The most protracted PPL ever?........
So you know where not to fly?! Join Date: Jan 2008
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My wife to be ( a struggling PPL student ) and myself (an MEP) enjoy your stories so much and we want to continue folling your progress!
Somuchso someone should make a movie about you!
Please keep up the postings!
(and if ever i m in Kent you can come fly a bit of Seneca with me!
Thanks a million!
Bert
Somuchso someone should make a movie about you!
Please keep up the postings!
(and if ever i m in Kent you can come fly a bit of Seneca with me!
Thanks a million!
Bert
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Aww - now you've got me blushing! I've got another lesson booked for Thursday and the weather looks ok to get me in trim for solo navex, so I'll be posting a report of that. Though it'll probably be pretty boring from the reader's point of view - I hope!
And the Seneca sounds great..........yes please!
And the Seneca sounds great..........yes please!
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I've had two successive lessons with good weather so here's a brief follow up.
Last Thursday (the 3rd) it was get-me-back-to-solo-standard time. It had been some time since I last flew solo - August, in fact, so I needed some catching up to do. There was an interesting crosswind from the north across 29 and there was fair weather cu well above circuit height. Well, the session went pretty uneventfully - I did a few with Bruce, then he sent me up on my own. For some reason it has taken until now for me to really appreciate the difference in performance from two-up to one-up. 'YL shot into the air and I was at 500' well before I could turn onto crosswind leg, due to the noise-sensitive farm west of 29.
One thing about the session bugged me. I kept having trouble lining up my final turn. It wasn't until I dissected and analysed in the following couple of days that I remembered the same problem from gliding. For some reason I don't yet understand, it seems easier to turn final with the crosswind behind you than the other way. That day, LH circuits were in force, I was flying base leg into the crosswind, and my final turns were all mushy and wandering - had the circuit been RH the turn would have been into the crosswind: tighter, crisper and neatly lined up.
Yesterday, the 10th, was a red letter day for me
. Yesterday, after briefing, I checked out 'LY for the first flight of the day, wiped the dew off the canopy, started her up and taxied to the pumps. After fuelling (my only contact with Bruce after the briefing) I lined up on 29 and took off. I did one touch-and-go and then it was off!! to follow the railway line east, in time-honoured fashion, with a climb to 2'300 to Ashford. The feeling of active calm, if you can go with that, was unique and truly memorable. Really wonderful. A quick circuit of the town with that enormous retail park, then back along the line, descending to 1500' by the big wood, then back into the circuit at Headcorn. Three more touch-and-goes then it's another climb along the railway to the west this time. Past Staplehurst, Marden and finally Paddock Wood, where there is also a railway heading north. Where this northern branch leaves the east-west line there is an enormous quarter-circle of concrete which gleams almost white from the ground. A very useful landmark! Another turn over the town and I'm back on an easterly course to bring me back to Headcorn.
A feature of my circuits on this and earlier sessions was that they seemed to be too tight, resulting in very low power settings to get me down at the threshold. I think it is not a good thing to be regularly placed at one extreme of your options, so I had been thinking about this on my flight and positioned myself straight onto the downwind leg at a wider point than before. My angle from the threshold was much more comfortable this time, and I was so chuffed at this I forgot my final call! My only R/T cock-up of the day.
It was indescribable to be in command of that flight. Despite the potentially frantic workloads of a not-yet-PPL it was peaceful. And it was great to have all that space on the seat beside me to put my stuff! I felt like a real pilot for the first time, and it is a significant milestone from when I started, nearly 27 years ago. Next week it's a proper, real solo navex!
Last Thursday (the 3rd) it was get-me-back-to-solo-standard time. It had been some time since I last flew solo - August, in fact, so I needed some catching up to do. There was an interesting crosswind from the north across 29 and there was fair weather cu well above circuit height. Well, the session went pretty uneventfully - I did a few with Bruce, then he sent me up on my own. For some reason it has taken until now for me to really appreciate the difference in performance from two-up to one-up. 'YL shot into the air and I was at 500' well before I could turn onto crosswind leg, due to the noise-sensitive farm west of 29.
One thing about the session bugged me. I kept having trouble lining up my final turn. It wasn't until I dissected and analysed in the following couple of days that I remembered the same problem from gliding. For some reason I don't yet understand, it seems easier to turn final with the crosswind behind you than the other way. That day, LH circuits were in force, I was flying base leg into the crosswind, and my final turns were all mushy and wandering - had the circuit been RH the turn would have been into the crosswind: tighter, crisper and neatly lined up.
Yesterday, the 10th, was a red letter day for me
. Yesterday, after briefing, I checked out 'LY for the first flight of the day, wiped the dew off the canopy, started her up and taxied to the pumps. After fuelling (my only contact with Bruce after the briefing) I lined up on 29 and took off. I did one touch-and-go and then it was off!! to follow the railway line east, in time-honoured fashion, with a climb to 2'300 to Ashford. The feeling of active calm, if you can go with that, was unique and truly memorable. Really wonderful. A quick circuit of the town with that enormous retail park, then back along the line, descending to 1500' by the big wood, then back into the circuit at Headcorn. Three more touch-and-goes then it's another climb along the railway to the west this time. Past Staplehurst, Marden and finally Paddock Wood, where there is also a railway heading north. Where this northern branch leaves the east-west line there is an enormous quarter-circle of concrete which gleams almost white from the ground. A very useful landmark! Another turn over the town and I'm back on an easterly course to bring me back to Headcorn.A feature of my circuits on this and earlier sessions was that they seemed to be too tight, resulting in very low power settings to get me down at the threshold. I think it is not a good thing to be regularly placed at one extreme of your options, so I had been thinking about this on my flight and positioned myself straight onto the downwind leg at a wider point than before. My angle from the threshold was much more comfortable this time, and I was so chuffed at this I forgot my final call! My only R/T cock-up of the day.
It was indescribable to be in command of that flight. Despite the potentially frantic workloads of a not-yet-PPL it was peaceful. And it was great to have all that space on the seat beside me to put my stuff! I felt like a real pilot for the first time, and it is a significant milestone from when I started, nearly 27 years ago. Next week it's a proper, real solo navex!
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Keep it up. I used to think I held the record. It took me 7 1/2 years to get my PPL. However I flew consistently every year with gaps of months due to the fact that a weeks pay equalled one hours flying. 
But you'll never beat the record I've set. 30 years to my first flying job!
But you'll never beat the record I've set. 30 years to my first flying job!
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But you'll never beat the record I've set. 30 years to my first flying job!
Cheers,
TheOddOne
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Hi bruv!
Greetings............I am Kevins' (considerably) older brother! I still live in Sunderland from whence Kevin took his first little hops off the ground al those years ago.
NB Sunderland Airport is now a giant Nissan car plant but with a Grade 2 listed pre-war hangar.
My first flight was around 1957. I was at an ATC summer camp at RAF Oakington. I recall that day now just as clearly as if it were yesterday. Late afternoon on a glorious sunny day.
Kitted out with my parachute and clambered into the Chipmunks cockpit. "Fancy some aerobatics?" I heard in my headset! Then followed the most ecstatic half hour of my life.
Forgive me for that off-topic indulgence!
Alas, finances and a demanding job meant my later PPL ambitions being shelved, but I keep my fingers crossed for Kevin, and live flying vicariously through him!
Quickly relate a recent commercial flight in Bangladesh last year. In the shuttle between Dhaka and Sylhet, just flying at around 2000' for 300 miles, we saw nothing but water, horizon to horizon. Quite an unnerving experience coming in to land on what appeared to be the only dry bit in the country!
NB Sunderland Airport is now a giant Nissan car plant but with a Grade 2 listed pre-war hangar.
My first flight was around 1957. I was at an ATC summer camp at RAF Oakington. I recall that day now just as clearly as if it were yesterday. Late afternoon on a glorious sunny day.
Kitted out with my parachute and clambered into the Chipmunks cockpit. "Fancy some aerobatics?" I heard in my headset! Then followed the most ecstatic half hour of my life.
Forgive me for that off-topic indulgence!
Alas, finances and a demanding job meant my later PPL ambitions being shelved, but I keep my fingers crossed for Kevin, and live flying vicariously through him!
Quickly relate a recent commercial flight in Bangladesh last year. In the shuttle between Dhaka and Sylhet, just flying at around 2000' for 300 miles, we saw nothing but water, horizon to horizon. Quite an unnerving experience coming in to land on what appeared to be the only dry bit in the country!
do it in the cub
Look mate, if you don't have a medical issue with a class 2, do a full PPL, and why ever not in the cub? Stick an icom in it to do the VOR fix if you have to, or whatever it needs. I fly all over the place on a magnetic compass, no nav aids, and that means no GPS, no ADF or VOR, just a paper map and a compass and watch. If you do the NPPL you are stuffed for touring. Don't worry if the nav takes a while to get, you will be a better pilot by the time you finish. Mistakes are learning experiences, get them in now while you have mother's little helper on board. You don't need a glass cockpit to enjoy your flying. And when you have done it, in a real aeroplane, come to france and you can fly my cub with the big engine!
Last edited by Piper.Classique; 14th Apr 2008 at 06:32. Reason: spelling......
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Hi P.C.. There are Q.I. and instrument-fit issues with the Super Cub here, which is owned by the Tiger Club. Otherwise, I'd be there!
Winds with more knottage than Flying Orders allowed for saw off my solo nav attempt on Thurs. Fingers crossed for next week!
Winds with more knottage than Flying Orders allowed for saw off my solo nav attempt on Thurs. Fingers crossed for next week!
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VORs and aeros
Turned up Thursday (9th) hopefully for the solo navex, but vis. was marginal and I reminded Bruce that I'd done a briefing and flight with VORs only once, 5 years ago and then, not very well. So we briefed for that. The flight was hard work, we followed and intersected radials all over Kent; I kind of got the idea but a bit of brainstorming in the next few days should get it into my skull.
'YL was off the line so we had 'IE, an Aerobat
. After the Vor tracking Bruce said, "We'll just pop a few aeros before we head back". So we had a loop, a stall turn and an aileron roll all off the first dive. Neat. Then I had a go at a loop. Excellent!! First time I've been aeroed in over twenty years!
Heading back to the airfield Bruce told me to maintain height (about 2'000) until well downwind. Then he said, "You can plan your descent now; and you have an engine failure!", while pulling carb heat and throttle. Well, I do love a challenge. We were fairly wide, but had plenty of height so I manouvered round the village of Headcorn to line up for 11. "If it was me I'd be pointing at the runway about now", mused Bruce. When Bruce muses, you do it, and I did. Height still looked good so this one-time gliding instructor felt confident enough of whacking on a bit of flap. After another minute, I reached for the flap lever again and Bruce said, "Putting on 40 degrees of flap in these is like pushing the basement button on a lift". I left the flaps alone. But not for long! The airfield wasn't getting any closer - and we were getting much lower! "Let's get the flap up"! Rate of descent increased momentarily but the situation was un-saveable. I'd cocked up!
Glider pilot fails to get back! We needed a lot of power to drag us back in. And we'll draw a veil over the flapless landing.........
A bl**dy good lesson, well learnt. I need a few more of those.
'YL was off the line so we had 'IE, an Aerobat
. After the Vor tracking Bruce said, "We'll just pop a few aeros before we head back". So we had a loop, a stall turn and an aileron roll all off the first dive. Neat. Then I had a go at a loop. Excellent!! First time I've been aeroed in over twenty years!Heading back to the airfield Bruce told me to maintain height (about 2'000) until well downwind. Then he said, "You can plan your descent now; and you have an engine failure!", while pulling carb heat and throttle. Well, I do love a challenge. We were fairly wide, but had plenty of height so I manouvered round the village of Headcorn to line up for 11. "If it was me I'd be pointing at the runway about now", mused Bruce. When Bruce muses, you do it, and I did. Height still looked good so this one-time gliding instructor felt confident enough of whacking on a bit of flap. After another minute, I reached for the flap lever again and Bruce said, "Putting on 40 degrees of flap in these is like pushing the basement button on a lift". I left the flaps alone. But not for long! The airfield wasn't getting any closer - and we were getting much lower! "Let's get the flap up"! Rate of descent increased momentarily but the situation was un-saveable. I'd cocked up!
Glider pilot fails to get back! We needed a lot of power to drag us back in. And we'll draw a veil over the flapless landing.........A bl**dy good lesson, well learnt. I need a few more of those.
I reached for the flap lever again
And a slipping turn and a fishtail if you are _really_ high.
Happy pilot here who has a day's initiation flights lined up at our open day tommorrow, so I get to fly the aeroplane instead of watching my rather capable students have all the fun.
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A milestone and a touch of rustiness.........
First solo navex last Thursday (29th June). Weather was good and I was primed for Headcorn - Deanland - Rye - Headcorn. Must admit to a few butterflies before this one. But as ever, Bruce's confidence in me to do something was sufficient to make me believe that I can do it, and all qualms were set aside. I am enjoying the now-familiar feeling of getting the aircraft ready on my own. I know that my peace of mind and my safety will depend alone on my pre-flight checks and that lends a certain frisson to proceedings.
The main part of the flight itself was uneventful, to the point that even the forecast wind vector behaved itself. Which is a bit of a pity really, because I didn't get to practise corrections. Nevertheless, all landmarks and turning points came up on the nose when expected and it was all very satisfying.
Got back in the circuit and settled down as downwind no.2 to another Cessna. Yet another Cessna arrived behind me. And so I trundled on, and for some reason, went quite wide before turning base. That was just as well because we didn't seem to be descending. By the time I turned final I was still at 900'! How some about flap then, Kev?
. In short order! Two stages. Down we came with just a dribble of power and the picture started looking a lot better. Chap behind me called, 'G-XXXX final; prepared to go around'. I guess my wide base had brought him a little closer to me. I ended up dropping into the field with a rather steeper descent than I was prepared for and ballooned a little on the flare, but I sorted it out and kissed the grass nicely - eventually! And I thought to gently turn through the markers to get off the runway sharpish for the benefit of the chap behind me.
So, I was pleased with the navex itself but a little alarmed that a few weeks off had made me forget to add flap when reducing power and speed at the start of base leg.
Today's lesson was a dual and some more work on diversions. Lovely day, great vis., no wind. First diversion I chose a point rather too close and pressurised myself. For the next two, I elected to divert from points 6 or 7 miles away which gave me much more time. Managed much better with all my pens and pencils this time, too. I do find it incredible that nav tasks in most trainers are accomplished by means of a juggling act of clipboard, chart and assorted pens, rulers and pencils, all on a small area of lap!
Another solo navex next week.
The main part of the flight itself was uneventful, to the point that even the forecast wind vector behaved itself. Which is a bit of a pity really, because I didn't get to practise corrections. Nevertheless, all landmarks and turning points came up on the nose when expected and it was all very satisfying.
Got back in the circuit and settled down as downwind no.2 to another Cessna. Yet another Cessna arrived behind me. And so I trundled on, and for some reason, went quite wide before turning base. That was just as well because we didn't seem to be descending. By the time I turned final I was still at 900'! How some about flap then, Kev?
. In short order! Two stages. Down we came with just a dribble of power and the picture started looking a lot better. Chap behind me called, 'G-XXXX final; prepared to go around'. I guess my wide base had brought him a little closer to me. I ended up dropping into the field with a rather steeper descent than I was prepared for and ballooned a little on the flare, but I sorted it out and kissed the grass nicely - eventually! And I thought to gently turn through the markers to get off the runway sharpish for the benefit of the chap behind me.So, I was pleased with the navex itself but a little alarmed that a few weeks off had made me forget to add flap when reducing power and speed at the start of base leg.
Today's lesson was a dual and some more work on diversions. Lovely day, great vis., no wind. First diversion I chose a point rather too close and pressurised myself. For the next two, I elected to divert from points 6 or 7 miles away which gave me much more time. Managed much better with all my pens and pencils this time, too. I do find it incredible that nav tasks in most trainers are accomplished by means of a juggling act of clipboard, chart and assorted pens, rulers and pencils, all on a small area of lap!
Another solo navex next week.
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21 Years to PPL
I too was bitten by the flying bug back in 1987 and racked up first solo after 8 hours and 1 week of flying. Gained RPPL (area ristricted ppl now GFPT in OZ) in 1988 and after 115 hours (about 40 hours sight seeing in training areas) I have finally gained my PPL a few days ago.
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Long lay-off......oh dear!
They say that aviation accidents are caused more by a combination of disparate random factors coming together, rather than one straightforward cause. Well, I feel that about actually getting to fly. The number of things that have to go my way before I can fly is mind-boggling. If it's not running the kids somewhere (kids! - one's 21, the other's 18) it's the weather playing silly b*ggers. Anyway, I last flew exactly a month ago and it wasn't very frequent before that.
Nevertheless, the right incantations were spoken today and all looked good for my second solo navex: Headcorn - Canterbury - Rochester - Headcorn. Bruce thought about my lack of currency but decided I was safe, even with a 10 knot crosswind. So, off I went. I must say I wasn't really nervous but I felt rather rusty during taxy-out.
I climbed out to Staplehurst to set out from there as usual but after a few minutes things just did not feel right. I knew that after a few minutes I had to negotiate the gliding field at Challock, but there was no sign. I knew I was heading eastwards- that was ok - but I had the distinct feeling my actual course was wrong somehow. Was the wind stronger than forecast? Did I set the DI wrongly? I now think it was a case of flying to the wrong numbers on the DI because I ended up a few miles further north than I should have been. I wasn't unduly worried because I knew if I couldn't find Canterbury I had real problems! Canterbury duly came up; a few minutes late after my unplanned diversion. So, mentally red-faced I settled down for my next leg, to Rochester.
Much better now. I picked up on my cues early and kept bang on track. Now came the dreaded radio call. I'd been rehearsing this for weeks and the moment had arrived for me to sign off from Headcorn and introduce myself to Rochester. A little screwing up of courage.....then I did it. Smooth as silk! I arrived over the airfield about a minute later than advertised but I didn't think they'd mind that. I was feeling good now. (Note to glider pilots - there was some stonking lift about. At one point my stubby little Cessna was shooting up at about 7-800 fpm. I was so-o-o-o tempted to chop the power and start circling....)
Turned onto course for Headcorn and once again checked everything I could to establish myself. In no time I could see the airfield and I was back in the circuit. I remembered flap this time () and the crosswind gave me a quick ride down base leg so I turned final with quite a lot of height. Another stage of flap, chop power.......looking good, still a bit high, let's try some sideslip (but be careful, there's always windshear on 29 approach) - much better now, and a comfortable landing if not as graceful as I'd have liked.
A couple of points. The unsure-ness of my position on the first leg was not a great cause of worry to me because I knew my basic orientation was good and I knew I could recognise all the local landmarks. Cheating I know! but it was a get out of jail free card. Also, where bumpy, thermic weather used to cause me huge hassle on navexes, now serves to make them more interesting and lively.
And so we go up another rung on the great ladder. Next week it's practice for QXC.
Nevertheless, the right incantations were spoken today and all looked good for my second solo navex: Headcorn - Canterbury - Rochester - Headcorn. Bruce thought about my lack of currency but decided I was safe, even with a 10 knot crosswind. So, off I went. I must say I wasn't really nervous but I felt rather rusty during taxy-out.
I climbed out to Staplehurst to set out from there as usual but after a few minutes things just did not feel right. I knew that after a few minutes I had to negotiate the gliding field at Challock, but there was no sign. I knew I was heading eastwards- that was ok - but I had the distinct feeling my actual course was wrong somehow. Was the wind stronger than forecast? Did I set the DI wrongly? I now think it was a case of flying to the wrong numbers on the DI because I ended up a few miles further north than I should have been. I wasn't unduly worried because I knew if I couldn't find Canterbury I had real problems! Canterbury duly came up; a few minutes late after my unplanned diversion. So, mentally red-faced I settled down for my next leg, to Rochester.
Much better now. I picked up on my cues early and kept bang on track. Now came the dreaded radio call. I'd been rehearsing this for weeks and the moment had arrived for me to sign off from Headcorn and introduce myself to Rochester. A little screwing up of courage.....then I did it. Smooth as silk! I arrived over the airfield about a minute later than advertised but I didn't think they'd mind that. I was feeling good now. (Note to glider pilots - there was some stonking lift about. At one point my stubby little Cessna was shooting up at about 7-800 fpm. I was so-o-o-o tempted to chop the power and start circling....)
Turned onto course for Headcorn and once again checked everything I could to establish myself. In no time I could see the airfield and I was back in the circuit. I remembered flap this time (
) and the crosswind gave me a quick ride down base leg so I turned final with quite a lot of height. Another stage of flap, chop power.......looking good, still a bit high, let's try some sideslip (but be careful, there's always windshear on 29 approach) - much better now, and a comfortable landing if not as graceful as I'd have liked.A couple of points. The unsure-ness of my position on the first leg was not a great cause of worry to me because I knew my basic orientation was good and I knew I could recognise all the local landmarks. Cheating I know! but it was a get out of jail free card. Also, where bumpy, thermic weather used to cause me huge hassle on navexes, now serves to make them more interesting and lively.
And so we go up another rung on the great ladder. Next week it's practice for QXC.