To the Sky: PanzerCommanders PPL blog
Discussion
PanzerCommander said:
The weather smiled on me this morning and I finally got to go and do my PPL(A) skills test. I PASSED 
A better write up to follow.
Big congrats. It was well over a year after I passed until I got used to the feeling of wandering to the airfield alone, pulling out the plane alone, and disappearing somewhere - alone. It always felt very naughty! Enjoy!A better write up to follow.
PanzerCommander said:
The weather smiled on me this morning and I finally got to go and do my PPL(A) skills test. I PASSED
A better write up to follow.
Congratulations chief,no better feeling. I'm really pleased for you after following the write ups. I had only come on here to say I had seen PJ doing power checks this morning as we started up and wondered if you were taking advantage of a mint day for flying,turns out you were! Mustang looked great as you were leaving too!A better write up to follow.
Zeek said:
Big congrats. It was well over a year after I passed until I got used to the feeling of wandering to the airfield alone, pulling out the plane alone, and disappearing somewhere - alone. It always felt very naughty! Enjoy!
Thanks, I am hoping to enjoy it very soon. Race meeting this weekend coming after that I have a few weekends to build some solo P1 hours 
schuey said:
Congratulations chief,no better feeling. I'm really pleased for you after following the write ups. I had only come on here to say I had seen PJ doing power checks this morning as we started up and wondered if you were taking advantage of a mint day for flying,turns out you were! Mustang looked great as you were leaving too!
Thanks. Yes Sunday was an excellent day for it Thanks, I do try and keep it looking good.
Flying Lesson 43: PPL(A) Skills Test. 17th of April 2016
D-Day for me, thankfully without the FLAK, the flight lasted 2 hours and 15 minutes and I performed four landings. The paperwork took longer than the flight, including the pre-flight briefing, weight and balance calculations and the post flight paperwork.
The weather was the best it could have been today, crystal clear, almost flat calm. Given what it had been the day before, low cloud, rain, blustery wind it was amazing to be honest.
I’m not going to go through all the specifics, if you want to know about a specific manoeuvre there are lots of blog posts describing them all
The question and answer section of the test provided me with no problems.
The navigation section of the test couldn’t have gone any better, I managed to maintain the target altitude within 50ft most of the way, the odd thermal bump causing a slightly larger variances but nothing that made Roy my examiner unhappy. I was only one minute late to the destination, but I put that down to starting the route leg with 500ft still to climb.
Unplanned diversions didn’t cause me any issues, neither did the radio navigation section where I had to track a VOR beacon and of course describe how I would use the same beacons to get a radio navigation fix.
The upper air work provided me with no problems; I could have lowered the nose a little more during incipient stall recovery other than that no comments. Climbing, descending, climbing and descending turns, again no problems. I received no comments on my observation skills so I assume they were all fine too, the airborne emergency procedure Q&A went well too.
The ATIS and tower informed us that runway two zero was operational, and Roy instructed me to join via the overhead. He wanted me to perform a PFL from directly overhead the airfield. Sounds like it might be a bit easier than a real forced landing, only because it’s a runway I can assure you.
The wind provided me with an interesting situation; it was varying from the south west to north-west most of the morning and on my circuits (we have a mile and a half of runway to play with) gave me a crosswind, with a slight tailwind element, not something I have encountered before as you generally go for a headwind landing (reduces the ground speed for starters).
The first circuit was a glide approach, touch and go (part of the PFL) and the landing was a little heavy, safe but uncomfortable, and that set the tone for my landings which where my only serious criticism. As Roy said, you were caught off guard by the slight tail wind element. I did four circuits, Glide, short field, flapless and normal approach. The obligatory practice engine failure after takeoff and finishing with an aborted takeoff, the flight as a whole went well.
I was disappointed at myself with the heavy arrivals; they are unusual for me as I have generally judged the flare out pretty well in the past. Something to work on, I think my first few solo PPL flights will involve a couple of circuits to finish off.
So it wasn’t all plain sailing but I have reached the end of the PPL(A) course, that doesn’t mean that I will stop learning. Flying an aircraft is a learning experience each and every time you take off. I will be maintaining this blog for a while yet with my first forays into the world of aviation as a pilot in command rather than a pilot under training/supervision.
D-Day for me, thankfully without the FLAK, the flight lasted 2 hours and 15 minutes and I performed four landings. The paperwork took longer than the flight, including the pre-flight briefing, weight and balance calculations and the post flight paperwork.
The weather was the best it could have been today, crystal clear, almost flat calm. Given what it had been the day before, low cloud, rain, blustery wind it was amazing to be honest.
I’m not going to go through all the specifics, if you want to know about a specific manoeuvre there are lots of blog posts describing them all
The question and answer section of the test provided me with no problems.
The navigation section of the test couldn’t have gone any better, I managed to maintain the target altitude within 50ft most of the way, the odd thermal bump causing a slightly larger variances but nothing that made Roy my examiner unhappy. I was only one minute late to the destination, but I put that down to starting the route leg with 500ft still to climb.
Unplanned diversions didn’t cause me any issues, neither did the radio navigation section where I had to track a VOR beacon and of course describe how I would use the same beacons to get a radio navigation fix.
The upper air work provided me with no problems; I could have lowered the nose a little more during incipient stall recovery other than that no comments. Climbing, descending, climbing and descending turns, again no problems. I received no comments on my observation skills so I assume they were all fine too, the airborne emergency procedure Q&A went well too.
The ATIS and tower informed us that runway two zero was operational, and Roy instructed me to join via the overhead. He wanted me to perform a PFL from directly overhead the airfield. Sounds like it might be a bit easier than a real forced landing, only because it’s a runway I can assure you.
The wind provided me with an interesting situation; it was varying from the south west to north-west most of the morning and on my circuits (we have a mile and a half of runway to play with) gave me a crosswind, with a slight tailwind element, not something I have encountered before as you generally go for a headwind landing (reduces the ground speed for starters).
The first circuit was a glide approach, touch and go (part of the PFL) and the landing was a little heavy, safe but uncomfortable, and that set the tone for my landings which where my only serious criticism. As Roy said, you were caught off guard by the slight tail wind element. I did four circuits, Glide, short field, flapless and normal approach. The obligatory practice engine failure after takeoff and finishing with an aborted takeoff, the flight as a whole went well.
I was disappointed at myself with the heavy arrivals; they are unusual for me as I have generally judged the flare out pretty well in the past. Something to work on, I think my first few solo PPL flights will involve a couple of circuits to finish off.
So it wasn’t all plain sailing but I have reached the end of the PPL(A) course, that doesn’t mean that I will stop learning. Flying an aircraft is a learning experience each and every time you take off. I will be maintaining this blog for a while yet with my first forays into the world of aviation as a pilot in command rather than a pilot under training/supervision.
Fantastic news, well done! It sounds like you were really well prepared for the test - as I've mentioned before I had a few things to learn just days before my test and it felt a bit rushed. Now you can get out and enjoy your flying with the freedom to go where you like, and continue to learn of course.
Well Done - I have been following this thread and your PPL Blog with interest.
In my past I was a plane spotter at Leeds Bradford Airport in the 70's and 80's and many of my friends learned to fly there. I even got a few flights with them ( one to Humberside and back - it's changed a bit) and the ATC (Chipmunks, Sedberghs, Kirby's, Jaguars, Dominies, C130's etc).
I have decided it's about time (if I am not too old at 54) that I rekindled my interest and am about to take my medical to see if I am still fit enough to take my PPL all due to your thread and blog - Thanks for doing it!
In my past I was a plane spotter at Leeds Bradford Airport in the 70's and 80's and many of my friends learned to fly there. I even got a few flights with them ( one to Humberside and back - it's changed a bit) and the ATC (Chipmunks, Sedberghs, Kirby's, Jaguars, Dominies, C130's etc).
I have decided it's about time (if I am not too old at 54) that I rekindled my interest and am about to take my medical to see if I am still fit enough to take my PPL all due to your thread and blog - Thanks for doing it!
PanzerCommander said:
So it wasn’t all plain sailing but I have reached the end of the PPL(A) course, that doesn’t mean that I will stop learning. Flying an aircraft is a learning experience each and every time you take off. I will be maintaining this blog for a while yet with my first forays into the world of aviation as a pilot in command rather than a pilot under training/supervision.
Congratulations on passing, it's a great feeling and a very special accomplishment. Enjoy the day your licence arrives in the post. It's a cliche but the PPL being a licence to learn is very true. Have fun and I suggest you buy a share or if you can justify it, your own plane. Renting is tough and not geared up to going places, I didn't really start to fly 'properly' until I had a share and more recently my own plane. It's great to look out of the window and just decide to fly somewhere and not have to worry about availability. And you learn a lot on those trips, even if it's for the stereotypical '£100 hamburger'
If you ever find yourself towards Wycombe Air Park, give me a PM and I'll happily go flying with you (any excuse!).
Congratulations PC! Really pleased to read that you passed. Happy flying on your own from now on.
I've got about 7 hours left until my skills test. Getting quite nervous about all the things I've forgotten actually.
It is a seriously huge achievement, gaining your PPL, and one that most people vastly underestimate the difficulty of obtaining.
I've got about 7 hours left until my skills test. Getting quite nervous about all the things I've forgotten actually.
It is a seriously huge achievement, gaining your PPL, and one that most people vastly underestimate the difficulty of obtaining.
Thanks chaps
NM62; it’s nice to know that it has been helpful, even inspirational. Thanks. Remember if you can’t quite meet the full PPL medical standards you can always do the LAPL or a fixed wing microlight, which will get you into the air albeit with a few more restrictions than a full PPL
Mr Noble; I wouldn’t worry about things feeling a bit rusty, you should have some bits of general handling revision and circuit revision built into the syllabus, if not you can always ask your instructor for an additional lesson to brush these skills up.
No it is not an easy thing to attain but when you do – what a feeling. It’s another first solo moment, which is something you never forget.
Buying my own plane or buying a share of one is something I am considering for the future but what that will be and when that will be I don’t know. I want to avoid selling the Mustang if I can, which initially anyway is probably going to put me in the buying a share category. Obviously I am going to be limited on what types I can fly by insurance until I build up hours and no-claims (I assume it works similar to car insurance in that respect). However, working on the idea of buying my own I am realistically looking at something with:
• One engine (SEP)
• Fixed pitch prop
• Fixed undercarriage
• Two or more seats
• Night capable
• Good spares availability (no orphaned types for example)
I assume that sounds like a sensible set of requirements? I am aware that it does cover quite a few aircraft and a considerable price range. Though realistically due to purchase cost it is going to be something from the Cessna/Piper (or similar) line up. Being fairly mechanically minded I am more than happy to do as much of the basic maintenance as I possibly can (I do on my car, though I appreciate there are differences) and obviously only the parts that I am allowed to do by regulation.
NM62; it’s nice to know that it has been helpful, even inspirational. Thanks. Remember if you can’t quite meet the full PPL medical standards you can always do the LAPL or a fixed wing microlight, which will get you into the air albeit with a few more restrictions than a full PPL
Mr Noble; I wouldn’t worry about things feeling a bit rusty, you should have some bits of general handling revision and circuit revision built into the syllabus, if not you can always ask your instructor for an additional lesson to brush these skills up.
No it is not an easy thing to attain but when you do – what a feeling. It’s another first solo moment, which is something you never forget.
Buying my own plane or buying a share of one is something I am considering for the future but what that will be and when that will be I don’t know. I want to avoid selling the Mustang if I can, which initially anyway is probably going to put me in the buying a share category. Obviously I am going to be limited on what types I can fly by insurance until I build up hours and no-claims (I assume it works similar to car insurance in that respect). However, working on the idea of buying my own I am realistically looking at something with:
• One engine (SEP)
• Fixed pitch prop
• Fixed undercarriage
• Two or more seats
• Night capable
• Good spares availability (no orphaned types for example)
I assume that sounds like a sensible set of requirements? I am aware that it does cover quite a few aircraft and a considerable price range. Though realistically due to purchase cost it is going to be something from the Cessna/Piper (or similar) line up. Being fairly mechanically minded I am more than happy to do as much of the basic maintenance as I possibly can (I do on my car, though I appreciate there are differences) and obviously only the parts that I am allowed to do by regulation.
Your criteria sounds good, just think about your 'mission' profile - where are you likely to go and how much weight do you need to carry then make sure the aircraft meets this. eg check the useful load in the PoH and do some calculations that if you want to take the Mrs / 2 friends, full fuel, can it be done? You doubt want to shell out your hard earned only to find the plane doesn't do what you need.
Also, are you planning an IMC rating (or IR (R) as they call it now) in the future? if so, get an aircraft that is equipped for it. In my opinion the IMC rating is much more useful than the night rating (very few UK airfields open late).
The GA market for older aircraft is not great right now so you could pick up a bargain. Groups may have a minimum hour restrictions but as people are often desperate to sell, there's always room for negotiation (maybe pay the extra on the insurance until you have x hours for example). At WAP last year someone was selling a 1/6th share in a Turbo Arrow for £1k! Just because they had moved and wanted to stop the commitment.
Have a look here to get an idea:-
http://forums.flyer.co.uk/viewforum.php?f=3
Good luck and have fun
Also, are you planning an IMC rating (or IR (R) as they call it now) in the future? if so, get an aircraft that is equipped for it. In my opinion the IMC rating is much more useful than the night rating (very few UK airfields open late).
The GA market for older aircraft is not great right now so you could pick up a bargain. Groups may have a minimum hour restrictions but as people are often desperate to sell, there's always room for negotiation (maybe pay the extra on the insurance until you have x hours for example). At WAP last year someone was selling a 1/6th share in a Turbo Arrow for £1k! Just because they had moved and wanted to stop the commitment.
Have a look here to get an idea:-
http://forums.flyer.co.uk/viewforum.php?f=3
Good luck and have fun
Slipping the Bonds of the Earth: 03/05/2016
After a few weekends away, a cold and bad weather I have finally been able to go flying again, though it felt more like autumn rather than spring. The wind was a little blustery but thankfully it was straight down runway two six (give or take a few degrees), the cloud base was nice and high and the sky gin clear; almost perfect conditions. Though as John says “If you wait for a perfect day, you’d only fly for three days in June”.
I prepared myself a short route to fly before I headed to the flying club; Humberside -> Melbourne -> Elvington -> Beverly -> Humberside, a grand total of 65 Nautical Miles that would take me an hour to complete including taxi, takeoff & landing.
After booking out I headed out to PJ, she had been flown earlier in the day so a transit check was all that was needed before I was ready to fire her up and go flying. I methodically completed all the items on the checklists before calling the tower to Taxy to the threshold of runway two six to complete my power and pre takeoff checks. Thankfully I had my checks done just as a Germania Airbus was back tracking on two zero and I would be able to get airborne before that aircraft otherwise I’d be waiting for wake turbulence to clear, it was time to go.
P-J accelerated down the runway with the enthusiasm I have become accustomed to I was quickly airborne and climbing towards my 2000ft cruising altitude, the turbulence from the ground (other than thermal activity) disappeared as I passed through 1000ft. Over Elsham I turned towards my first waypoint, Melbourne.
The former RAF Melbourne passes underneath me, no longer a full time airfield the non concrete areas have been returned to farmland. The main runway is still there though it now serves as a drag strip; York Raceway. It is nice to see it from the air, my usual views of the track its self either as a spectator or through the visor of my race helmet, having put in a large number of passes at York myself.
I turned onto my next waypoint, Elvington, which is still in use as an airfield so pilots wanting to visit the quite excellent Yorkshire Air Museum can fly in, and as a motorsport and track day venue. I have visited there for air show purposes and for the museum on a number of occasions; I look forward to visiting the museum but going by air instead of road in the future.
I almost reverse track to turn towards Beverly, the wind is behind me and the 21 nautical miles pass very quickly, 12 minutes to be exact. Pocklington is to my left as I head away from Elvington, a few gliders on the ground but none flying in the local area (they often don’t have radios so you need to keep your eyes peeled), Beverly and Leconfield clearly visible in the distance I keep my nose on the centre of Beverly as I pass over the Yorkshire Wolds I make my turn back towards Humberside (I have to land at some point) and overfly a good friends house before overflying my own home as I pass over Hull.
I begin my descent to circuit altitude (1000ft) over the Humber and begin positioning for a right base entry to Runway two six for a flapless approach and landing and a nice landing it was too, not smack on the centreline but on the numbers. I parked PJ up on the grass parking area.
My first flight post PPL couldn’t have gone better and I am still smiling now several hours later. I will add some photos to this blog from the air as soon as somebody comes with me to take them on my behalf.
I think in the end it will be a share as it makes the most financial sense and allows me to get into something a bit “nicer” as it were than I would be able to afford on my own.
After a few weekends away, a cold and bad weather I have finally been able to go flying again, though it felt more like autumn rather than spring. The wind was a little blustery but thankfully it was straight down runway two six (give or take a few degrees), the cloud base was nice and high and the sky gin clear; almost perfect conditions. Though as John says “If you wait for a perfect day, you’d only fly for three days in June”.
I prepared myself a short route to fly before I headed to the flying club; Humberside -> Melbourne -> Elvington -> Beverly -> Humberside, a grand total of 65 Nautical Miles that would take me an hour to complete including taxi, takeoff & landing.
After booking out I headed out to PJ, she had been flown earlier in the day so a transit check was all that was needed before I was ready to fire her up and go flying. I methodically completed all the items on the checklists before calling the tower to Taxy to the threshold of runway two six to complete my power and pre takeoff checks. Thankfully I had my checks done just as a Germania Airbus was back tracking on two zero and I would be able to get airborne before that aircraft otherwise I’d be waiting for wake turbulence to clear, it was time to go.
P-J accelerated down the runway with the enthusiasm I have become accustomed to I was quickly airborne and climbing towards my 2000ft cruising altitude, the turbulence from the ground (other than thermal activity) disappeared as I passed through 1000ft. Over Elsham I turned towards my first waypoint, Melbourne.
The former RAF Melbourne passes underneath me, no longer a full time airfield the non concrete areas have been returned to farmland. The main runway is still there though it now serves as a drag strip; York Raceway. It is nice to see it from the air, my usual views of the track its self either as a spectator or through the visor of my race helmet, having put in a large number of passes at York myself.
I turned onto my next waypoint, Elvington, which is still in use as an airfield so pilots wanting to visit the quite excellent Yorkshire Air Museum can fly in, and as a motorsport and track day venue. I have visited there for air show purposes and for the museum on a number of occasions; I look forward to visiting the museum but going by air instead of road in the future.
I almost reverse track to turn towards Beverly, the wind is behind me and the 21 nautical miles pass very quickly, 12 minutes to be exact. Pocklington is to my left as I head away from Elvington, a few gliders on the ground but none flying in the local area (they often don’t have radios so you need to keep your eyes peeled), Beverly and Leconfield clearly visible in the distance I keep my nose on the centre of Beverly as I pass over the Yorkshire Wolds I make my turn back towards Humberside (I have to land at some point) and overfly a good friends house before overflying my own home as I pass over Hull.
I begin my descent to circuit altitude (1000ft) over the Humber and begin positioning for a right base entry to Runway two six for a flapless approach and landing and a nice landing it was too, not smack on the centreline but on the numbers. I parked PJ up on the grass parking area.
My first flight post PPL couldn’t have gone better and I am still smiling now several hours later. I will add some photos to this blog from the air as soon as somebody comes with me to take them on my behalf.
foliedouce said:
Your criteria sounds good, just think about your 'mission' profile - where are you likely to go and how much weight do you need to carry then make sure the aircraft meets this. eg check the useful load in the PoH and do some calculations that if you want to take the Mrs / 2 friends, full fuel, can it be done? You doubt want to shell out your hard earned only to find the plane doesn't do what you need.
Also, are you planning an IMC rating (or IR (R) as they call it now) in the future? if so, get an aircraft that is equipped for it. In my opinion the IMC rating is much more useful than the night rating (very few UK airfields open late).
The GA market for older aircraft is not great right now so you could pick up a bargain. Groups may have a minimum hour restrictions but as people are often desperate to sell, there's always room for negotiation (maybe pay the extra on the insurance until you have x hours for example). At WAP last year someone was selling a 1/6th share in a Turbo Arrow for £1k! Just because they had moved and wanted to stop the commitment.
Have a look here to get an idea:-
http://forums.flyer.co.uk/viewforum.php?f=3
Good luck and have fun
At some point in the future an IR(R) is something I will be doing, one because it gives me a little extra flexibility (I wouldn’t deliberately set out to fly in cloud, I like to be able to see the scenery below) but knowing that I am qualified to perform an instrument approach if needed to get home safely if the weather closes in and because I think it will make me a better pilot in the end too. To that end I think swapping the Night Capable requirement to an IMC capable requirement is a good shout, saves the expense of fitting new equipment or swapping to another aircraft (both expensive options).Also, are you planning an IMC rating (or IR (R) as they call it now) in the future? if so, get an aircraft that is equipped for it. In my opinion the IMC rating is much more useful than the night rating (very few UK airfields open late).
The GA market for older aircraft is not great right now so you could pick up a bargain. Groups may have a minimum hour restrictions but as people are often desperate to sell, there's always room for negotiation (maybe pay the extra on the insurance until you have x hours for example). At WAP last year someone was selling a 1/6th share in a Turbo Arrow for £1k! Just because they had moved and wanted to stop the commitment.
Have a look here to get an idea:-
http://forums.flyer.co.uk/viewforum.php?f=3
Good luck and have fun
I think in the end it will be a share as it makes the most financial sense and allows me to get into something a bit “nicer” as it were than I would be able to afford on my own.
Kempus said:
Congratulations! It's been a while since my skills test and I can't remember doing half the stuff you did. If you fancy swapping flying machinery for the day let me know!
Fly safe!
Thanks, I will keep that in mind Fly safe!
Edited by PanzerCommander on Sunday 8th May 22:45
A Hazy Sunday: 08/05/2016
I had PJ booked for a slot this afternoon thankfully the early morning fog lifted and I was left with a lovely warm sunny day. It was very hazy, though thankfully the conditions were 10 kilometer visibility with no significant weather and a light easterly breeze. I would have preferred it to be totally gin clear but high humidity and coastal winds don’t give you that.
I departed runway zero eight and turned left onto a northerly heading climbing away from Humberside airport. I flew over the now built on RAF North Killingholme, levelling out just before passing over the south bank of the Humber. Contact with Humberside radar established I checked my track, then a FREDA check and headed out towards Hornsea, the mere visible in the distance. Once I had crossed the A165 my route to Hornsea essentially followed the old railway line which is now a foot/cycle path. There looked to be a good number of people out on the mere enjoying the nice breeze in their sailing boats.
I turned northwards at Hornsea and tracked the coastline towards Bridlington, Humberside Radar informing me that the Bridlington para drop zone is active; I’d be turning around before I got close to their zone but it’s nice to know what is going on in the vicinity. I swung the aircraft around over Bridlington Harbour and tracked back towards Hull. Carnaby industrial estate, formerly RAF Carnaby is very easy to see from the air, it was during WW2 an emergency runway for returning bombers that were so badly damaged they couldn’t make it back to their home bases, the runway being five times wider than most bomber bases and nearly 3km in length, giving the damaged aircraft the best chance of getting back on the ground one of three in the UK.
I pass by the former RAF Catfoss, just north of Brandsburton; it never ceases to amaze me how many old airbases there are around. The Jet Ski riders looked to be having fun as I passed over Foss Hill Jet Ski Center, not that I had much time to look as I needed to keep my eyes peeled for traffic as I was passing within a few miles of Linley Hill. Once over hull I did a few orbits over my house and my grandparent’s house as they were sat out in the garden waiting for me to fly over before heading back to Humberside for a landing on runway zero eight.
It is surreal that a flight that I have done many times on flight simulator (FSX and X-Plane 10) I have done on my own in a real aircraft.
Over the next few months I will be spreading my wings re-visiting airfields that I have been to before and visiting ones I haven’t been to. With passengers to take photos – I promise some photos from the air at some point in the near future.
A couple of weeks before I am airborne again, until then fly safe and clear skys.
I had PJ booked for a slot this afternoon thankfully the early morning fog lifted and I was left with a lovely warm sunny day. It was very hazy, though thankfully the conditions were 10 kilometer visibility with no significant weather and a light easterly breeze. I would have preferred it to be totally gin clear but high humidity and coastal winds don’t give you that.
I departed runway zero eight and turned left onto a northerly heading climbing away from Humberside airport. I flew over the now built on RAF North Killingholme, levelling out just before passing over the south bank of the Humber. Contact with Humberside radar established I checked my track, then a FREDA check and headed out towards Hornsea, the mere visible in the distance. Once I had crossed the A165 my route to Hornsea essentially followed the old railway line which is now a foot/cycle path. There looked to be a good number of people out on the mere enjoying the nice breeze in their sailing boats.
I turned northwards at Hornsea and tracked the coastline towards Bridlington, Humberside Radar informing me that the Bridlington para drop zone is active; I’d be turning around before I got close to their zone but it’s nice to know what is going on in the vicinity. I swung the aircraft around over Bridlington Harbour and tracked back towards Hull. Carnaby industrial estate, formerly RAF Carnaby is very easy to see from the air, it was during WW2 an emergency runway for returning bombers that were so badly damaged they couldn’t make it back to their home bases, the runway being five times wider than most bomber bases and nearly 3km in length, giving the damaged aircraft the best chance of getting back on the ground one of three in the UK.
I pass by the former RAF Catfoss, just north of Brandsburton; it never ceases to amaze me how many old airbases there are around. The Jet Ski riders looked to be having fun as I passed over Foss Hill Jet Ski Center, not that I had much time to look as I needed to keep my eyes peeled for traffic as I was passing within a few miles of Linley Hill. Once over hull I did a few orbits over my house and my grandparent’s house as they were sat out in the garden waiting for me to fly over before heading back to Humberside for a landing on runway zero eight.
It is surreal that a flight that I have done many times on flight simulator (FSX and X-Plane 10) I have done on my own in a real aircraft.
Over the next few months I will be spreading my wings re-visiting airfields that I have been to before and visiting ones I haven’t been to. With passengers to take photos – I promise some photos from the air at some point in the near future.
A couple of weeks before I am airborne again, until then fly safe and clear skys.
Another post on my differences training is on my blog (link in the usual place), as well as a new and (imho) better look for the blog.
The weather has been giving me a beating recently, lots of cancelled flights due to the weather not playing ball. I have cancelled on the same passenger four times so far and canned five cross country flights because of it. I don't remember last year being like this
The weather has been giving me a beating recently, lots of cancelled flights due to the weather not playing ball. I have cancelled on the same passenger four times so far and canned five cross country flights because of it. I don't remember last year being like this
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