The most protracted PPL ever?........
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As I drove over the North Downs I could see the cloudbase scraping the trees. Driving on it became clear that there were great wadges of low cloud and rain all over the place. No go, once again! 
Plus, I didn't feel so good about the test, and was kind of glad the weather took the decision for me. After 'hyping down' from the first cancellation I found it really difficult to get my pecker up again. However, on getting to Headcorn I met up with the examiner. We talked about the weather and skills tests in gerneral, and I told him that I was a bit concerned about currency (I've only flown once since the end of August) but that my retention's usually pretty good and that if he was prepared to accept that some of my finesse and flair (
) may be lacking we'd have another shot at it next Thursday! Otherwise it's the Christmas holidays.
Good old British weather!
Plus, I didn't feel so good about the test, and was kind of glad the weather took the decision for me. After 'hyping down' from the first cancellation I found it really difficult to get my pecker up again. However, on getting to Headcorn I met up with the examiner. We talked about the weather and skills tests in gerneral, and I told him that I was a bit concerned about currency (I've only flown once since the end of August) but that my retention's usually pretty good and that if he was prepared to accept that some of my finesse and flair (
) may be lacking we'd have another shot at it next Thursday! Otherwise it's the Christmas holidays.Good old British weather!
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Longest............
Kevmusic,sorry Ihave not been keeping up,do you mean you have not flown at all since August?
If so I would can it until you get some more hours under you next spring,or maybe just forget it and fly with an instructor when you want a bimble?
After all it is meant to be for fun.
Best wishes,and thinking for the best.
Lister
If so I would can it until you get some more hours under you next spring,or maybe just forget it and fly with an instructor when you want a bimble?
After all it is meant to be for fun.
Best wishes,and thinking for the best.
Lister
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Hi Lister. I flew at the end of October - http://www.pprune.org/private-flying...ml#post5281772
My instructor seems quite happy with me just going straight in for the Test, and I too feel okay about it. (I'll revise everything frantically beforehand!......)
My instructor seems quite happy with me just going straight in for the Test, and I too feel okay about it. (I'll revise everything frantically beforehand!......)
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Hi Kev - Sorry you didn't get to go on the 3rd. The weather seems to be slowly improving, so let's hope it's third time lucky next Thursday! In case it helps you (or anyone else reading this thread), I've completed a write-up of my Skills test last Tuesday as you suggested. I intended it to be a brief summary, but it's turned into a bit of a monster, so apologies for size of post!
I arrived at Shoreham, already knowing that the grass runways were out of action, hoping that using runway 02/20 wouldn't result in a crosswind of greater than nine knots, the student limit at my club. We're currently at five knots, almost straight down runway 02. I prefer 20, but this is the fourth test I've booked, and the first time the weather might actually permit flying! The aircraft fuselage is covered up, but the wings are distinctly icy. The sun's out though, and despite the cold, the ice is already melting. I've flown Hotel India for most of my training, but unfortunately she's away for her annual now, so I'll be flying Juliet Lima, which I've not flown since right at the beginning of my training. It's almost three weeks since I last flew at all - my genius plan for a lesson on the previous Sunday to both brush up and get used to Juliet Lima fell foul of the weather. Still, I'll get to have a quick taxi to the pumps before the test. I've already worked out that with myself and the examiner, the maximum usable fuel we can take on board is 24USG, or 80% full. I had worried that I'd look in the tanks and find them full, and had wondered if I'd be able to defuel the aircraft, but the tanks are less than half full. Perfect.
I hop in and run through the engine start checks. It's very cold so I prime four times. The engine splutters but doesn't start. I keep trying, priming more each time. Each time the engine almost starts, but then stops with a splutter. After a few minutes I head back inside and explain the problem to the examiner. "I'll go and give it a whirl" he says, followed by "I may as well fuel it too - how much do you want me to put in?". Of course, this means I don't get my cheeky taxi practice in before the test, and the examiner sets me the route to plan before disappearing off outside.
Our route takes us from Shoreham to Borough Green, then down to Lydd. We can't track straight from Shoreham to Borough Green without crossing the Gatwick CTA, so I plan a turning point at Uckfield. Airspace there is uncontrolled below 2500 feet, so I plan to fly at 2300. I've tended to average out the four most South-Easterly spot wind predictions in the past, and this has worked pretty well. There's some quite big differences between each prediction today, but I calculate the average anyway for 2000 and 5000 feet, using an interpolated version for my drift correction. I then mark up the map, complete the PLOG, draw a Wind Star for my planned altitude to assist me with the diversion and prepare a fuel plan. By this time the examiner is back. He tells me that the engine just needed some extra priming because of the cold. He checks and photocopies my paperwork, then we set off for the aircraft.
Once we're in, I give my first ever "Captain's Brief", trying to explain in a friendly way about safety, comfort, and the radio. I'd thought about what I was going to cover beforehand, but I wish I'd planned it better - It all comes out a little bit awkwardly. Never mind. We listen to the ATIS, obtain taxi clearance, and taxi out to B1 to perform our power checks. These all go according to plan - I use the checklist and read everything aloud when I'm on my own anyway, so no change of technique is necessary to show the examiner what I'm doing. I explain the take-off drill to the examiner - "We're taking off from runway 02, rotating at 60 knots. If we have an engine failure or other emergency before rotation, we'll close the throttle and mixture and come to a stop on the runway. If we're already beyond rotation and there is space to land back on the runway, we will do so. If we're unable to land back on the runway, we'll look ahead to land no more than 30 degrees either side".
I taxi to the holding point and tell ATC that we're ready for departure. It's not very busy, and we get immediate take off clearance. We taxi onto the runway, line up, increase power and we're off. Airspeed comes up as expected, and we rotate smoothly at 60 knots. I'm so busy congratulating myself on a pretty good first takeoff after a three-week absence, and checking the Ts and Ps at 1000 feet that I don't turn right early enough to cleanly arrive at the A23 / A27 junction that I've planned the start of the navigation from! I decide that honesty is the best policy, and after climbing to our cruise altitude and doing a FREDA check I explain what I've done. I have a quick look at the map - our first turning point at Uckfield isn't far away, and the 10 degree lines either side I've drawn on the map help me estimate an adjustment to my heading - it's only a couple of degrees. Ok, it's not very professional, but let's move on.
I decide it's time to leave Shoreham Approach, and contact Farnborough East for a Basic Service. It's all going brilliantly until they issue me with a squawk code. I instinctively reach for where the transponder is in Hotel India only to find a blank plate. "Um, negative transponder", I mumble to Farnborough, realising that if I'd remembered to set the transponder to standby before take-off, I'd have realised this sooner. I'm also having trouble getting Juliet Lima to hold altitude. I've never had a problem with heading or altitude before, but I'm glancing at the map, looking around outside, looking back in and discovering we've lost or gained 100 feet. I need to be more careful, especially because there's controlled airspace just above us. Halfway to Uckfield I estimate that we're going to be two minutes late, and inform the examiner. We reach Uckfield at the new planned time and turn for Borough Green. I'm settling in now, my wind estimate is reasonably accurate, and we're tracking along the intended route fairly well. I do another FREDA check. Once we get to the North of Tonbridge, I start looking for the railway just South of the M26 that my map tells me runs straight through Borough Green. Eventually I spot it, but there are a number of small settlements along the line, so I use the distinctively shaped forest (which is marked on the map), to work out exactly which one it is. "At Borough Green, turning for Lydd" I announce. I faff a bit in the turn and manage to lose some height. Instead of trying to sneak back up, I put on full power and perform a proper climb back to our target cruising altitude. It's been half an hour since we took off, so I perform another FREDA check and switch fuel tanks, making a note of the time. This disrupts our track slightly, but I adopt the heading for Lydd. Sometimes when it's very clear you can see Lydd on the coast, but it's too hazy today, so I just have to trust my plan. A few minutes later the examiner says "right, let's divert to Battle". I've been anticipating the diversion, and have tried to maintain an idea of where we are, but my mind suddenly goes blank. We're overhead the amazingly straight railway line that runs into Ashford, but it's complete lack of curves mean I can't use it to get an East-West position fix. I (wrongly!) assume that we're on track to Lydd and plan the diversion. I use the Wind Star to estimate heading, ground speed, and ETA, and inform the examiner. About three minutes later, I realise what I've done when Bewl Water appears on the right way closer than it should. I look at the map again and announce that I'm going to adjust our heading "a few degrees" to the left. The examiner asks what the new heading will be. "Er, fifteen degrees left" I reply nervously. We continue, and suddenly all landmarks seem to disappear. After what seems like ages, a town appears ahead. I check the plan but we're five minutes early. "I don't think this is Battle" I announce "we're too early to be at our destination yet". I look at the examiner, hoping his face will give something away. It doesn't - he'd make a good poker player! I'm starting to feel tired, and I don't feel my flying or navigation is as good as usual. A few minutes later I spot a town ahead. I was hoping to see Battle Abbey for confirmation, but I can see a railway line and main road matching what's on the map. "Battle!" I say with relief.
At this point the examiner advises me that he'll take control of the radio and navigation for the next part of the test. We start with steep turns, then move onto the stalls - first the clean, full stall. When I first started learning, I was scared of stalling in the Tomahawk after seeing it described as the "Traumahawk" or "Terrorhawk", and although I've never dared to practice stalling alone, I've spent quite alot of time stalling with instructors, practicing tiny rudder inputs when at or close to the stall to try and prevent a wing drop. I've never stalled in Juliet Lima before though, so maybe it'll behave differently. I climb to 3000 feet, perform my HASELL checks, turn into wind, reduce the power and move the control wheel back. Juliet Lima approaches the stall brilliantly, buffetting madly but the wings staying level. "Recover" says the examiner. Recovery goes well, then I set up for the next stall. I reduce the power and start turning when the examiner says "return to straight and level please", which I do. I have a think and suddenly realise - the HELL check! We're only half way through and my brain's already packing up! We're at 2800 feet, so I climb back up to 3000 and perform a HELL check. This stall, and the final approach configuration stall go without incident. Next it's a steep gliding turn. Am I supposed to do another HELL check? In the heat of the moment I'm not sure so I do one anyway. Next it's recovery from a spiral dive, which goes well. Finally it's the Instrument Turn. I ensure we're S+L, calculate the bank angle (90 knots / 10) + 7 = 16 degrees, don the foggles, and begin the turn. About halfway through I suddenly feel like we're climbing quickly. I glance at the VSI but we're not. I try to ignore what my body's telling me and rely solely on the instruments. I return us to S+L 180 degrees later, and take off the foggles.
The examiner then instructs me to intercept the Seaford VOR and fly to it on a radial of 230. I like the VOR concept, which I've always found quite intuitive to use, so this doesn't pose any problems, save a little oscillation once we're on the radial. Obtaining a fix with a second VOR also goes well. I select and identify the Mayfield VOR and fix our position, marking it on the map.
We then take up a specific heading, and after a short while the examiner says "Engine Failure. I want you to assume there's no suitable landing areas on your right", turns on the carb heat, and sets the throttle to idle. When I first did PFLs in my training I found the experience a little overwhelming, but I've been practicing the drill everywhere whenever I get a spare moment. Without thinking I say "Trim for 70, select field". Whilst converting our speed to altitide I spot an excellent field below - it's long, flat, smooth and into wind. I pick a high key point, head for it and go through the restart drill - "primer, mixture, switch fuel tanks, fuel pump on, exercise throttle, carb heat, mags, master - no restart". I warm the engine and make a simulated MayDay call, hesitating when I realise that I'm not sure of our position. "Don't worry about our location" says the examiner, sensing the problem. We're now downwind, and I spot a farm strip in the field before the one I've selected! I explain to the examiner that I've already committed to the other field, then explain (badly) whilst doing a touch drill on the door lock in the ceiling that he should tighten his seatbelt, remove his glasses, and wedge his door open. Commital drill - I go through an engine shutdown, finishing with simulating turning the Master off - the flaps are mechanical in the Tomahawk. I do another engine warm, then lose less height in the turn to final than I expect and realise we're still quite high. I deploy flaps and think about an s-turn, but there's a huge unfenced gap in the hedge at the end of the field into the next, which is almost as suitable. "Are we going to make it?" asks the examiner. I reply that we are not, but we will make the next field. We're now below 500ft, so I announce "Going Around". He doesn't ask me to continue, so I climb away. Once we're in the climb, but still low, he sets the throttle to idle and announces "Engine Failure". Again, I trim for 70, and announce "look ahead, 30 degrees either side". There's a field just off the nose which I head for. "Will we make it?" he asks. When I reply that we will, he asks me to climb away.
By now we're back in the vicinity of Shoreham, and the examiner asks me to take over the radio and organise the rejoin. I'm absolutely knackered, I need a wee, and I'm incredibly thirsty! After a quick FREDA check and switching fuel tanks I listen to the ATIS, then tune the radio to Shoreham Approach. "Did you tell Farnborough you were leaving the frequency?" he asks. Bugger. That's never happened before, but I didn't. I quickly tune back to Farnborough and request a change to Shoreham. Already worried I've failed, the ATIS reveals that the active runway is still 02 - I've only ever flown circuits from 02 once before - every other time it's been 20. I organise the rejoin, and join crosswind for a normal approach and landing. I do my BUMFICH checks, then fly base and final pretty well, with a fairly good touchdown considering it's my first for three weeks! As I accelerate down the runway for the next circuit, the plane suddely veers to the left. In my zombiefied state, I feel like it takes me ages to react. But we recover and take off again. Climbing away I let out a huge sigh, which I then remember the examiner can hear! When I turn downwind, ATC tell me that there's a Cessna ahead in the circuit, which I can't yet see. As we approach the end of the downwind leg, I still haven't spotted it, so I ask ATC for confirmation of their position. They're on final by now, and I spot them, but I've forgotten my downwind checks. I remember just as I'm turning base and call them out quickly. When I say "Hatches and Harnesses secure", the examiner suddenly says "Oh, shall I do my seat belt up?". He'd removed his shoulder strap without me seeing - very sneaky indeed! This time it's a flapless approach, which goes well. Finally it's the glide approach. I fly a tight downwind and ask if we can perform a glide to land. ATC informs us that there's already traffic on final, and asks me to perform an orbit for spacing. I comply, then after notifying ATC that I'm commencing the glide, perform a reasonable glide in. I'm so frazzled that ATC have to repeat their "taxi to pumps or parking" request twice before I hear it and respond.
I never thought I'd say this, but I can't wait to get out of the plane! I try not to rush back to parking. I stop and run through the after landing checklist fully, then taxi back. On the way I half want to tell the examiner that I usually fly much better than this. I don't feel that everything was terrible, and definitely not unsafe, I was just hoping to conduct a much slicker flight. I run through the shutdown checks and stop the engine. "Well", says the examiner "I think we can let you out on your own, Well Done". We had a thorough debrief - I made notes of everything we went through. Most of the mistakes I'd made I was already aware of, plus the examiner had a few other tips I'll remember in the future.
So there we go! Probably the most exhausting 2 hours and 10 minutes of my life to date! But overall I had a great day
I arrived at Shoreham, already knowing that the grass runways were out of action, hoping that using runway 02/20 wouldn't result in a crosswind of greater than nine knots, the student limit at my club. We're currently at five knots, almost straight down runway 02. I prefer 20, but this is the fourth test I've booked, and the first time the weather might actually permit flying! The aircraft fuselage is covered up, but the wings are distinctly icy. The sun's out though, and despite the cold, the ice is already melting. I've flown Hotel India for most of my training, but unfortunately she's away for her annual now, so I'll be flying Juliet Lima, which I've not flown since right at the beginning of my training. It's almost three weeks since I last flew at all - my genius plan for a lesson on the previous Sunday to both brush up and get used to Juliet Lima fell foul of the weather. Still, I'll get to have a quick taxi to the pumps before the test. I've already worked out that with myself and the examiner, the maximum usable fuel we can take on board is 24USG, or 80% full. I had worried that I'd look in the tanks and find them full, and had wondered if I'd be able to defuel the aircraft, but the tanks are less than half full. Perfect.
I hop in and run through the engine start checks. It's very cold so I prime four times. The engine splutters but doesn't start. I keep trying, priming more each time. Each time the engine almost starts, but then stops with a splutter. After a few minutes I head back inside and explain the problem to the examiner. "I'll go and give it a whirl" he says, followed by "I may as well fuel it too - how much do you want me to put in?". Of course, this means I don't get my cheeky taxi practice in before the test, and the examiner sets me the route to plan before disappearing off outside.
Our route takes us from Shoreham to Borough Green, then down to Lydd. We can't track straight from Shoreham to Borough Green without crossing the Gatwick CTA, so I plan a turning point at Uckfield. Airspace there is uncontrolled below 2500 feet, so I plan to fly at 2300. I've tended to average out the four most South-Easterly spot wind predictions in the past, and this has worked pretty well. There's some quite big differences between each prediction today, but I calculate the average anyway for 2000 and 5000 feet, using an interpolated version for my drift correction. I then mark up the map, complete the PLOG, draw a Wind Star for my planned altitude to assist me with the diversion and prepare a fuel plan. By this time the examiner is back. He tells me that the engine just needed some extra priming because of the cold. He checks and photocopies my paperwork, then we set off for the aircraft.
Once we're in, I give my first ever "Captain's Brief", trying to explain in a friendly way about safety, comfort, and the radio. I'd thought about what I was going to cover beforehand, but I wish I'd planned it better - It all comes out a little bit awkwardly. Never mind. We listen to the ATIS, obtain taxi clearance, and taxi out to B1 to perform our power checks. These all go according to plan - I use the checklist and read everything aloud when I'm on my own anyway, so no change of technique is necessary to show the examiner what I'm doing. I explain the take-off drill to the examiner - "We're taking off from runway 02, rotating at 60 knots. If we have an engine failure or other emergency before rotation, we'll close the throttle and mixture and come to a stop on the runway. If we're already beyond rotation and there is space to land back on the runway, we will do so. If we're unable to land back on the runway, we'll look ahead to land no more than 30 degrees either side".
I taxi to the holding point and tell ATC that we're ready for departure. It's not very busy, and we get immediate take off clearance. We taxi onto the runway, line up, increase power and we're off. Airspeed comes up as expected, and we rotate smoothly at 60 knots. I'm so busy congratulating myself on a pretty good first takeoff after a three-week absence, and checking the Ts and Ps at 1000 feet that I don't turn right early enough to cleanly arrive at the A23 / A27 junction that I've planned the start of the navigation from! I decide that honesty is the best policy, and after climbing to our cruise altitude and doing a FREDA check I explain what I've done. I have a quick look at the map - our first turning point at Uckfield isn't far away, and the 10 degree lines either side I've drawn on the map help me estimate an adjustment to my heading - it's only a couple of degrees. Ok, it's not very professional, but let's move on.
I decide it's time to leave Shoreham Approach, and contact Farnborough East for a Basic Service. It's all going brilliantly until they issue me with a squawk code. I instinctively reach for where the transponder is in Hotel India only to find a blank plate. "Um, negative transponder", I mumble to Farnborough, realising that if I'd remembered to set the transponder to standby before take-off, I'd have realised this sooner. I'm also having trouble getting Juliet Lima to hold altitude. I've never had a problem with heading or altitude before, but I'm glancing at the map, looking around outside, looking back in and discovering we've lost or gained 100 feet. I need to be more careful, especially because there's controlled airspace just above us. Halfway to Uckfield I estimate that we're going to be two minutes late, and inform the examiner. We reach Uckfield at the new planned time and turn for Borough Green. I'm settling in now, my wind estimate is reasonably accurate, and we're tracking along the intended route fairly well. I do another FREDA check. Once we get to the North of Tonbridge, I start looking for the railway just South of the M26 that my map tells me runs straight through Borough Green. Eventually I spot it, but there are a number of small settlements along the line, so I use the distinctively shaped forest (which is marked on the map), to work out exactly which one it is. "At Borough Green, turning for Lydd" I announce. I faff a bit in the turn and manage to lose some height. Instead of trying to sneak back up, I put on full power and perform a proper climb back to our target cruising altitude. It's been half an hour since we took off, so I perform another FREDA check and switch fuel tanks, making a note of the time. This disrupts our track slightly, but I adopt the heading for Lydd. Sometimes when it's very clear you can see Lydd on the coast, but it's too hazy today, so I just have to trust my plan. A few minutes later the examiner says "right, let's divert to Battle". I've been anticipating the diversion, and have tried to maintain an idea of where we are, but my mind suddenly goes blank. We're overhead the amazingly straight railway line that runs into Ashford, but it's complete lack of curves mean I can't use it to get an East-West position fix. I (wrongly!) assume that we're on track to Lydd and plan the diversion. I use the Wind Star to estimate heading, ground speed, and ETA, and inform the examiner. About three minutes later, I realise what I've done when Bewl Water appears on the right way closer than it should. I look at the map again and announce that I'm going to adjust our heading "a few degrees" to the left. The examiner asks what the new heading will be. "Er, fifteen degrees left" I reply nervously. We continue, and suddenly all landmarks seem to disappear. After what seems like ages, a town appears ahead. I check the plan but we're five minutes early. "I don't think this is Battle" I announce "we're too early to be at our destination yet". I look at the examiner, hoping his face will give something away. It doesn't - he'd make a good poker player! I'm starting to feel tired, and I don't feel my flying or navigation is as good as usual. A few minutes later I spot a town ahead. I was hoping to see Battle Abbey for confirmation, but I can see a railway line and main road matching what's on the map. "Battle!" I say with relief.
At this point the examiner advises me that he'll take control of the radio and navigation for the next part of the test. We start with steep turns, then move onto the stalls - first the clean, full stall. When I first started learning, I was scared of stalling in the Tomahawk after seeing it described as the "Traumahawk" or "Terrorhawk", and although I've never dared to practice stalling alone, I've spent quite alot of time stalling with instructors, practicing tiny rudder inputs when at or close to the stall to try and prevent a wing drop. I've never stalled in Juliet Lima before though, so maybe it'll behave differently. I climb to 3000 feet, perform my HASELL checks, turn into wind, reduce the power and move the control wheel back. Juliet Lima approaches the stall brilliantly, buffetting madly but the wings staying level. "Recover" says the examiner. Recovery goes well, then I set up for the next stall. I reduce the power and start turning when the examiner says "return to straight and level please", which I do. I have a think and suddenly realise - the HELL check! We're only half way through and my brain's already packing up! We're at 2800 feet, so I climb back up to 3000 and perform a HELL check. This stall, and the final approach configuration stall go without incident. Next it's a steep gliding turn. Am I supposed to do another HELL check? In the heat of the moment I'm not sure so I do one anyway. Next it's recovery from a spiral dive, which goes well. Finally it's the Instrument Turn. I ensure we're S+L, calculate the bank angle (90 knots / 10) + 7 = 16 degrees, don the foggles, and begin the turn. About halfway through I suddenly feel like we're climbing quickly. I glance at the VSI but we're not. I try to ignore what my body's telling me and rely solely on the instruments. I return us to S+L 180 degrees later, and take off the foggles.
The examiner then instructs me to intercept the Seaford VOR and fly to it on a radial of 230. I like the VOR concept, which I've always found quite intuitive to use, so this doesn't pose any problems, save a little oscillation once we're on the radial. Obtaining a fix with a second VOR also goes well. I select and identify the Mayfield VOR and fix our position, marking it on the map.
We then take up a specific heading, and after a short while the examiner says "Engine Failure. I want you to assume there's no suitable landing areas on your right", turns on the carb heat, and sets the throttle to idle. When I first did PFLs in my training I found the experience a little overwhelming, but I've been practicing the drill everywhere whenever I get a spare moment. Without thinking I say "Trim for 70, select field". Whilst converting our speed to altitide I spot an excellent field below - it's long, flat, smooth and into wind. I pick a high key point, head for it and go through the restart drill - "primer, mixture, switch fuel tanks, fuel pump on, exercise throttle, carb heat, mags, master - no restart". I warm the engine and make a simulated MayDay call, hesitating when I realise that I'm not sure of our position. "Don't worry about our location" says the examiner, sensing the problem. We're now downwind, and I spot a farm strip in the field before the one I've selected! I explain to the examiner that I've already committed to the other field, then explain (badly) whilst doing a touch drill on the door lock in the ceiling that he should tighten his seatbelt, remove his glasses, and wedge his door open. Commital drill - I go through an engine shutdown, finishing with simulating turning the Master off - the flaps are mechanical in the Tomahawk. I do another engine warm, then lose less height in the turn to final than I expect and realise we're still quite high. I deploy flaps and think about an s-turn, but there's a huge unfenced gap in the hedge at the end of the field into the next, which is almost as suitable. "Are we going to make it?" asks the examiner. I reply that we are not, but we will make the next field. We're now below 500ft, so I announce "Going Around". He doesn't ask me to continue, so I climb away. Once we're in the climb, but still low, he sets the throttle to idle and announces "Engine Failure". Again, I trim for 70, and announce "look ahead, 30 degrees either side". There's a field just off the nose which I head for. "Will we make it?" he asks. When I reply that we will, he asks me to climb away.
By now we're back in the vicinity of Shoreham, and the examiner asks me to take over the radio and organise the rejoin. I'm absolutely knackered, I need a wee, and I'm incredibly thirsty! After a quick FREDA check and switching fuel tanks I listen to the ATIS, then tune the radio to Shoreham Approach. "Did you tell Farnborough you were leaving the frequency?" he asks. Bugger. That's never happened before, but I didn't. I quickly tune back to Farnborough and request a change to Shoreham. Already worried I've failed, the ATIS reveals that the active runway is still 02 - I've only ever flown circuits from 02 once before - every other time it's been 20. I organise the rejoin, and join crosswind for a normal approach and landing. I do my BUMFICH checks, then fly base and final pretty well, with a fairly good touchdown considering it's my first for three weeks! As I accelerate down the runway for the next circuit, the plane suddely veers to the left. In my zombiefied state, I feel like it takes me ages to react. But we recover and take off again. Climbing away I let out a huge sigh, which I then remember the examiner can hear! When I turn downwind, ATC tell me that there's a Cessna ahead in the circuit, which I can't yet see. As we approach the end of the downwind leg, I still haven't spotted it, so I ask ATC for confirmation of their position. They're on final by now, and I spot them, but I've forgotten my downwind checks. I remember just as I'm turning base and call them out quickly. When I say "Hatches and Harnesses secure", the examiner suddenly says "Oh, shall I do my seat belt up?". He'd removed his shoulder strap without me seeing - very sneaky indeed! This time it's a flapless approach, which goes well. Finally it's the glide approach. I fly a tight downwind and ask if we can perform a glide to land. ATC informs us that there's already traffic on final, and asks me to perform an orbit for spacing. I comply, then after notifying ATC that I'm commencing the glide, perform a reasonable glide in. I'm so frazzled that ATC have to repeat their "taxi to pumps or parking" request twice before I hear it and respond.
I never thought I'd say this, but I can't wait to get out of the plane! I try not to rush back to parking. I stop and run through the after landing checklist fully, then taxi back. On the way I half want to tell the examiner that I usually fly much better than this. I don't feel that everything was terrible, and definitely not unsafe, I was just hoping to conduct a much slicker flight. I run through the shutdown checks and stop the engine. "Well", says the examiner "I think we can let you out on your own, Well Done". We had a thorough debrief - I made notes of everything we went through. Most of the mistakes I'd made I was already aware of, plus the examiner had a few other tips I'll remember in the future.
So there we go! Probably the most exhausting 2 hours and 10 minutes of my life to date! But overall I had a great day
Last edited by joelgarabedian; 6th Dec 2009 at 14:56. Reason: fixed typo :)
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Thanks Kev! I was a bit nervous, but my real problem on the day was thinking about the mistakes I'd made rather than moving on and focusing on the remainder of the test. Looking back, I wish I'd just tried to relax and enjoy it a bit more!
The Weather's looking excellent for next Thursday
The Weather's looking excellent for next Thursday
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Kev,
A final thought,just remember you can elect to do the navigation and flight skill tests seperately.Even in the same day with a coffee/food break in between.
I wish I had because it is knackering,maybe an age thing,but you can ask the instructor tomorrow what he thinks.
Any which way ,best of luck and I think the weather is with you.
Lister
A final thought,just remember you can elect to do the navigation and flight skill tests seperately.Even in the same day with a coffee/food break in between.
I wish I had because it is knackering,maybe an age thing,but you can ask the instructor tomorrow what he thinks.
Any which way ,best of luck and I think the weather is with you.
Lister
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Thanks for your thoughts, chaps. The aeroplane is booked out later and we have to get it back, so it's going to be quite a rushed job - all in one, I reckon. I have to get up at 5 to get everything sorted before leaving, do the test, walk dogs in the afternoon, teach in the early evening then I've got a gig 8 - 11!! I'm exhausted just thinking about it!
Anyway, early night tonight and a good breakfast tomorrow!
The aeroplane is booked out later and we have to get it back, so it's going to be quite a rushed job - all in one, I reckon. I have to get up at 5 to get everything sorted before leaving, do the test, walk dogs in the afternoon, teach in the early evening then I've got a gig 8 - 11!! I'm exhausted just thinking about it!Anyway, early night tonight and a good breakfast tomorrow!
