Confidence knocked post PPL
Join Date: Jan 1999
Location: north of barlu
Posts: 6,207
Likes: 0
Received 0 Likes
on
0 Posts
Rod1
You are undoubtedly correct that GPS will become part of flying for most PPL holders but navigating an aircraft should always be about pointing the aircraft in the right direction for the right amount of time ( and backing this up with the GPS )........ Not following a magenta line and hoping for the best.
One should have an inherent distrust of things powered by battery's and cigar lighters, they have a habit of going wrong just when you most need them. The latest panel mounted GPS equipment is of a much higher order of reliability and so deserves a position much higher in the navigation pecking order.
All this being said I fly an aircraft with 2 GPS, 2 IRU, 2 VOR/ILS, 5 DME & 1 ADF. But we still have a navigation log (plog) with the times and headings calculated............. So If it all goes dark over the middle of the Atlantic we can still have a good crack at finding correct part of the coast with some accuracy using the compass and a wrist watch.
One should have an inherent distrust of things powered by battery's and cigar lighters, they have a habit of going wrong just when you most need them. The latest panel mounted GPS equipment is of a much higher order of reliability and so deserves a position much higher in the navigation pecking order.
All this being said I fly an aircraft with 2 GPS, 2 IRU, 2 VOR/ILS, 5 DME & 1 ADF. But we still have a navigation log (plog) with the times and headings calculated............. So If it all goes dark over the middle of the Atlantic we can still have a good crack at finding correct part of the coast with some accuracy using the compass and a wrist watch.
Don't fly solo in marginal weather. Get some fair weather practice on easy routes first. Take some instructor with you to practice and show you how to handle MVFR. Use available VORs along your routes. Don't get overconfident and stay cautious. Get detailed weather briefings before any flight. Don't be shy to cancel some flight if you are not comfortable with the weather, daytime or aircraft. Keep enjoying it.
Join Date: Nov 2000
Location: Cambridge, England, EU
Posts: 3,443
Likes: 0
Received 1 Like
on
1 Post
Don't fly solo in marginal weather.
Join Date: Jun 2000
Location: Gloster,UK
Posts: 75
Likes: 0
Received 0 Likes
on
0 Posts
Newly acquired PPL?
I still vividly recall one flying lesson, departing Manchester (how old am I?) as one of the very few training flights to depart. The AFI and myself crawled out along the standard route via the Crewe railway line, past Jodrell Bank. Visibility was nailed on the grotty minimum. We were not lost at any point. Right until we reached the Zone Boundary. Then the big open fields and FIR beckoned, and with equally dismal visibility I decided that it was rather unpleasant and could I go home please?
I think that the Assistant Flying Instructor was equally happy turn around and grope home. I wonder to this day whether he has testing my decision making ability, just along for the joy ride, or merely clocking hours at my expense. Probably all 3.
I think that the Assistant Flying Instructor was equally happy turn around and grope home. I wonder to this day whether he has testing my decision making ability, just along for the joy ride, or merely clocking hours at my expense. Probably all 3.
Join Date: Apr 2008
Location: london
Posts: 95
Likes: 0
Received 0 Likes
on
0 Posts
From my experience you get very few chances to independently make a go-no-go decision during your PPL based on weather. The FI normally does this for you apart from your test and maybe your QXC
The lack of this plus the eagerness to use your hard earned PPL is a dangerous mix.
If you're flying for fun, save your cash for a nicer days westher (and get a good met weather app - but dont just read the current METAR and TAF..... Learn to understand the TRENDS that the TAF show in relation to the FRONTS. )
The lack of this plus the eagerness to use your hard earned PPL is a dangerous mix.
If you're flying for fun, save your cash for a nicer days westher (and get a good met weather app - but dont just read the current METAR and TAF..... Learn to understand the TRENDS that the TAF show in relation to the FRONTS. )
Join Date: Sep 2006
Location: 23, Railway Cuttings, East Cheam
Age: 68
Posts: 3,115
Likes: 0
Received 0 Likes
on
0 Posts
Plenty of radar weather type stuff available these days. Look at the TAFs along your route and get a radar picture. Can't go far wrong doing that. However you can still get caught out even with all that modern technology can throw at you so have a plan B.
Don't Get Caught in the Dark
Until you are qualified for night flying, plan your flights with sufficient time before sunset.
Being lost during daylight is much simpler to work out than being lost at night and confronting your first ever night landing.
Being lost during daylight is much simpler to work out than being lost at night and confronting your first ever night landing.
Join Date: Jan 2001
Location: In the boot of my car!
Posts: 5,982
Likes: 0
Received 0 Likes
on
0 Posts
I read an article where the biggest cause of aircraft accidents has now changed to loss of control accidents.
Is this a reflection of the change of emphasis to recovery at incipient in training and hence a lack of confidence in pilots of being able to handle situations whether weather related or loss of control of the aircraft?
there was a interesting article posted here by a pilot who was scared stiff of practising stalls on his own.
it transpired that he was scared of the aircraft going beyond what he had been taught into a spin or spiral dive or much more dramatic stall behaviour he had never learnt.
The worst fear is fear of the unknown.
there are more and more accidents caused by loss of control and too much emphasis is placed on pilot aids fancy displays and automation an dnot enough on the handling pilot.
reading some of the Cirrus chute pulls makes me want to bash my head against a brick wall at some of the needless reasons for a chute pull.
The pilot with a fear of stalling took himself off for aerobatic training with a sympathetic instructor so he could explore out of the box situations and become more comfortable with his abilities.
and that is what its all about CONFIDENCE that you can handle any situation which occurs. Its not like a car where you can be parked up within seconds you are stuck with what happens with weather or otherwise and if your skills are not up to it you naturally will be nervous of getting into a situation which you cannot handle
Pace
Is this a reflection of the change of emphasis to recovery at incipient in training and hence a lack of confidence in pilots of being able to handle situations whether weather related or loss of control of the aircraft?
there was a interesting article posted here by a pilot who was scared stiff of practising stalls on his own.
it transpired that he was scared of the aircraft going beyond what he had been taught into a spin or spiral dive or much more dramatic stall behaviour he had never learnt.
The worst fear is fear of the unknown.
there are more and more accidents caused by loss of control and too much emphasis is placed on pilot aids fancy displays and automation an dnot enough on the handling pilot.
reading some of the Cirrus chute pulls makes me want to bash my head against a brick wall at some of the needless reasons for a chute pull.
The pilot with a fear of stalling took himself off for aerobatic training with a sympathetic instructor so he could explore out of the box situations and become more comfortable with his abilities.
and that is what its all about CONFIDENCE that you can handle any situation which occurs. Its not like a car where you can be parked up within seconds you are stuck with what happens with weather or otherwise and if your skills are not up to it you naturally will be nervous of getting into a situation which you cannot handle
Pace
Join Date: Dec 2003
Location: N London
Posts: 120
Likes: 0
Received 0 Likes
on
0 Posts
Firstly, Bravo for having the courage to own up to your failings and using D and D to help you out. They are not only there for the nasty things in life.
One thing i have not seen mentioned is to fly with another pilot. This can take the load off. It means that you can concentrate on the Aviate bit first and have your friend in the RH seat helping you navigate.
That is what I did. It works well. I am at the moment legal but not current with my club so once current again I will find a PPL who is supping tea and we will go somewhere local for an hour. All it cost is a cup of tea and a bun if you land away.
Also as a confidence builder go on a land away somewhere local it does not need to be far, choose somewhere you went with your instructor, ideally at a place that does flying training. They will be more tolerant and you can have a laugh together later at the c0ck ups you made enroute and the bad RT you did. I second the GPS. I use an oldish monocrome Garmin. Which I use to compare my position.
Enjoy it. It is supposed to be fun. Before you go up ask others, if possible, what the Wx is like as well as looking at and understanding the Met. A good club will not be unhappy if you Cx your booking.
One thing i have not seen mentioned is to fly with another pilot. This can take the load off. It means that you can concentrate on the Aviate bit first and have your friend in the RH seat helping you navigate.
That is what I did. It works well. I am at the moment legal but not current with my club so once current again I will find a PPL who is supping tea and we will go somewhere local for an hour. All it cost is a cup of tea and a bun if you land away.
Also as a confidence builder go on a land away somewhere local it does not need to be far, choose somewhere you went with your instructor, ideally at a place that does flying training. They will be more tolerant and you can have a laugh together later at the c0ck ups you made enroute and the bad RT you did. I second the GPS. I use an oldish monocrome Garmin. Which I use to compare my position.
Enjoy it. It is supposed to be fun. Before you go up ask others, if possible, what the Wx is like as well as looking at and understanding the Met. A good club will not be unhappy if you Cx your booking.
Join Date: Feb 2015
Location: n w wales
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
get yourself instrument trained - best thing I ever did and, believe me, it makes flying a lot more easier and possibly interesting
I did the IMC 15hr plus test back in '84 at Clacton Airfield, three years post completion my PPL. Some 15 years later this training proved invaluable. On a local hop around Caernarfon, my home airfield in OK weather with some haze, decided to play cautious and return to the field only to discover a visiting aircraft had had a mishap in the middle of the landing runaway 26R.
At this stage weather was pretty good so circled around a few miles from the field whilst these guys were wrestling their damaged craft off the runaway.
The inevitable occurred and without warning a thick foggy haze rolled in from the west taking viz down to around 800 metres or so. Several urgent calls to the controller to expedite the aircraft off the landing area as they (controller and aircraft guys) seemed to be taking too long, probably not realizing the viz was deteriorating
In all honesty I can say that had I not been through that excellent IMC training course which included blind take offs (that was a real confidence booster in itself) things might have been very unpleasant. Best advice, get some instrument traing in as soon as you get your ppl. it might save your life one day and give you extra confidence. That training you go through though is a back up as a last resort. The GPS also has it's uses but even that will not get you out of etreme weather. Know your limitations and you will be OK
Join Date: Feb 2015
Location: n w wales
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
Code:
Did one of those during PPL training
Hi, that is interesting to hear, as the only instrument training as far as I remember was putting on the hood and keeping to an assigned course heading. It felt quite weird though, during the IMC putting on full power and lifting off at 65 by concentrating on the altimeter and VSI, most important keeping the old girl heading straight down the runaway with rudder
Digreeing slightly, I guess much has changed since 1981 PPL training, am not sure that full spins are part of a basic PPL syllabus now, but if not, it's a shame perhaps as one knows what to expect if all goes haywire. My first spin with my instructor (a current RAF Pilot at that time) was bloody terrifying, (remember grabbing the seat eyes closed) but after a couple of shots doing it, it seemed OK, certainly got the adrenalin going
