From Zero to Forty Five - my PPL Diary
Join Date: May 2003
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Ahh we won't get started on photo licences and ASICs and stuff, will we, Iain?? 
We love CASA!!!
(for the record - took 'em three months to get my PPL to me. In that time I forgot how to land. Read the much, much earlier pages of this thread to find out more on that one!!!)
We love CASA!!!
(for the record - took 'em three months to get my PPL to me. In that time I forgot how to land. Read the much, much earlier pages of this thread to find out more on that one!!!)
Join Date: Jun 2004
Location: Newcastle upon Tyne
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Mock Test Report (9th June).
Not since asking my wife's parents for permission to marry (over 17 yrs ago), have I felt so nervous. It's not that I really doubt what I can do, it's that I don't want to let people down. Hopefully, I'm close to the final GST and having to show the CFI how I could perform, played on my nerves. The mock test was to be today at 5pm. I was wide awake this morning at 6am thinking about what I should do, the order to ensure that the flight goes smoothly. The day looked promising and the forecast too looked good for Friday evening. Sun was trying hard to burn off the mist but it was already nice and bright with temperatures rising towards 70 degrees.
At lunchtime, I checked the 'Avbrief' reports for the wind strength and direction. With this I drew a compass rose on the map and added wind speeds and allowances for drift, heading in different directions. The booked aircraft was 'India Foxtrot' and I knew it cruised at around 100 knots with nil wind. By 2.30pm the 'pull' towards the airport was too much and I left for the Club. Somehow, I felt more comfortable there knowing that any car problems, traffic etc wouldn't delay my preparations for the flight, should they have happened. Travelling towards the airport the mist on the horizon was evident and the first nagging doubts entered my mind.
On my arrival at the Club the ATIS was giving the visibility at 8,000 metres. My minimum would be double that and I just hoped that it would improve over the next couple of hours. With the weather out of my control, the pre-flight preparations were done and the flight case arranged to make it easy to get things once airborne. The wristwatch came off to be replaced with the stopwatch and on the other arm went the larger wristwatch with the adjustable bezel, ideal for setting at take off and a back up for the stopwatch. With a few people around to talk to, time literally flew to 4pm when John the CFI summoned me in to his office. Unfortunately, 'India Foxtrot' had been taken by someone else and we had to go in 'Uniform Zulu' not ideal preparation as the plog had been prepared for a quicker aircraft.
John told me what the briefing would include and how the flight would be done including responsibilities and what notes should be recorded and things not to worry so much about. John asked if I was happy to proceed and I said, "No, as the visibility is 8k and I'd want at least 15k to go". As this was a mock test, JC over ruled me and told me we would fly but the viz would be taken in to account where necessary. So after being told to route from Newcastle to Milfield (north of Wooler) then to Lockerbie before heading home via Carlisle, JC checked my plog and off we went.
On the climb out from runway 07, the visibility quoted as 8k seemed to be optimistic as it looked to be about 6k. I couldn't see the coast or Morpeth ahead at all. The plog was to commence at Morpeth on the east hand side. We were quite close before Morpeth loomed out of the mist and I had to turn right to get to where I wanted to be for the start of the navigation leg. With the stopwatch running, I turned to my designated heading and climbed to 3,000 feet. Once trimmed, with no horizon at all and limited sight of the ground I told JC that we'd descend to 2500 feet to give me a chance of seeing more. The airspeed was all over the place as I tried to recognise landmarks and roads to the north of Morpeth. With dipping my wing, the heading was hard to hold and for some reason it was difficult to fly straight and level too. This was hard work. Even though I had spent many hours up here and knew roughly where places were, this was not much fun at all.
Just before Wooler, I changed course as I was half a mile west of where I should have been. On regaining course, the altitude was 500 feet lower than it should have. Up we went again and the new height nominated. Not long after this, as I pointed out a small village with a stream running through it, JC asked for a diversion to Amble on the coast. Normally from here Amble would almost be in view, not today. With the line drawn and the information divulged, we headed towards the east coast and a lot of very low cloud.
The diversion went well, John asking me to continue over the cloud until we could look down and hopefully spot out target. Right on 9 minutes, there, through the clouds were caravans, a well known site just outside Amble. With John happy we headed in land climbing to 3000 feet started the upper air work. Stalls first, flaps, flapless and simulated base to final turn with flaps. Everyone was yawed with the power, not too good at all as not enough right boot of rudder was applied. The steep turns went well, despite no horizon and the PFL also went according to plan but I had to push the nose down a little to get the right approach and we'd have got in, despite a few sheep.
Heading back to base, I called in at Morpeth and was told the circuit was busy and to report at Stannington. Only by following the A1 road could I find it at all. We orbited a few times before having to report and start of downwind, before base and then again on final. John asked for a short field landing and wanted me to land on the 'piano keys'. With full flaps and a good approach, that's exactly what I did! At last the experience ended on a very positive note.
Once inside the building, John sat me down for the de brief. Mostly things had gone well, apart from the height and directional issues on the Navigation leg which, would have been only a partial pass. John said that allowing for the weather, he wasn't too disappointed with it and the diversion was spot on. The yaw on the stalls was simply a right rudder to put right and again in the steep descent, rudder should have been firmer. The rest went well and the landing was just as required. I asked John if I should book another hour with an instructor and he said that I should do my half hour of solo to get me to 10 hours and then decide what I wanted to do after that. Personally, I blamed the poor viz and if that had been improved, I'd have been ok. If today had been the scheduled GST, I'd have cancelled. With the solo time booked, I think the GST won't be too far away.
www.happyflyboy.blog-city.com (http://www.happyflyboy.blog-city.com/...)
Not since asking my wife's parents for permission to marry (over 17 yrs ago), have I felt so nervous. It's not that I really doubt what I can do, it's that I don't want to let people down. Hopefully, I'm close to the final GST and having to show the CFI how I could perform, played on my nerves. The mock test was to be today at 5pm. I was wide awake this morning at 6am thinking about what I should do, the order to ensure that the flight goes smoothly. The day looked promising and the forecast too looked good for Friday evening. Sun was trying hard to burn off the mist but it was already nice and bright with temperatures rising towards 70 degrees.
At lunchtime, I checked the 'Avbrief' reports for the wind strength and direction. With this I drew a compass rose on the map and added wind speeds and allowances for drift, heading in different directions. The booked aircraft was 'India Foxtrot' and I knew it cruised at around 100 knots with nil wind. By 2.30pm the 'pull' towards the airport was too much and I left for the Club. Somehow, I felt more comfortable there knowing that any car problems, traffic etc wouldn't delay my preparations for the flight, should they have happened. Travelling towards the airport the mist on the horizon was evident and the first nagging doubts entered my mind.
On my arrival at the Club the ATIS was giving the visibility at 8,000 metres. My minimum would be double that and I just hoped that it would improve over the next couple of hours. With the weather out of my control, the pre-flight preparations were done and the flight case arranged to make it easy to get things once airborne. The wristwatch came off to be replaced with the stopwatch and on the other arm went the larger wristwatch with the adjustable bezel, ideal for setting at take off and a back up for the stopwatch. With a few people around to talk to, time literally flew to 4pm when John the CFI summoned me in to his office. Unfortunately, 'India Foxtrot' had been taken by someone else and we had to go in 'Uniform Zulu' not ideal preparation as the plog had been prepared for a quicker aircraft.
John told me what the briefing would include and how the flight would be done including responsibilities and what notes should be recorded and things not to worry so much about. John asked if I was happy to proceed and I said, "No, as the visibility is 8k and I'd want at least 15k to go". As this was a mock test, JC over ruled me and told me we would fly but the viz would be taken in to account where necessary. So after being told to route from Newcastle to Milfield (north of Wooler) then to Lockerbie before heading home via Carlisle, JC checked my plog and off we went.
On the climb out from runway 07, the visibility quoted as 8k seemed to be optimistic as it looked to be about 6k. I couldn't see the coast or Morpeth ahead at all. The plog was to commence at Morpeth on the east hand side. We were quite close before Morpeth loomed out of the mist and I had to turn right to get to where I wanted to be for the start of the navigation leg. With the stopwatch running, I turned to my designated heading and climbed to 3,000 feet. Once trimmed, with no horizon at all and limited sight of the ground I told JC that we'd descend to 2500 feet to give me a chance of seeing more. The airspeed was all over the place as I tried to recognise landmarks and roads to the north of Morpeth. With dipping my wing, the heading was hard to hold and for some reason it was difficult to fly straight and level too. This was hard work. Even though I had spent many hours up here and knew roughly where places were, this was not much fun at all.
Just before Wooler, I changed course as I was half a mile west of where I should have been. On regaining course, the altitude was 500 feet lower than it should have. Up we went again and the new height nominated. Not long after this, as I pointed out a small village with a stream running through it, JC asked for a diversion to Amble on the coast. Normally from here Amble would almost be in view, not today. With the line drawn and the information divulged, we headed towards the east coast and a lot of very low cloud.
The diversion went well, John asking me to continue over the cloud until we could look down and hopefully spot out target. Right on 9 minutes, there, through the clouds were caravans, a well known site just outside Amble. With John happy we headed in land climbing to 3000 feet started the upper air work. Stalls first, flaps, flapless and simulated base to final turn with flaps. Everyone was yawed with the power, not too good at all as not enough right boot of rudder was applied. The steep turns went well, despite no horizon and the PFL also went according to plan but I had to push the nose down a little to get the right approach and we'd have got in, despite a few sheep.
Heading back to base, I called in at Morpeth and was told the circuit was busy and to report at Stannington. Only by following the A1 road could I find it at all. We orbited a few times before having to report and start of downwind, before base and then again on final. John asked for a short field landing and wanted me to land on the 'piano keys'. With full flaps and a good approach, that's exactly what I did! At last the experience ended on a very positive note.
Once inside the building, John sat me down for the de brief. Mostly things had gone well, apart from the height and directional issues on the Navigation leg which, would have been only a partial pass. John said that allowing for the weather, he wasn't too disappointed with it and the diversion was spot on. The yaw on the stalls was simply a right rudder to put right and again in the steep descent, rudder should have been firmer. The rest went well and the landing was just as required. I asked John if I should book another hour with an instructor and he said that I should do my half hour of solo to get me to 10 hours and then decide what I wanted to do after that. Personally, I blamed the poor viz and if that had been improved, I'd have been ok. If today had been the scheduled GST, I'd have cancelled. With the solo time booked, I think the GST won't be too far away.
www.happyflyboy.blog-city.com (http://www.happyflyboy.blog-city.com/...)
Spicy Meatball
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Nice one fella, sounds like you done remarkably well considering the visibility - bring on the real thing now, and see how the nerves triple! I went up on Friday in amongst the haze and it was actually quite scary how easy it is to become disoriented and not know where you are - losing sight of features and coastlines is a horrible feeling!
Best of luck for the test - perhaps the last full writeup in here
Lee
Best of luck for the test - perhaps the last full writeup in here
Lee
Fixed+Rotary (aircraft, not washing lines)
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Coastlines? COASTLINES? Eeee, the PPL of today. When I were a lad we had to follow disused railway lines. And tiny rivers which blended into the yellow blob of a conurbation. And keep a sharp lookout for derelict powerstations.
You'll be after one of those new fangled GPS devices next.
Although I must confess, the Humber estuary is a reassuring sight when flying over Yorkshire and Lincolnshire.
You'll be after one of those new fangled GPS devices next.
Although I must confess, the Humber estuary is a reassuring sight when flying over Yorkshire and Lincolnshire.
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I've got an hours solo tomorrow and I'll be working hard to iron out the glitches. If I then feel confident enough, I'll book the test. If not, I'll book another lesson, there's no hurry.
Spicy Meatball
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Sometimes I think it's hard to know yourself if your ready, so I think that you should just go for it. Your instructor wouldn't send you for it - and after all (as said many times here) you won't be doing anything on the test that you haven't already done to a good standard with your instructor.
Saying that, my CFI loved pulling fuses!
Saying that, my CFI loved pulling fuses!
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Good day all!
Been a long time since I've posted, so hope you're well Mazzy, (and everyone else!).
I've been slowly plodding along with my training. On 36 or 37 hours TT. 12 solo, so I'm getting there! Revising for the GST now, so getting rather excited!
Without wishing to bring up the "exams before QXC" debate.....I've got tonnes of exams to do
Literally just passed RT practical. Leaving me with quite a few writtens to do. As soon as I've finished the dreaded A-levels they'll get done quickly.
So hope everyone's keeping well and getting lots of flying in!
Good luck Paul.....whenever it may be
Cheers all.
Been a long time since I've posted, so hope you're well Mazzy, (and everyone else!).
I've been slowly plodding along with my training. On 36 or 37 hours TT. 12 solo, so I'm getting there! Revising for the GST now, so getting rather excited!
Without wishing to bring up the "exams before QXC" debate.....I've got tonnes of exams to do
Literally just passed RT practical. Leaving me with quite a few writtens to do. As soon as I've finished the dreaded A-levels they'll get done quickly.
So hope everyone's keeping well and getting lots of flying in!
Good luck Paul.....whenever it may be
Cheers all.
Join Date: Dec 2004
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JW Get the exams done soonest or the GFT sneeks up on you big style,Happyeater has a disc that helped me out and if you cant get hold of him I can do you a copy,it is much easier to understand than confuser's.
Give me a ring if you get stuck
Mazzy hope your hope your dad is ok...
GT
Give me a ring if you get stuck
Mazzy hope your hope your dad is ok...
GT
Super-Friendly Aviator
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Nearly two years and an obscene amount of money later and it's finally done.
Passed the GST today
Emotionally, physically and financially exhausted
(Captain) V1R
Passed the GST today
Emotionally, physically and financially exhausted
(Captain) V1R
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GT - cheers, HP and I are sorting the disc, thanks very much!
With a bit of luck it shouldn't be too long before I can get them all done! (Just juggling A-level exams and flying exams at the moment!).
And WELL DONE VeeOne!! Very well done indeed!! There are a lot of passes this year, it's excellent!
With a bit of luck it shouldn't be too long before I can get them all done! (Just juggling A-level exams and flying exams at the moment!).
And WELL DONE VeeOne!! Very well done indeed!! There are a lot of passes this year, it's excellent!
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Hi All,
Did my QXC on Sunday not sure wether to post here or Bens. Thought I would post it here as it is towards the end of my PPL.
The route was to be Wellesbourne to Cambridge via Sywell. Cambridge to Leicester. Leicester to Wellesbourne via Rugby to avoid the ILS approach at Coventry.
Did the first leg, Wellesbourne, Sywell, no answer from Bourn, found Cambridge, all went well one of my best landings and got signed off with good for RT and landing. Then on to Leicester, as soon as I got on track I realised that the vis on this leg was not so good, though the flight went well untill I got to Corby, flew over Rockingham raceway searching for an airfield and then it appeared, on time and slightly right of track. Called field in sight descended to 2000ft QFE, only it wasn't Leicester. I am now orbiting a disused field, call Leicester, they tell me to call East Mids App. The very nice man there tells me I am orbiting Melton Mowbray disused airfield and gives me a heading for Leicester.
When I get to Leicester I am told the runway is 22. Now I am used to the best part of 1000 metres of runway, to me on the approach calling finals runway 22 looked like the deck of an aircraft carrier.
Touched down on the numbers and didn't need half of the runway. Got a good for RT and landing here as well.
On the flight back to Wellesbourne passed a light aircraft, he was below and in front crossing my path left to right. Immediately after he passed Coventry asked me to orbit my present position, and whilst I was doing so told me to continue my original course as the target they were trying to contact was crossing the approach to their runway 23 with a 737 coming into land!
Arrival at Wellesbourne was some what embarrassing I got the frequency wrong on the plog, in fact on 2 plogs and Coventry did not correct me when I read it out so I ended up joining and landing with no radio, and got my wrist slapped for incorrect circuit procedure.
I got backwith out bending anything, especially me and with my QXC signed off great.
Regards Chris
Did my QXC on Sunday not sure wether to post here or Bens. Thought I would post it here as it is towards the end of my PPL.
The route was to be Wellesbourne to Cambridge via Sywell. Cambridge to Leicester. Leicester to Wellesbourne via Rugby to avoid the ILS approach at Coventry.
Did the first leg, Wellesbourne, Sywell, no answer from Bourn, found Cambridge, all went well one of my best landings and got signed off with good for RT and landing. Then on to Leicester, as soon as I got on track I realised that the vis on this leg was not so good, though the flight went well untill I got to Corby, flew over Rockingham raceway searching for an airfield and then it appeared, on time and slightly right of track. Called field in sight descended to 2000ft QFE, only it wasn't Leicester. I am now orbiting a disused field, call Leicester, they tell me to call East Mids App. The very nice man there tells me I am orbiting Melton Mowbray disused airfield and gives me a heading for Leicester.
When I get to Leicester I am told the runway is 22. Now I am used to the best part of 1000 metres of runway, to me on the approach calling finals runway 22 looked like the deck of an aircraft carrier.
Touched down on the numbers and didn't need half of the runway. Got a good for RT and landing here as well. On the flight back to Wellesbourne passed a light aircraft, he was below and in front crossing my path left to right. Immediately after he passed Coventry asked me to orbit my present position, and whilst I was doing so told me to continue my original course as the target they were trying to contact was crossing the approach to their runway 23 with a 737 coming into land!
Arrival at Wellesbourne was some what embarrassing I got the frequency wrong on the plog, in fact on 2 plogs and Coventry did not correct me when I read it out so I ended up joining and landing with no radio, and got my wrist slapped for incorrect circuit procedure.
I got backwith out bending anything, especially me and with my QXC signed off great. Regards Chris
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Well done, Chris. You seemed to have it under control. Wouldn't worry about those 'learning experiences' they're vital as we move towards the PPL licence. It's a great feeling being allowed to go off on our own, the satisfaction on completing it safely, is marvellous.
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Originally Posted by 1d2d3d4d
When I get to Leicester I am told the runway is 22. Now I am used to the best part of 1000 metres of runway, to me on the approach calling finals runway 22 looked like the deck of an aircraft carrier.
shortest licensed runway in the UK and downhill
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Congrats to everyone that is passing their PPLs, good job! It so good to see everyone who has been active in this thread actaully get the licence!
I'm currently in Phoenix AZ doing my CPL, weather here is great, altho the heat is mind blowing. 45c is not uncommon, and the warrior really doesn't like climbing when its that hot! Photos here if people are interested!
I'm currently in Phoenix AZ doing my CPL, weather here is great, altho the heat is mind blowing. 45c is not uncommon, and the warrior really doesn't like climbing when its that hot! Photos here if people are interested!
