From Zero to Forty Five - my PPL Diary
Join Date: Jul 2004
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I'm sure I posted something to this effect on here before, but I'll mention it again. It's worth selecting your first non-flying passenger very carefully. Taking a loved one, or someone you want to impress, can put quite a lot more pressure on, when suddenly you're the commander with real responsibility and things are not necessarily going to plan.
It's worth re-reading the human factors stuff on flying with passengers and what to look out for in terms of their wellbeing. Also, make clear right from the start that you may - for a number of reasons - need to abandon the flight or plan. That reduces the pressure of disappointing someone.
I actually took a really calm friend who had done the odd flying lesson before and knew what to expect from a light aircraft. He was still slightly nervous at first, although that improved after my near perfect landing at our destination
I later took my father-in-law who is ex RAF, so had some idea too. Notwithstanding that, he was nervous as anything - something about the older generation having to put their trust in the younger - relative life roles etc. I was glad I'd taken my more relaxed friend up first!
Finally, make sure you're current and that you've flown enough recently to feel comfortable with your practical skill level. The recent weather has been so bad, I got to the point of deciding not to take any more passengers until I had flown again with an instructor (which I did today, yes!!!)
It's fun though - and a great step in the transition from student to PPL. Have safe flights all.
HH
It's worth re-reading the human factors stuff on flying with passengers and what to look out for in terms of their wellbeing. Also, make clear right from the start that you may - for a number of reasons - need to abandon the flight or plan. That reduces the pressure of disappointing someone.
I actually took a really calm friend who had done the odd flying lesson before and knew what to expect from a light aircraft. He was still slightly nervous at first, although that improved after my near perfect landing at our destination
I later took my father-in-law who is ex RAF, so had some idea too. Notwithstanding that, he was nervous as anything - something about the older generation having to put their trust in the younger - relative life roles etc. I was glad I'd taken my more relaxed friend up first!
Finally, make sure you're current and that you've flown enough recently to feel comfortable with your practical skill level. The recent weather has been so bad, I got to the point of deciding not to take any more passengers until I had flown again with an instructor (which I did today, yes!!!)
It's fun though - and a great step in the transition from student to PPL. Have safe flights all.
HH
Spicy Meatball
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Some good points here chaps!
Just a little note about flying near mountains. It was on my skill test that I discovered how dangerous it can be. With the examiner, approaching an area south of the Lake District - found that we needed near enough full power and lots of back pressure just to keep the thing level - scary at the time but didn't last very long!
I was lucky with my first passenger, in that he was very calm. I have taken up some 'hard as nails' people who just turn to putty in the air - quite funny actually
Cheers
Lee
Just a little note about flying near mountains. It was on my skill test that I discovered how dangerous it can be. With the examiner, approaching an area south of the Lake District - found that we needed near enough full power and lots of back pressure just to keep the thing level - scary at the time but didn't last very long!
I was lucky with my first passenger, in that he was very calm. I have taken up some 'hard as nails' people who just turn to putty in the air - quite funny actually
Cheers
Lee
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HH - thanks for that! I've actually started a thread on another forum, about this very subject. I've come to the conclusion that I'm happy enough with myself to take a passenger up now, providing my hour with a FI is alright. However, only in good weather and well within my limits. And the flight will be a local route - around the area which I trained in.
Just about flying near mountains - I'm very keen to go to the lake district at some point, but think I'll be going either under instruction or with someone more experience in those circumstances for that very reason - I wouldn't like to be solo in a situation which mazzy described!
Thanks all, hopefully my first passenger(s) will enjoy the flight! (As well as me!!)
Just about flying near mountains - I'm very keen to go to the lake district at some point, but think I'll be going either under instruction or with someone more experience in those circumstances for that very reason - I wouldn't like to be solo in a situation which mazzy described!
Thanks all, hopefully my first passenger(s) will enjoy the flight! (As well as me!!)
Join Date: Dec 2006
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This seems like the best place to announce my solo. Not really the first as that was 30 yrs ago but a milestone still in my new attempt to reach a NPPL. Actually been ready for ages but weather or never ending commercial traffic at Newcsatle always got in the way. Beautiful flying weather day today so we went to Carlisle did about 4 touch and goes and then one on my own. Cup of tea and fly home. Just how a day off work should go. Really glad to get this hurdle behind and move a little nearer completion
Spicy Meatball
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Gotta watch out for these Newcastle folk - they steal your cars and burgle your houses.........
(****, that's scousers innit)
Well done and thanks for the post - I bet your first solo was just as good as your first, first solo!
Looking at getting back into the game myself soon - gonna book in with my Instructor and get up there (ahem)
(****, that's scousers innit)
Well done and thanks for the post - I bet your first solo was just as good as your first, first solo!
Looking at getting back into the game myself soon - gonna book in with my Instructor and get up there (ahem)
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Thanks to you all. Truth is just like the first time around the first solo I did not find that exciting. For more important in my memory was the solo circuits for an hour or so a couple of days later. It is just more fulfilling to walk to the aircraft, preflight etc. and not wait for the instructor to jump in. I sorta sat there for a while thinking when is someone going to tell me to call for taxi. I have had two solo circuit sessions now. The first brilliant in absolutley flat calm conditions. The second I scared myself a little as whilst calm when I took off between the first and second landings the wind swung right around to about 80 deg off and picked up in strength before dropping and backing for the third landing. The second landing spooked me because althougth touchdown was good and tracking nicely once the noswheel touched it started darting from side to side. I assume that as I was holding a lot of rudder in to counteract the wind the nosewheel would be cocked to one side when it touched hence the dart off towrds the edge. After that I think the weaves were me overcontrolling the pedals with fright. Just goes to show the landing ain't over until you are stopped. Left with a mixture of confusion over the incident and pride that the touchdowns had been well sorted in what was the highest crosswind I have coped with yet. Starting on navigation exercises this week.
Spicy Meatball
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The second landing spooked me because althougth touchdown was good and tracking nicely once the noswheel touched it started darting from side to side.
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May be right Mazzy but at the time I was sure the drift was neutralised. Only when nose lowered did things go all exciting. It was a freaky little squall for a short while. At the time I wondered if it was wake turbulence as I landed behind a departing 737 but I made sure to be down well before his point of rotation. Anyway with such a wind the vortex even further down would have drifted off very quickly. (just been reading up on this) Of course my landings are so smooth as to be undetectable so Mazzy is probably right and I was still flying
Spicy Meatball
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Bonnie - could be nosewheel "shimmy" - quite a horrible vibration of the noswheel on the ground. If this is the case, try and keep the nose off the ground as long as you can, and when it is down, if this happens, keep the controls well back to take as much pressure as possible off the nose, then just use gentle braking. 
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Now there's a thought. I have heard shimmy on one of the fleet before but can't remember which one. Whatever I will be looking for some dual when the wind is a bit sporting to make sure. Thanks for the input Mazzy. Think I better change my user name, I use this on lots of sites, its the name of two of our dogs but when abbreviated to Bonnie - well it doesn't suit a baldy old coot like me.
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Hey guys,
I'm very very new to these forums here, and I came across this awesome thread. I've not read it all by any stretch, but what I've seen looks very interesting and informative.
I've just turned 17 and I'm well on with my PPL training at Blackpool in PA-28-140s. I went solo about a week after my 16th birthday, but due to the terrible weather you know we've been having, I've only managed to get about another 4 hours of solo in since then. I've got just over 40 hours total under my belt so far, and I'm down to advanced nav work now, and beginning to look at land-aways.
I've not yet done any solo nav work, but with the weather set beautiful tomorrow it looks pretty hopeful indeed.
I'm a little nervous about it - presumably that's to be expected? It's not so much the fact that I can get lost, because it would be very difficult to in an area that I know so well, and if you do get uncertain, you can just head towards the big "W" and you'll eventually hit the large Blackpool tower, hopefully in a metaphorical sense anyway. It's more the fact that there's so much more to think about doing nav work than in the circuit. For example, the flight my instructor's given me involves a left turn if runway 28's in use, which takes me straight into Warton's MATZ. It's a lot to think about, talking to Warton, trying to get MATZ penetration, maintaining your climb, thinking about turning onto your heading, getting the time, checking the chart etc.
Then of course, there are major problems that I know I could be faced with. Surprisingly, it's not so much something like an engine failure that I'm worried about, because I know there you just maintain your 75 knots and put it down wherever the heck you can. It's more something like a radio failure, where you can still fly, but I don't have a clue what to do. Blackpool doesn't seem to have any special non-radio procedures associated with it, so do I simply squawk 7600 and return to Blackpool, joining on a base leg to whichever runway I took off from and landing, hoping there's no traffic very close to me that I've not seen?
Are these normal thoughts to be running through my head at this stage of the training? From what I've read, it seems everyone goes through slightly tougher patches in the PPL training.
Also, has anyone got any quick tips before I take the plunge tomorrow?
Thanks for any help/advice, and I might just stick around here!
I'm very very new to these forums here, and I came across this awesome thread. I've not read it all by any stretch, but what I've seen looks very interesting and informative.
I've just turned 17 and I'm well on with my PPL training at Blackpool in PA-28-140s. I went solo about a week after my 16th birthday, but due to the terrible weather you know we've been having, I've only managed to get about another 4 hours of solo in since then. I've got just over 40 hours total under my belt so far, and I'm down to advanced nav work now, and beginning to look at land-aways.
I've not yet done any solo nav work, but with the weather set beautiful tomorrow it looks pretty hopeful indeed.
I'm a little nervous about it - presumably that's to be expected? It's not so much the fact that I can get lost, because it would be very difficult to in an area that I know so well, and if you do get uncertain, you can just head towards the big "W" and you'll eventually hit the large Blackpool tower, hopefully in a metaphorical sense anyway. It's more the fact that there's so much more to think about doing nav work than in the circuit. For example, the flight my instructor's given me involves a left turn if runway 28's in use, which takes me straight into Warton's MATZ. It's a lot to think about, talking to Warton, trying to get MATZ penetration, maintaining your climb, thinking about turning onto your heading, getting the time, checking the chart etc.
Then of course, there are major problems that I know I could be faced with. Surprisingly, it's not so much something like an engine failure that I'm worried about, because I know there you just maintain your 75 knots and put it down wherever the heck you can. It's more something like a radio failure, where you can still fly, but I don't have a clue what to do. Blackpool doesn't seem to have any special non-radio procedures associated with it, so do I simply squawk 7600 and return to Blackpool, joining on a base leg to whichever runway I took off from and landing, hoping there's no traffic very close to me that I've not seen?
Are these normal thoughts to be running through my head at this stage of the training? From what I've read, it seems everyone goes through slightly tougher patches in the PPL training.
Also, has anyone got any quick tips before I take the plunge tomorrow?
Thanks for any help/advice, and I might just stick around here!
Spicy Meatball
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Hey Woot - welcome aboard - glad this has been of use for you!
Some very good questions there, and a few concerns which I can relate to also. I flew in and out of Blackpool a few times, including on my QXC and the things you mention are typical of the area. The key to dealing with Warton, is to be prepared. After take-off, I woulnd't just call them up with "G-LFSA" I would actually give them a few more details as quick as possible so they knew exactly what I was doing:
"Wharton Radar, GLFSA, out of Blackpool for Liverpool climbing 1500".
You may not see it in CAP413 like that, but IMHO it makes perfect sense, especially as you have to say goodbye to Blackpool, change frequency etc etc. You will also find you get a quicker, more informative response - the controller knows that you know what you are doing...
Your worries of a radio failure are perfectly normal and we all share them, however here is my 2 pence worth. If you have a radio failure around Blackpool, then the first thing to do is remian CLEAR of controlled airspace. Blackpool has a lot of heavy commercial traffic, so you don't wanna be hanging around there with no radio. If it was me, I would quickly SQK 7600 and head over to Woodvale (you know where that is without a map don't you!!) circle overhead at 3000 ft (to keep out of there airspace - dont wanna hit any of those kids in a Tutor (I can say that, I used to be one ) in theory, Blackpool, or whoever you were in touch with last should by now get the idea that you want to land there, and give them a quick call to let them know. Wait a few minutes and see if there are any green lights - if so your ok if not, then its purely your discretion. If it was me, I can imagine I would wait to see if there was any traffic, and if not I would plonk it on the runway.
Wat I have said above is open to LOTS of discussion and opinion, but make sure you check out CAP413 here: http://www.caa.co.uk/docs/33/CAP413.PDF because it is laid out in stone there. If you read this, you may feel a little more relaxed (and that's not cos of the half a bottle of scotch you need to get through it ).
Some people say it's a bad idea to go up with another PPL before the ticketis issued, but if you ever wanna go over anything just get in touch - and thats not forgetting your instructor of course, who is always your first port of call if possible..
Finally make sure you know your Air Law (sqk codes, airfield signals, procedures etc) - this is the stuff that helps you in the air when you get up sh*ts creek without a paddle - however boring at first - you need it
What is your QXC route?
Best wishes
Lee
Some very good questions there, and a few concerns which I can relate to also. I flew in and out of Blackpool a few times, including on my QXC and the things you mention are typical of the area. The key to dealing with Warton, is to be prepared. After take-off, I woulnd't just call them up with "G-LFSA" I would actually give them a few more details as quick as possible so they knew exactly what I was doing:
"Wharton Radar, GLFSA, out of Blackpool for Liverpool climbing 1500".
You may not see it in CAP413 like that, but IMHO it makes perfect sense, especially as you have to say goodbye to Blackpool, change frequency etc etc. You will also find you get a quicker, more informative response - the controller knows that you know what you are doing...
Your worries of a radio failure are perfectly normal and we all share them, however here is my 2 pence worth. If you have a radio failure around Blackpool, then the first thing to do is remian CLEAR of controlled airspace. Blackpool has a lot of heavy commercial traffic, so you don't wanna be hanging around there with no radio. If it was me, I would quickly SQK 7600 and head over to Woodvale (you know where that is without a map don't you!!) circle overhead at 3000 ft (to keep out of there airspace - dont wanna hit any of those kids in a Tutor (I can say that, I used to be one
) in theory, Blackpool, or whoever you were in touch with last should by now get the idea that you want to land there, and give them a quick call to let them know. Wait a few minutes and see if there are any green lights - if so your ok if not, then its purely your discretion. If it was me, I can imagine I would wait to see if there was any traffic, and if not I would plonk it on the runway.Wat I have said above is open to LOTS of discussion and opinion, but make sure you check out CAP413 here: http://www.caa.co.uk/docs/33/CAP413.PDF because it is laid out in stone there. If you read this, you may feel a little more relaxed (and that's not cos of the half a bottle of scotch you need to get through it
).Some people say it's a bad idea to go up with another PPL before the ticketis issued, but if you ever wanna go over anything just get in touch - and thats not forgetting your instructor of course, who is always your first port of call if possible..
Finally make sure you know your Air Law (sqk codes, airfield signals, procedures etc) - this is the stuff that helps you in the air when you get up sh*ts creek without a paddle - however boring at first - you need it
What is your QXC route?
Best wishes
Lee
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Hi there,
Thanks a lot for those comments, they really helped!
Well, just got back from the airport after a fantastic solo nav run. Tower controller got it slightly wrong, he cleared me for a left turnout off runway 10, but I pulled it up and he contacted Warton and got my info to them. It was a slightly busy time after I turned and contacted Warton, and my first checkpoint was under me in no time. I had few problems with Warton, but as things were busy I kept drifting slightly off my heading. I adjusted it with positive fixes to make sure I was on track - I thought I identified Burscough airfield, which was my turning point, but now I'm not completley sure that I did, especially after speaking to my instructor on the ground. it's very (very) disused and, in the bright sunlight and not fantastic visibility, it looks quite a lot like a field. However, I turned there and got established on my heading towards Preston. At that point the controller kindly told me that my radio was almost unreadable. I swapped radio sets, and tried transmitting on the other one, but I didn't hear anything back at all. When I switched sets back and transmitted again, he told me that he heard me much clearer on the other set but that he didn't think I could hear him, which was true. The crackling seemed to sort itself out anyway, he said I was readbility 4 by that time. I missed my first checkpoint on the way, but it was a slightly unclear road/railway crossing which I probably shouldn't have used. However, I positively identified my next checkpoint and reached Longridge successfully. The rest went really smoothly.
Sorry for waffling on, but I'm quite pleased that I've finally done it after a fair old wait
With regards to my QXC - think I'll be doing Blackpool - Caernarfon - Hawarden - Blackpool.
Thanks again for the reply!
Thanks a lot for those comments, they really helped!
Well, just got back from the airport after a fantastic solo nav run. Tower controller got it slightly wrong, he cleared me for a left turnout off runway 10, but I pulled it up and he contacted Warton and got my info to them. It was a slightly busy time after I turned and contacted Warton, and my first checkpoint was under me in no time. I had few problems with Warton, but as things were busy I kept drifting slightly off my heading. I adjusted it with positive fixes to make sure I was on track - I thought I identified Burscough airfield, which was my turning point, but now I'm not completley sure that I did, especially after speaking to my instructor on the ground. it's very (very) disused and, in the bright sunlight and not fantastic visibility, it looks quite a lot like a field. However, I turned there and got established on my heading towards Preston. At that point the controller kindly told me that my radio was almost unreadable. I swapped radio sets, and tried transmitting on the other one, but I didn't hear anything back at all. When I switched sets back and transmitted again, he told me that he heard me much clearer on the other set but that he didn't think I could hear him, which was true. The crackling seemed to sort itself out anyway, he said I was readbility 4 by that time. I missed my first checkpoint on the way, but it was a slightly unclear road/railway crossing which I probably shouldn't have used. However, I positively identified my next checkpoint and reached Longridge successfully. The rest went really smoothly.
Sorry for waffling on, but I'm quite pleased that I've finally done it after a fair old wait
With regards to my QXC - think I'll be doing Blackpool - Caernarfon - Hawarden - Blackpool.
Thanks again for the reply!
Spicy Meatball
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Sounds like you done really well there, not nice having to worry about a broken radio on your first solo nav - how ironic!
Burscough is an arse to find, especially in poor vis becasue the runway is like a grey-ish colour. I always look out for the big green water tower and the industrial estate, which the airfield is right next to. You can also use Ormskirk as a good marker as it's pretty much 2 or 3 miles north west of it.
My first nav solo was similar - from Liverpool to Leyland, accross to Southport Pier (clipping Warton zone) and back to Liverpool - it was horrible - so much to do in such little time/space. Warton were very good however and like I said before, if you can help them along with decent calls then they will do the same!
Good job
Lee
Burscough is an arse to find, especially in poor vis becasue the runway is like a grey-ish colour. I always look out for the big green water tower and the industrial estate, which the airfield is right next to. You can also use Ormskirk as a good marker as it's pretty much 2 or 3 miles north west of it.
My first nav solo was similar - from Liverpool to Leyland, accross to Southport Pier (clipping Warton zone) and back to Liverpool - it was horrible - so much to do in such little time/space. Warton were very good however and like I said before, if you can help them along with decent calls then they will do the same!
Good job
Lee
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its really good to see this thread still active and lots of people entering the world of aviation! Just to add another dimension, I passed my IR today so am now a fully qualified CPL/IR, all I have to do now is my MCC course. It seems such a long time ago that I was here in this thread sharing my experiences with mazzy on the different bits of the PPL syllabus lol. I now have just over 200hrs, with most most of that being in Warriors, with 30 odd hrs in Senecas. Totally recommend any of you who are considering going down the commercial route, it really has been an amazing experience. I feel I know a lot more about flying then I did when I went out after getting my PPL! (and I don't mean that in an arrogant way!)
Enjoy your flying and happy landings!
Enjoy your flying and happy landings!
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Good to hear from you Blinkz, and congrats on getting so far along the road to a commercial licence. At 63 years old I'm way beyond such ambitions, and got my licence simply for the pleasure of flying. I'm currently doing my IMC which is very enjoyable has sharpened up my flying a great deal.
I know of another occasional contributer who passed his ppl skills test about 18 months ago (I think), and who has just landed a plum job as First Officer on Astraeus' 757 fleet. He's like a dog with two dicks at the moment as you can guess, and I wish him the very best in his new career. I wish I had done the same 40 years ago.
I know of another occasional contributer who passed his ppl skills test about 18 months ago (I think), and who has just landed a plum job as First Officer on Astraeus' 757 fleet. He's like a dog with two dicks at the moment as you can guess, and I wish him the very best in his new career. I wish I had done the same 40 years ago.