From Zero to Forty Five - my PPL Diary
Join Date: Apr 2003
Location: East of Runway 21
Posts: 1,157
Likes: 0
Received 0 Likes
on
0 Posts
A tiny metal flap on the leading edge of the port wing which lifts up when the angle of attack increases – very, very basic but extremely important device – no rocket science here!
Pretty basic to what we have now, eh, (but I suppose it worked...!)Great summary again, Mazzy. You'll love having this to look back on once you're let loose on your own!
(it's funny, those acronyms sure stick with you... I still remember HASEL from my school days... at least, I think it was hasel!!!
)Sky
At Last! Fellow Sufferers!
Mazzy et al. At last I have found some people who are doing exactly what I've done, rounding out too high, looking too close to the aircraft instead of the far end of the runway and so on.
Last Tuesday was a horror day for me on the circuit. Flapless approaches and landings, gliding approaches and landings - these went very well indeed. Tthe final circuit was going to be me demonstrating my masterful landing technique - only to have Beth grab the controls and apply power as I bounced and did my best to stall the aircraft into the tarmac from 40 feet.
So anyway, Wednesday I re read what I was supposed to be doing in preparation for Thursday - which was solid rain and cloud to 600 feet.
About 2.00 pm we found a window of clear sky and went up just to do simple circuits. I finally think I have some idea of what to do in the last 200 feet.
Get the approach right otherwise things just snowball. Throttle back to 1700 revs, hold nose up to wash off speed then chuck out ten, then twenty degrees of flap and lower nose to maintina 75 kts. Teurn final seleect aimpoint fifty yards from piano keys.
Chuck out another ten degrees to give thirty degrees of flap and position nose to give 65 kts.
Then saying under breath 65 kts, keep moving throttle and elevator to keep the aimpoint AND sixty five knots. Aimpoint - 65kts - Aimpoint- 65 kts Aimpoint etc. It seems to work.
I was rounding out too high - scared of getting too low and flying it into the grass, but the logical contradiction finally hit me. Once you do round out, the aeroplane flys perfectly happily straight and level for that 50 yards before the keys, look at the other end of the runway and then just ease back on power and hold the nose up.
Anyway we did circuits for an hour and a bit, just watching the next rainstorm coming in from over the bay. Timed it right so we had the Cessna tied down and were walking back to the office when the first raindrops hit - very satisfying.
Wednesday I go out with a Senior instructor for a check flight.
Last Tuesday was a horror day for me on the circuit. Flapless approaches and landings, gliding approaches and landings - these went very well indeed. Tthe final circuit was going to be me demonstrating my masterful landing technique - only to have Beth grab the controls and apply power as I bounced and did my best to stall the aircraft into the tarmac from 40 feet.
So anyway, Wednesday I re read what I was supposed to be doing in preparation for Thursday - which was solid rain and cloud to 600 feet.
About 2.00 pm we found a window of clear sky and went up just to do simple circuits. I finally think I have some idea of what to do in the last 200 feet.
Get the approach right otherwise things just snowball. Throttle back to 1700 revs, hold nose up to wash off speed then chuck out ten, then twenty degrees of flap and lower nose to maintina 75 kts. Teurn final seleect aimpoint fifty yards from piano keys.
Chuck out another ten degrees to give thirty degrees of flap and position nose to give 65 kts.
Then saying under breath 65 kts, keep moving throttle and elevator to keep the aimpoint AND sixty five knots. Aimpoint - 65kts - Aimpoint- 65 kts Aimpoint etc. It seems to work.
I was rounding out too high - scared of getting too low and flying it into the grass, but the logical contradiction finally hit me. Once you do round out, the aeroplane flys perfectly happily straight and level for that 50 yards before the keys, look at the other end of the runway and then just ease back on power and hold the nose up.
Anyway we did circuits for an hour and a bit, just watching the next rainstorm coming in from over the bay. Timed it right so we had the Cessna tied down and were walking back to the office when the first raindrops hit - very satisfying.
Wednesday I go out with a Senior instructor for a check flight.
Spicy Meatball
Thread Starter
Join Date: Jan 2004
Location: Liverpool UK
Age: 41
Posts: 1,115
Likes: 0
Received 0 Likes
on
0 Posts
Hour 4
As this lesson is a continuation of the previous hour (climbs and descents) it will be quite similar from a technical point of view.
Today was quite a windy day and I actually rang the school to see if we were still flying but I think I rang a bit too early. As I am in the early stages of my training I cannot yet tell the strength of the wind purely by feel. I got to the airfield and actually thought it was quite a strong wind and that we wouldn’t be flying. I went out to the hangar and saw my instructor, he said the wind was around 8 kts in which I was amazed at as it seemed quite strong. The windsock was only about 45 degrees from the horizon. Another problem was the haze, as it was quite early in the day, the haze layer was still quite low, so he asked me if I was ok to continue and climb above for now (as if I was gonna refuse the flight yeah?!)
Ok so we went through an external check in more detail, draining some fuel to take a look at it and looking under the cowling etc. the things I learned today about the aircraft (amongst others) was the purpose of the pitot and the pitot heat. He shown me if you place the back of your hand under the pitot you can feel a gentle warm air flow, as this can freeze over in icing conditions and then you would lose the use of the ASI which wouldn’t be good. Then there was the static vent. This (in very basic terms) being a pipe running along the aircraft which measures changes in pressure and allows the use of the altimeter etc. Sorry if this sounds like a lesson to you, but writing it down and explaining helps me to understand more. Hope you don’t mind.
So, as this is a continuation of climbs and descents, it was time to make use of the flaps, a cruise climb/descent and one of my favourite parts, the ‘sideslip’. As I am aware, the sideslip has to be covered as it is still part of the syllabus, but nobody really ever uses it. Please correct me if I am wrong but was it used in earlier days when no flaps were available, to lose height at a greater rate as slow as possible? It was fun to do thought, I never knew the Tommy could have done something like that, I must have more faith!
So far things are going well, things are fitting into place and I understand what is happening. I performed the manoeuvres ok and on the way back, made my first position report/approach intentions to ATC. This was another highlight in the process as I am sure you can understand.
Now, going back to a post I made several months ago, before I had started any training. Some of you may have read it. It was about crosswind landings. I was asking how they are performed and I admitted that it seems a daunting process and that it may be something which (what’s the right word here? I don’t want to use ‘fear’) seems a bit difficult at first. Ok so we were landing on RW09 with a 120 degree crosswind, so we were being pushed to the left. I seem to recall that ATC didn’t inform us of the stronger wind, as it was significantly stronger than what was said in the ATIS report. Anyway, this is my first crosswind landing attempt. I confirmed that I was in control and was being followed through. I am going to be completely honest with you at this point, I kept the airspeed as close to 70kts as I could, I kept a steady attitude (had great verbal help from instructor) and let the plane fly itself, with physics doing the rest. The landing went very well, it really wasn’t as difficult as I had though months ago when writing my crosswind post. My landings have gone very well so far, I know I have only done 4 hours but I do look forward to the circuits, as I particularly enjoy the landing stage. I am also getting more taxi control, which is great as this has also been another area that daunted me at first Made the final call to ATC, this time, only with the instruction ok you know what to say”,
“Golf sierra alpha, passing kilo, goodbye”.
I rang up on Saturday to find out my Air Law exam result. Got 92% which was very good to know.
Thanks for reading.
Lee.
Today was quite a windy day and I actually rang the school to see if we were still flying but I think I rang a bit too early. As I am in the early stages of my training I cannot yet tell the strength of the wind purely by feel. I got to the airfield and actually thought it was quite a strong wind and that we wouldn’t be flying. I went out to the hangar and saw my instructor, he said the wind was around 8 kts in which I was amazed at as it seemed quite strong. The windsock was only about 45 degrees from the horizon. Another problem was the haze, as it was quite early in the day, the haze layer was still quite low, so he asked me if I was ok to continue and climb above for now (as if I was gonna refuse the flight yeah?!)
Ok so we went through an external check in more detail, draining some fuel to take a look at it and looking under the cowling etc. the things I learned today about the aircraft (amongst others) was the purpose of the pitot and the pitot heat. He shown me if you place the back of your hand under the pitot you can feel a gentle warm air flow, as this can freeze over in icing conditions and then you would lose the use of the ASI which wouldn’t be good. Then there was the static vent. This (in very basic terms) being a pipe running along the aircraft which measures changes in pressure and allows the use of the altimeter etc. Sorry if this sounds like a lesson to you, but writing it down and explaining helps me to understand more. Hope you don’t mind.
So, as this is a continuation of climbs and descents, it was time to make use of the flaps, a cruise climb/descent and one of my favourite parts, the ‘sideslip’. As I am aware, the sideslip has to be covered as it is still part of the syllabus, but nobody really ever uses it. Please correct me if I am wrong but was it used in earlier days when no flaps were available, to lose height at a greater rate as slow as possible? It was fun to do thought, I never knew the Tommy could have done something like that, I must have more faith!
So far things are going well, things are fitting into place and I understand what is happening. I performed the manoeuvres ok and on the way back, made my first position report/approach intentions to ATC. This was another highlight in the process as I am sure you can understand.
Now, going back to a post I made several months ago, before I had started any training. Some of you may have read it. It was about crosswind landings. I was asking how they are performed and I admitted that it seems a daunting process and that it may be something which (what’s the right word here? I don’t want to use ‘fear’) seems a bit difficult at first. Ok so we were landing on RW09 with a 120 degree crosswind, so we were being pushed to the left. I seem to recall that ATC didn’t inform us of the stronger wind, as it was significantly stronger than what was said in the ATIS report. Anyway, this is my first crosswind landing attempt. I confirmed that I was in control and was being followed through. I am going to be completely honest with you at this point, I kept the airspeed as close to 70kts as I could, I kept a steady attitude (had great verbal help from instructor) and let the plane fly itself, with physics doing the rest. The landing went very well, it really wasn’t as difficult as I had though months ago when writing my crosswind post. My landings have gone very well so far, I know I have only done 4 hours but I do look forward to the circuits, as I particularly enjoy the landing stage. I am also getting more taxi control, which is great as this has also been another area that daunted me at first Made the final call to ATC, this time, only with the instruction ok you know what to say”,
“Golf sierra alpha, passing kilo, goodbye”.
I rang up on Saturday to find out my Air Law exam result. Got 92% which was very good to know.
Thanks for reading.
Lee.
Super-Friendly Aviator
Join Date: Jun 2004
Location: Reigate, UK
Age: 42
Posts: 424
Likes: 0
Received 0 Likes
on
0 Posts
majorcan,
Erm...those who want to get a feel for the kind of things to expect from their PPL course - personal experiences rather than lesson plans from Thom.
Don't be a prat and if that doesn't work, you could always click the big back button on your browser and peruse something else.
Thanks mazzy - keep it up
Regards,
V1R
Erm...those who want to get a feel for the kind of things to expect from their PPL course - personal experiences rather than lesson plans from Thom.
Don't be a prat and if that doesn't work, you could always click the big back button on your browser and peruse something else.
Thanks mazzy - keep it up
Regards,
V1R
Spicy Meatball
Thread Starter
Join Date: Jan 2004
Location: Liverpool UK
Age: 41
Posts: 1,115
Likes: 0
Received 0 Likes
on
0 Posts
I have never seen the thread you are referring to, so anything in here (that comes from me) is just that, from ME! It's my own experiences and words!
Super-Friendly Aviator
Join Date: Jun 2004
Location: Reigate, UK
Age: 42
Posts: 424
Likes: 0
Received 0 Likes
on
0 Posts
What is this "pink (headsets?)" thread we hear so much about? It's famous...or rather infamous at PPRuNe...!
Last post like this from me - don't want the thread descending into something it wasn't meant to be. Over to you again mazzy et al...
V1R
Last post like this from me - don't want the thread descending into something it wasn't meant to be. Over to you again mazzy et al...
V1R
Carbonfibre-based lifeform
Join Date: Mar 2002
Location: London
Posts: 747
Likes: 0
Received 0 Likes
on
0 Posts
majorcan,
Looking at the sum total of your posting history here, the only thing of value you seem to have contributed thus far is this:
Looking at the sum total of your posting history here, the only thing of value you seem to have contributed thus far is this:
If you want to diss someone, please do it via a PM or something, there is no room for comments like yors on our forum.
Join Date: Jul 2004
Location: Hampshire
Posts: 178
Likes: 0
Received 0 Likes
on
0 Posts
Thanks to all of you who have posted comments and advice re. the flare and landing. I'm booked for Thursday (thunderstorms permitting) so I'll give the techniques described a try.
I note several people have referred to FS2004, either as a learning aid, or simply as a flying fix substitute! As a 'sad anorak' I've used FS for some years now. It's not perfect, but it's great for running through the checklists that have to be rote learned. It's also quite good for learning radio navigation (what beacons do what and how the instruments work). The photoreaslistic scenary is not bad, but flying from Wycombe (the British Airports add-on is good for EGTB) I can say that there are an awful lot of extraneous buildings in the circuit area.
I would like to join others in inviting Majorcan to go and look at another forum if he doesn't like this one. Communicating with others is a great way of learning and we'll probably end up better pilots for it. If it repeats material from previous threads, well, what harm done?
Well done Mazzy. Crosswind landings, wow! keep it up
I note several people have referred to FS2004, either as a learning aid, or simply as a flying fix substitute! As a 'sad anorak' I've used FS for some years now. It's not perfect, but it's great for running through the checklists that have to be rote learned. It's also quite good for learning radio navigation (what beacons do what and how the instruments work). The photoreaslistic scenary is not bad, but flying from Wycombe (the British Airports add-on is good for EGTB) I can say that there are an awful lot of extraneous buildings in the circuit area.
I would like to join others in inviting Majorcan to go and look at another forum if he doesn't like this one. Communicating with others is a great way of learning and we'll probably end up better pilots for it. If it repeats material from previous threads, well, what harm done?
Well done Mazzy. Crosswind landings, wow! keep it up
Join Date: Apr 2003
Location: East of Runway 21
Posts: 1,157
Likes: 0
Received 0 Likes
on
0 Posts
Once again, nice summary Mazzy.
As for the comments questioning this thread's relevance, I too would like to add that I find Mazzy's posts informative, as I am about to start my training and it gives me an idea what to expect. We all learn from each other here, obviously Majorcan hasn't been here long enough to figure that out.
It's just like TV, if you don't like it, push the button and find something you do like. It's not that hard.
Mazzy, I am a tad confused about the sideslip thing. Is it the same as 'crabbing", you know where the nose is pointed to one side...? I'm not really explaining what I mean very well... There are so many different words I hear used I forget what some of them are... (blonde moment )
Sky
As for the comments questioning this thread's relevance, I too would like to add that I find Mazzy's posts informative, as I am about to start my training and it gives me an idea what to expect. We all learn from each other here, obviously Majorcan hasn't been here long enough to figure that out.
It's just like TV, if you don't like it, push the button and find something you do like. It's not that hard.
Mazzy, I am a tad confused about the sideslip thing. Is it the same as 'crabbing", you know where the nose is pointed to one side...? I'm not really explaining what I mean very well... There are so many different words I hear used I forget what some of them are... (blonde moment
)Sky
Carbonfibre-based lifeform
Join Date: Mar 2002
Location: London
Posts: 747
Likes: 0
Received 0 Likes
on
0 Posts
SkySista,
No, a sideslip and crabbing are different.
When you're crabbing you are (or should be) flying the aircraft in a perfectly balanced state - i.e. ball in the middle, wings level etc. The 'crabbing' bit comes from the difference between your progress through the air mass you're flying in and the movement of that air mass over the ground. In order to line up with the runway in a crosswind you need to point the aircraft into the wind; the stronger the wind the bigger the angle for any given speed. The aircraft is pointing somewhat into the wind, but its path over the ground is different, and hopefully in line with the runway. It's exactly like swimming across a river to reach a point directly opposite - you have to point yourself upstream in order to go straight across.
Sideslipping is a different thing, but it can also be used to hold a runway heading when you have a crosswind. It involves banking the aircraft into the wind to compensate for the drift, but at the same time using the rudder to keep the nose pointing down the runway. With a wind from the right you’ll end up with the right wing down but left rudder applied. This is so-called unbalanced flight - the ball won't be in the middle and the controls will be 'crossed' i.e. the ailerons and rudder will be applied against each other compared to the way in which you’d normally carry out a turn.
In this context it's known as a 'wing down' approach. The advantage is that it allows you to compensate for crosswind while remaining aligned with the runway. It also means there’s no need to align the aircraft with the runway at the last moment before touchdown – you simply land with the upwind wheel first. Some people (including me) prefer it to a crabbing approach, but it depends somewhat on aircraft type since some are better than other at sideslips, on some sideslips are not allowed with full flap and in others they’re not allowed at all.
The other thing that sideslips are good for is losing height in a hurry without gaining speed. This technique is especially handy in aircraft without flaps, but works well in anything where sideslips are permitted.
No, a sideslip and crabbing are different.
When you're crabbing you are (or should be) flying the aircraft in a perfectly balanced state - i.e. ball in the middle, wings level etc. The 'crabbing' bit comes from the difference between your progress through the air mass you're flying in and the movement of that air mass over the ground. In order to line up with the runway in a crosswind you need to point the aircraft into the wind; the stronger the wind the bigger the angle for any given speed. The aircraft is pointing somewhat into the wind, but its path over the ground is different, and hopefully in line with the runway. It's exactly like swimming across a river to reach a point directly opposite - you have to point yourself upstream in order to go straight across.
Sideslipping is a different thing, but it can also be used to hold a runway heading when you have a crosswind. It involves banking the aircraft into the wind to compensate for the drift, but at the same time using the rudder to keep the nose pointing down the runway. With a wind from the right you’ll end up with the right wing down but left rudder applied. This is so-called unbalanced flight - the ball won't be in the middle and the controls will be 'crossed' i.e. the ailerons and rudder will be applied against each other compared to the way in which you’d normally carry out a turn.
In this context it's known as a 'wing down' approach. The advantage is that it allows you to compensate for crosswind while remaining aligned with the runway. It also means there’s no need to align the aircraft with the runway at the last moment before touchdown – you simply land with the upwind wheel first. Some people (including me) prefer it to a crabbing approach, but it depends somewhat on aircraft type since some are better than other at sideslips, on some sideslips are not allowed with full flap and in others they’re not allowed at all.
The other thing that sideslips are good for is losing height in a hurry without gaining speed. This technique is especially handy in aircraft without flaps, but works well in anything where sideslips are permitted.
Join Date: Aug 2002
Location: UK
Posts: 27
Likes: 0
Received 0 Likes
on
0 Posts
I have to agree with most here regarding what majorcan has said. How can someone knock a thread like this, you don't have to read it mate, just stay away and let others learn from it and discuss as they are doing now. I can't wait for the discussions about whizz-wheels/nav etc, should be good reading. BRL, a bit harsh what you wrote to correct him/her but in my view right.
Last edited by BRL; 9th Aug 2004 at 22:48.
Spicy Meatball
Thread Starter
Join Date: Jan 2004
Location: Liverpool UK
Age: 41
Posts: 1,115
Likes: 0
Received 0 Likes
on
0 Posts
Fly Stimulator
Thanks for that explanation, from the last lesson I was only aware of its use in terms of a rapid descent, like you mentioned, I never knew it could be used in a xwind - very interesting!
EKKL
I am looking forward to that myself, however I know it's one of the hardest things to learn ! There will probably be a lot of discussions and questions being asked around then !
Cheers
Lee
Thanks for that explanation, from the last lesson I was only aware of its use in terms of a rapid descent, like you mentioned, I never knew it could be used in a xwind - very interesting!
EKKL
I can't wait for the discussions about whizz-wheels/nav etc, should be good reading.
Cheers
Lee
Join Date: Nov 2002
Location: ?
Posts: 335
Likes: 0
Received 0 Likes
on
0 Posts
Good Luck
Mazzy
Just reading this thread and like everyone else it brings back memories.
I mostly use the wingdown landing on x-winds makes life much easier (i think personally).
Have you completed a demo of a full stall (spiral descent yet -don't worry the instructor does this you just hold onto your stomach!!)
Great fun - keep it up, it only gets better!!
Just reading this thread and like everyone else it brings back memories.
I mostly use the wingdown landing on x-winds makes life much easier (i think personally).
Have you completed a demo of a full stall (spiral descent yet -don't worry the instructor does this you just hold onto your stomach!!)
Great fun - keep it up, it only gets better!!
Join Date: Oct 2000
Location: Brighton. UK. (Via Liverpool).
Posts: 5,068
Likes: 0
Received 0 Likes
on
0 Posts
Mazzy. I am sorry about some of the earlier comments posted here and I have just cleaned/deleted the posts with them in it up.(including mine.)
If anyone has a problem with what has been deleted then please PM me and NOT to comment on this thread here. Anything that is on this thread that is directed at me, the way I moderate and so on, will just be deleted so don't waste your time. PM me or even start a new thread but please DO NOT post here and ruin this excellent thread.
Once again Mazzy I apologise for having to post this here.
If anyone has a problem with what has been deleted then please PM me and NOT to comment on this thread here. Anything that is on this thread that is directed at me, the way I moderate and so on, will just be deleted so don't waste your time. PM me or even start a new thread but please DO NOT post here and ruin this excellent thread.
Once again Mazzy I apologise for having to post this here.
Spicy Meatball
Thread Starter
Join Date: Jan 2004
Location: Liverpool UK
Age: 41
Posts: 1,115
Likes: 0
Received 0 Likes
on
0 Posts
tired-flyboy:
I look forward to learning xwind landings in more detail, and will probably be able to determine my own approach best, as you have done. I remember a good thread a few months back on xwind landings, so that may be worth a visit later on.
With regards to the stall/spin awareness, no I havent done anything there yet, but if it is anywhere near as fun as the sideslip, then I am sure it will be another high point in my training! Fun aside though, I know these are a serious side of aviation and suppose there not much fun when you are in one that you didn't enduce yourself!
BRL:
No need to apologise at all - I think (and 99% of others think) that you do a fantastic job, it's just the 1% that like to spoil it. Sometimes I wonder whether the negative posts are from people who are just seeking attention, or like to spark an argument, in that case, sending negative thoughts via PM is a much better idea, and I reckon that nobody would ever bother via PM because then it aint on the board for other people to see! (watch my inbox fill up now
Thanks guys
Lee
I look forward to learning xwind landings in more detail, and will probably be able to determine my own approach best, as you have done. I remember a good thread a few months back on xwind landings, so that may be worth a visit later on.
With regards to the stall/spin awareness, no I havent done anything there yet, but if it is anywhere near as fun as the sideslip, then I am sure it will be another high point in my training! Fun aside though, I know these are a serious side of aviation and suppose there not much fun when you are in one that you didn't enduce yourself!
BRL:
No need to apologise at all - I think (and 99% of others think) that you do a fantastic job, it's just the 1% that like to spoil it. Sometimes I wonder whether the negative posts are from people who are just seeking attention, or like to spark an argument, in that case, sending negative thoughts via PM is a much better idea, and I reckon that nobody would ever bother via PM because then it aint on the board for other people to see! (watch my inbox fill up now
Thanks guys
Lee
Join Date: Apr 2003
Location: East of Runway 21
Posts: 1,157
Likes: 0
Received 0 Likes
on
0 Posts
Fly Stimulator,
Thanks for that explanation - clears it up (though I was sitting here using my hands to mimic a plane and wind direction so I'd visualise what you meant) - once I read it thru a couple times it 'clicked' into place. I think my problem was from hearing the two terms incorrectly applied by others. (That, and a particularly trying Nav. class tonight has fried my brain! )
Think I'll actually print that out for future reference
As regards stalls, have only experienced stall turns and such rather than spirals (which sound exciting), but it's all something new to look forward to!
Will shut up now and leave it to Mazzy!
Sky
Thanks for that explanation - clears it up (though I was sitting here using my hands to mimic a plane and wind direction so I'd visualise what you meant) - once I read it thru a couple times it 'clicked' into place. I think my problem was from hearing the two terms incorrectly applied by others. (That, and a particularly trying Nav. class tonight has fried my brain!
)Think I'll actually print that out for future reference
As regards stalls, have only experienced stall turns and such rather than spirals (which sound exciting), but it's all something new to look forward to!
Will shut up now and leave it to Mazzy!
Sky
Northern Monkey
Join Date: Apr 2003
Location: Newcastle, England
Posts: 217
Likes: 0
Received 0 Likes
on
0 Posts
SkySista..
During a correctly excecuted stall turn, the wing of the aircraft will not actually stall. This is becuase the stalling speed of a wing is a function of the load on the wing. Since there is no load on the wing, it doesnt stall.
There is a very indepth stalling discussion on the flying instrucors forum, and i dont want to hijack this thread, so ill be quiet now...
NB
During a correctly excecuted stall turn, the wing of the aircraft will not actually stall. This is becuase the stalling speed of a wing is a function of the load on the wing. Since there is no load on the wing, it doesnt stall.
There is a very indepth stalling discussion on the flying instrucors forum, and i dont want to hijack this thread, so ill be quiet now...
NB
Spicy Meatball
Thread Starter
Join Date: Jan 2004
Location: Liverpool UK
Age: 41
Posts: 1,115
Likes: 0
Received 0 Likes
on
0 Posts
The Medical
Whilst thinking, I thought it would be a good idea to post my experiences of the medical. In brief, I had always thought about a class 1 at Gatwick, but due to the eyesight (which is borderline) and the fact that it would be a complete nightmare getting to Gatwick and spending £420 - I went for the class 2. I just wanted to get flying and that was that.
So I got intouch with my local AME (and what a fantastic bloke he is) and booked it.
I arrived and was asked to produce a urine sample - the nurse gave me a littler pot and pointed me in the direction of the gents. After waiting a little longer, I met the chap who I spoke to on the phone a few times, my AME. He is a very nice chap indeed, a keen aviator himself so was very on par with me. He gave me the usual tests, height, weight etc and made notes as we went along, filling in forms.
The eye examinations were similar to that you would experience in an optician, but there were 2 other tests which I had never done before. One of them I think was a prism test, which involved looking through a pair of red tinted goggles, and rotating a wheel in the side, until the vertical line came into position of the light. I cant quite remember what this was testing off the top of my head. A few eye tests down the line, it was time for the ECG. This was very straight forward and involved attatching clapms to my wrists and ankles, then electrodes to my chest (which do leave a rather large red mark). Then it was just a case of relaxing for 30 or so seconds to get a reading, which turned out normal.
The thing that I had to do to pass the eyetest was get my optometrist who done my last eye check, to fill in a form with my details and basically sign it saying thay my eyes were healthy and no problems etc.
I actually had the medical 2 weeks ago and just recieved my certificate the other day. It is a hurdle overcome and one can relax knowing I can go solo (and actually get the PPL I supppose)
Aside from the medical - I would actually like this thread to become more than a diary - like some kind of reference or learning point (as it already seems to have done so). I will post (and others are welcome to) my difficulties and any areas that I find tough (yes such as NAV and the 'whizz-wheel') and I have no doubt in my mind that you kind people will come on and help out
Until Hour 5
Lee
So I got intouch with my local AME (and what a fantastic bloke he is) and booked it.
I arrived and was asked to produce a urine sample - the nurse gave me a littler pot and pointed me in the direction of the gents. After waiting a little longer, I met the chap who I spoke to on the phone a few times, my AME. He is a very nice chap indeed, a keen aviator himself so was very on par with me. He gave me the usual tests, height, weight etc and made notes as we went along, filling in forms.
The eye examinations were similar to that you would experience in an optician, but there were 2 other tests which I had never done before. One of them I think was a prism test, which involved looking through a pair of red tinted goggles, and rotating a wheel in the side, until the vertical line came into position of the light. I cant quite remember what this was testing off the top of my head. A few eye tests down the line, it was time for the ECG. This was very straight forward and involved attatching clapms to my wrists and ankles, then electrodes to my chest (which do leave a rather large red mark). Then it was just a case of relaxing for 30 or so seconds to get a reading, which turned out normal.
The thing that I had to do to pass the eyetest was get my optometrist who done my last eye check, to fill in a form with my details and basically sign it saying thay my eyes were healthy and no problems etc.
I actually had the medical 2 weeks ago and just recieved my certificate the other day. It is a hurdle overcome and one can relax knowing I can go solo (and actually get the PPL I supppose)
Aside from the medical - I would actually like this thread to become more than a diary - like some kind of reference or learning point (as it already seems to have done so). I will post (and others are welcome to) my difficulties and any areas that I find tough (yes such as NAV and the 'whizz-wheel') and I have no doubt in my mind that you kind people will come on and help out
Until Hour 5
Lee