attitude to maintain 70 knots. Instructor would cover up the speed indicator so that I didn’t rely on it too much and “chase the needle” as they say. So I gave it a go without verbal instruction……full power, raise nose, trim and wait. I found that that engine tone and reaction of controls would indicate the correct speed/attitude, and low and behold, when he removed his hand from over the air-speed indicator – bang on 70kts! Felt great! so when levelling off, I kept power full, lowered the nose to zero climb and waited for 90 kts, then reduce the power to around 2200 rpm (maybe a little more). It is at this point when the acronym becomes “A-P-T”. I am getting along fine with this and enjoying my success for the time being. Quite a few tries later we start to head back. I enjoy these lessons because I have got control for 95% of the flight, none of this “Here I will turn for you”. I always remember my driving instructor, he would hover over the brakes and actually use them with you as you were braking, pointless as you will never get used to the brakes!
Another very successful lesson, landing was very smooth. One thing I found interesting today was the way the stall indicator works – I have always wondered this. A tiny metal flap on the leading edge of the port wing which lifts up when the angle of attack increases – very, very basic but extremely important device – no rocket science here!
Next lesson is Sunday, but I think the wind will be picking up too much so I am anticipating a cancellation. More time to get started on the flying training book.
Best regards
Lee.
Footsie - I know what you mean about the flight sim - just cant get enough mate !!
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Mazzy
Another great read - took me right back to my early training at Biggin in the early 90's. I have to admit to being another FS2004 + VFR Photographic Scenery + VFR Terrain Mesh fan - not for the "skill" aspect (it doesn't require any..) but more for the views - incredible for a Flight Sim - I would certainly recommend the combination to any fellow pilots grounded by the weather with nothing to do
http://www.visualflight.co.uk/ (for anyone interested)
Regards
Adam
PS: Looking forward to your next report!
Another great read - took me right back to my early training at Biggin in the early 90's. I have to admit to being another FS2004 + VFR Photographic Scenery + VFR Terrain Mesh fan - not for the "skill" aspect (it doesn't require any..) but more for the views - incredible for a Flight Sim - I would certainly recommend the combination to any fellow pilots grounded by the weather with nothing to do
http://www.visualflight.co.uk/ (for anyone interested)
Regards
Adam
PS: Looking forward to your next report!
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This is a good read! It's hard to talk about anything else when you're just learning, isn't it?
My experience suggests that it's a good idea to keep plugging at the exams, even if you do have ages. I didn't, and it really held me back a couple of times (first solo and pre-skill test). On the other hand, it's harder to learn and remember the content without the first-hand experience, especially law, nav and fpp. Hmmmm....
Ah well, keep up the head of steam!
My experience suggests that it's a good idea to keep plugging at the exams, even if you do have ages. I didn't, and it really held me back a couple of times (first solo and pre-skill test). On the other hand, it's harder to learn and remember the content without the first-hand experience, especially law, nav and fpp. Hmmmm....
Ah well, keep up the head of steam!
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the acronym becomes “A-P-T”.
