From Zero to Forty Five - my PPL Diary

[cessna_nam]

Hi Guys

I really enjoyed this thread, couldn't stop reading, although I am supposed to be working I am currently doing my PPL in Namibia and I can only recommend that, especially because of the weather. Clouds? I don't even know what that is anymore, although some rain would be great (I never thought that I, as a European, would say that some time). Sometimes it's too much wind, but in general you don't have to worry too much about the weather conditions, which is quite a relieve when I compare it to the experiences of most of you.

I have finished the circuits by now, but didn't start with cross country flights yet, hopefully next week. Today I'm going on my own to the General Flying Area the first time and will try to improve my forced and precautionary landings. I am especially struggeling with the precautionary landings, does anyone have some advice on that?

I am also quite scared of the nav exercises, because here everything looks somehow the same from above, and there are almost no big cities to help you find you way. But I guess I'll manage somehow.

Enjoy the flying!

[mazzy1026]

Cessna

Welcome aboard mate - thanks for the post.

Firstly, with your PFL's - relax and fly the plane. Don't get caught up with your mayday or this and that, just put the carb heat on, and set the aircraft up for the glide. then, pick your field and dedicate yourself to it. Then, if you can, try a restart and send a Mayday. Your instructor will go through all this, and there is tonnes of literature on the stuff.

Navigation is very daunting at first, all the complicated processes you have to go through and planning etc - everyone gets this feeling when starting nav, including me - just have a look at my first nav exercise post (it was truly awful). You will pick up a hell of a lot of skills and you will look back in the future, and be proud of what you have learned.

Best wishes,

Lee

Data - I reckon the IMC will be my next venture too!

[cessna_nam]

Mazzy

thanks for your reply! I am also quite confident that the nav stuff will become easier with time, just the first one is scary.

I am actually ok with forced landings, had to practice that a couple of times already, but we also have to do precautionary landings and they are really confusing. My instructor did explain it and in theory it's ok, but in practice you just have to remember too many things at the same time. Maybe somebody can share their experience with precautionary landings or do you not practice them?

Otherwise, the weather is good in the UK, so you can go flying.

Cheers, Cessna_Nam

[cadaha]

Keeping on page one.

Some funny stuff for you!!.

Did I pass????????
http://www.pplmania.com/games/bumpy_landing.wmv

Secure your cockpit
http://www.pplmania.com/games/loop.wmv

Was my approach ok???????
http://www.pplmania.com/games/boeing747.mpg

When are we gonna start then????
http://www.pplmania.com/games/girl_on_beach.mpeg

Enjoy

Carl

[Chequeredflag]

I was on a nav/landaway with my instructor today, and was routing from Turweston (near Silverstone) to turn overhead Podington (Santa Pod Raceway) near Wellingborough, when we were told by Cranfield of a "temporary danger area" just West of the M1 between Junctions 15A and 16, and to keep well away. We wondered aloud what it might be, and I have just discovered that it was due to a light aircraft (microlite?) coming down near the village of Bugbrooke (I know it well, with friends living there). As a result, one person on board died and another was seriously injured, which is terrible news.

It was a perfect day for flying, and it is sobering indeed to think that two people enjoying the beautifully clear and sunny conditions should end up this way. I'm sure our thoughts are with those concerned, and their families.

[mazzy1026]

Cheq - bad news indeed. Never like hearing anything like this, especially as it is a wake up call to the dangers of what we do. My thoughts are with the family and friends of those concerned.

[TJF97]

Well this week was very busy!! I did a total of 11 hours training this week, in the UK!!! The weather has been great all week!

Oh and did I mention I went solo as well!!! I was shaking like a leaf, I have never been so relived to land on that runway, and boy did I land with a thump!!

I cracked on through the week until I completed all the circuit tuition and now I'm out of the circuit and onto PFL's and steep turns next week!!

The only weird point was my last lesson, we went up to 3500' to start the steep turns lesson and all of a sudden I was overcome with fear about how high we was!!! I just couldn't concentrate and wanted to get down!! Which is what we did! Has anyone else felt like this?? I was thinking that perhaps it could be that I was tired although I did have one scare during the week when I was doing the circuits and that had played on my mind ever since??

Anyway I'm all booked up for next week, just sitting here trying to study as I've got to do two exams next week!!

TJF97

[MyData]

Cheq - very sorry to hear that news from you. I did see it on one of the news sites. Its things like that that put things into perspective at time.

TJF97 - Solo! Congratulations. Well done and welcome to the club. Interesting that you found fear at 3500', it has never happened to me - I'm more of the view that the higher I am the safer I am as I have more time to do something if something goes wrong.

My greater fear is in the take off (just always waiting for that EFATO) and in the circuit. However being on finals is always a nice feeling until the last 200ft where any error in judgement becomes obvious and it is time to make things right - quickly!

Don't worry - I'm sure you will get over it without any issue and will soon be passing through 3500' without a worry.

[Lister Noble]

A Great Day!

Beautiful morning and I arrived at the airfield 10.30 having now done 1.25 hrs solo.
I was thinking one day he is going to say "it's over by the fuel bowser so off you go."
Well that's exactly what happened,the CFI told me to take it up to between 3-4000 feet north of the field and practice some manouveres for 30 mins then some landings for next 30 mins.
Off I went on my own and it all went very well,some left and right hand turns through 360 and some dives and climbs all the time keeping good lookout but a bit difficult to see into sun on base leg .
Then this afternoon we did the steep turns ,spiral dives,a feel of near Vne handling and then some glide approach landings.
Tomorrow we are going to do some local navigation , I am really looking forward to that and I will also probably do some more solo stuff in the afternoon.
The weather is fantastic and all being well I should get 6 hours in this weekend.
Lister

[NT42]

TJF97 - very well done on the solo! It's fantastic, isn't it!? I've not experienced the height problem to that extent, but I wouldn't worry about. You'll probably get used to it soon. The only time something like that happened to me was when I hadn't flown for half a year or so, and had a flight in a Jet Provost. Got much higher much quicker than in a PA28, I looked down and felt....terrible. Luckily this lasted 5 seconds or so, and went. Anyway, congrats on the solo!

Lister - Sounds very fun indeed! Must be nice being able to fly pretty much anytime! I can't wait to be told to go off on my own, outside the circuit! Hope you do get your 6 hours - wish I could!

Cheq - is indeed very bad news. My thoughts are with all those affected. Like mazzy said - it brings it home and makes you think about it.

I'm hoping to finish solo consolidation tomorrow, got 2 hours booked. Can't wait to get flying again, it's been horrible sitting in school watching the clubs aircraft flying over in this beautiful weather!

Tomorrow looks good weather wise (at least up here) so hopefully everyone can have a nice flight!

John.

[MyData]

Skills Test Success

I've PASSED!

That's all for now. A full write up tomorrow. Thanks to everyone on this thread who have given great support and inspiration over the past 18 months!

I'm going out now to celebrate!!!!

[cadaha]

Congrats MyData - another Yorkshireman to blaze the skies. If you pop over to Sherburn in the New Year you may see me putting dents into rwy 29

[NT42]

MyData - Many many many congratulations!! That's fantastic! Very well done indeed!

Can't quite match the brilliance of that, but I also got flying today (after ages out!). Went up for circuits. Pretty standard really, but for once I had the circuit to myself! Was cleared to finals and number 1 on downwind! That hardly ever happens! Anyway, 7 T+G's and 1 full stop later and my flight was over! Was pretty uneventful really, but good fun. Nice to be back up and nice to have a good view when I was up!

Anyway - 15H30 into the PPL, still got some solo circuits to do, but had a crack at everything but the hard navigation! Lot's of fun to come I hope, can't wait to get out of the circuit!

Well done again MyData!!

John.

[mazzy1026]

WELL DONE DATA

That is truly fantastic news - look forward to this writeup (you must be over the moon!) I am jealous now!

TJ - top stuff mate, welcome to the club, it gets even more unreal from here on in !!

Cheers,

Lee

[Happyeater]

Congratulations DATA, fantastic news. I can't wait to read the report (once you've sobered up).

Great stuff.

[mazzy1026]

(once you've sobered up).

That should take at LEAST a week

[MyData]

Skills Test Write Up (Pt 1)

I'll start with some numbers...
One Medical
One R/T Theory Exam
Two flying schools
Two aircraft types
Seven Exam Papers
Seven Different Aircraft
Eight instructors
Eleven text books
Ten different airfields (Grass strip to Class D ATC)
Dozens of take offs and landings
Eighteen Months
52 flying hours, 10 of them solo
About £7,500 in cash
A number of scares
A number of highs
Many PPRuNe posts


I've been ready for my skills test probably since my 45th hour. There comes a time when it all starts to fit into place and the individual skills and actions become one. I'm thinking here of the precise and skilled flying in the circuit, the overhead join at a distant airfield, the R/T dialogue with various station types, flying the aircraft by 'feel' rather than following the numbers on the instruments. Since the 45th hour I've had build up my solo time and a flying out of Sheffield means a number of ferry flights to Gamston, Doncaster and Sandtoft to get me out on my own.

As the test date drew closer I found myself reading and re-reading the CAA documentation on the test: "CAA JAR FCL Notes for the Guidance of Applicants taking the PPL Skill Test (Aeroplanes). Standards Document 19, Version 03." This is a must for any of you preparing for the test as it documents exactly what you will be tested on. One of the test objectives is for the candidate to demonstrate recovery from a spiral dive - I don't recall this in my training so read up on it in the flight training manuals. And yes - it did come up in the test! I also found myself revisiting "CAP 413 Radio Telephony Manual" for a brush up on MATZ and controlled airspace terminology.

The weather this week has been fantastic for flying. There was no way that my Saturday morning appointment could be cancelled, even on Tuesday the long range forecast showed Saturday to be fine, bright, sunny and cold. Perfect weather for a skills test. However on Friday I received a call from the flying school, could we move the test to the afternoon? Phew, no problem, I thought it was to be a cancellation notice. Afternoon might actually be better as any early fog or mist will have burned off, I would also have extra revision hours.

I was up early to start my revision and after checking NOTAMS and weather charts took a look at the TAFs and METARs for the area of my test. Just looking at these gave me the biggest grin. Could I ask for better weather for a skills test?

TAFs
DONCASTER FINNINGLEY EGCN 190907Z 191019 24003KT 6000 NSC BECMG 1013 CAVOK
EAST MIDLANDS EGNX 190902Z 191019 VRB03KT 7000 NSC TEMPO 1011 3000 BR TEMPO 1016 CAVOK
HUMBERSIDE EGNJ 190907Z 191019 24003KT 3000 FEW020 BECMG 1013 9000
LEEDS BRADFORD EGNM 190907Z 191019 27007KT CAVOK

METARs
DONCASTER FINNINGLEY EGCN 190920Z 30003KT 7000 SKC 00/00 Q1033
EAST MIDLANDS EGNX 190950Z 27002KT 5000 BR SKC M00/M01 Q1032
HUMBERSIDE EGNJ 190950Z 24004KT 3500 BR FEW010 00/M01 Q1032
LEEDS BRADFORD EGNM 190950Z 28005KT CAVOK 02/M00 Q1031

Just before I set off for my 1400hrs appointment I checked again, it was getting better - look at the wind on the METARs for Doncaster and East Midlands!

TAFs
DONCASTER FINNINGLEY EGCN 191205Z 191322 27003KT CAVOK
EAST MIDLANDS EGNX 191201Z 191322 VRB03KT 9000 NSC TEMPO 1316 CAVOK BECMG 1922 4000 BR TEMPO 2022 0200 FZFG VV///
HUMBERSIDE EGNJ 191205Z 191321 VRB03KT 4000 HZ FEW060 TEMPO 1318 6000
LEEDS BRADFORD EGNM 191205Z 191322 26006KT CAVOK

METARs
DONCASTER FINNINGLEY EGCN 191150Z 00000KT 9000 SKC 05/03 Q1033
EAST MIDLANDS EGNX 191220Z 00000KT 9000 SKC 04/01 Q1032
HUMBERSIDE EGNJ 191220Z 23003KT 3500 BR FEW010 04/02 Q1032
LEEDS BRADFORD EGNM 191220Z 27006KT CAVOK 05/02 Q1031

I arrived at the flying school at 1330. The examiner was out flying so I took the note he had left me: plan a route from the M1/M18 VRP to Beverley then Louth and back to Sheffield. Not a problem. A beautifully drawn up route with the closing angle error lines, the safe altitudes, times, expected fuel burn, etc. etc. For the first time in all my planning the wind vector was 0/0. No wind correction factor to consider at all. I was slightly disappointed in this as I wanted to be able to demonstrate that I knew how to apply the correction factor with the whizz wheel.

It was at this time that the other pilots coming in and out of the flying school were repeatedly talking about how brilliant the weather aloft was. They also commented on how busy it was - my R/T would have to be sharp and on-the-ball today.

I completed the other paperwork, W&B check etc. and presented this and my route plan to the examiner on his return. All was in order and he briefed me on what we would do and how we would do it, for example during the navigation exercise he would act as a passenger, during the handling exercises he would handle the radio. We talked about a diversion that would happen and other areas I would be examined on. He explained that he was testing me against the CAA criteria but was also looking for those intangibles such as good airmanship and handling of the aircraft - his rule of thumb: would he let a non-flying member of his family go flying as one of my passengers...

After the briefing the examiner sent me out to check over the aircraft and joined me after five minutes. This is when the test began properly. The examiner was friendly and talkative and simply followed me into the aircraft and sat down. I was a bit like play acting to talk to an experienced pilot as passenger but I explained to him how to close and open the door, how to insert his head phones, how to buckle up. I explained the emergency drill and his responsibilities. Pointed out the fire extinguisher and first aid box etc. etc. This actually worked better than expected and I began to feel in control. Reminiscent of being on a solo cross country flight but with a passenger. It was down to me to do all the checks, start up and then call the tower for airfield information. I did get the examiner to take control to test the brakes - something drilled into me. Although this is a skills test I would still want to ensure that we are flying as safely as possible.

As part of my revision I'd written up the various acronyms used during a flight and committed them to memory. The first one when ready to take off was Lights / Camera / Action, followed with the F.E.R.A.L. after take off checks. I'd been told that you can fail the test before you've even left the ground if you fail to follow the basic checks. And remember to read out check list actions and activities so the examiner knows what you are doing. As there was no wind I did my power checks at the hold point but explained that I would usually point into wind, every one of my actions was by deliberate thought and explanation.

Up and away out of Sheffield - over the M1/M18 VRP and setting course for Beverley on 050. Switching smoothly from Sheffield Radio to Doncaster Approach, clear and precise radio calls with no rush. Explaining to the examiner my thought processes as we climbed, levelled off and tuned radios. There was some haze at 2500ft making slant visibility that much worse so I explained I was climbing to 3500ft, much better. I made a note of the ETA over Beverley, the racecourse to be precise, and throughout the short 40nm leg continued to recalculate the ETA.

As we approached Beverley it became obvious that we had drifted just a few degrees off track so I flew visually to the racecourse and explained the drift due to very slight wind. Down below it was obvious from smoke stacks that a very slight westerly was blowing and this had taken us a few degrees off course. We were overhead bang on time, to the minute. That felt good. It was time to change heading to Louth, remembering to Twist/Turn/Time/Talk and also adding a 5 degree into wind correction angle to get us along the next leg. Minutes later we were over Hull and the diversion happened.

Divert to Sandtoft, from the North bank of the Humber. I spanned the route on the chart using my thumb and forefinger then, keeping this fixed position, moved to the VOR indicator over Gamston to read off a heading (does this make sense? basically use the VOR as my compass rose). Adding in 5 degrees into wind to cover the wind correction and then estimated distance of 25nm using my thumb. At 100kts this would take 15mins, with a slight headwind lets call it 18mins and I planned this into the next ETA.

Using 18 mins was probably a bit too long, 16 was the actual, but it didn't count as a fail as I had taken a good guess and made correction for wind. The heading was spot on. During the navigation exercise we had stayed with Doncaster the whole time. The airspace was quite literally buzzing with microlights, other PA28s, Cessnas and the Jet Provost out of Sandtoft stating intentions such as passing 3000ft, climbing to FL100. Quite a sight to see this small black dot moving at such pace.

The route to Sandtoft had the sun directly in our eyes and made forward visibility difficult. Listening hard on the radio all the time and building a mental picture of activity around us. I was also flying by tracking the surface below us on the chart as distant forward visibility was zero. At one point we heard of unknown traffic nearby and at our 11 o'clock. We couldn't see it so I stated I was making a right turn to give a better view. Looking out before turning and then as we changed heading the Cherokee became very visible below us a couple of miles ahead. Silouhetted against the haze. I made a call that I was visual with the traffic then turned back on the heading to Sandtoft with slight correction for the turn we had just made. I was given a thumbs up from the examiner for showing good airmanship there.

<end of Pt 1 due to PPRuNe posting restrictions...>

At this point the examiner took over the radio and it was time for the handling exercises. First of all to join the circuit at Sandtoft, descend dead side for left hand circuits on R05. I descended fine, crossed over the threshold of R23, to join downwind. Although I solo\'d at Sandtoft I\'ve never been at ease there. I don\'t know why as I\'ve landed at similar small strips and even grass strips. But I never feel that I can get the circuit nailed and was dreading that I was going to have to get things right on my skills test.

And my Sandtoft nemesis rose again. This time in the form of a black Jet Provost who also decided to join the circuit. Now those things can move, as I was lining up for downwind I saw her turning wide and fast to the right of me. As I was on downwind doing the pre-landing checks I could see her burning past me wide on my right to turn a RAF style curved approach. All good learning stuff to be in the circuit with such fast moving traffic but not on my skills test please!!

On base I lost sight of the JP, where had she gone? Then I saw her doing a low approach and going around. I was rattled and not 100% focussed. I made for a standard landing touched down and was straight back up again, I\'ve never liked touch and goes on short strips and the examiner did state in the debrief that I had landed a little hard but in my defence I said it was probably because I was focussed on getting us back in the air before we had even touched down.

So we went around again, my heart pumping, feeling that I had really messed up. Hearing the Jet Provost R/T and talk of approaching on R23 - the opposite runway? Did I hear correctly? There was no wind so why not? But I was active in the circuit for R05. I don\'t know if I heard this or not but I certainly didn\'t feel comfortable to be in this circuit pattern. As we approached the turn for base I was told this would be a glide approach and I was to reduce power at my discretion.

Base leg 1000ft up, power off, glide approach and in, but I was too high, too fast. I realised this early and said I was going around. The examiner asked me to complete as far as I could. I flew lower and lower and then we pulled away. The point here was that I could have landed, but it would have been a full stop landing and not a touch and go hence my reluctance to complete. The examiner gave me another thumbs up for good airmanship for making the decision not to land if I didn\'t feel confident. I also inadvertently had ticked another check point on the list: the go-around procedure.

With the Jet Provost still buzzing around, and no offence mean\'t to the JP team - I\'d love to go up in one some day, we switched to plan B and moved on to Doncaster for further handling. I climbed out of Sandtoft at the best rate of climb (Vy 79kts) - you need to know your Vy and Vx speeds and routed for the short hop to Doncaster. We flew abeam R20 with the airfield already lit up even though there was quite a bit of daylight left. A really cool site. I was then asked to fly straight and level at 60kts and hold that speed. Another of my \'tricky\' maneoveurs as I\'m very wary of getting onto the back of the drag curve. But it went fine, I was then asked to climb another 500ft at this speed and then level out. Again, fine, no problems and it was cool to fly so slowly overhead a big airfield.

Then a bolt from the blue. A request to do the PFL using Doncaster as the target field. ATC went away to ask someone important if this could be done. In the meantime I did my first steep level turn to the right. Doncaster ATC came back on the radio: PFL approved. The examiner cut the power, carb heat on, and asked me to land us in an appropriate field, particularly that one to my left where the number \'20\' is. Wow, this was going to be fun. I was overhead the runway and had to get myself aligned for a PFL to aim at a very specific point and in a left hand circuit which had been active as we had waited for clearance.

OK, into the full PFL activity. Glide speed and trimmed, check fuel etc., at 2500ft I\'m at the end of R20 looking at my landing strip. The W.O.S.S.S.S.S. check: no wind, no obstacles, the shape of the runway was good, perhaps a little narrow as a field, but good, surface good, size good, under and over shoot good, slope good, sivilisation good. Hey, a good selection this international airport.

Downwind at 2000ft and descending, practice mayday call, 1500ft and flaps 1, turning for base, don\'t think I\'m going to hit the numbers but will definitely make the field, 1000ft flaps 2, prep the passenger for crash landing - unlatch the door (and he does!), final approach, committed, flaps 3. Looking for a slow speed touch down, flare and round out and do it slowly, slowly and touch down. Excellent. Flaps down, full power, carb heat off, and back in the sky. So that was the PFL and the glide approach covered in one. As Doncaster is such a long runway we even practiced the fanstop on the climb out. Nose down, look either side for a field, but straight ahead is still more runway - I\'d choose that.

Looking back, the one thing I didn\'t do in the PFL was the power checks at each 500ft descent, but not to worry in this case.

Back up to 3000ft using best angle of climb to get us there quickly and time for the left hand steep level turn. This wasn\'t as good as the first, I lost about 100ft, but managed to recover and get us back on our heading and level. And now time for stalls. Following a H.A.S.E.L.L. check we started with a clean stall. Power back, keep the height, wait for the warner, then the buffet then the examiner to state \'Recover\'. Nose down, power, climb away. Onto approach configuration, 2 stages of flap, turning and stall by raising the nose. Recover at the warner - nose down, wings level, power. Finally 3 stages of flap as if on final, stall warner, nose down, power, climb.

On to VOR tracking. Tune into Gamston and listen for the dah-dah-dit dit-dah dah-dah of the GAM identifier, using the morse code table on my kneeboard. Then I was asked to track us towards Gamston. OK, turn the dial until the VOR arrow aligns with deviation indicators. This would put us on the 120 radial. Turn to 120 heading and follow the track. No problem. At this point the instructor took my chart and covered the windscreen. I\'ve just entered cloud and need to turn 180 degrees to get out. I made an error here. I looked to use a 1 minute rate one turn. Firstly I turned too sharply so was over rate one, then couldn\'t decide whether to use my watch or the aircraft\'s clock. Settling on the clock I held the rate one turn for one minute then levelled off. Good procedure if done correctly but I had been sloppy on the entry. I also notice that our 120 heading was to the right, I had turned too far, we should have been heading on 300 after a 180 turn. Brain fade I guess, so I then made use of the HSI to get us heading to 300. I\'d now used two instruments and was disappointed, but again I had shown good airmanship in identifying that my rate one turn hadn\'t been good and that correcting by the HSI was quite correct. The examiner also asked why I had done it the hard way - I don\'t know, something I must have read somewhere about doing a 180 degree turn using rate one turns...

All that was left was the unusual attitudes. The examiner took control and put us in a climbing turn near the stall. Nose down, wings level, power. Then onto a spiral dive, power off, wings level, level attitude, climb away. And another couple of similar attitudes before it was time to head back home to Sheffield.

An uneventful landing, taxi, park up and shut down then a big congratulations. I had passed. Fantastic!

We had been going for 2 hours, if felt more like ten minutes. Back at the office I was exhausted mentally and physically and also quite calm. I would say that in terms of elation I would have to put the solo QXC first, then the first solo and then the skills test.

In the office there was lots of paperwork to complete: skills test certificate, licence application, R/T licence application, medical, log book review and stamp, etc. I didn\'t have my passport with me but will need to copy it and get it signed / stamped by the flying school before I send off my application. That should take a couple of weeks and I can\'t go flying as a PPL until the licence is received. Then it will be time to take friends and family into the air and to move onto other types. The flying school\'s Diamond Stars do look tempting!

Sorry, there isn\'t a part 2. It is now merged with part 1 by PPRuNe automatically. And apologies for all those backslashes that have appeared..

And Mazzy - I\'m sober already. Just a few beers and curry out with my wife last night to celebrate. Then up early this morning to write this all up while it is fresh. Another fantastic day outside. I want to go flying again!

[mazzy1026]

Data - superb writeup, I would like to thank you for all the great contributions you have made to this thread

I was nervous just reading that, sounded like a great flight

I can't wait !

[Happyeater]

Brilliant write up Data, thank you.

Made me feel that I need to do some work before I'll be ready for that. I suppose its a confidence thing really since it has been quite a while since even the straight and level at 60 knots has been done.

Great achievement.

[DiscoChocolate]

Congratulations MyData!
Sounds like your test was as good as they can get!An excellent write up and well done on your achievement