From Zero to Forty Five - my PPL Diary

[mazzy1026]

Sorry Mazzy, not trying to hijack your thread

Take that back!

Thanks for that CB - very good post indeed, a good insight as to what I can expect too here in UK. It's a good achievement if you ask me, to have done it twice. Please do keep us informed about your adventures in OZ

Data - I know the feeling, I presume it is one of the hardest things to get done in the PPL, along with the skills test. I have actually booked some more time off from the 3rd October, hopefully to get the solo done myself, so I really hope I get some good weather, or I will be seriously peeved (that’s UK flying for you though eh).

Michael, good question........... The way it went was to contact London Info after departing Wolverhampton, they asked us then to report Crewe, when they knew would most likely be changing to Manchester, which we did. Another reason for us using London Info was to utilise the practice PAN (we never did this on the day, but is something we will be covering on another flight).

Cheers all, hope to be posting another big one again soon and do keep up posting your experiences.

Lee

[Chequeredflag]

Hi everyone,

It's been a while since I posted, so thought I'd give a quick update. Due to the boating season, which sees me "offshore" for 2 or 3 weeks at a time (got to use it, it cost too much money to leave idle!!), flying has been a bit sporadic lately. Still I'm pleased with my progress so far, and yesterday did my first solo "away". I took off from EMA, exited the zone as instructed by ATC via Long Eaton West and simply flew North to Mansfield, and then had fun flying over the Clipstone Forest area. After a few minutes, I turned back West, and discovered that into the (by now pretty low) sun (it was 17.30), the visability was pretty horrible. Nevertheless, I flew due West, climbed a bit, keeping Mansfield to the North, and easily picked up the M1. I then did the whole exercise again, before heading back South to the EMA reporting point (Trowell Services on the M1).

I was cleared straight into the zone, though had a medi vac helicopter pretty close accoring to FIS - I never saw it against the sun. I switched to Tower and was pretty surprised to be cleared straight to final as number 1 (usually a pretty busy time with a lot of commercial traffic).

There was a bit of a crosswind (230/13 kts) on runway 27, which caught me out turning onto final - it was 280/9 kts just 5 minutes beforehand, so where did that come from? This caused me to drift a bit off line as I turned onto final, which I quickly corrected. I have not had a crosswind landing for some time, and whilst it was not very pretty to watch for the BMI planeload of passengers waiting to take off, the actual touchdown was a real smoothie.

Did I enjoy it? Yes indeed I did, though I confess to feeling a bit nervous on the journey to the airport. However, once I walked across the tarmac and climbed aboard I felt great. Once again, I noticed that flying solo, I am much more conscientious, looking out constantly, more regular FREDA checks, remembering things like switching the fuel pump off at 1000' etc, and just feeling more in charge and on top of things. I find that having an instructor talking to me, it's more difficult to keep my concentration on doing these important things - I guess I'm not much good at multi - tasking!!

Next follows a solid lesson on PFL's (the one major weakness evidently in most students during their skill test), then a couple of solo navs, a couple of land aways and then all being well the QXC follows shortly.

Oh dear dreaded skill test is edging ever closer!!

[Happyeater]

QXC....maybe!

Here's my blog posting about last Sunday's QXC. If fellow stude's learn from it, it'll be worth the embarrassment!

If I has to pick a day for the QXC I'd have picked today. A Sunday afternoon which meant a relaxing morning to plan out the route before a leisurely drive to the Club. No wind, blue skies, 40 km visability and a choice of a couple of aircraft topped it off. Someone was looking after me. Having checked out the weather on 'Avbrief' and found it to be perfect, my planning was easy. Calm conditions meant few calculations for the headings. I had really been looking forward to this, it's what being a pilot is all about, getting away and having fun. This venture would take me almost 200 miles and include landings at Carlisle, Teesside and back at Newcastle.
Marian met me at around 1.30pm and went through the paperwork, checked my planning and the weather and gave me the A4 sized sheet on which would go the signatures and comments from the ATC at both Carlisle and Teesside. These signatures would determine a pass or a fail. The sheet would then go to John Corlett our Chief Flying Instructor and he would then either sign it off as a success....or not.

I chose 'Juliet Victor' because of the comfort value over 'Whiskey Kilo' and after the usual checks and a fuel top up, I was off. Runway 07 and a left turn towards the West, calling the ATC with regular position fixes and leaving the control zone. All went well as they passed me to Carlisle Approach and I told them I'd like to overfly and go to Silloth on the coast before heading back inland for a landing at Carlisle. Not a problem, the nice ATC man on the radio was helpful and asked me to report at Haltwhistle, Brampton, field in sight, Carlisle City and then again at Silloth. I could almost see the sea from Carlisle and flew parallel to the Solway Firth to Silloth. Turning at Silloth I was asked to report before Calisle again, which I did. The approach would be left hand for runway 25 and surprisingly I could see the runway before Carlisle was reached. Power was reduced as the circuit height is 1000 feet and I joined as instructed, calling downwind and base. With little flying around the Cumbrian skies, 'JV' turned onto 'finals' and landed nicely. Taxy instructions followed and the aircraft was parked at '2 Golf'.

Following the closedown, it was nice to stretch my legs on the short walk to the reception area. I'd already asked the ATC if I could go for his autograph and so I made my way to the little blue door below the tower. Small, narrow windy staircase led me up to the circular control room and the form was kindly filled in with a 'good' for both the landing and airmanship. Great stuff but next would come a longer leg to Teesside. I booked out in the tower and made my way back to the parked chariot. Checks were made of the oil, fuel and brake fluid etc before I started the engine and asked for taxi instructions. Again it was a virtual straight out and runway 25 helped me airborne again. A FREDA check was done almost immediately as last time from Carlisle, I headed in a different direction from the one I wanted due to the Direction indicator being many degrees 'out' from the compass. This time I was away cleanly and made for my turning point at Hexham. With good visability the plane climbed to 3000 feet nicely and Hexham could be seen from 20 km away. Carlisle passed me to Newcastle radar and contact was made. Just before Hexham ATC asked me to decend to 2500 feet or below to avoid jets approaching from the south. This was done quickly in a nicely controlled way and I reported, "Turning at Hexham for Teesside".

This was great fun and I settled on to a south easterly heading and passed the Derwent Reservoir, glistening in the late afternoon sunshine. Ahead was Tow Law, Consett and Bishop Auckland. To my left I could see Durham and it's wonderful cathederal, further on was the North Sea. I passed Tow Law and Newcastle asked me to contact Teesside Approach. The frequency was already entered so, with a push of the button I could hear conversation from Teesside 20 miles ahead. At Crook, I made contact and was told to squawk 7034 and was told that it would be a left hand base for runway 05 which I repeated back. In the distance I could make out Newton Aycliffe and its many factories, beyond was Darlington.

Reducing power close to Newton Aycliffe I prepared for the landing by starting my landing checks. The airway was busy, very busy and it was at Darlington I reported in to be told that I had, "Entered controlled airspace without permission!". Bloody hell, I had managed to go in to their zone before reporting where I was. My mistake, I should have stayed outside until I had managed to contact the approach. A lesson learned, could be painfully too as this may possibly have failed me in my cross country. Once I was in their zone it was too late to do anything about it. John Corlett will review this once he returns from his holiday. Still, I was passed to the tower and made a good circuit and landing.

Again I asked for permission to go up to the tower for an autograph which was given. A nice lady met me at the door and kindly escorted me upstairs to the control centre. The ATC man asked if it had been me who entered the zone and I said that it was. He said that I must be careful when approaching any ATZ and ask early for joining instruction. I agreed and thanked him for his advice. The landing was marked as good and a comment about the 'zone busting' was inked on the sheet too. Bugger. Ah well, it wasn't going to distract me from the rest of my QXC and I was determined to enjoy my ride home.

Before departing the landing fee was paid at the information desk and I made my way back towards the aircraft via the passport control where I was searched and asked for my passport. The only thing I was carrying back that I hadn't arrived with was a Mars Bar! Checks were done and I headed for the area where I would do the power checks. No issues meant that I got away swiftly and I headed home. The return flight was uneventful but I was determined to pass above my house on the way to the airport. Not surprisingly, I made a very early call for joining instructions to Newcastle ATC. With the runway quiet, I was given a right base for runway 07. A full flap landing was a good one despite an approach which was too high and needed a side slip to get down from 700 to 500 feet on the base turn. With it being a short base, I had slightly misjudged the turn. The landing was fine and a short backtrack was needed to get back to the Club's apron.

Marian met me on arrival and I explained about the zone infringement at Teesside. Not much anyone can do now, I'll just have to wait for JC to make a judgement and go from there. To be honest, if I had to do it all again, it would be a pleasure as I enjoyed it so much. Once I pass my PPL it will be things like today which will appeal to me. Despite it being part of the course, it was a bloody wonderful experience.


p.s. thinking about it now. I thought the message I received from my first call was clearance. The conversation went something like this after being passed to Teesside from Newcastle radar;

"Teesside approach, good afternoon, G-XXXX west of Crook at 3000 feet, request FIS".
"G-XXXX, good afternoon, FIS, please squawk 4677 (and ident), the QFE is 1018 and its a left base for runway 05".

I repeated the message, and continued towards Teesside. I must have though the above was a clearance, and this was wrong. By the time the second call was made at Darlington, the damage was done. There were a lot of people talking over each other and in there somewhere was mentioned, "Darlington". Whether I then thought that I'd been requested to call at Darlington, I honestly now can't remember although thats not at all likely with Darlington being mainly within the CAS.

So, lesson learned.

[mazzy1026]

BMI planeload of passengers waiting to take off

You can't help but get a buzz when that happens

I couldn't agree with you more about your last comments about concentration levels when the instructor is with you - I too tend to forget things when he is next to me, but for some reason, when alone I do not - I think it's because subconsciously when we are with the instructor we feel more safe and therefore may ignore certain things (being unaware of course).

This is when you realise what flying is all about, being able to leave the confides of the zone and explore what's out there. Glad you had a good flight, and hope the PFL's go well.

------------------------------------------------------------------------------

Paul - looks like we posted at the same time. That was an excellent writeup and just reading it made me anxious to get up and do mine! I really do hope you pass, and honestly don\'t see any reason why you should have failed on that - but hey I am not an examiner, just wish you all the best and fingers crossed.

It\'s good to have you back here with us. Paul (Happyeater) has now joined us on MSN so again, if anyone would like to:

[email protected]

Thanks

Lee

[MyData]

Happyeater - great post. I've been guilty of the same at LBA, but fortunately had the instructor on board to prevent the zone bust.

When contacting approach I was given the active and circuit. I guess that because this is one of the last things to do before touch down the assumption is that the zone clearance is implicit. It isn't. So now I make doubly sure that I've got permission - even asking again if I can't recall if it was given.

Mazzy - I like your tips regarding writing down the R/T calls. I do the same, to ensure I'm using the right terminology with A/G, Information, Radar, Tower, Approach etc.

[mazzy1026]

Yeah it just means that you don't have to devote as much brain power into puting the call in, so you can concentrate on other things better and I find it eases the pressure slightly

[kookabat]

Hi all,
Since I got my licence I haven’t been posting on this thread as much as some have – but I thought I would share a flight I made yesterday.
I had a bunch of people from uni who wanted to go flying… so I booked a Cherokee and for once the weather cooperated. We awoke to blue skies and virtually no wind. Out to the airport, submit a flight plan and preflight the aircraft. All looked good so we boarded the trusty steed and I fired up the engine and away we went. Once airborne it became obvious that perhaps it wasn’t as clear in the air as the blue sky would have led me to believe… it was very very hazy. Talking later to another pilot who had been up a little higher than I was (we stayed at 1500’) I found out that there was an inversion layer at about 3000’, which would explain why I couldn’t see much at all… it was still ok for VFR flight though, just that landmarks a ways ahead were a bit tough to see at first. I left my landing light on for most of the flight just for an added safety margin in the haze… We were wanting to get clearance to conduct some orbits near the Sydney Harbour Bridg – because it was a fairly nice weekend there were a lot of other aircraft wanting the same thing so when I initially called for the clearance I was ‘number four for the harbour zone and expect a delay of 10-30 minutes’ – bugger! Discussed it with my passengers, decided that we’d give it a go anyway and if the delay turned too long we’d just continue up the coast instead – still fairly scenic but not entirely what we were planning to do. As it happened, by the time we actually got to the coast we held for about five minutes and the clearance became available so we managed to get to the bridge anyway. My passengers were most impressed! Orbited just near the bridge for a bit… we even managed to get clearance to track back to Bankstown via the Parramatta River rather than having to go all the way out the way we came. Back into Bankstown for a somewhat firm landing (doh! Ahh well can’t win ‘em all).
Two of my passengers had never been in a light aeroplane before and they were most enthusiastic about going up again sometime – I guess that means job well done!
And the best bit is, we were cost sharing – so I got an hour’s flying for about AU$40… too good!
So… the things you can do once you get your licence… considering this was, actually, only the second flight I had ever done with passengers on my full PPL I was pretty damn happy with what happened. It wasn’t perfect by any means (there were a few small problems along the way – at one stage I had QNH of 1007 set instead of 1017 OOPS!!! – the controller picked it up and let me know) but it was a fairly simple flight to start building some experience with.

Just thought someone might be interested… that’s all!

Adam

[benhurr]

Happy Eater,

Well if the clearance was "cleared to join left base for runway 05" then you would have been fine.

Alternatively "expect a join left base for 05, not yet cleared to enter the zone. Report at..."

If you were my student you would pass - purely because you have demonstrated good airmanship and are more than happy to accept a smacked wrist.

[Happyeater]

Hi Ben, Thanks for the words and I do accept that I cocked it up technically. The way it was worded was something like this;
"Good afternoon G-XXXX, squawk XXXX and press ident. The QFE is 1018 and it'll be a left base for runway 05".

I repeated the message and got a ,"Readback correct G-XXXX".

And so I continued until I thought it was time to let them know where I was. At no time was I "cleared" or told to "Join" anything. My mistake although all the FI's and PPL's I've discussed this with understood my reason for continuing and in most cases admitted they may well have done the same. The reason for my post isn't to whine that I was hard done to or unlucky, it's for fellow studes to hopefully learn from my mistake.

[benhurr]

I certainly wasn't accusing you of whining - remembering back to my QXC - I ended up flying about 10 miles downwind cos I lost sight of the airfield! Ended up doing a position fix to establish my position!

I guess in future you will be waiting for to hear "G-XXXX, Cleared to...."

I also tend to plan routes (if VFR) to the expected VRP on the edge of controlled airspace - then all of my timings etc. refer to that point and not overhead the field. Then have a heading for the final bit. Helps to fix it in my head that I need onward clearance from that point.

And I know of an instructor who bust controlled airspace around 11 times in one flight - he thought he was orbitting outside controlled airspace, but he clipped it on every orbit!

Maybe you sounded so confident on the radio that ATC didn't feel the need to add on the non-standard "not yet cleared to enter"

I hope your test goes well.

[mazzy1026]

Maybe you sounded so confident on the radio that ATC didn't feel the need to add on the non-standard "not yet cleared to enter"

I'll go with that

Kook - certainly sounded like a job well done to me. It must be truly amazing flying round that part of the world

Well, I finally got in the sky yesterday, went for a jolly again with one of the ex instructors in the 4 seater. I took up the g/f as well and she had a great time. Was made up with the greaser too, not very often I do one of these We went along the Welsh coast before turning back to cock up a standard rejoin at Kirkby - I really must pay attention when looking for Kirkby, I was heading for Skelmersdale "sure" of where I was (yeah right)

[Vee One...Rotate]

Nice post kookabat - something for us all to look forward to!

V1R

[Happyeater]

Thanks Ben, absolutely right about the waiting to hear those "Cleared" words in future.

Great idea about finishing the plan outside of the zone too. I was considering writing "Clearance about 10nm from the end on my map!

[mazzy1026]

something for us all to look forward to!

Sigh - I just can't wait now

[MyData]

QXC In The Bag

Back on 28th August I did my dual QXC. The following weekend the weather was poor both days, following that I had other weekend commitments plus a change of flying school so it was with some trepidation that I reported at Sheffield FS at 0900 to undertake my QXC.

The NOTAMS, METARS, TAFS and F214/215 had all been checked, it was to be a great day for flying. I phoned my two destinations at Sywell and Tatenhill to confirm they were operational and to explain I was on a QXC and gave some indication of ETA.

First up was the short trip from Sheffield to Sandtoft. Student PPLs are not allowed to solo from Sheffield so I flew with my new instructor the 20nm to Sandtoft. I also had done my Dual QXC from Sandtoft so it had to be my starting point once more to ensure continuity.

Approaching Sandtoft I made a good join but fluffed the base leg and so I was a little high on final. The instructor lined us up and I brought the aircraft into land in a slight crosswind. It was good to get the gremlin out of the system early.

In to pay the fees then I left the instructor and headed back out for my QXC. First leg to Sywell, using Bottesford as the VRP. Total distance 75nm, estimated 35 mins.

I took off and immediately saw something unusual in my 1 o'clock. A big bird? microlight? parascender - here? on flat land? Ah, no, it was a balloon, but tall and thin rather than short and round. I made it out just as Sandtoft radio gave me a call to look out for it.

There followed a few minutes of other traffic calling in to report the balloon.

Leaving Sandtoft zone I turned to the correct heading then switched to Waddington radar for FIS. It is then plain sailing (or flying!) to head due south. Perfect visibility at 3500ft, keeping the river Trent and the power stations to my left, passing Swinderby and seeing the collection of old Cold War machinery including a Vulcan.

Waddington were providing a great service to everyone and I only had to make position reporting calls.

The radio mast at Melton Mowbray came in to view and I used as a visual marker to track south. By now I had Sywell on the second radio and was listening in for airfield information and to get a feel for the traffic.

Cottesmore, Rutland Water, and Corby all came into view just as planned by the stopwatch and finally Waddington gave me a call to leave the frequency and I made the switch to Sywell Information, squawking 7000.

I'm never very good at spotting airfields from the air. My instructors always seem to be able to do this from miles away. But I must be getting a better feel for things - looking for large buildings (hangars), open spaces, and slithers of road (runway). I spotted Sywell from perhaps 10nm out.

R03L was the active. Standard overhead join, listening for the other traffic - lots of helicopters and others using R33. Descend dead side, turning and lined up perfectly for R03. Touch down on grass, keep the nose up to relieve the pressure then a call to taxi to parking - simply cut across the field, no yellow lines here.

I went to pay my landing fees and got the first stamp and 'GOOD' ratings on my certificate.

A short break for a cup of tea as my parents and brother had come to watch my arrival. Then it was time to power up once more after a quick check around the aircraft and fuel / oil levels.

Taxi to hold of R03 and power checks. Flaps set to two stages for shortish grass take off. Although the runway is 909m I had previously taken off with flaps so elected to do so today. Rotation occurs much earlier, but keep the aircraft just slightly off the ground until enough good speed is made to climb. Once positively climbing retract flaps. I climbed in the circuit in the zone to 2000ft and then headed towards Bitteswell VRP as my next en-route point to Tatenhill.

Changing between QFE / QNH and making message calls was fun in this aircraft. The altimeter pressure scale is in inches of mercury. There is a small card to the left of the panel with conversions between millibars and inches of mercury. Just in case you don't already have enough to do there is the additional challenge of reading and converting units.

I left Sywell and made my only VFR navigation error. I tracked well over Pitsford Water, then between two lakes near Naseby. I was looking for Bitteswell 10nm away. A disused airfield but actually now a major commercial / industrical area full of anonymous white warehouses and factories. I could see this ahead, and also to my right was another very visible clutch of white factory buildings. But I knew I was on track, following the heading and the timing because I could see the M6 split from the M1.

At this time I switched to East Midlands and passed my message: 5nm south east of Bitteswell.

I then noticed up ahead a large expanse of water. This hadn't been on my dual QXC. I then noticed aerials to my right. These must be the aerials near Rugby. Another look on the chart and the water feature must be Draycott VRP, which means that the M6 is actually the M45. Ooops. Time to turn north, follow the M1 on my left and then turn to intercept the 'other' white buildings which did turn out to be Bitteswell.

As I was overhead Bitteswell and back on track the East Midlands controller asked me to confirm position. I replied with 'overhead Bitteswell VRP'. He must have thought I was flying a very, very, slow aircraft.

A minute or two later I was dropped from East Midlands with instructions to call Tatenhill. I could hear that the traffic was busy so I guess the controller wanted me out of the way knowing that I wasn't going into his airspace.

I tuned to Tatenhill and switched both listen and talk to that frequency, keeping a listening brief on the East Midlands frequency.

The remainder of the track to Tatenhill was without incident. From Bitteswell it was possible to see the powerstation 5nm SE of the airfield. So long as I aimed for the left of that I would be OK.

I made visual contact about 5nm from the airfield. Then I heard of another aircraft inbound from the North East at about the same distance, and another in the circuit below, and another taking off. It would be time to keep focussed and aware.

A good overhead join for R26L, a fairly stern crosswind (330/10 if I recall) and touchdown with a slight bounce which was a relief but a bit disappointing. But no time to think about things as I had to expedite vacation of the runway to allow the other aircraft behind me to land.

I parked up, went to pay my dues and get the second stamp of the day. This time it was 'SATISFACTORY'. The chap doing the authorisation pointed out that there are really only satisfactory or unsatisfactory landings and we all have room for improvement. Fair enough, I was just glad to get the second stamp and to head back to Sandtoft.

However. It was mandated that I visit the cafe for a cup of tea. I wasn't thirsty but it was pointed out that QXC is a long hard test and I should take time out to relax - which is a very good point and I would recommend it to all.

It turned out that my wait was much longer than expected. I phoned back to the flying school to confirm my ETA at Sandtoft only to be told that my instructor was out with another student and so I would have to wait about an hour on arrival at Sandtoft. So I had an hour to kill.

I decided to do a full check of the aircraft and write up some of the paperwork for the flight - logs and times etc. I also thought it would be a good excuse to fill up with fuel so I taxied towards the pumps and met my first aviation fuel queue. A Cessna had been filled but left at the pumps. We had to push it clear. But there still wasn't room. A Yak-52 had been brought out to be filled too so I couldn't get behind the other PA-28 that was now free to get to the pumps.

It gave me the chance to have a good look around the Yak though. And the owner let me have a sit inside. But it was all Russian to me and I couldn't understand much. The ticking of the clock was strikingly loud. Good solid engineering there.

So the PA28 filled up. Then the Yak. The Yak then started up and went through power checks and away followed by the PA28 and finally I got in to fill up.

It was soon time to depart and I took off, cleared the zone and departed NE to Sandtoft. Back with East Midlands control and had FIS on an uneventful track back towards Sandtoft. The only call I received was to watch for traffic as I neared the M1 (aviation traffic I think!). Then I was handed to Doncaster.

A simple switch over and a warning of intense traffic near Netherthorpe. Onwards and overhead the Doncaster ATZ to the south of the runway.

I arrived at Sandtoft bang on time, but knew I had 30 minutes or so before my instructor would arrive so I called Doncaster and told them I was to head over the Humber to Beverley for further navigation practice.

A short trip out to Beverley then turned back to Sandtoft. With the sun directly in my eyes. It was hard to make out anything so I followed the estuary and the Trent. I left the Doncaster frequency at Brough and switched to Sandtoft. Still blinded by the light I headed to the west of Sandtoft to reduce the glare then switched back to arrive overhead for dead side descend for R23R.

When I had left earlier the wind had been almost 90 degrees to the runway, and inbound traffic were given the option of R23 or R05. But now the wind was variable and less than 5 kts.

It should have been a simple landing but I was still slightly too fast on touch down, around 70-75kts. The extra 15kts made a difference along the runway and I made it all the way to the end at Delta to turn around.

It was then a trackback and park up. Mission accomplished. The QXC in the bag!!!

I had some time to wait for the instructor so I completed the paperwork and had a couple of coffees by way of celebration. There were three Provosts at Sandtoft today each prepping ready for pleasure flights.

At 1700 my instructor arrived. I was starting to feel the effects of the day by now but made the effort for the final trip back to Sheffield. Once back in the air my vitality returned and it was simply a case of calling Doncaster and heading 240. We were past Doncaster airfield and the town in minutes.

The M18 on the right was a good guidance route to follow, then the VRP of the M1/M18 intersection came into view. By now the sun was directly in front of us but hazy through the oncoming cloud. The instructor made a call for the runway lights and it was amazing when they lit up. Really cool.

Another aircraft was on short final so we made some lazy S turns to waste some time. Then it was 3rd stage of flap, aim for the numbers and in. We also managed to stop before the exit point so no need to backtrack. Park up and close down.

Total flying time today: 4 hrs 5 mins, and I was pretty exhausted by the time I got home at 1900hrs.

All this on top of the cross channel trip I took to Cherbourg via Isle of Wight last weekend that I've not yet had time to write up!

[veetwo]

Great write up Mydata! Congratulations on the QXC!

Just out of interest, does anyone know why Sheffield City Airport prohibits Student PPL's flying solo? For an airport struggling to survive with zero passenger flights left it seems to be an extremely pretentious and silly rule. But perhaps its due to operational restrictions I dont know about?

I did all my PPL solo work from Leeds/Bradford which is far busier with Jet commercial traffic and GA than Sheffield City...and the authorities up here dont bat an eyelid. I'm struggling to see the problem..

V2

[MyData]

I think Sheffield is restricted for safety reasons. The airport is surrounded by dense housing or industrial areas or hills so there is very limited scope for emergency landing even by an experienced pilot of a SEP.

[MichaelJP59]

I think Sheffield is restricted for safety reasons. The airport is surrounded by dense housing or industrial areas or hills so there is very limited scope for emergency landing even by an experienced pilot of a SEP.

That's true, though takeoffs on runway 10 are fine in terms of EFATO options. For a long time after Sheffield opened SEPs were not even allowed to use the airport for those reasons. Not sure what brought the change of heart.

[mazzy1026]

Data - well done my friend, excellent news - sounds like you did very well indeed Thanks for taking the time to write that one up.

I have a couple of write-ups I suppose - the first could be called "Definition of a Bad Day". Neil (DiscoChocolate) and myself were due to head to Sleap to practice some circuitry, other than the fact that the weather to the south would not let us do so. So, we planned on doing some circuits at Liverpool instead, which ATC did not allow as it was busy (and it bl00dy was too). After a 30 minute hold, number one to take off - the alternator light started blinking, and the alternator needle was all over the place, kind of making a pulse. We had guessed it may have been an alternator failure, so taking no chances, we regrettably taxied back to shutdown. Looking back, it may have been the strobe lights that were causing the pulsing of the needle. Anyway, to top off a day that was already going bad, we went into Liverpool for lunch, only to watch Chelsea wallop us 4-1

That aside, the flight I had the other day would make up for this. I went to Blackpool on Monday (also to practice the low level route again) and I was made up with the way the flight went. We headed south and done a practice PAN on Shawbury, which went with success (Shawbury were excellent with us that day). Then the plan was to fly from Crewe, to Ashcroft Farm, then up the Low level. So, being somewhere near Wrexham, my instructor asked me to draw a line on the chart to Crewe, and guesstimate a heading, which I did roughly, and to my delight it took us right over where we wanted to be (have a look on the chart, it's where all the railway lines meet). Then left to Ashcroft farm and onto Manchester for the low level. This has worried me in the past, as I felt it quite difficult, but today would be the third time I would transit it, and it went very well indeed, I could pick out most things and felt comfortable knowing that I would be doing this on my own soon. So, northbound to Blackpool, and as expected was asked to route Southport Pier, to St Annes pier which went without problem. It was actually quite quiet today and we pleaded with Blackpool for an overhead join which went very smoothly. We had to remain clear of the northern side of the pleasure beach, as the conservative party conference was on - that was in the NOTAMS, but as we were coming from the south, it didn't cause a problem. After an extended downwind leg, we landed fine and went for a cup of tea.

On the way back to Liverpool, I suggested I do a stall, for practice - so that went well. Actually, my instructor sprung it on me as I was looking out to my left - he cut the power and raised the nose and promptly shouted "RECOVER" - which is what I did.

So, I am now sat here, checking the weather, hoping that I will be flying it solo within 2 hours, but it isn't looking so good. I really hope I can get it done this week, as I don't have many holidays left from work

Cheers,

Lee

[DiscoChocolate]

MyData - Great write up and well done on getting your QXC!! i found that was the most enjoyable and rewarding part of the PPL syllabus.

Mazzy - Well done on managing to get airbourne this week!!! Lucky !!! Sounds like a succesful flight.
Hope you manage to get the QXC in the bag this week.

My bad day continued after watching the footy as I got totally lost in Liverpool City Centre and it took me almost 1hour to find my way out!!
BTW the Alternator had packed it in and unfortunately the pulsing wasnt caused by the strobe as it wasnt switched on at that point...