From Zero to Forty Five - my PPL Diary
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On the 'exams before flying' discussion, I had only done Air Law pre my solo and still hadn't done anything else before the land aways and cross country qualifier. With hindsight, I wish I had taken Nav and R/T practical before the QXC and land aways, it would have benefitted me greatly. Everything went ok (sort of) and I managed but, the confidence of knowing what to do instead of 'muddling' through would have been better. I have told our FI this too.
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Exams
Like I say, my school is very strict - the CFI and School Principle have their rules and rightly stick to them. Not really sure it's a good idea to send students off on a QXC without having the exams done and dusted. Obviously, however, there are some not so bothered!
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Some interesting things here 
I think that my flying school, with regards to the exams, will look at you based on your performance and your flying skills, not whether you have ticked 20 boxes correctly. If you have done the QXC route successfully to a good standard, and you understand what is going on, then I see no reason as to why they shouldn't let you go - after all, how many PPL's do you think could pass their exams now after years of flying? I know I certainly wouldn't be able to without a significant amount of reading! Having said that, I have always looked at the studying side of flying as an enjoyable thing, so I have an active interest to learn it anyway - I do hear cases where people are completely baffled at the idea of exams and just want to fly - a wrong attitude IMHO.
(I have just noticed that I keep saying "With regards to" so I am not going to say it any more!)
When looking at the RT exam I was of the opposite opinion to Happyeater, purely because I found it quite difficult having not done much flying/RT at the time. If I were to do the test only now at this stage, then I am sure it would be 90% easier than when I took it! It's all down to personal preference I suppose.
One thing I do agree on though, is a disciplined and formulated approach to the PPL. Never disregard the studying!
I just got back from flying today, and have had an amazing time, I will be writing it up very soon (it will have to be, as I will be writing a beast of a thread, sooner than you think!)
Thanks everyone,
Lee
I think that my flying school, with regards to the exams, will look at you based on your performance and your flying skills, not whether you have ticked 20 boxes correctly. If you have done the QXC route successfully to a good standard, and you understand what is going on, then I see no reason as to why they shouldn't let you go - after all, how many PPL's do you think could pass their exams now after years of flying? I know I certainly wouldn't be able to without a significant amount of reading! Having said that, I have always looked at the studying side of flying as an enjoyable thing, so I have an active interest to learn it anyway - I do hear cases where people are completely baffled at the idea of exams and just want to fly - a wrong attitude IMHO.
(I have just noticed that I keep saying "With regards to" so I am not going to say it any more!)
When looking at the RT exam I was of the opposite opinion to Happyeater, purely because I found it quite difficult having not done much flying/RT at the time. If I were to do the test only now at this stage, then I am sure it would be 90% easier than when I took it! It's all down to personal preference I suppose.
One thing I do agree on though, is a disciplined and formulated approach to the PPL. Never disregard the studying!
I just got back from flying today, and have had an amazing time, I will be writing it up very soon (it will have to be, as I will be writing a beast of a thread, sooner than you think!)
Thanks everyone,
Lee
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Exam timetables
I guess I am at a bit of a loss as to how much the schools differ in their approach to these things. There is obviously a syllabus laid down which the schools have to adhere to - or do they? There certainly seems to be a wide interpretation of the "rules" if there is.
For sure, I will have already forgotten a lot of things learned from studying for the exams, and I'm certainly not being critical of any one person or any school (that would surely never send anyone off on their own if they were not a capable student), but perhaps there should be something of a more concrete timescale to have to follow. For example, I feel there is a lot of information to be learned from studying for the exams (Met and Nav particularly) that may well be of help if flying conditions change,the radio goes down or you simply get lost when flying solo well away from base!
Perhaps I'm just sore that I had to do the exams in the timescale I did!! I've never revised for anything in my life until now!!
Cheers
CF
For sure, I will have already forgotten a lot of things learned from studying for the exams, and I'm certainly not being critical of any one person or any school (that would surely never send anyone off on their own if they were not a capable student), but perhaps there should be something of a more concrete timescale to have to follow. For example, I feel there is a lot of information to be learned from studying for the exams (Met and Nav particularly) that may well be of help if flying conditions change,the radio goes down or you simply get lost when flying solo well away from base!
Perhaps I'm just sore that I had to do the exams in the timescale I did!! I've never revised for anything in my life until now!!
Cheers
CF
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exams
I've read it somewhere on PPRUNE, can't remember where, but the opinion expressed was that some schools may adopt their policy on what exams have to be passed before your first solo, or 1st solo land away, or QXC, based on what restrictions they have placed on them by their insurers.
I guess there must be a laid down 'law' somewhere in the bowels of the CAA website, but I can't be bothered to look for it.
Personally, I was pleased to have completed the RT practical and nav exam prior to my first solo land away, as I felt knew (with my limited experience) what was expected of me. Having got these under my belt, the various instructors that teach me now use the book (ie the 1st principles) as a starting point and then pass on 'tricks of the trade'.
So I guess to some extent it's horses for courses depending on the many variables that exist in the flying world (student, school, instructor, flying conditions, etc etc).
sorry for the rambling post, I'll get my hat, coat etc!
C23
By the way, is anybody going to the London curry/beer suggested by BRL?
I guess there must be a laid down 'law' somewhere in the bowels of the CAA website, but I can't be bothered to look for it.
Personally, I was pleased to have completed the RT practical and nav exam prior to my first solo land away, as I felt knew (with my limited experience) what was expected of me. Having got these under my belt, the various instructors that teach me now use the book (ie the 1st principles) as a starting point and then pass on 'tricks of the trade'.
So I guess to some extent it's horses for courses depending on the many variables that exist in the flying world (student, school, instructor, flying conditions, etc etc).
sorry for the rambling post, I'll get my hat, coat etc!
C23
By the way, is anybody going to the London curry/beer suggested by BRL?
Spicy Meatball
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That’s a good point actually about the insurance – it may be a requirement of different clubs policies?
Final Dual Flight Before Test
Well, I am nearly there. Today was to be a revision flight, of mostly PFL’s and upper air work. I decided that I wanted to do all my navigation by dead reckoning alone, and did not do any navigation planning before the flight. Today we were on runway 09, which meant a departure to the north at Kirkby or to the south at Oulton Park. It has been a very long time since I departed to the north out at Kirkby, in fact it was my very first dual navigation exercise (remember that one, the complete disaster)?
The wind was all over the place today, very gusty and just off the runway centreline, which meant that when we headed north to Kirkby, a lot of correction was required to stay on track. It’s amazing how you can begin to judge these things for yourself now, and it kind of starts to sink in and become a lot more natural. We headed towards Wigan at first, over Billinge Hill, where we would do our first PFL. It’s a lot more difficult when gliding into a strong wind, because you don’t cover a lot of ground, and what looks like an achievable field, actually becomes impossible as you continue your descent. The advice given to me was that if you are at 5000 feet (which we were at later) then you have a lot more time do plan your descent, and can maybe even spiral down on top of whatever you are on. However, when you are at 2000 feet, you obviously have a lot less time on your hands, and you may find that within a few seconds, you are on your crosswind leg at 1000 feet, therefore, always have a look over your left shoulder to see what’s there.
We then headed north west towards Burscough, where there is a patch of airspace that allows you to go up to around 5000 feet. It was a totally glorious day with perfect visibility and lots of sunshine, and the odd dot of fluffy cloud – we climbed high and got on top of a few clouds and it was beautiful. Obviously we never went into one and were always in sight of the surface, but it was nice to experience it whilst I had my instructor with me. Onto some stalls – in the past I have recovered too early and haven’t let the stall fully develop – this time I would! After a little more back pressure on the controls, the wings started buffeting (who can tell me what this is and why it happens – without looking at your books)? Only then was the back pressure relieved, full power applied and into the climb immediately – it is important to remember that the idea of practising the stall, is to lose as little height as possible, and the examiner will not want you to delay in getting straight back into the climb. We done a few more, with some wing drops and I was happy with everything, so we then done a couple of spiral descents (these are amazing when done right).
In the cruise, gently start a turn without adding any back pressure, keep the ailerons rolling and watch as the nose dives down and the speed runs away very quickly – the first thing is to cut the power, roll the wings level, then and only then, do you apply gentle back pressure straight into the climb. Let the speed bleed off, then when you reach climb speed, apply power as necessary. You can hear the air hit the aircraft as you speed up, it is amazing. A couple of PFL’s later we were on our way back to what would be a flapless (due to strength of wind) and bumpy landing. We had to do quite a lot of orbiting over Garston docks to let some of the 737’s in, and it’s amazing as to how difficult it is to keep a circular shape over the ground when there is a 30 knot wind! Eventually we got lined up and I decided to add a few knots onto the approach speed due to the wind, again, there was no flap. Oh I forgot, before the flight I was in the club listening to the radio and wind shear was being reported at 600 feet on final, so that was in the back of my mind. At about 300 feet – SINK. We went down like a lead balloon to which I immediately applied power, which I think I left in for too long as when we approached the flare, it didn’t want to go down, I reduced the power again (all whilst trying to keep centreline due to slight crosswind and gusts) and then we started sinking again! It was really difficult I have to admit, but eventually (were talking a matter of a few seconds, which seems like an eternity) it went down reasonably ok with no thud! When you see tarmac approaching rapidly, even though the nose is up, it is quite scary, and you start thinking “don’t stall on finals into the ground” etc. overall I was quite happy with the landing.
I was made up with the flight, and not only had I had a good revision but I actually had a good time too, same with any flight really!
I have 15 mins solo to do, and lets just say that I have to do it as quickly as possible as the test is coming up…………
Thanks again,
Lee
Final Dual Flight Before Test
Well, I am nearly there. Today was to be a revision flight, of mostly PFL’s and upper air work. I decided that I wanted to do all my navigation by dead reckoning alone, and did not do any navigation planning before the flight. Today we were on runway 09, which meant a departure to the north at Kirkby or to the south at Oulton Park. It has been a very long time since I departed to the north out at Kirkby, in fact it was my very first dual navigation exercise (remember that one, the complete disaster)?
The wind was all over the place today, very gusty and just off the runway centreline, which meant that when we headed north to Kirkby, a lot of correction was required to stay on track. It’s amazing how you can begin to judge these things for yourself now, and it kind of starts to sink in and become a lot more natural. We headed towards Wigan at first, over Billinge Hill, where we would do our first PFL. It’s a lot more difficult when gliding into a strong wind, because you don’t cover a lot of ground, and what looks like an achievable field, actually becomes impossible as you continue your descent. The advice given to me was that if you are at 5000 feet (which we were at later) then you have a lot more time do plan your descent, and can maybe even spiral down on top of whatever you are on. However, when you are at 2000 feet, you obviously have a lot less time on your hands, and you may find that within a few seconds, you are on your crosswind leg at 1000 feet, therefore, always have a look over your left shoulder to see what’s there.
We then headed north west towards Burscough, where there is a patch of airspace that allows you to go up to around 5000 feet. It was a totally glorious day with perfect visibility and lots of sunshine, and the odd dot of fluffy cloud – we climbed high and got on top of a few clouds and it was beautiful. Obviously we never went into one and were always in sight of the surface, but it was nice to experience it whilst I had my instructor with me. Onto some stalls – in the past I have recovered too early and haven’t let the stall fully develop – this time I would! After a little more back pressure on the controls, the wings started buffeting (who can tell me what this is and why it happens – without looking at your books)? Only then was the back pressure relieved, full power applied and into the climb immediately – it is important to remember that the idea of practising the stall, is to lose as little height as possible, and the examiner will not want you to delay in getting straight back into the climb. We done a few more, with some wing drops and I was happy with everything, so we then done a couple of spiral descents (these are amazing when done right).
In the cruise, gently start a turn without adding any back pressure, keep the ailerons rolling and watch as the nose dives down and the speed runs away very quickly – the first thing is to cut the power, roll the wings level, then and only then, do you apply gentle back pressure straight into the climb. Let the speed bleed off, then when you reach climb speed, apply power as necessary. You can hear the air hit the aircraft as you speed up, it is amazing. A couple of PFL’s later we were on our way back to what would be a flapless (due to strength of wind) and bumpy landing. We had to do quite a lot of orbiting over Garston docks to let some of the 737’s in, and it’s amazing as to how difficult it is to keep a circular shape over the ground when there is a 30 knot wind! Eventually we got lined up and I decided to add a few knots onto the approach speed due to the wind, again, there was no flap. Oh I forgot, before the flight I was in the club listening to the radio and wind shear was being reported at 600 feet on final, so that was in the back of my mind. At about 300 feet – SINK. We went down like a lead balloon to which I immediately applied power, which I think I left in for too long as when we approached the flare, it didn’t want to go down, I reduced the power again (all whilst trying to keep centreline due to slight crosswind and gusts) and then we started sinking again! It was really difficult I have to admit, but eventually (were talking a matter of a few seconds, which seems like an eternity) it went down reasonably ok with no thud! When you see tarmac approaching rapidly, even though the nose is up, it is quite scary, and you start thinking “don’t stall on finals into the ground” etc. overall I was quite happy with the landing.
I was made up with the flight, and not only had I had a good revision but I actually had a good time too, same with any flight really!
I have 15 mins solo to do, and lets just say that I have to do it as quickly as possible as the test is coming up…………
Thanks again,
Lee
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Sounds like a good flight mazzy!! Glad things are coming along (finally!!!) Best of luck for the test, you'll be fine!!
Stall buffet is caused by the boundary layer over the wings becoming turbulant just before it seperates at the stall.
Stall buffet is caused by the boundary layer over the wings becoming turbulant just before it seperates at the stall.
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Well done Mazzy - great write up as always - you're not far off now!! I'm STILL waiting for my QXC, having had countless attempts canned for the weather. I've got a lot of slots booked next week, and so far Wednesday looks the best bet. Problem is though, you can guarantee that will change on the day!!
Cheers
CF
Cheers
CF
Spicy Meatball
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10 points to Blinkz!
Cheq - I know it's really annoying waiting to do your QXC, but believe me, once you have done it, you won't even look back because you'll be so made up!
Cheq - I know it's really annoying waiting to do your QXC, but believe me, once you have done it, you won't even look back because you'll be so made up!
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QXC
Thanks Mazzy.
I had all the plane booked out every day this week, and still couldn't get the QXC done!! The frustration has now subsided, and I'm happily resigned to waiting for the right weather. This week, I really thought I'd cracked it on Wednesday - the early TAF's looked fine, so I headed off to the school, arriving about 09.00. Checked out the plane, did the full plot, and was in the middle of the briefing when the school boss came in with a long face. The 10/19 TAFs had just arrived, and everywhere was peppered with snow showers and CB's! It was a no go for QXC, so we went for a quick landaway at Nottingham airfield, cup of tea and a sticky bun and straight back again! At least I'm landaway current for the next three weeks.
Yesterday was also canned 'cos of forecast snow (and it arrived here with a vengence) - our house is directly on the flight path from EMA to Turweston, and I can always see if the wife's got any "visitors" cars on the drive as I pass over - keeps her on her toes!
Today looked very promising, light winds, scattered clouds at 3500' and plenty of sunshine once the fog had lifted (early forecasts said by 10.00am). I arrived at the school early again, and got the 3000' winds (020 @ 5kts), and once again plotted averything. Sadly, it was not to happen - at the 10.30 departure time, viz at EMA was still only about 6km, and Cambridge (second port of call) was 0200 in freezing fog"" and VV///. I hung around for a while, but basically ran out of time, the conditions still way below limits by the latest time of departure.
I'm away next week in sunny Spain, and back on Thursday, so I've booked again for Friday (with a possible on Wednesday if I can get away early). So, if any of you are waiting for the weather to improve for a solo landaway, QXC or similar, book it for next Mon/Tues/Weds - I can guarantee it will be spot on!!
I had all the plane booked out every day this week, and still couldn't get the QXC done!! The frustration has now subsided, and I'm happily resigned to waiting for the right weather. This week, I really thought I'd cracked it on Wednesday - the early TAF's looked fine, so I headed off to the school, arriving about 09.00. Checked out the plane, did the full plot, and was in the middle of the briefing when the school boss came in with a long face. The 10/19 TAFs had just arrived, and everywhere was peppered with snow showers and CB's! It was a no go for QXC, so we went for a quick landaway at Nottingham airfield, cup of tea and a sticky bun and straight back again! At least I'm landaway current for the next three weeks.
Yesterday was also canned 'cos of forecast snow (and it arrived here with a vengence) - our house is directly on the flight path from EMA to Turweston, and I can always see if the wife's got any "visitors" cars on the drive as I pass over - keeps her on her toes!
Today looked very promising, light winds, scattered clouds at 3500' and plenty of sunshine once the fog had lifted (early forecasts said by 10.00am). I arrived at the school early again, and got the 3000' winds (020 @ 5kts), and once again plotted averything. Sadly, it was not to happen - at the 10.30 departure time, viz at EMA was still only about 6km, and Cambridge (second port of call) was 0200 in freezing fog"" and VV///. I hung around for a while, but basically ran out of time, the conditions still way below limits by the latest time of departure.
I'm away next week in sunny Spain, and back on Thursday, so I've booked again for Friday (with a possible on Wednesday if I can get away early). So, if any of you are waiting for the weather to improve for a solo landaway, QXC or similar, book it for next Mon/Tues/Weds - I can guarantee it will be spot on!!
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Talk about frustrating!
Was all set up to do my QXC today to Southendd and Cambridge,woke up to brilliant sun ,blue sky,no clouds.
Norwich TAF snow later this morning ,so that's out of the window.
I will fly today but not sure what to do,probably some basic instrument practice.
Did some flying yesterday dual and solo which was great as I had not been solo for 5 weeks or flown at all for 3 weeks.
Passed my R/T ground exam this week and have practical booked at Norwich next week and that's all the ground exams done, so all in all progress is not too bad.
I hope for better weather tomorrow for the QXC.
Lister
Was all set up to do my QXC today to Southendd and Cambridge,woke up to brilliant sun ,blue sky,no clouds.
Norwich TAF snow later this morning ,so that's out of the window.
I will fly today but not sure what to do,probably some basic instrument practice.
Did some flying yesterday dual and solo which was great as I had not been solo for 5 weeks or flown at all for 3 weeks.
Passed my R/T ground exam this week and have practical booked at Norwich next week and that's all the ground exams done, so all in all progress is not too bad.
I hope for better weather tomorrow for the QXC.
Lister
Spicy Meatball
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and I can always see if the wife's got any "visitors" cars on the drive as I pass over - keeps her on her toes!
I have a big writeup to do. I have made a ball's up, however, be prepared for a long post..........
Lee
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SKILL TEST PART ONE (a)
Knowing that my test was to be on Saturday (4th March) I knew I had to complete 15 minutes more solo in order to qualify for the PPL requirements. So, after 3 days of bad weather, Thursday was finally the day where I could go up and do 1 circuit. I had been going to the flying school each night after work. My instructor and I decided to have one last chat on Friday evening before the test the next day. I turned up on Friday, only to be told that I was an hour short of the solo time – I was shocked, but knew that it must have been a mistake on their records. I scanned over my logbook for about 30 minutes, and it was then, I realised, what a stupid mistake I had made. On my final leg of the QXC from Blackpool to Liverpool, I had written 1 hour 35 instead of 35 minutes. I was indeed an hour short. It was at this point that my whole world seemed to collapse, knowing that I had to do another hour and that the weather the next day was forecast to be good. The financial implications were in the back of my mind also, but not as much of an issue, knowing that the feeling of being able to be a pilot within 24 hours had disappeared. I know your thinking that the school should have checked this earlier, and maybe so, but it is my logbook for which I am responsible for.
After long discussions and planning, it was decided that I would turn up as normal anyway and just take it from there. My instructor phoned the examiner that evening and I hope he never got too much of a telling off! I have to admit I was mortified, completely disgusted with myself. All of the nerves which I had been feeling for a week had disappeared, because I knew I wouldn’t be doing the test.
Anyway, I turned up at 0900 on the day, and was greeted by the examiner. He is a real nice chap, and understood my situation. The fog was very thick that morning, and it was moving so fast to the south – he said to me that I could take an aircraft, do an hour, come back and then maybe do a partial test. I was feeling happier, but still gutted as I could not walk away in the evening, a qualified PPL. The examiner had slots booked after me, and due to the fog, I decided to wait no more than 2 hours before calling it a day. The fog did start to clear, and I was given an aircraft, however, by the time I was ready to go, I was informed that I should wait for the examiner to get the go ahead. After 45 mins or so, he landed, and told me that the vis was excellent, no clouds and no wind, and that I should go off for an hour and enjoy myself. That I did.
I flew north out the zone at Seaforth, and headed over Ormskirk armed with my camera. Got some cracking pictures – went over Wigan, then towards Southport to practice some steep turns and other manoeuvres. I was initially concerned about flying over a country that was completely white – wondering whether or not I would see the features I was so used to, well I have to admit, it was a bit more difficult than usual, but I managed ok! See my snow solo pictures on my photobucket account here:
http://photobucket.com/albums/d52/mazzy1026/
It was a really nice flight actually, my first solo bimble! I was directly behind another instructor who was leaving the zone ahead of me, was amazing seeing them flying in front of me. I rejoined at Kirkby and produced a satisfactory landing. By this time though, the wind had picked up a little and was coming from over the hangars, so there was a little crosswind to contend with.
Upon landing, I discovered that the chap who was due to fly with my examiner later on had cancelled, and I was duly informed that we could complete the whole test, and that we would be taking off within 40 mins…….
After long discussions and planning, it was decided that I would turn up as normal anyway and just take it from there. My instructor phoned the examiner that evening and I hope he never got too much of a telling off! I have to admit I was mortified, completely disgusted with myself. All of the nerves which I had been feeling for a week had disappeared, because I knew I wouldn’t be doing the test.
Anyway, I turned up at 0900 on the day, and was greeted by the examiner. He is a real nice chap, and understood my situation. The fog was very thick that morning, and it was moving so fast to the south – he said to me that I could take an aircraft, do an hour, come back and then maybe do a partial test. I was feeling happier, but still gutted as I could not walk away in the evening, a qualified PPL. The examiner had slots booked after me, and due to the fog, I decided to wait no more than 2 hours before calling it a day. The fog did start to clear, and I was given an aircraft, however, by the time I was ready to go, I was informed that I should wait for the examiner to get the go ahead. After 45 mins or so, he landed, and told me that the vis was excellent, no clouds and no wind, and that I should go off for an hour and enjoy myself. That I did.
I flew north out the zone at Seaforth, and headed over Ormskirk armed with my camera. Got some cracking pictures – went over Wigan, then towards Southport to practice some steep turns and other manoeuvres. I was initially concerned about flying over a country that was completely white – wondering whether or not I would see the features I was so used to, well I have to admit, it was a bit more difficult than usual, but I managed ok! See my snow solo pictures on my photobucket account here:
http://photobucket.com/albums/d52/mazzy1026/
It was a really nice flight actually, my first solo bimble! I was directly behind another instructor who was leaving the zone ahead of me, was amazing seeing them flying in front of me. I rejoined at Kirkby and produced a satisfactory landing. By this time though, the wind had picked up a little and was coming from over the hangars, so there was a little crosswind to contend with.
Upon landing, I discovered that the chap who was due to fly with my examiner later on had cancelled, and I was duly informed that we could complete the whole test, and that we would be taking off within 40 mins…….
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Great write up Mazzy,what happened next?
Another frustrating day for me.
Clear blue skies,quite a crosswind TAF 12 gusting 23 but not as bad at the airfield and just about do-able.
Spent an hour planning etc,all ready to go ,CFI comes in,my eyes light up expectantly,then the bad news.
The bloody PA28 has starter trouble,the mag/starter switch is u/s and it won't be flyable until next weekend.
The other PA 28 is being repaired after someone force-landed in a field,so all in all a very frustrating weekend.
Mrs N was amazed to have me at home on a Sunday and I spent the rest of the day doing some gardening,which I actually do enjoy!
lister
Another frustrating day for me.
Clear blue skies,quite a crosswind TAF 12 gusting 23 but not as bad at the airfield and just about do-able.
Spent an hour planning etc,all ready to go ,CFI comes in,my eyes light up expectantly,then the bad news.
The bloody PA28 has starter trouble,the mag/starter switch is u/s and it won't be flyable until next weekend.
The other PA 28 is being repaired after someone force-landed in a field,so all in all a very frustrating weekend.
Mrs N was amazed to have me at home on a Sunday and I spent the rest of the day doing some gardening,which I actually do enjoy!
lister
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Mazzy you can't leave it there, how did it go?!
I had a very nice flight yesterday - solo landaway to Carlisle (from Newcastle). Was great fun, good visibility with no cloud. It was a little bumpy but nothing to worry about. It was absolutly beautiful with the snow on the hills around. The flight itself was enjoyable, two fairly good landings, with slight crosswinds, no RT cock-ups and it it gave me a feeling of what post-student might be like - bimbling around the country visiting airfields.
Anyway, next "lesson" is the QXC - can't wait/ I'm booked in for 0930 on sunday, so hopefully the weather will be kind - can't wait!
So, what happened mazzy?
I had a very nice flight yesterday - solo landaway to Carlisle (from Newcastle). Was great fun, good visibility with no cloud. It was a little bumpy but nothing to worry about. It was absolutly beautiful with the snow on the hills around. The flight itself was enjoyable, two fairly good landings, with slight crosswinds, no RT cock-ups and it it gave me a feeling of what post-student might be like - bimbling around the country visiting airfields.
Anyway, next "lesson" is the QXC - can't wait/ I'm booked in for 0930 on sunday, so hopefully the weather will be kind - can't wait!
So, what happened mazzy?
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So, what happened mazzy?
I reckon he passed and is/was too drunk to do a write-up!
So, what happened mazzy?
I reckon he passed and is/was too drunk to do a write-up!
C'mon Mazzy, spill the beans - what happened next? Is this the end of this thread?
Great photos too - I was up over North Yorkshire on Saturday and got some great photos of snow covered landscapes. BTW - I notice on the photos you wearing your hi-viz tabard in the cockpit, following advice from an instructor I now take off the hi-viz on entering the cockpit. Something to do with it being 'plastic' and what might happen in the event of a fire
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SKILL TEST PART 1 (b)
I went off into the kitchen and sat down with the Examiner, he briefly told us where we would be going and some information/advice about the test. He was very good at settling nerves! Before I knew it, I had a route planned: from Liverpool, out the zone at Seaforth, then north to Cark. Cark is a parachute dropping site, which is north of Morecambe Bay – I have never even flown more than a mile north of Blackpool, so the whole area was new to me! We went north because of the weather to the south.
I completed all the checks, and we were both sat in the aircraft – I noticed he didn’t have his harness on, and when I prompted him, he didn’t want to put it on, saying it was uncomfortable. I harassed him until he did! I gave him a passenger brief, something along the lines of:
“Don’t touch anything, if you do, don’t panic, just tell me. Don’t talk to me if you hear anything being said on the radios or if I put my hand up (polite for “shut up”). Enjoy yourself, keep a good lookout for me, if you see any other aircraft, just tell me as quickly as possible. If you feel sick, tell me etc etc….”
He also said to me that, because I had a radio license, he was happy to do most of the radios – what a relief! I did do quite a bit though, all the way up to calling Blackpool. The takeoff was to be into 1 left hand circuit. On the way down to the holding point, I noticed the turn coordinator wasn’t working whatsoever, and the red flag was on – he promptly pushed the fuse back in! Sneaky tactics! On the downwind checks, I checked all the gauges, but I didn’t check them properly! he had pulled one of the fuses again, and he pulled me up for not checking them properly – I got the classic feeling of “I have failed already”. We carried on and he said that there would be no tricks in the navigation.
We departed via Seaforth, and he said that I was quite confident on the radio, I said, well I enjoy using the radio’s so that is always a bonus. I gave Woodvale a blind call, and also Warton – they were both closed. He then contacted Blackpool, who initially didn’t want us in the overhead at 3000 feet due to traffic, but he persuaded them and they let us through! Just past Blackpool was our half way point, he was very helpful and made me feel at ease the whole way. I was a little concerned about my height keeping – but it wasn’t too bad and didn’t go outside the limits. Now then, I was about to experience something which I had never experienced before – a pretty strong downdraught. With full power set, and lots of back pressure, I was having difficulty making the thing climb, in fact, it was just about staying level. This was do to the fact that we were very close to the Lake District, and the wind was head on, which resulted in the down draughts coming from the mountains.
Cark wouldn’t let us in their zone (well, they told us they were dropping at that time and please would you not go in)! I had to turn early, and intercept my next track, which was from Cark to Leeds Bradford. My times were all within a minute or so – I was made up with that. I knew I wouldn’t be flying to Leeds, and that the divert would be initiated. We got about 10 miles into the leg, and then decided to establish our position over Ingleton – a lovely walk which I done a few years ago with Jane, my g/f. Loads of you have probably been there. It is worth mentioning that we were over quite high ground, and it felt like we were really low! We had a bit of a laugh actually, trying to find the blue caravan on the top where they serve tea etc. my divert was to be over Blackpool – I drew the line with him at the controls, I was relieved to see that he was willing to fly it for me. I estimated the track and time/distance etc, and again to my surprise/relief, it actually worked – got us right over the airfield. It’s amazing how this dead reckoning works.
When we got over Blackpool, I knew the navigation side was coming to an end. He asked me if I would like to land……….
I completed all the checks, and we were both sat in the aircraft – I noticed he didn’t have his harness on, and when I prompted him, he didn’t want to put it on, saying it was uncomfortable. I harassed him until he did! I gave him a passenger brief, something along the lines of:
“Don’t touch anything, if you do, don’t panic, just tell me. Don’t talk to me if you hear anything being said on the radios or if I put my hand up (polite for “shut up”). Enjoy yourself, keep a good lookout for me, if you see any other aircraft, just tell me as quickly as possible. If you feel sick, tell me etc etc….”
He also said to me that, because I had a radio license, he was happy to do most of the radios – what a relief! I did do quite a bit though, all the way up to calling Blackpool. The takeoff was to be into 1 left hand circuit. On the way down to the holding point, I noticed the turn coordinator wasn’t working whatsoever, and the red flag was on – he promptly pushed the fuse back in! Sneaky tactics! On the downwind checks, I checked all the gauges, but I didn’t check them properly! he had pulled one of the fuses again, and he pulled me up for not checking them properly – I got the classic feeling of “I have failed already”. We carried on and he said that there would be no tricks in the navigation.
We departed via Seaforth, and he said that I was quite confident on the radio, I said, well I enjoy using the radio’s so that is always a bonus. I gave Woodvale a blind call, and also Warton – they were both closed. He then contacted Blackpool, who initially didn’t want us in the overhead at 3000 feet due to traffic, but he persuaded them and they let us through! Just past Blackpool was our half way point, he was very helpful and made me feel at ease the whole way. I was a little concerned about my height keeping – but it wasn’t too bad and didn’t go outside the limits. Now then, I was about to experience something which I had never experienced before – a pretty strong downdraught. With full power set, and lots of back pressure, I was having difficulty making the thing climb, in fact, it was just about staying level. This was do to the fact that we were very close to the Lake District, and the wind was head on, which resulted in the down draughts coming from the mountains.
Cark wouldn’t let us in their zone (well, they told us they were dropping at that time and please would you not go in)! I had to turn early, and intercept my next track, which was from Cark to Leeds Bradford. My times were all within a minute or so – I was made up with that. I knew I wouldn’t be flying to Leeds, and that the divert would be initiated. We got about 10 miles into the leg, and then decided to establish our position over Ingleton – a lovely walk which I done a few years ago with Jane, my g/f. Loads of you have probably been there. It is worth mentioning that we were over quite high ground, and it felt like we were really low! We had a bit of a laugh actually, trying to find the blue caravan on the top where they serve tea etc. my divert was to be over Blackpool – I drew the line with him at the controls, I was relieved to see that he was willing to fly it for me. I estimated the track and time/distance etc, and again to my surprise/relief, it actually worked – got us right over the airfield. It’s amazing how this dead reckoning works.
When we got over Blackpool, I knew the navigation side was coming to an end. He asked me if I would like to land……….
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SKILL TEST PART 2
After saying that I would not like to land he said to me:
“I am pleased to tell you that you have passed your navigation”.
Major relief at this point – I was chuffed as it had been so successful. I must admit, he did show me a different technique when looking out for aircraft in the climb. In the past, I have just lowered the nose, whereas he prefers to gently turn to the right whilst in the climb (to the right because this is the direction both aircraft turn in the event of a head on collision path) take a good look, then as you are turning back, look to your left. After the overhead at Blackpool, we headed a few miles out to sea to do our upper air work. The first thing was the stall, where he wanted to see me do my HASELL checks (height, airframe, security, engine, location, lookout) and for the LIFE of me I could not remember the last L – such an important one to miss! He duly prompted me, and from hen on I did not miss it out. It’s weird because I KNOW this, yet I seemed to miss it out so easy! The first stall I executed went well, however I didn’t apply enough back pressure and we lost about 50 feet – he was adamant that we were to not lose any height – so I done another one. Then, I did not enter the climb quick enough, so I had to do another one. The last one was perfect, and just to prove it, he made me do another, all with complete HASELL checks, which was fine.
Then it was onto stalls in the turn and on final approach, these all went fine and at one point I thought we were going to be in a spin – the attitude he made me recover from was mad! A couple of spiral dives later we headed back over land. I knew what was coming next. The PFL. He was very keen on me talking about what I was doing and what things I should be doing etc, especially in the PFL. I told him that the first thing I would do is put the carb heat on – lets just say we had a friendly debate! I kept missing things out, only little things, and every time he corrected me, I just kept thinking that I was failing or losing points etc. Anyway, started the PFL and was happy with the approach so far. He asked me:
“Where is your 1000 foot marker”?
“THERE”
“Where is there”?
“The small farm, 45 degrees out from the end of my field, which is THERE” pointing franticly!
I made an approach which would have meant we would have made the field. After I applied power, he cut it again! I shoved the nose down and muttered “nose down, 30 degrees either side, commit to land”. That’s what he wants to see.
We climbed, and once we were back up to 2000 feet, he covered up the view with his chart and I had to do 2 - 180 degree, 15 degree bank turns, left and right. I lost the bank angle a bit, and he made me do it again. It was at this point that he pulled one of the fuses again, which meant all my electrical dials went dead. I wasn’t letting him get away with it this time though, and quickly told him! It was time for some positioning using the VOR’s. He asked me to tune into the POL VOR – 112.1 and track to it and then away from it, then also the Wallasey VOR 114.1. After that, it was onto some ADF tracking, and I was happy with the way all this went – I was just wondering whether he was happy with all this! It was at this point, he asked me to take us home and I was starting to worry, wondering whether I had done enough or not. I found Kirkby and performed a standard rejoin to the circuit. He told me I had to do a flapless OR a glide approach, to which I chose flapless. After we settled on final, I was finding it difficult keeping the correct speed and attitude, but eventually it did settle. I landed, having reduced the power a little early, to which he promptly told me about after we took off again! This was to be the final circuit to land, and it would mean the end of my test. Now I remember on the first circuit at the start of the test, he pulled the fuse on me and had to remind me to use the carb heat – STUPID mistake, one which I have never done before, and will never do again, yet when you are under pressure on a test, the simplest of things become the most difficult. I landed successfully, not the best landing of my life, but certainly not the worst, with no bounce or float. I started to turn off the runway a little too fast, which he was quickly to remind me of. The very last thing I do is to not slow down enough.
I wasn’t drunk on Saturday night……….
“I am pleased to tell you that you have passed your navigation”.
Major relief at this point – I was chuffed as it had been so successful. I must admit, he did show me a different technique when looking out for aircraft in the climb. In the past, I have just lowered the nose, whereas he prefers to gently turn to the right whilst in the climb (to the right because this is the direction both aircraft turn in the event of a head on collision path) take a good look, then as you are turning back, look to your left. After the overhead at Blackpool, we headed a few miles out to sea to do our upper air work. The first thing was the stall, where he wanted to see me do my HASELL checks (height, airframe, security, engine, location, lookout) and for the LIFE of me I could not remember the last L – such an important one to miss! He duly prompted me, and from hen on I did not miss it out. It’s weird because I KNOW this, yet I seemed to miss it out so easy! The first stall I executed went well, however I didn’t apply enough back pressure and we lost about 50 feet – he was adamant that we were to not lose any height – so I done another one. Then, I did not enter the climb quick enough, so I had to do another one. The last one was perfect, and just to prove it, he made me do another, all with complete HASELL checks, which was fine.
Then it was onto stalls in the turn and on final approach, these all went fine and at one point I thought we were going to be in a spin – the attitude he made me recover from was mad! A couple of spiral dives later we headed back over land. I knew what was coming next. The PFL. He was very keen on me talking about what I was doing and what things I should be doing etc, especially in the PFL. I told him that the first thing I would do is put the carb heat on – lets just say we had a friendly debate! I kept missing things out, only little things, and every time he corrected me, I just kept thinking that I was failing or losing points etc. Anyway, started the PFL and was happy with the approach so far. He asked me:
“Where is your 1000 foot marker”?
“THERE”
“Where is there”?
“The small farm, 45 degrees out from the end of my field, which is THERE” pointing franticly!
I made an approach which would have meant we would have made the field. After I applied power, he cut it again! I shoved the nose down and muttered “nose down, 30 degrees either side, commit to land”. That’s what he wants to see.
We climbed, and once we were back up to 2000 feet, he covered up the view with his chart and I had to do 2 - 180 degree, 15 degree bank turns, left and right. I lost the bank angle a bit, and he made me do it again. It was at this point that he pulled one of the fuses again, which meant all my electrical dials went dead. I wasn’t letting him get away with it this time though, and quickly told him! It was time for some positioning using the VOR’s. He asked me to tune into the POL VOR – 112.1 and track to it and then away from it, then also the Wallasey VOR 114.1. After that, it was onto some ADF tracking, and I was happy with the way all this went – I was just wondering whether he was happy with all this! It was at this point, he asked me to take us home and I was starting to worry, wondering whether I had done enough or not. I found Kirkby and performed a standard rejoin to the circuit. He told me I had to do a flapless OR a glide approach, to which I chose flapless. After we settled on final, I was finding it difficult keeping the correct speed and attitude, but eventually it did settle. I landed, having reduced the power a little early, to which he promptly told me about after we took off again! This was to be the final circuit to land, and it would mean the end of my test. Now I remember on the first circuit at the start of the test, he pulled the fuse on me and had to remind me to use the carb heat – STUPID mistake, one which I have never done before, and will never do again, yet when you are under pressure on a test, the simplest of things become the most difficult. I landed successfully, not the best landing of my life, but certainly not the worst, with no bounce or float. I started to turn off the runway a little too fast, which he was quickly to remind me of. The very last thing I do is to not slow down enough.
I wasn’t drunk on Saturday night……….