Thanks for the warm welcome guys. My flight was fantastic, but as you say i have yet to experience the bad weather, especially in winter! I can't wait for my next lesson. I'll keep you posted. Great stuff!

Yours

Mydata -

Its nothing like as bad as you expect. My R/T practical test took between 10 and 15 minutes to complete - and there is absolutely NO WAY it could take 2 hours (even if you were the most hopeless candidate in the world you would take less time than this to fail).

V2

MyData:

I had a similar problem on Saturday. Set the DI on startup, and got to the hold to find it hadn't moved (not what you want on your first solo consolidation flight). Turned out (after re-adjusting) that the adjustment knob hadn't properly disengaged. From now on I'll be making sure it has positively disengaged and not presume that the spring will do the job for me.

Mazzy (et al): A most excellent thread. I've been following it since January when I finally decided that I'd had enough excuses not to learn to fly and started :) I started by trying out a number of schools and aircraft before finally settling on one. Finally did my first solo three weeks ago, after 17 hours and (I think) 7 aircraft (of 5 types) :D

Keep it up and happy flying :)

after about 4 weeks of waiting after my skills test. i am still waiting for the licence to come thru the post. i thought i should give them a ring... lady picked up at the CAA... i enquire about my application process... she replied they had only enter my information to their system yesterday and would take a further 10 to 12 working days... man... whats going on???

trained in a c-152, and just been signed off for the PA28 after 2 hours of crap weather... fighting 29kts 30 degrees off runway cross wind... gust... and today... was told i could have been signed off for P1 but probably best to wait until the weather is more favourable. and i agree.

hope to see the licence thru.

nelson

hekokimushi, have they taken payment for your PPL?

I sent my application off on 28th June, then checked my credit card and they took payment on the 30th June. No PPL arrived through the front door yet though.

Heres to hoping they only take payment when they have processed the application :)


Jamo

They don't I'm afraid. They will debit your account as soon as they recieve the application, I've also been told they have a quick look thro the application just to check that everything that is needed is there etc.

It can then take up to a month for them to actually process it and get your licence sent out. If you look on the CAA PLD website then it gives you the dates that they have processed up-to.

Typical isn't it that there is absolutely no backlog in processing the bit of your application that yields some cash.

... waiting for mine as well:(

Another newbie...
 

Hi everybody,

I'm a new PPL student, and thought I'd share some of my experiences (hope you don't mind!).

After around four hours training in 2004, for various reasons flying was stopped. Finally though, I managed to get back up on monday! I didn't quite know what to expect, with a new instructor at a new school so I was slightly nervous.

I was thown into the deep end right away - once we had checked everything, and started up I was told to taxi to the runway. During the 10 minute hold my instructor asked if I had ever taken off (which I hadn't - only pushed throttle and rotated). Never mind he say's, have a go and I'll follow it through. At this point I became slightly nervous, having realised we had a 5 knot (give or take) crosswind. Anyway, I went for it and managed to get into the air, although not quite on the runway heading!

After reaching 2500 ft. we went over the basics, turning left and right, climbing and decending. At the point it became quite clear that I was slightly rusty and it took me a good half an hour to manage to keep the ball in the middle, and not lose height! Evantually got there, but still wasn't of a good standard...

Anyway, instuctor decided to show me/make me do a stall - "just in case". And for me, it was a slight anticlimax! I was expecting this feeling of complete free fall, like a roller coaster but it wasn't too bad at all!

Next he decided to do a simulated engine failure approach into a field which was very good fun, swooping in to a chosen field to what seemed to be a very low altitude.

And that was it - we came back to Newcastle, had to hold for an airliner but then came in to land. Was still a crosswind, which I think had picked up in strength, so instuctor took over before I mucked it up. I believe the 'crab approach' was used.

So overall fantastic. Great to get back in the air but I had one overpowering worry. It's most probably because I'm a newbie, but the vast amount of checking and procedure gave me a slight shock and at the moment it seems as if it'll take an age to learn, especially the R/T! Hopefully with experience it'll get better though!

Cheers all. This thread is very interesting for a newbie like me. Got my next lesson on wednesday - cant wait!

JW.

jwforeman,

Don't worry!

I'm only relatively low-hours but the procedures/checks become second nature/automatic pretty quickly. You do them without thinking (not in a bad way!) soon enough.

V1R :O

V1R - thats good to know! I've got a couple of sheets to learn basic R/T for my area, and will be getting the checklist on wed. As I say it's all rather daunting at the moment, but like anything you'll get used to it I suppose. I'm really looking forward to all which is to come. From reading this thread there is a lot of fun to have!

So thanks all, I'll look forward to hearing other peoples experiences!

JW.

R/T Theory... (R/T = Really Tough??)
 

Wow. That was tough, a total duration of just over 1.5 hours. 10 mins intro, 20 minutes prep time then 1hr of activity.

Let's just say, before I go any further, that I passed. But I didn't think I had once I saw the examiner's remarks paper that was covered in red pen. It turns out that he was simply making comments and only had a red pen to hand (phew!).

The set up was one of the more modern examination environments. A dedicated PC along with headphones and a comms box simply used to house the jack plugs, the PTT button and a red light that came on when an emergency was underway.

I was introduced to the PC application. Most of the screen is a visual representation of a section of an aviation chart. This included AIAAs, Danger Areas, Class A airways, ground obstacles such as high towers etc. It didn't help that the section was obviously based on an area of the West Country with towns, airfields etc. all placed where you would expect them to be - but with made up names. So my head is already visualising position reports but having to use none standard names.

On the screen is a blue line showing my intended track, as if it had been plotted on a regular chart. The right hand of the screen has a DI type of instrument. I was shown how this controls the direction of the aircraft as it moves along the track. Oh yes, you have to steer the aircraft as it moves along the track. Not as difficult as it may sound, but another thing to consider. It was also possible to speed up the simulate movement between reporting points.

At the foot of the PC screen were digital representations of COM1 / COM2 and the toggle switch, as well as a simluated transponder. All these worked for tuning and setting values and would be used in the test.

I was then given some time to look at the (real) paper work: a flight log showing directions, reporting points, altitudes, times etc., just like a regular log. A list of all known stations on the chart section, their callsigns and frequencies. The list was comprehensive and by no means would all stations been expected to be used (probably 20+). The test is to pick out the right ones for the right service at the right time. Finally a paper giving basic instructions about the flight e.g. take off from here, climb to here, do a position fix on this leg, request weather, make a decision to land - if necessary divert to here etc.

And then I was ready to go. Taking off from ATC using SVFR in Class A airspace (a nice easy start ;-)), given the choice to make my position fix either by a fix call or tune for QDM request (I chose the latter). A simulated emergency thrown in - the PC displays what has failed at the examiner's discretion! Contact with military radar, FIR information, MATZ, radar information (LARS), etc. Lots of height changes, QNH / QFE changes en-route and the difficult bit is remembering current height - which isn't really important until you re-read the instructions and are supposed to be changing height at a certain point for an upcoming test. I made an additional point to report position and gave my new height (it was a FL by the way rather than regular altitude). A PAN PAN thrown in for good measure.

Towards the end (about 50 mins in) I was feeling confident and approaching my destination field. I contacted the tower (because in the field notes the approach wasn't in service during xxxxhrs to yyyyhrs - just the time period of my simulated flight was taking place). Because I'd gone straight to tower my head was thinking this was an AFIS so I was telling the ATC what I was doing - rather than waiting instruction (oops). My big mistake. In reality the tower may have been sterner at saying it wasn't an information service! I'd requested and checked the weather, all was good for a landing. The test was coming to an end and I was feeling good. I was number two to land behind a Cessna. Continuing approach, only the landing to do (it is odd that you are only making calls rather than really downwind, final etc. - just follow the calls one after the other). I had also started to direct my on-screen aircraft to fly downwind and base until the instructor told me directly that I didn't have to bother - phew, a workload gone there.

Anyway, back to the approach. Am waiting for the 'clear to land' instruction when all of a sudden the aircraft ahead had had a problem on landing, broken nose wheel, airfield would be closed for some time. Initiate go-around. Which I did. Then had to make calls to state intentions to divert. Aaargh - so close to finishing then back into the (virtual) airspace to get to my diversion field. Another 5 mins of diversion, and now to contact and land at an A/G airfield - which I did OK. Before long the call came through that the test was over and I went through for my results.

The examiner was very thorough in the debrief which was good. I had made a few elementary errors:
- in position reports I had given some of the information in the wrong order.
- after cancelling a PAN PAN or MAYDAY (I had one of each!) you have to state intentions so that controllers can keep a track of you. I didn't state this so had to be asked explicity.
- on changing to an altitude I had said "approaching 2500ft" - don't know why but I did. "Approaching" is NOT a word to be used.
- I made much use of ETA rather than Estimate - and if you don't believe me the whole test is taped so the examiner can play back any piece (!) It was odd how much I thought I had said that I actually hadn't or had said differently.
- I was told to "Continue Approach" as an instruction when coming in for the aborted landing. I didn't acknowlege the instruction in full ("Continuing Approach - G-XX") rather just "G-XX". At that time I was waiting for "Cleared to Land" and when the examiner kept repeating "Continue Approach" I knew I was doing something amiss, but didn't know what.
- I had used "One, zero, zero, zero" instead of "One thousand" for a QNH setting. Also read back QNH as QFE (but was corrected in-flight - I was testing the examiner ;-))
- At take off the instructions said that I'd already booked out. So I went straight into the taxi request (to tower rather than ground! Doh!). I was told that I should have re-stated my intentions. Whereas in the real world at LBA I book out and this *saves* all this info having to be passed over busy airwaves...

That was so difficult. I had an headache at the end. But big thanks for all on this thread for advice in the past, and especially to Blinkz for the IM chat - BTW you DID post your experience on Page 41...

Now only the GFT and QXC to go!!!

Well what can I say - I have just returned from a weeks holiday in Crete and I log into find my diary still well and truly greased :D

Where do I start?

Firstly - welcome aboard squeaky - some of you may have guessed by the name that we share similar backgrounds. I was an air cadet at 1026 Ormskirk (I left about 5 years ago) and now he is too. I was a Civilian Instructor there for a short time, and that's how I know him. Good to see you finally flying buddy, tell us how it went and what you did (you know that now you have posted in here, you have to post for every flight, or I will come knocking on your door!) :E

Data - apologies for not being able to post something for you on the RT (I did a full writeup further back) however, I am thinking you have passed by the time I am writing this. Put it this way - your description of it was well advanced - and if you are at that standard, then no problems eh ;)

Blinkz - I know you were looking forward to a solo flight post test - and even though you had problems - they all attribute to future learning and improvement.

rjt194 - thanks for your post mate - excellent to see your first solo, undoubtedly the best buzz in aviation. Hope you can keep us up to date on future lessons.

foreman - sounds like you experienced one of a few very smooth stalls - they become all together more interesting if you have a wing drop or the nose pitches forward a little quick as the centre of pressure shoots forward to the leading edge of the wing. Ask your instructor if he can demonstrate one. And don't worry about being rusty.............practice makes................. Thanks for your post mate. :ok:

Should be going flying on Wednesday with a chap from the school (not a lesson) and then as soon as I land a job (got a very promising interview next week) I can do my QXC (I promised at the start not to babble about personal things like jobs/money/babysitting etc so I will shut-up!

Overall I have had a pretty awesome week. Been on holiday, passed my Aircraft General with 92% (only got nav and planning left) and just found out today that I graduated with a 2:1. Sorry about this - I am kind of in gloat mode after such a massive relief :8

Thanks all - brilliant

Lee :ok:

Data - we have posted at the same time - very well done indeed (knew you would pass). It is very stressful at the time and I agree on the headache part - but very rewarding to hear that you have passed.

Me and Blinkz are always chatting on MSN (well, he may think otherwise :D ) so if you want you can PM me your address - that goes for anyone, we have about 3 or 4 people up to now :{

Mazzy

CONGRATULATIONS on the 2:1. Excellent. What were you reading?

Am still thinking about the R/T and how tough I found it. I would think it is the fact that it is only pass/fail and you don't get the chance to go back and re-check your work. It is very linear and in-your-face with no time to consider what you've already done.

I would suggest to the CAA that they allow the exam to be taken in a real flight with the examiner listening in - would make it so much easier ;-)

MyData

Thanks Data - it was Information Systems with Management, very big relief!

I agree that the test would be best suited to in the air. I was always told that the test is a way of finding out basically if you can handle the radios, and more importantly give out a proper Mayday etc. I done my test very early on in training so I found it unbelievably hard, whereas now if I were to resit it, I am sure it would be no problem, as I have used all the content practically.

The hardest part is keeping up the standard in the air - and unfortunately, mistakes aren't avoidable!

Cheers,

Lee

Congrats on the 2:1 Mazzy, the only degree to get if you ask me. :cool:

Sorry for not posting more... bl00dy exams... But now your degree's done, I expect to see the PPL in the bag pronto! ;)

Well done on the 2:1 exam result Mazzy. Good to hear that you're well on through the flying exams too (smart arse).

That'd make sense...
For the record - in Oz we don't do an R/T 'test' as such, we just get issued a 'flight radio operator's licence' before GFPT... so your instructor makes an 'assessment' while you do your initial training. No 'examiner' needed, much easier all round!

The 'test' as described by MyData seems a bit contrived to me, doesn't bear much resemblance to a real situation - so you'd be studying to pass the test rather than to know your stuff. Doesn't make sense to me...

Definitely! My test involved doing the radio through an imaginery route in a different room from the examiner. We had a slight disagreement over the pan pan call; I stated my intentions were to continue to my destination, he thought I should have turned back to an airfield behind me. Turns out he thought we were about 50nm behind the position I thought we were at and therefore we had different ideas about the nearest place to land!

Bears little resemblance to real life. But I passed so I don't really care! :p

:E

Hehe thanks all. Pengy, good to see you still here :ok:

Going flying on Wednesday - seems like ages since my last flight................

Contrived tests and advice...
 

kookabat - I agree with you 100%. I've a few friends who ask how the flying is going. I liken it to the stage where I'm allowed to drive on busy motorways: fast traffic, real world big jets, on my own, controlled airspace, military zones, knowing the emergency drill, obeying air law etc. It seems bizarre that as part of the *qualifying* period you have to go and do the real world stuff - this just wouldn't happen during learning to drive!

So the R/T practical is contrived in that I've done this *for real* with real world significance each time I've taken to the skies. Bizarre.

Penguina - Your examiner has quite a different attitude to mine. He specifically stated that this was NOT a navigation, handing, ability exercise. It was purely about R/T. If I made a diversion call then on my head be it. Also, if I didn't follow the flight plan track then no-problem, he would be able to reset. I can see the argument going both ways but if you are being examined on your R/T capability then so be it. If it is your navigation ability then that is a different matter.

For the record - I spent this Sunday doing circuits at LBA. That was very re-assuring. I've not done any proper circuit learning since February and only getting one landing in an ATC Zone every 3 weeks isn't very reassuring. I did have to do an orbit for a KLM and BMI jet to take off - it was nice just to be able to fly around the sky watching the world go by.

I also notice through re-reading this thread that many of you had to do a lot of solo circuits before being allowed to fly CX solo. I never had this - is it standard? (I did ONE solo circuit before going CX solo - although I did a lot of dual NAV first).

MyData

Data

I too sometimes get confused as to what is CAA rules, or a flying school policy. For example, I had to complete 3 hours of solo circuits before I left the zone. I totally agree with this because, all the time I spent up there was used to gain experience in the 'what if' situation. For example being asked to hold at different positions or orbits etc. When I am approaching the field from out the zone, my brain switches to circuit mode and I feel more comfortable knowing that I have hammered the circuit! Personally, I would not have felt comfortable leaving the zone having done just one circuit, but that' just me :ok: Maybe that was swapped with the amount of dual nav you did - as I only done one dual nav leg (apart from the normal/routine exit and entry to the zone) before my first flight out the zone - however this was not complex, simply out and back in.

Cheers,

Lee :ok:

Checking my log book I see that I did lots of solo circuits before any nav, but then only did two dual nav trips before going off on my own.

I did not, however, note the weather in my log book. My recollection is of several occurences of "the cloud base is too low for your first navex, why don't you fly some solo circuits".

Gertrude I think you have a good point - I think it would be a good idea to log the weather for flying, perhaps just whilst training. Obviously you wouldn't write the entire METAR in your log, just some brief indication etc. I keep a database of my log book and include a notes field to note down anything of importance.

:ok:

Good Luck with your flight tomorrow mazzy, my flights booked for Friday 1330. I'll see you around, have fun and good luck with the weather - today : EGGP 121520Z 33010KT 9999 FEW030 28/16 Q1028. PPrune was mentioned today in the daily mail, in an article about a guy who flew within 600ft of another aircraft. The guy was meant to be taking a photograph of his mate, who was 100nm from the incident!

Blue skies.

Squeaky

Good evening all - long time no speak. Actually I've been away for nearly 4 weeks, so have done little flying since my last post. I'm now up to 41 hours, with just over 4 hours solo under my belt. Sadly, my regular instructor has done himslf some damage (not flying!!), so will be off flying duties for several weeks. I went up with another instructor about 4 weeks ago, and did a nav to the South. Everything went well, and he was happy with my progress, having never flown together before. He rather shocked me by saying that I was ready to go off on my own, out of the Zone, but that I couldn't do that until I had passed my Nav/Perf & Planning exams. I'm absolutely hopeless at disciplining myself to study as I know I must, but took the relevant books away with me whilst we cruised the South coast in our boat. Of course I did very little swatting, and I'm now panicking!!! This week I've got my Nav mock, so I'll be able to see how bad I really am. I've also booked my R/T Theory and Practical for Thursday, and having caught up with some of your experiences with the Oral part of it, I'm absolutely "sh..t...g" myself at it's complexity. I just don't see myself passing at the moment - still I'll go for it and see what happens.

Once these hurdles are passed, I'll be doing more nav, dual and solo - it was hinted that I'm not too far off completing the course, but we'll se how it progresses.

Many congrats to all of you that have done so well over recent weeks - it would be good to meet up with you all some day. On the boating website I frequent, there are various local Midland basaed boaters and we meet up for a pint somewhere central - perhaps we could do the same. It would be good to faces to names. What do you think??

Cheers all, and safe flying.

As soon as you go out on your first solo nav is when I found it really started to start feeling right. Up till then I still very much felt like a student and didn't have much confidence. Once you get out by yourself you'll realise that you can actaully do it all no problem!

Sounds like your doing well CF, keep up the work!! (both on the ground AND in the air! :E )

:ok:

Stalls.
 

Hello all,

Had my second recent lesson today. Was great fun. As my instructor was a little late for whatever reason, another offered to go through to full external flight check. So we spent 15 mintues or so going through those.

Once my instructor appeared we went to the briefing room which is when I discovered todays main topic - stalls! Was happy about that, being the adventurous type!

So we got into the A/C and did the normal, went to the runway, and took off. I was rather pleased with my take-off, although I still didn't manage to keep it on the runway heading.

After turning left (to the North) and climbed to 3000 ft, he asked me to stall it. I recovered, but not perfectly. We practiced some more both clean and with flaps and I eventually cracked the recovery so I was rather pleased with that!

My instructor had me working the radio - I kept forgeting to add my callsign to the message which was a little embarrassing but luckily there was a trainee controller dealing with us, who made a few mistakes as well!

On the way back to Newcastle, I was told to decend in a glide and find a field. I was on the downwind leg when I actually realised what he was making me do - the simulated emergency landing approach. This was fun, we were very low on finals when full power was applied and we climbed again.

And that was almost the end of the lesson apart from the landing. Oh, which was my first without any help! Was very pleased, I did part of the radio work, after holding for a minute I joined the circuit and took it all the way around, coming in to land. No problems really, directions from the instructor were needed when I decided to flare too early, but that wasn't too much of a problem and I managed to get it down! After a quick U-turn on the runway, I took it in, and parked it up!

Overall a great and fun lesson. Even though it isn't a massive milestone, I was pleased I managed to land without the instructor having to grab the controls at the last minute! So five hours down, 40 to go! Stalls in turns on Sunday, very much looking forward to it!

Cheers,

JW.

Cheq - dont worry too much about the RT - it's not as detailed as you think. I am sure you will be fine, having used the radio's somewhat now. I think meeting up is an excellent idea - somewhere central woul dbe a good idea I suppose. What do you all think?

John, sounds like you had a good time, wait till you do wing drops! The first unaided landing is always a buzz - sets in confidence, especially if it is a good one. Dont be put off though when you have a bad landing (cos you will) just learn from it. I had my first landing in a Cherokee yesterday - went up for a jolly with an ex instructor in the club's 4 seater - unbelievable aircraft, very stable indeed and a joy to fly, much easier than the Tommy - I will definately be getting checked out on it when I get my ticket!

Cheers all

Lee :ok:

I told you the warriors nice ;)

As doe a club thats vaguely centrals thats quite tough to figure out, for my and mazzy I was thiking glochestershire, or maybe kemble, that might still work for people from EMA.

Passed, no problems!!
 

Took the R/T exam today - 100% in the written. However, the practical was something else - I know the classromm temperature was about 90 degrees, but boy did I sweat!!!

I found it very difficult to stay ahead of the game, the whole exercise seeming artificial, and somewhat contrived, but I passed with no probs it seems.

I flew for the first time in 4 weeks today, a nav exercise over North Derbyshire. It went "OK", though the 3000' winds were definitely not what was forecast, so found myself 5 degrees out at one of the halfway points. A quick 10 degrees starboard sorted that, and the rest went fine, though the viz was pretty poor.

Next week I shall hopefully pass my Nav and then the Perf/Planning and A/C Technical shortly after, and that's all of them out of the way. I've worked really hard on the revision (at my age I have to!), and my wife has been an absolute brick, pushing me ever harder, and bombarding me with questions at all hours from the Confuser!! I think she knows the subjects better than I do by now!

With regards to meeting sometime, it doesn't have to be at a flying club, any reasonable pub in the right place will do. We are very spread out, so the idea might not fly (sorry!). I'm in the East Midlands, Mazzy is in Liverpool area, and others seem to be based in Yorkshire etc. I have relations in Manchester, so would be happy for it to be around that part of the world. These things are not easy to organise, but it would be great if even half a dozen of us got together. Hopefully we can pull something out of the bag.

Cheers all and safe flying (Warriors forever!!).

PS I've another nav tomorrow, South of EMA - hope the viz is better than today......;) ;) :O :O :) :)

Tried to add a smilie to my last posting but the brain just won\'t work! Someone please tell me how to do it!!

Oh damn! Just seen my second to last posting covered in smilies!! The problem is I don\'t know how on earth I did it! Please help!!

Yours in embarrassment,

Mike

Mike I can tell by the tone of your post that you are over the moon - and rightly so too! Very well done!

Manchester is good with me - I can travel further south no problem, but if most people could make it there - say a pub by the airport then that would be pretty good. Will write more soon.

Up at the crack of dawn for the graduation ceremony tomorrow, so need to hit the sack - nite all!

Lee :ok:

Congrats on the Uni results Mazzy. How you did that, AND the PPL I don't know!!

My Mother-in-Law lives in Sale, not far from Manchester Airport, so if we could get a date in the diary suiting everyone else, I would be happy to come along, and have cheap lodgings as well!!

It will be difficult to arrange, but if the area around Manchester Airport would suit, then I'm sure I could get some advice as to a decent pub in which to meet - we just need to enthuse the others!!.

Cheers

Mike

Right then - I propose mid august, somewhere in a pub near Manchester airport (TBC).

Please post here now if you are up for it so we can sort numbers out ......................................

:ok: :ok: :ok:

hey, lads.

received the receipt of payment for the PPL licence on 7th July. the waiting is killing. how many working days did you guys had to wait before the paper comes through the post? called for process status. woman on the phone always saying 10 working days from day of received (PPL application).

cheers lads.

nelson

Mazzy I very much doubt that I can be anywhere near manchester in August so you'll have to count me out.

As to getting your PPL hekokimushi from when you get your receipt it takes around 3 weeks, plus or minus a week, randomly it seems lol.

My PPL arrived this morning..... I sent it in on the 29th June, it arrived at the CAA on the 30th.. and today is the 16th of July. About 2 weeks more or less.

Great feeling!

V2

Congratulations veetwo. My second lesson was fantastic, we started off with a walkaround then my instructor allowed me to do the startup checks and procedures and taxying. During the flight we covered primary & secondary effects of control surfaces, trimming, the effect of airspeed on the control surfaces and flaps. My instructor is a great guy and all the others seem to be as well, really impressed with the flying school. Hopefully hour 3 should be this friday, fingers crossed.

Blue Skies

Squeaky

Finally and surprisingly got a call from a CAA lady today (Sunday how weird... 17 July) that my licence is ready. asked if i wanted to pick up or by post.

need to book a flight on Tuesday. :) hoping it will arrive in the morning.

need to fill in my log book with a few hours of P28 P1 time. :)

gosh... i was driving to West Mersea for some gr8 seafood. and saw many planes on-route. sometimes i wonder how many PPLs are there in the UK. any one dare to guess or give us a figure?? would probably be a very large surprised number eh??

take care... and happy landing...

nelson

Greetings all,

Today’s lesson (3rd recently, into 7th hour) was great fun. The topic was stalls in turns and climbs:

I was trusted to do the full walk around by my new instructor, including fuel tests and the likes, and once that was done we were ready to start up. Was quite pleased with my radio work, last lesson I kept forgetting to add the call sign, but not today!

Once we got to the holding point we continued with checks, called for departure clearance. After a 15-minute wait we eventually could go. Was rather pleased with my takeoff, but due to ATC instructions my instructor guided me away from the area. As we went north we did the normal – straight and level, turns in descends and climbs, glides etc. (Think it was to test if I could still do it!).

So, back to the real lesson, to make sure I hadn’t lost the technique we did a few stalls with the wings level, both clean and with flaps. Next we did one in a climbing turn, which was fine, and made my stomach go a little funny – great stuff! Finally I had ago at the ‘normal’ turning stall. Once again I thought this was okay – just apply lots more rudder! In some ways I found this easier to manage than a stall in the straight and level, as you don’t need to be so sensitive with the rudder.

Still haven’t experienced this “wing drop”, which at some point I’d quite like to. Unless I have but didn’t realise!

So as we headed home back to base I had a chance to have a good look out of the window, and admire ‘flight’. Didn’t have too much time to be in awe though, and pretty soon we were calling for a rejoin. Time to concentrate - lots of talking and listening to be done as well as keeping a good look out. We completed the “BUMS” check. I have completely forgotten part of it though, any one care to help? Brake. Undercarriage. M? S? Shamefully I’ve lost all recollection of the last two.

So anyway, we came onto finals, weren’t quite straight on the lines but I managed to get it across, and came to land. Whereas last lesson I flared a little too early, this time I left it a little to late, thus having a slightly heavy landing. Not dangerously though just a little rough!

So that was the lesson, once again great fun, really enjoyed it.

So until Friday that’s it! Next lesson – circuits, should be good.

Cheers all,

JW.

Jwforeman,

I was taught BUMFFICHH

Brakes, Undercaridge, Mixture(rich) Fuel (contents, correct tank, pump on, pressure, primer in and locked) Flaps(as required) Instruments(within limits) Carb heat (20 seconds) Harneses Hatches (secure and locked)

Hope this helps,
I have racked my brains but cant think of the "S" though.