From Zero to Forty Five - my PPL Diary
Spicy Meatball
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Location: Liverpool UK
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Morning all - sorry for the lack of recent posting, I am in job hunt mode now so been a bit crazy.
Firstly, Bob, well done mate - sounds like a gruelling test, one which I think you handled very well - thanks for the excellent writeup too
MyData - thanks for posting that, takes guts! I hope that is something I never experience, and I am now more cautious when it comes to a dodgy hooter/ears
My story so far from the last flight, is that I went up again with the usual instructor and flew the exercise in revers (the normal way) out at Chester, to Poulton, Sleap etc. It went very well and I am getting a good picture of the features in the South. On Friday wx permitting, I will be doing it solo!
I also went flying with Paul again on Sunday in the C152 he borrows - it was basically a pleasure flight to the south, we flew south abeam Wrexham so we could get up to around 4000 feet. Very enjoyable flight, and I am pleased to say that I have updated my photo album accordingly:
http://groups.msn.com/PPLFlyingPictures
Just click the May c152 album
Whirly: make that a beer and you are on (just kidding)
Cheers all, hopefully write back after Friday,
Lee
Firstly, Bob, well done mate - sounds like a gruelling test, one which I think you handled very well - thanks for the excellent writeup too
MyData - thanks for posting that, takes guts! I hope that is something I never experience, and I am now more cautious when it comes to a dodgy hooter/ears
My story so far from the last flight, is that I went up again with the usual instructor and flew the exercise in revers (the normal way) out at Chester, to Poulton, Sleap etc. It went very well and I am getting a good picture of the features in the South. On Friday wx permitting, I will be doing it solo!
I also went flying with Paul again on Sunday in the C152 he borrows - it was basically a pleasure flight to the south, we flew south abeam Wrexham so we could get up to around 4000 feet. Very enjoyable flight, and I am pleased to say that I have updated my photo album accordingly:
http://groups.msn.com/PPLFlyingPictures
Just click the May c152 album
Whirly: make that a beer and you are on (just kidding)
Cheers all, hopefully write back after Friday,
Lee
The Original Whirly
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Whirly: make that a beer and you are on (just kidding)
However, I'm planning on flying from there on Friday, so I might see you, depending on what time we both leave, get there, on wx, etc etc. What aircraft will you be in, and I'll keep a look out for you?
Spicy Meatball
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Gutted
I will be flying a Tomahawk, registration G-LFS?
If I hear a female talking I will guess it is you - may even throw in some kind of ID
I will be flying a Tomahawk, registration G-LFS?
If I hear a female talking I will guess it is you - may even throw in some kind of ID
Spicy Meatball
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I am probably throwing away half of my diary readers but..........
YEAHHHHSSSS ! WE WON ! ! ! !
I had given up at half time..............
YEAHHHHSSSS ! WE WON ! ! ! !
I had given up at half time..............
The Original Whirly
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Maz,
You won't get rid of us that easily.
This is probably a good opportunity to say what I've been thinking for ages. This has turned into a really, really good thread. I wasn't sure about it when it started. But it's given a lot of students a chance to read about the course first hand, and I suspect some people have posted who would otherwise only have lurked on this forum for quite a while. It's got its regulars; it's almost a little forum in its own right. And for the rest of us...well, I can only speak for myself, but I just drop in here now and then, to see how everyone's getting on, to enjoy the enthusiasm, to learn stuff (one ALWAYS learns stuff), and to give advice if it happens to be something I know about....not that I know much about these things with non-whirly wings.
In short, it's great! Keep it going.
You won't get rid of us that easily.
This is probably a good opportunity to say what I've been thinking for ages. This has turned into a really, really good thread.
I wasn't sure about it when it started. But it's given a lot of students a chance to read about the course first hand, and I suspect some people have posted who would otherwise only have lurked on this forum for quite a while. It's got its regulars; it's almost a little forum in its own right. And for the rest of us...well, I can only speak for myself, but I just drop in here now and then, to see how everyone's getting on, to enjoy the enthusiasm, to learn stuff (one ALWAYS learns stuff), and to give advice if it happens to be something I know about....not that I know much about these things with non-whirly wings.In short, it's great! Keep it going.
Spicy Meatball
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Nice one Bob
Right then - went up yesterday to do some PFL's - it was gonna be my southern solo, but there was a change of plan (this should now hopefully be Friday).
I had a chat with the instructor (actually never flown with him before as he is new to the school - top bloke) beforehand just to go over what we would be doing, and the procedures for the EFATO (engine failure after take off) and PFL (practice forced landing). It was one of the best days I have seen yet for weather, the wind at 2000 feet was CALM - perfect, with lots of sunshine. I opted to go South, as I need as much experience of this area as possible for my next solo trip.
We got up to about 2500 and started the first one, being talked through it as we went along. So, set up for glide speed, check around for a suitable field (usually looking in the 10 o'clock area of the pilot's seat, as this will enable a decent set up for a downwind leg), set up approach and then perform engine checks. My checks evolved by starting with the primer and working my way in a right direction - checking mixture rich, fuel switch - change tanks, throttle (half inch open?), carb heat on, fuel pump on, magnetos on both. This is the restart attempt phase, whilst still in the glide. Then comes the mayday call - I didn't have a problem with this and got all the required information out (for those of you taking your RT test, don't forget to say your position in a PAN or MAYDAY call - you can say a million things, but if you miss this out you may fail - this is the most important aspect of the call).
On the first one, we both agreed a field, and then set up nicely. As you approach what would be the end of the downwind leg, you should be around 1000ft (nicely called the 1000ft area!). Then, we need to decide whether or not we need flap or not (and as well, if we can actually make the field - you will only make it if you have a good approach, what if you have a bad one?) I made it a thing to look forward too at other fields, just in case.............
So, the first one went well - I did 5 in all, with a couple without the aid of the instructor - he shut-up and let me do it. One of them went extremely well, and the other we decided we may not have made the field I picked. This for me, is the hardest thing about PFL's - picking the right field. It's amazing how much time can be spent on this - and we were in a region (south of the zone, around Wrexham/Crewe etc) where there are millions of fields! I also found it amazing as to how long the aircraft will stay in the air without power - not saying that this gives you room to relax, but I think it is key not to panic, and do what you have been taught to do in order to survive. I hope it never happens to me, and if it does, I am 100% sure that the feeling will be different, as you HAVE to get it right - you cant just apply power and climb away if you botch it.
We also done an EFATO - this went well, first thing to do is put the nose down, as in the climb out (70 knots) you are also at best glide speed. Things are done a lot fast here, as you are already very close to the ground - very scary thought indeed. I also asked if I could practice a side-slip - just in case that the best field for miles is in view but you are too high - I found this very easy to perform - nose down, full rudder with opposite aileron.
Oh well, a lot learned in this lesson, and somewhat of an eye opener. Looking forward to Friday should the weather hold out - and Whirly - I should be seeing you soon!
Best wishes all and enjoy the bank holiday,
Lee
I forgot to mention - dont forget the wind check so you can land into wind !!
I had a chat with the instructor (actually never flown with him before as he is new to the school - top bloke) beforehand just to go over what we would be doing, and the procedures for the EFATO (engine failure after take off) and PFL (practice forced landing). It was one of the best days I have seen yet for weather, the wind at 2000 feet was CALM - perfect, with lots of sunshine. I opted to go South, as I need as much experience of this area as possible for my next solo trip.
We got up to about 2500 and started the first one, being talked through it as we went along. So, set up for glide speed, check around for a suitable field (usually looking in the 10 o'clock area of the pilot's seat, as this will enable a decent set up for a downwind leg), set up approach and then perform engine checks. My checks evolved by starting with the primer and working my way in a right direction - checking mixture rich, fuel switch - change tanks, throttle (half inch open?), carb heat on, fuel pump on, magnetos on both. This is the restart attempt phase, whilst still in the glide. Then comes the mayday call - I didn't have a problem with this and got all the required information out (for those of you taking your RT test, don't forget to say your position in a PAN or MAYDAY call - you can say a million things, but if you miss this out you may fail - this is the most important aspect of the call).
On the first one, we both agreed a field, and then set up nicely. As you approach what would be the end of the downwind leg, you should be around 1000ft (nicely called the 1000ft area!). Then, we need to decide whether or not we need flap or not (and as well, if we can actually make the field - you will only make it if you have a good approach, what if you have a bad one?) I made it a thing to look forward too at other fields, just in case.............
So, the first one went well - I did 5 in all, with a couple without the aid of the instructor - he shut-up and let me do it. One of them went extremely well, and the other we decided we may not have made the field I picked. This for me, is the hardest thing about PFL's - picking the right field. It's amazing how much time can be spent on this - and we were in a region (south of the zone, around Wrexham/Crewe etc) where there are millions of fields! I also found it amazing as to how long the aircraft will stay in the air without power - not saying that this gives you room to relax, but I think it is key not to panic, and do what you have been taught to do in order to survive. I hope it never happens to me, and if it does, I am 100% sure that the feeling will be different, as you HAVE to get it right - you cant just apply power and climb away if you botch it.
We also done an EFATO - this went well, first thing to do is put the nose down, as in the climb out (70 knots) you are also at best glide speed. Things are done a lot fast here, as you are already very close to the ground - very scary thought indeed. I also asked if I could practice a side-slip - just in case that the best field for miles is in view but you are too high - I found this very easy to perform - nose down, full rudder with opposite aileron.
Oh well, a lot learned in this lesson, and somewhat of an eye opener. Looking forward to Friday should the weather hold out - and Whirly - I should be seeing you soon!
Best wishes all and enjoy the bank holiday,
Lee
I forgot to mention - dont forget the wind check so you can land into wind !!
Join Date: Jul 2004
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I passed my skills test yesterday
Will do a write up when
a) i have recovered from drinking too much champagne
b) i m not as hyperactive as a child whos eaten the contents of a sweet shop
Will do a write up when
a) i have recovered from drinking too much champagne
b) i m not as hyperactive as a child whos eaten the contents of a sweet shop
Fixed+Rotary (aircraft, not washing lines)
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Disco
Congratulations! Well Done! Lets have the blow by blow write up once the Champagne haze has cleared.
Congratulations! Well Done! Lets have the blow by blow write up once the Champagne haze has cleared.
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Cheers guys, it still hasnt quite sunk in...
So the test. It had been cancelled about 4 times due to the wx not being suitable, so i turned up to the FS expecting to read the latest wx and quickly get back in my car and go home. But no, i couldn't have asked for a better day weather wise and the test would be done.
The first thing to do was to plan out the nav, the route would take me out of the zone at chester, to LichField disused aerodrome across to Welshpool and back in the zone at Oulton Park. The plan was made a bit simpler by the fact the 2000ft wind was given at vrb/05 so the whizz wheel was needed here. While trying to do the Mass and Balance calculations it soon became apparent just how nervous i had become as i was flicking through the POH looking for the weight of the aircraft but didnt seem to be able to focus on anything on the page! Anyway, the log was complete - the tommy was overweight as we were carrying full fuel and 2 on board, i checked that the examiner was ok with this and he was. Now the botty twitching began, booking out to ATC was a messy affair, words were jumbled and mumbled but somehow the ATC person understood me and we were cleared to leave the zone at Chester.
External checks were completed as per the book, the aircraft was towed to a safe area for start up and I climbed in, quickly followed by the examiner. He seemed far to relaxed to be an examiner and it felt like i was with just another instructor. I carried on with my checks and turned the key to start the engine... splutter, cough cough cough splutter then nothing. bugger. I had never had such an unhealthy sounding engine before! it started on the 2nd attempt but still sounded rough, but i elected to continue on the grounds it was probably cold and not been used in a while... it was about this time i made my first blunder, during the mag checks i selected left mag then right mag and instead of selecting both i selected just the left mag. The examiner selected both mags for me. Thats it i thought, i've failed. I then tried to get the ATIS which was giving an illegiable instruction at the end of it, and i had to listen to it several times before i understood it. Another first, all departing a/c had to contact LPL ground, this had also never happened before. The nerves then vanished as i finally started to concentrate a bit.
We taxied to A1 for RWY 27, there was a Easjyet on long final which we had to wait for, which seemed like an age, but after it landed, we were rolling. I was calling out all the checks as I would do normally and we climbed up and made our left turn to leave the zone at chester. Upon leaving the zone I setup for my first waypoint telling the instructor height/heading/speed and an ETA... LPL Approach gave me an FIS and the Barnsley QNH as expected. I left the altimeter on the LPL Qnh as although we left the LPL zone we were still under the Manchester TMA, so it wasnt until we were clear of this did i put in the barnsley QNH.
The calm conditions were a big bonus as the plane was staying pretty much on the numbers which made a pleasant change to my usual standard of flying!
En route to my first waypoint i was making a point of getting in plenty of FREDA checks and emphasising the Compass and DI check and carb heat.
Part way along the first leg i had to change from LPL approach to birmingham Radar to tell them that i was going to be passing close to their zone and to get a FIS. My R/t at this point was poor, i told them that lichfield was our "Destination" which confused the poor girl in ATC as there is no active airfields in lichfield!! but she understood what i meant, and was very helpful.
We got to lichfield aerodrome as planned, although the examiner did try and confuse me by pointing out another disused airfield nearby and asking if that was lichfield, but lichfield was easily identifiable by the dual carriageway to the east of it. Once we set our next heading for a minute or two before i was given my diversion, which was Ellesmere...50 miles from my current position, it was difficult to draw a straight track line on my chart without a ruler so to estimate a heading was even harder!! THe light winds made the time estimate and heading calculation fairly easy to do mentally.
Once established on this leg i tuned into to LPL approach once more for a FIS, we were closer to RAF Shawbury but the kind lady at birmingham advised us that they were closed.
It was at this point that i really had thought i had failed as the examiner had given up on making any notes on me, so i thought he thought i was a lost cause!
After a few minutes he took control and handed me the foggles, for the instrument flying. he was now responsible for the look out and navigation. I was given a heading to steer to and was not allowed to lose height of speed. I managed to do a good job of this and kept pretty much 15 degrees AOB all the way through the turn and lost hardly any height. THis was a good confidence boost, which was quickly shattered when he asked where we were. Erm. Ah. I hadn't a clue. My brain had given up on nav once the foggles were handed to me, so i had the feeling of being lost. I studied the map for ages and finally figured out where we were, which was not far from where we were about 1 minute ago when he handed me the foggles!
Next were the steep turns, i was to put on >40 AOB maintain height and speed and level wings when instructed. The first turn was to the left, it was terrible, speed was high then slow and the height was all over the place. The turn to the right was much more polished, and i felt very satisfied with it.
Next we moved onto the stalls. A HASELL check was performed before the first one, a clean stall that was to be recovered when the instructor said. This went well, i held the control back and managed to prevent a wing drop by using the rudder pedals, a first for me! The recovery was from a dive bombers manual, a bit extreme to say the least! Next a stall with one stage of flap, in a turn, and recover at the first indication of a stall ie the stall warner. My recovery was good, level the wings full power without lowering the nose, once a positive rate of climb was established raise the flap. Perfect
I was feeling confident now as those were my weak spots. THe final stall was with full flap, and recovery at the stall warner. My recovery was again pretty good, got full power on, got rid of the drag flap, didnt lower the nose and got rid of the rest of the flap once positive rate of climb was established.
Next I was put in a spiral dive and instructed to recover to 90knots and wings level. Which was a fairly straight forward affair
We then moved onto the emergencies and did a PFL first. this was done from about 3500ft which was a lot higher then i had been practising them at, so it felt like i had enough time to plan my descent properly and get the checks and mayday call in as well as breif the passenger. I still cant believe how well this went as this was another of my weakspots. We did an EFATO while climbing away from the PFL, which went well. What made these two easier was the fact we were in area with an plethora of suitable fields. i think this took away a lot of the intial panic that i usually get with engine failures.
We then tracked the NDB at Whitegate and entered LPL zone, for the circuits. The first was a powered approach with flap. I managed to nail 70knots throughout the approach and made an absolute greaser of a landing!! i was delighted!! and the nerves returned as i realised the end of the test was near. We got into the downwind position of the left hand circuit and then another first, LPL tower let a small biz jet take off from the opposite rwy to the one we were using and it was doing right hand circuits which would position it towards us! The examiner took control and descended to about 500ft at 100knots...which was a bit scary! he gave me control again on finals at 70knots, and i was setup for the flapless landing. another greaser!! Woohoo! he took control again before letting me taxi us back to the apron, and a set of verbal questions about the Tommy, air law and airmanship. I was awful at the air law and forgot everything that i had learnt for the Air Law exam. I was embarresed by my lack of knowledge and was gutted as now i really thought i had blown it. I tied the aircraft down and went in to the FS and sat down waiting to be told the outcome... still cant get the grin off my face!!!!!
All in all it took about 4 hours including the briefings and plannings and i was shattered, but estastic!
Well done to you poor folk who just read all of that!!! You may or may not realise that your postings have played a very important part in the past 18months, it has been great to read all of your experiences and to learn something from them.
PS anyone in the Liverpool area need a flying buddy...?
So the test. It had been cancelled about 4 times due to the wx not being suitable, so i turned up to the FS expecting to read the latest wx and quickly get back in my car and go home. But no, i couldn't have asked for a better day weather wise and the test would be done.
The first thing to do was to plan out the nav, the route would take me out of the zone at chester, to LichField disused aerodrome across to Welshpool and back in the zone at Oulton Park. The plan was made a bit simpler by the fact the 2000ft wind was given at vrb/05 so the whizz wheel was needed here. While trying to do the Mass and Balance calculations it soon became apparent just how nervous i had become as i was flicking through the POH looking for the weight of the aircraft but didnt seem to be able to focus on anything on the page! Anyway, the log was complete - the tommy was overweight as we were carrying full fuel and 2 on board, i checked that the examiner was ok with this and he was. Now the botty twitching began, booking out to ATC was a messy affair, words were jumbled and mumbled but somehow the ATC person understood me and we were cleared to leave the zone at Chester.
External checks were completed as per the book, the aircraft was towed to a safe area for start up and I climbed in, quickly followed by the examiner. He seemed far to relaxed to be an examiner and it felt like i was with just another instructor. I carried on with my checks and turned the key to start the engine... splutter, cough cough cough splutter then nothing. bugger. I had never had such an unhealthy sounding engine before! it started on the 2nd attempt but still sounded rough, but i elected to continue on the grounds it was probably cold and not been used in a while... it was about this time i made my first blunder, during the mag checks i selected left mag then right mag and instead of selecting both i selected just the left mag. The examiner selected both mags for me. Thats it i thought, i've failed. I then tried to get the ATIS which was giving an illegiable instruction at the end of it, and i had to listen to it several times before i understood it. Another first, all departing a/c had to contact LPL ground, this had also never happened before. The nerves then vanished as i finally started to concentrate a bit.
We taxied to A1 for RWY 27, there was a Easjyet on long final which we had to wait for, which seemed like an age, but after it landed, we were rolling. I was calling out all the checks as I would do normally and we climbed up and made our left turn to leave the zone at chester. Upon leaving the zone I setup for my first waypoint telling the instructor height/heading/speed and an ETA... LPL Approach gave me an FIS and the Barnsley QNH as expected. I left the altimeter on the LPL Qnh as although we left the LPL zone we were still under the Manchester TMA, so it wasnt until we were clear of this did i put in the barnsley QNH.
The calm conditions were a big bonus as the plane was staying pretty much on the numbers which made a pleasant change to my usual standard of flying!
En route to my first waypoint i was making a point of getting in plenty of FREDA checks and emphasising the Compass and DI check and carb heat.
Part way along the first leg i had to change from LPL approach to birmingham Radar to tell them that i was going to be passing close to their zone and to get a FIS. My R/t at this point was poor, i told them that lichfield was our "Destination" which confused the poor girl in ATC as there is no active airfields in lichfield!! but she understood what i meant, and was very helpful.
We got to lichfield aerodrome as planned, although the examiner did try and confuse me by pointing out another disused airfield nearby and asking if that was lichfield, but lichfield was easily identifiable by the dual carriageway to the east of it. Once we set our next heading for a minute or two before i was given my diversion, which was Ellesmere...50 miles from my current position, it was difficult to draw a straight track line on my chart without a ruler so to estimate a heading was even harder!! THe light winds made the time estimate and heading calculation fairly easy to do mentally.
Once established on this leg i tuned into to LPL approach once more for a FIS, we were closer to RAF Shawbury but the kind lady at birmingham advised us that they were closed.
It was at this point that i really had thought i had failed as the examiner had given up on making any notes on me, so i thought he thought i was a lost cause!
After a few minutes he took control and handed me the foggles, for the instrument flying. he was now responsible for the look out and navigation. I was given a heading to steer to and was not allowed to lose height of speed. I managed to do a good job of this and kept pretty much 15 degrees AOB all the way through the turn and lost hardly any height. THis was a good confidence boost, which was quickly shattered when he asked where we were. Erm. Ah. I hadn't a clue. My brain had given up on nav once the foggles were handed to me, so i had the feeling of being lost. I studied the map for ages and finally figured out where we were, which was not far from where we were about 1 minute ago when he handed me the foggles!
Next were the steep turns, i was to put on >40 AOB maintain height and speed and level wings when instructed. The first turn was to the left, it was terrible, speed was high then slow and the height was all over the place. The turn to the right was much more polished, and i felt very satisfied with it.
Next we moved onto the stalls. A HASELL check was performed before the first one, a clean stall that was to be recovered when the instructor said. This went well, i held the control back and managed to prevent a wing drop by using the rudder pedals, a first for me! The recovery was from a dive bombers manual, a bit extreme to say the least! Next a stall with one stage of flap, in a turn, and recover at the first indication of a stall ie the stall warner. My recovery was good, level the wings full power without lowering the nose, once a positive rate of climb was established raise the flap. Perfect
I was feeling confident now as those were my weak spots. THe final stall was with full flap, and recovery at the stall warner. My recovery was again pretty good, got full power on, got rid of the drag flap, didnt lower the nose and got rid of the rest of the flap once positive rate of climb was established.
Next I was put in a spiral dive and instructed to recover to 90knots and wings level. Which was a fairly straight forward affair
We then moved onto the emergencies and did a PFL first. this was done from about 3500ft which was a lot higher then i had been practising them at, so it felt like i had enough time to plan my descent properly and get the checks and mayday call in as well as breif the passenger. I still cant believe how well this went as this was another of my weakspots. We did an EFATO while climbing away from the PFL, which went well. What made these two easier was the fact we were in area with an plethora of suitable fields. i think this took away a lot of the intial panic that i usually get with engine failures.
We then tracked the NDB at Whitegate and entered LPL zone, for the circuits. The first was a powered approach with flap. I managed to nail 70knots throughout the approach and made an absolute greaser of a landing!! i was delighted!! and the nerves returned as i realised the end of the test was near. We got into the downwind position of the left hand circuit and then another first, LPL tower let a small biz jet take off from the opposite rwy to the one we were using and it was doing right hand circuits which would position it towards us! The examiner took control and descended to about 500ft at 100knots...which was a bit scary! he gave me control again on finals at 70knots, and i was setup for the flapless landing. another greaser!! Woohoo! he took control again before letting me taxi us back to the apron, and a set of verbal questions about the Tommy, air law and airmanship. I was awful at the air law and forgot everything that i had learnt for the Air Law exam. I was embarresed by my lack of knowledge and was gutted as now i really thought i had blown it. I tied the aircraft down and went in to the FS and sat down waiting to be told the outcome...
still cant get the grin off my face!!!!!All in all it took about 4 hours including the briefings and plannings and i was shattered, but estastic!
Well done to you poor folk who just read all of that!!! You may or may not realise that your postings have played a very important part in the past 18months, it has been great to read all of your experiences and to learn something from them.
PS anyone in the Liverpool area need a flying buddy...?
Last edited by DiscoChocolate; 1st Jun 2005 at 20:48.
GFT PASS