From Zero to Forty Five - my PPL Diary
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Thanks for the warm welcome guys. My flight was fantastic, but as you say i have yet to experience the bad weather, especially in winter! I can't wait for my next lesson. I'll keep you posted. Great stuff!
Yours
Yours
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Mydata -
Its nothing like as bad as you expect. My R/T practical test took between 10 and 15 minutes to complete - and there is absolutely NO WAY it could take 2 hours (even if you were the most hopeless candidate in the world you would take less time than this to fail).
V2
Its nothing like as bad as you expect. My R/T practical test took between 10 and 15 minutes to complete - and there is absolutely NO WAY it could take 2 hours (even if you were the most hopeless candidate in the world you would take less time than this to fail).
V2
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MyData:
I had a similar problem on Saturday. Set the DI on startup, and got to the hold to find it hadn't moved (not what you want on your first solo consolidation flight). Turned out (after re-adjusting) that the adjustment knob hadn't properly disengaged. From now on I'll be making sure it has positively disengaged and not presume that the spring will do the job for me.
Mazzy (et al): A most excellent thread. I've been following it since January when I finally decided that I'd had enough excuses not to learn to fly and started
I started by trying out a number of schools and aircraft before finally settling on one. Finally did my first solo three weeks ago, after 17 hours and (I think) 7 aircraft (of 5 types) 
Keep it up and happy flying
I had a similar problem on Saturday. Set the DI on startup, and got to the hold to find it hadn't moved (not what you want on your first solo consolidation flight). Turned out (after re-adjusting) that the adjustment knob hadn't properly disengaged. From now on I'll be making sure it has positively disengaged and not presume that the spring will do the job for me.
Mazzy (et al): A most excellent thread. I've been following it since January when I finally decided that I'd had enough excuses not to learn to fly and started
I started by trying out a number of schools and aircraft before finally settling on one. Finally did my first solo three weeks ago, after 17 hours and (I think) 7 aircraft (of 5 types) Keep it up and happy flying
Last edited by rjt194; 5th Jul 2005 at 20:25.
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after about 4 weeks of waiting after my skills test. i am still waiting for the licence to come thru the post. i thought i should give them a ring... lady picked up at the CAA... i enquire about my application process... she replied they had only enter my information to their system yesterday and would take a further 10 to 12 working days... man... whats going on???
trained in a c-152, and just been signed off for the PA28 after 2 hours of crap weather... fighting 29kts 30 degrees off runway cross wind... gust... and today... was told i could have been signed off for P1 but probably best to wait until the weather is more favourable. and i agree.
hope to see the licence thru.
nelson
trained in a c-152, and just been signed off for the PA28 after 2 hours of crap weather... fighting 29kts 30 degrees off runway cross wind... gust... and today... was told i could have been signed off for P1 but probably best to wait until the weather is more favourable. and i agree.
hope to see the licence thru.
nelson
hekokimushi, have they taken payment for your PPL?
I sent my application off on 28th June, then checked my credit card and they took payment on the 30th June. No PPL arrived through the front door yet though.
Heres to hoping they only take payment when they have processed the application
Jamo
I sent my application off on 28th June, then checked my credit card and they took payment on the 30th June. No PPL arrived through the front door yet though.
Heres to hoping they only take payment when they have processed the application
Jamo
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They don't I'm afraid. They will debit your account as soon as they recieve the application, I've also been told they have a quick look thro the application just to check that everything that is needed is there etc.
It can then take up to a month for them to actually process it and get your licence sent out. If you look on the CAA PLD website then it gives you the dates that they have processed up-to.
It can then take up to a month for them to actually process it and get your licence sent out. If you look on the CAA PLD website then it gives you the dates that they have processed up-to.
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Another newbie...
Hi everybody,
I'm a new PPL student, and thought I'd share some of my experiences (hope you don't mind!).
After around four hours training in 2004, for various reasons flying was stopped. Finally though, I managed to get back up on monday! I didn't quite know what to expect, with a new instructor at a new school so I was slightly nervous.
I was thown into the deep end right away - once we had checked everything, and started up I was told to taxi to the runway. During the 10 minute hold my instructor asked if I had ever taken off (which I hadn't - only pushed throttle and rotated). Never mind he say's, have a go and I'll follow it through. At this point I became slightly nervous, having realised we had a 5 knot (give or take) crosswind. Anyway, I went for it and managed to get into the air, although not quite on the runway heading!
After reaching 2500 ft. we went over the basics, turning left and right, climbing and decending. At the point it became quite clear that I was slightly rusty and it took me a good half an hour to manage to keep the ball in the middle, and not lose height! Evantually got there, but still wasn't of a good standard...
Anyway, instuctor decided to show me/make me do a stall - "just in case". And for me, it was a slight anticlimax! I was expecting this feeling of complete free fall, like a roller coaster but it wasn't too bad at all!
Next he decided to do a simulated engine failure approach into a field which was very good fun, swooping in to a chosen field to what seemed to be a very low altitude.
And that was it - we came back to Newcastle, had to hold for an airliner but then came in to land. Was still a crosswind, which I think had picked up in strength, so instuctor took over before I mucked it up. I believe the 'crab approach' was used.
So overall fantastic. Great to get back in the air but I had one overpowering worry. It's most probably because I'm a newbie, but the vast amount of checking and procedure gave me a slight shock and at the moment it seems as if it'll take an age to learn, especially the R/T! Hopefully with experience it'll get better though!
Cheers all. This thread is very interesting for a newbie like me. Got my next lesson on wednesday - cant wait!
JW.
I'm a new PPL student, and thought I'd share some of my experiences (hope you don't mind!).
After around four hours training in 2004, for various reasons flying was stopped. Finally though, I managed to get back up on monday! I didn't quite know what to expect, with a new instructor at a new school so I was slightly nervous.
I was thown into the deep end right away - once we had checked everything, and started up I was told to taxi to the runway. During the 10 minute hold my instructor asked if I had ever taken off (which I hadn't - only pushed throttle and rotated). Never mind he say's, have a go and I'll follow it through. At this point I became slightly nervous, having realised we had a 5 knot (give or take) crosswind. Anyway, I went for it and managed to get into the air, although not quite on the runway heading!
After reaching 2500 ft. we went over the basics, turning left and right, climbing and decending. At the point it became quite clear that I was slightly rusty and it took me a good half an hour to manage to keep the ball in the middle, and not lose height! Evantually got there, but still wasn't of a good standard...
Anyway, instuctor decided to show me/make me do a stall - "just in case". And for me, it was a slight anticlimax! I was expecting this feeling of complete free fall, like a roller coaster but it wasn't too bad at all!
Next he decided to do a simulated engine failure approach into a field which was very good fun, swooping in to a chosen field to what seemed to be a very low altitude.
And that was it - we came back to Newcastle, had to hold for an airliner but then came in to land. Was still a crosswind, which I think had picked up in strength, so instuctor took over before I mucked it up. I believe the 'crab approach' was used.
So overall fantastic. Great to get back in the air but I had one overpowering worry. It's most probably because I'm a newbie, but the vast amount of checking and procedure gave me a slight shock and at the moment it seems as if it'll take an age to learn, especially the R/T! Hopefully with experience it'll get better though!
Cheers all. This thread is very interesting for a newbie like me. Got my next lesson on wednesday - cant wait!
JW.
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jwforeman,
Don't worry!
I'm only relatively low-hours but the procedures/checks become second nature/automatic pretty quickly. You do them without thinking (not in a bad way!) soon enough.
V1R
Don't worry!
I'm only relatively low-hours but the procedures/checks become second nature/automatic pretty quickly. You do them without thinking (not in a bad way!) soon enough.
V1R
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V1R - thats good to know! I've got a couple of sheets to learn basic R/T for my area, and will be getting the checklist on wed. As I say it's all rather daunting at the moment, but like anything you'll get used to it I suppose. I'm really looking forward to all which is to come. From reading this thread there is a lot of fun to have!
So thanks all, I'll look forward to hearing other peoples experiences!
JW.
So thanks all, I'll look forward to hearing other peoples experiences!
JW.
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R/T Theory... (R/T = Really Tough??)
Wow. That was tough, a total duration of just over 1.5 hours. 10 mins intro, 20 minutes prep time then 1hr of activity.
Let's just say, before I go any further, that I passed. But I didn't think I had once I saw the examiner's remarks paper that was covered in red pen. It turns out that he was simply making comments and only had a red pen to hand (phew!).
The set up was one of the more modern examination environments. A dedicated PC along with headphones and a comms box simply used to house the jack plugs, the PTT button and a red light that came on when an emergency was underway.
I was introduced to the PC application. Most of the screen is a visual representation of a section of an aviation chart. This included AIAAs, Danger Areas, Class A airways, ground obstacles such as high towers etc. It didn't help that the section was obviously based on an area of the West Country with towns, airfields etc. all placed where you would expect them to be - but with made up names. So my head is already visualising position reports but having to use none standard names.
On the screen is a blue line showing my intended track, as if it had been plotted on a regular chart. The right hand of the screen has a DI type of instrument. I was shown how this controls the direction of the aircraft as it moves along the track. Oh yes, you have to steer the aircraft as it moves along the track. Not as difficult as it may sound, but another thing to consider. It was also possible to speed up the simulate movement between reporting points.
At the foot of the PC screen were digital representations of COM1 / COM2 and the toggle switch, as well as a simluated transponder. All these worked for tuning and setting values and would be used in the test.
I was then given some time to look at the (real) paper work: a flight log showing directions, reporting points, altitudes, times etc., just like a regular log. A list of all known stations on the chart section, their callsigns and frequencies. The list was comprehensive and by no means would all stations been expected to be used (probably 20+). The test is to pick out the right ones for the right service at the right time. Finally a paper giving basic instructions about the flight e.g. take off from here, climb to here, do a position fix on this leg, request weather, make a decision to land - if necessary divert to here etc.
And then I was ready to go. Taking off from ATC using SVFR in Class A airspace (a nice easy start ;-)), given the choice to make my position fix either by a fix call or tune for QDM request (I chose the latter). A simulated emergency thrown in - the PC displays what has failed at the examiner's discretion! Contact with military radar, FIR information, MATZ, radar information (LARS), etc. Lots of height changes, QNH / QFE changes en-route and the difficult bit is remembering current height - which isn't really important until you re-read the instructions and are supposed to be changing height at a certain point for an upcoming test. I made an additional point to report position and gave my new height (it was a FL by the way rather than regular altitude). A PAN PAN thrown in for good measure.
Towards the end (about 50 mins in) I was feeling confident and approaching my destination field. I contacted the tower (because in the field notes the approach wasn't in service during xxxxhrs to yyyyhrs - just the time period of my simulated flight was taking place). Because I'd gone straight to tower my head was thinking this was an AFIS so I was telling the ATC what I was doing - rather than waiting instruction (oops). My big mistake. In reality the tower may have been sterner at saying it wasn't an information service! I'd requested and checked the weather, all was good for a landing. The test was coming to an end and I was feeling good. I was number two to land behind a Cessna. Continuing approach, only the landing to do (it is odd that you are only making calls rather than really downwind, final etc. - just follow the calls one after the other). I had also started to direct my on-screen aircraft to fly downwind and base until the instructor told me directly that I didn't have to bother - phew, a workload gone there.
Anyway, back to the approach. Am waiting for the 'clear to land' instruction when all of a sudden the aircraft ahead had had a problem on landing, broken nose wheel, airfield would be closed for some time. Initiate go-around. Which I did. Then had to make calls to state intentions to divert. Aaargh - so close to finishing then back into the (virtual) airspace to get to my diversion field. Another 5 mins of diversion, and now to contact and land at an A/G airfield - which I did OK. Before long the call came through that the test was over and I went through for my results.
The examiner was very thorough in the debrief which was good. I had made a few elementary errors:
- in position reports I had given some of the information in the wrong order.
- after cancelling a PAN PAN or MAYDAY (I had one of each!) you have to state intentions so that controllers can keep a track of you. I didn't state this so had to be asked explicity.
- on changing to an altitude I had said "approaching 2500ft" - don't know why but I did. "Approaching" is NOT a word to be used.
- I made much use of ETA rather than Estimate - and if you don't believe me the whole test is taped so the examiner can play back any piece (!) It was odd how much I thought I had said that I actually hadn't or had said differently.
- I was told to "Continue Approach" as an instruction when coming in for the aborted landing. I didn't acknowlege the instruction in full ("Continuing Approach - G-XX") rather just "G-XX". At that time I was waiting for "Cleared to Land" and when the examiner kept repeating "Continue Approach" I knew I was doing something amiss, but didn't know what.
- I had used "One, zero, zero, zero" instead of "One thousand" for a QNH setting. Also read back QNH as QFE (but was corrected in-flight - I was testing the examiner ;-))
- At take off the instructions said that I'd already booked out. So I went straight into the taxi request (to tower rather than ground! Doh!). I was told that I should have re-stated my intentions. Whereas in the real world at LBA I book out and this *saves* all this info having to be passed over busy airwaves...
That was so difficult. I had an headache at the end. But big thanks for all on this thread for advice in the past, and especially to Blinkz for the IM chat - BTW you DID post your experience on Page 41...
Now only the GFT and QXC to go!!!
Let's just say, before I go any further, that I passed. But I didn't think I had once I saw the examiner's remarks paper that was covered in red pen. It turns out that he was simply making comments and only had a red pen to hand (phew!).
The set up was one of the more modern examination environments. A dedicated PC along with headphones and a comms box simply used to house the jack plugs, the PTT button and a red light that came on when an emergency was underway.
I was introduced to the PC application. Most of the screen is a visual representation of a section of an aviation chart. This included AIAAs, Danger Areas, Class A airways, ground obstacles such as high towers etc. It didn't help that the section was obviously based on an area of the West Country with towns, airfields etc. all placed where you would expect them to be - but with made up names. So my head is already visualising position reports but having to use none standard names.
On the screen is a blue line showing my intended track, as if it had been plotted on a regular chart. The right hand of the screen has a DI type of instrument. I was shown how this controls the direction of the aircraft as it moves along the track. Oh yes, you have to steer the aircraft as it moves along the track. Not as difficult as it may sound, but another thing to consider. It was also possible to speed up the simulate movement between reporting points.
At the foot of the PC screen were digital representations of COM1 / COM2 and the toggle switch, as well as a simluated transponder. All these worked for tuning and setting values and would be used in the test.
I was then given some time to look at the (real) paper work: a flight log showing directions, reporting points, altitudes, times etc., just like a regular log. A list of all known stations on the chart section, their callsigns and frequencies. The list was comprehensive and by no means would all stations been expected to be used (probably 20+). The test is to pick out the right ones for the right service at the right time. Finally a paper giving basic instructions about the flight e.g. take off from here, climb to here, do a position fix on this leg, request weather, make a decision to land - if necessary divert to here etc.
And then I was ready to go. Taking off from ATC using SVFR in Class A airspace (a nice easy start ;-)), given the choice to make my position fix either by a fix call or tune for QDM request (I chose the latter). A simulated emergency thrown in - the PC displays what has failed at the examiner's discretion! Contact with military radar, FIR information, MATZ, radar information (LARS), etc. Lots of height changes, QNH / QFE changes en-route and the difficult bit is remembering current height - which isn't really important until you re-read the instructions and are supposed to be changing height at a certain point for an upcoming test. I made an additional point to report position and gave my new height (it was a FL by the way rather than regular altitude). A PAN PAN thrown in for good measure.
Towards the end (about 50 mins in) I was feeling confident and approaching my destination field. I contacted the tower (because in the field notes the approach wasn't in service during xxxxhrs to yyyyhrs - just the time period of my simulated flight was taking place). Because I'd gone straight to tower my head was thinking this was an AFIS so I was telling the ATC what I was doing - rather than waiting instruction (oops). My big mistake. In reality the tower may have been sterner at saying it wasn't an information service! I'd requested and checked the weather, all was good for a landing. The test was coming to an end and I was feeling good. I was number two to land behind a Cessna. Continuing approach, only the landing to do (it is odd that you are only making calls rather than really downwind, final etc. - just follow the calls one after the other). I had also started to direct my on-screen aircraft to fly downwind and base until the instructor told me directly that I didn't have to bother - phew, a workload gone there.
Anyway, back to the approach. Am waiting for the 'clear to land' instruction when all of a sudden the aircraft ahead had had a problem on landing, broken nose wheel, airfield would be closed for some time. Initiate go-around. Which I did. Then had to make calls to state intentions to divert. Aaargh - so close to finishing then back into the (virtual) airspace to get to my diversion field. Another 5 mins of diversion, and now to contact and land at an A/G airfield - which I did OK. Before long the call came through that the test was over and I went through for my results.
The examiner was very thorough in the debrief which was good. I had made a few elementary errors:
- in position reports I had given some of the information in the wrong order.
- after cancelling a PAN PAN or MAYDAY (I had one of each!) you have to state intentions so that controllers can keep a track of you. I didn't state this so had to be asked explicity.
- on changing to an altitude I had said "approaching 2500ft" - don't know why but I did. "Approaching" is NOT a word to be used.
- I made much use of ETA rather than Estimate - and if you don't believe me the whole test is taped so the examiner can play back any piece (!) It was odd how much I thought I had said that I actually hadn't or had said differently.
- I was told to "Continue Approach" as an instruction when coming in for the aborted landing. I didn't acknowlege the instruction in full ("Continuing Approach - G-XX") rather just "G-XX". At that time I was waiting for "Cleared to Land" and when the examiner kept repeating "Continue Approach" I knew I was doing something amiss, but didn't know what.
- I had used "One, zero, zero, zero" instead of "One thousand" for a QNH setting. Also read back QNH as QFE (but was corrected in-flight - I was testing the examiner ;-))
- At take off the instructions said that I'd already booked out. So I went straight into the taxi request (to tower rather than ground! Doh!). I was told that I should have re-stated my intentions. Whereas in the real world at LBA I book out and this *saves* all this info having to be passed over busy airwaves...
That was so difficult. I had an headache at the end. But big thanks for all on this thread for advice in the past, and especially to Blinkz for the IM chat - BTW you DID post your experience on Page 41...
Now only the GFT and QXC to go!!!
Spicy Meatball
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Well what can I say - I have just returned from a weeks holiday in Crete and I log into find my diary still well and truly greased
Where do I start?
Firstly - welcome aboard squeaky - some of you may have guessed by the name that we share similar backgrounds. I was an air cadet at 1026 Ormskirk (I left about 5 years ago) and now he is too. I was a Civilian Instructor there for a short time, and that's how I know him. Good to see you finally flying buddy, tell us how it went and what you did (you know that now you have posted in here, you have to post for every flight, or I will come knocking on your door!)
Data - apologies for not being able to post something for you on the RT (I did a full writeup further back) however, I am thinking you have passed by the time I am writing this. Put it this way - your description of it was well advanced - and if you are at that standard, then no problems eh
Blinkz - I know you were looking forward to a solo flight post test - and even though you had problems - they all attribute to future learning and improvement.
rjt194 - thanks for your post mate - excellent to see your first solo, undoubtedly the best buzz in aviation. Hope you can keep us up to date on future lessons.
foreman - sounds like you experienced one of a few very smooth stalls - they become all together more interesting if you have a wing drop or the nose pitches forward a little quick as the centre of pressure shoots forward to the leading edge of the wing. Ask your instructor if he can demonstrate one. And don't worry about being rusty.............practice makes................. Thanks for your post mate.
Should be going flying on Wednesday with a chap from the school (not a lesson) and then as soon as I land a job (got a very promising interview next week) I can do my QXC (I promised at the start not to babble about personal things like jobs/money/babysitting etc so I will shut-up!
Overall I have had a pretty awesome week. Been on holiday, passed my Aircraft General with 92% (only got nav and planning left) and just found out today that I graduated with a 2:1. Sorry about this - I am kind of in gloat mode after such a massive relief
Thanks all - brilliant
Lee
Data - we have posted at the same time - very well done indeed (knew you would pass). It is very stressful at the time and I agree on the headache part - but very rewarding to hear that you have passed.
Me and Blinkz are always chatting on MSN (well, he may think otherwise ) so if you want you can PM me your address - that goes for anyone, we have about 3 or 4 people up to now 
Where do I start?
Firstly - welcome aboard squeaky - some of you may have guessed by the name that we share similar backgrounds. I was an air cadet at 1026 Ormskirk (I left about 5 years ago) and now he is too. I was a Civilian Instructor there for a short time, and that's how I know him. Good to see you finally flying buddy, tell us how it went and what you did (you know that now you have posted in here, you have to post for every flight, or I will come knocking on your door!)
Data - apologies for not being able to post something for you on the RT (I did a full writeup further back) however, I am thinking you have passed by the time I am writing this. Put it this way - your description of it was well advanced - and if you are at that standard, then no problems eh
Blinkz - I know you were looking forward to a solo flight post test - and even though you had problems - they all attribute to future learning and improvement.
rjt194 - thanks for your post mate - excellent to see your first solo, undoubtedly the best buzz in aviation. Hope you can keep us up to date on future lessons.
foreman - sounds like you experienced one of a few very smooth stalls - they become all together more interesting if you have a wing drop or the nose pitches forward a little quick as the centre of pressure shoots forward to the leading edge of the wing. Ask your instructor if he can demonstrate one. And don't worry about being rusty.............practice makes................. Thanks for your post mate.
Should be going flying on Wednesday with a chap from the school (not a lesson) and then as soon as I land a job (got a very promising interview next week) I can do my QXC (I promised at the start not to babble about personal things like jobs/money/babysitting etc so I will shut-up!
Overall I have had a pretty awesome week. Been on holiday, passed my Aircraft General with 92% (only got nav and planning left) and just found out today that I graduated with a 2:1. Sorry about this - I am kind of in gloat mode after such a massive relief
Thanks all - brilliant
Lee
Data - we have posted at the same time - very well done indeed (knew you would pass). It is very stressful at the time and I agree on the headache part - but very rewarding to hear that you have passed.
Me and Blinkz are always chatting on MSN (well, he may think otherwise
) so if you want you can PM me your address - that goes for anyone, we have about 3 or 4 people up to now
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Mazzy
CONGRATULATIONS on the 2:1. Excellent. What were you reading?
Am still thinking about the R/T and how tough I found it. I would think it is the fact that it is only pass/fail and you don't get the chance to go back and re-check your work. It is very linear and in-your-face with no time to consider what you've already done.
I would suggest to the CAA that they allow the exam to be taken in a real flight with the examiner listening in - would make it so much easier ;-)
MyData
CONGRATULATIONS on the 2:1. Excellent. What were you reading?
Am still thinking about the R/T and how tough I found it. I would think it is the fact that it is only pass/fail and you don't get the chance to go back and re-check your work. It is very linear and in-your-face with no time to consider what you've already done.
I would suggest to the CAA that they allow the exam to be taken in a real flight with the examiner listening in - would make it so much easier ;-)
MyData
Spicy Meatball
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Thanks Data - it was Information Systems with Management, very big relief!
I agree that the test would be best suited to in the air. I was always told that the test is a way of finding out basically if you can handle the radios, and more importantly give out a proper Mayday etc. I done my test very early on in training so I found it unbelievably hard, whereas now if I were to resit it, I am sure it would be no problem, as I have used all the content practically.
The hardest part is keeping up the standard in the air - and unfortunately, mistakes aren't avoidable!
Cheers,
Lee
I agree that the test would be best suited to in the air. I was always told that the test is a way of finding out basically if you can handle the radios, and more importantly give out a proper Mayday etc. I done my test very early on in training so I found it unbelievably hard, whereas now if I were to resit it, I am sure it would be no problem, as I have used all the content practically.
The hardest part is keeping up the standard in the air - and unfortunately, mistakes aren't avoidable!
Cheers,
Lee
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Congrats on the 2:1 Mazzy, the only degree to get if you ask me. 
Sorry for not posting more... bl00dy exams... But now your degree's done, I expect to see the PPL in the bag pronto!
Sorry for not posting more... bl00dy exams... But now your degree's done, I expect to see the PPL in the bag pronto!
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I agree that the test would be best suited to in the air
That'd make sense...
For the record - in Oz we don't do an R/T 'test' as such, we just get issued a 'flight radio operator's licence' before GFPT... so your instructor makes an 'assessment' while you do your initial training. No 'examiner' needed, much easier all round!
The 'test' as described by MyData seems a bit contrived to me, doesn't bear much resemblance to a real situation - so you'd be studying to pass the test rather than to know your stuff. Doesn't make sense to me...
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The 'test' as described by MyData seems a bit contrived to me
Bears little resemblance to real life. But I passed so I don't really care!
Spicy Meatball
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Hehe thanks all. Pengy, good to see you still here
Going flying on Wednesday - seems like ages since my last flight................
Fixed+Rotary (aircraft, not washing lines)
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Contrived tests and advice...
kookabat - I agree with you 100%. I've a few friends who ask how the flying is going. I liken it to the stage where I'm allowed to drive on busy motorways: fast traffic, real world big jets, on my own, controlled airspace, military zones, knowing the emergency drill, obeying air law etc. It seems bizarre that as part of the *qualifying* period you have to go and do the real world stuff - this just wouldn't happen during learning to drive!
So the R/T practical is contrived in that I've done this *for real* with real world significance each time I've taken to the skies. Bizarre.
Penguina - Your examiner has quite a different attitude to mine. He specifically stated that this was NOT a navigation, handing, ability exercise. It was purely about R/T. If I made a diversion call then on my head be it. Also, if I didn't follow the flight plan track then no-problem, he would be able to reset. I can see the argument going both ways but if you are being examined on your R/T capability then so be it. If it is your navigation ability then that is a different matter.
For the record - I spent this Sunday doing circuits at LBA. That was very re-assuring. I've not done any proper circuit learning since February and only getting one landing in an ATC Zone every 3 weeks isn't very reassuring. I did have to do an orbit for a KLM and BMI jet to take off - it was nice just to be able to fly around the sky watching the world go by.
I also notice through re-reading this thread that many of you had to do a lot of solo circuits before being allowed to fly CX solo. I never had this - is it standard? (I did ONE solo circuit before going CX solo - although I did a lot of dual NAV first).
MyData
So the R/T practical is contrived in that I've done this *for real* with real world significance each time I've taken to the skies. Bizarre.
Penguina - Your examiner has quite a different attitude to mine. He specifically stated that this was NOT a navigation, handing, ability exercise. It was purely about R/T. If I made a diversion call then on my head be it. Also, if I didn't follow the flight plan track then no-problem, he would be able to reset. I can see the argument going both ways but if you are being examined on your R/T capability then so be it. If it is your navigation ability then that is a different matter.
For the record - I spent this Sunday doing circuits at LBA. That was very re-assuring. I've not done any proper circuit learning since February and only getting one landing in an ATC Zone every 3 weeks isn't very reassuring. I did have to do an orbit for a KLM and BMI jet to take off - it was nice just to be able to fly around the sky watching the world go by.
I also notice through re-reading this thread that many of you had to do a lot of solo circuits before being allowed to fly CX solo. I never had this - is it standard? (I did ONE solo circuit before going CX solo - although I did a lot of dual NAV first).
MyData