To the Sky: PanzerCommanders PPL blog
Discussion
This is awesome mate, I had only just found Eddie's thread about this and some how totally missed your own one.
I've always wanted to do my PPl but like you (same age actually) other things have always got in the way. I'm definitely going to start looking into it more now though and will need to book a trial flight lesson, you never know I may hate it
Then I might crack on with some theory work towards some exams which I want to do in the UK but I'm tempted by the sunny climes of Florida or SA for gaining my actual PPL, also as work often gets in the way of things maybe an accelerated course over a few weeks.
Would you think you have done better/worse with cramming it all in to a short space of time, or is there just too much to take in?
Keep updating the thread with your progress mate, its awesome to read.
I've always wanted to do my PPl but like you (same age actually) other things have always got in the way. I'm definitely going to start looking into it more now though and will need to book a trial flight lesson, you never know I may hate it
Then I might crack on with some theory work towards some exams which I want to do in the UK but I'm tempted by the sunny climes of Florida or SA for gaining my actual PPL, also as work often gets in the way of things maybe an accelerated course over a few weeks.
Would you think you have done better/worse with cramming it all in to a short space of time, or is there just too much to take in?
Keep updating the thread with your progress mate, its awesome to read.
-crookedtail- said:
This is awesome mate, I had only just found Eddie's thread about this and some how totally missed your own one.
I've always wanted to do my PPl but like you (same age actually) other things have always got in the way. I'm definitely going to start looking into it more now though and will need to book a trial flight lesson, you never know I may hate it
Then I might crack on with some theory work towards some exams which I want to do in the UK but I'm tempted by the sunny climes of Florida or SA for gaining my actual PPL, also as work often gets in the way of things maybe an accelerated course over a few weeks.
Would you think you have done better/worse with cramming it all in to a short space of time, or is there just too much to take in?
Keep updating the thread with your progress mate, its awesome to read.
Thanks, I had hoped that Eddie would be maintaining his so I could see how the different schools do things, not sure what has happened there, hope he is still learning.I've always wanted to do my PPl but like you (same age actually) other things have always got in the way. I'm definitely going to start looking into it more now though and will need to book a trial flight lesson, you never know I may hate it
Then I might crack on with some theory work towards some exams which I want to do in the UK but I'm tempted by the sunny climes of Florida or SA for gaining my actual PPL, also as work often gets in the way of things maybe an accelerated course over a few weeks.
Would you think you have done better/worse with cramming it all in to a short space of time, or is there just too much to take in?
Keep updating the thread with your progress mate, its awesome to read.
The trial flight is the key thing, getting on with the aircraft and the instructor is a big part of being comfortable, you are going to spend quite a bit of time in the cockpit together.
As far as the theory goes I think they do it differently over there, something tells me there are only one or two exams in the US but the way it is taught is probably different too, I didn’t really look into doing a PPL in the US as it wasn’t going to be an option for me, so you’d need to do some research on that, I can see the merits for US based training in terms of weather and whatnot, but you’d still have to do a bit of extra post PPL training over here to deal with UK and European procedures. There is quite a lot to learn in terms of the theory side of things, I am not sure you could realistically cram it all into a few weeks course as well as the practical parts so pre-study if you were to go over there would probably be a good idea.
I will, if the weather allows there will be another post at the weekend and then hopefully another next week too.
Lesson 24 28/08/15: Solo general handling
I was unsure whether this lesson was going to happen, rail squalls, bit on the windy side and me a student pilot. I need not have worried John gave the green light and I headed south of the river for my pre-flight briefing and my first flight away from the circuit on my own.
I carried out the pre-flight checks as normal and fired up the engine, the ATIS (Automated Terminal Information Service) gave the wind as 250 (direction its coming from) at 18 knots (speed); that pretty much made my decision to use the short cross runway (26). Pre take off checks complete I took one last look across the panel to make sure everything was as it should be before calling the tower, I was instructed on what transponder code to use, it was the same as the previous flight so I turned the transponder from Standby to ALT (transmits my altitude to the radar) and waited. With clearance to take off granted I lined up, did my final checks and opened the throttle.
The feeling of climbing away from the runway with nobody in the aircraft but me still hasn’t gotten old – I doubt it ever will. I swapped over to Humberside Radar and requested a basic service as I climbed through 1500ft to my target altitude of 2500ft.
I settled into a comfortable cruise towards S
horpe, I wanted to be north east really, just south of Reads Island in the Ancholme Valley but a large and rather heavy rain shower meant that would just make things a pain, I decided to stick North of Brigg to avoid the skydivers from Hibaldstow and start on the exercises I had to do. First on the agenda; steep turns fairly, remembering to put some power on as I roll past 30 degrees angle of bank so I don’t run out of airspeed. I did a couple of left and rights, happy with those I levelled out and flew to the upwind side of the rain shower that was now starting to push towards Barton and clear the Ancholme Valley, a strong updraft gave me 300ft of free altitude (nice of it).
Setting up and remembering my HASELL checks I performed a few stalls, the first one went badly, losing 500ft (yes confused me initially too), all I can assume is that it was the downdraft that accompanied the previously encountered updraft. The next two went far better ~150ft recovery, the best being a recovery within 100ft – I can live with that
With the rain shower well clear of the Ancholme it was time to practice a forced landing – my first ever one solo. It went well aside from my choice of field – happened to have large round bails of straw in it, not good to crash into if it was a real engine failure situation. There was sufficient space between them but there were better alternatives around. I powered up as normal once I knew I could get in and climbed back to 2000ft. I completed another three more on different fields before returning low level (600ft) to Humberside airport.
After completing the hand over from Humberside Radar to Humberside Tower I joined right downwind on runway two six (the wind was still 250 according to the ATIS). Turning onto base, my pre landing checks already completed I prepared myself for landing, as I passed east of Kirmington Village I throttled back, carb heat on and flaps to 10 degrees. Turning onto final approach I get my permission to land after reporting final the landing though interesting (quite bumpy) was a good one.
After parking up and heading back to the club cabin for the flight debrief I settled down for exam number six: Communications, the result: a pass with a score of 100%. That’s six of the nine exams dispatched in two of six sittings.
A good Friday afternoon all round, 25 hours 30 minutes flight time now in my log book. Next up; instrument flying.
I was unsure whether this lesson was going to happen, rail squalls, bit on the windy side and me a student pilot. I need not have worried John gave the green light and I headed south of the river for my pre-flight briefing and my first flight away from the circuit on my own.
I carried out the pre-flight checks as normal and fired up the engine, the ATIS (Automated Terminal Information Service) gave the wind as 250 (direction its coming from) at 18 knots (speed); that pretty much made my decision to use the short cross runway (26). Pre take off checks complete I took one last look across the panel to make sure everything was as it should be before calling the tower, I was instructed on what transponder code to use, it was the same as the previous flight so I turned the transponder from Standby to ALT (transmits my altitude to the radar) and waited. With clearance to take off granted I lined up, did my final checks and opened the throttle.
The feeling of climbing away from the runway with nobody in the aircraft but me still hasn’t gotten old – I doubt it ever will. I swapped over to Humberside Radar and requested a basic service as I climbed through 1500ft to my target altitude of 2500ft.
I settled into a comfortable cruise towards S
horpe, I wanted to be north east really, just south of Reads Island in the Ancholme Valley but a large and rather heavy rain shower meant that would just make things a pain, I decided to stick North of Brigg to avoid the skydivers from Hibaldstow and start on the exercises I had to do. First on the agenda; steep turns fairly, remembering to put some power on as I roll past 30 degrees angle of bank so I don’t run out of airspeed. I did a couple of left and rights, happy with those I levelled out and flew to the upwind side of the rain shower that was now starting to push towards Barton and clear the Ancholme Valley, a strong updraft gave me 300ft of free altitude (nice of it).Setting up and remembering my HASELL checks I performed a few stalls, the first one went badly, losing 500ft (yes confused me initially too), all I can assume is that it was the downdraft that accompanied the previously encountered updraft. The next two went far better ~150ft recovery, the best being a recovery within 100ft – I can live with that
With the rain shower well clear of the Ancholme it was time to practice a forced landing – my first ever one solo. It went well aside from my choice of field – happened to have large round bails of straw in it, not good to crash into if it was a real engine failure situation. There was sufficient space between them but there were better alternatives around. I powered up as normal once I knew I could get in and climbed back to 2000ft. I completed another three more on different fields before returning low level (600ft) to Humberside airport.
After completing the hand over from Humberside Radar to Humberside Tower I joined right downwind on runway two six (the wind was still 250 according to the ATIS). Turning onto base, my pre landing checks already completed I prepared myself for landing, as I passed east of Kirmington Village I throttled back, carb heat on and flaps to 10 degrees. Turning onto final approach I get my permission to land after reporting final the landing though interesting (quite bumpy) was a good one.
After parking up and heading back to the club cabin for the flight debrief I settled down for exam number six: Communications, the result: a pass with a score of 100%. That’s six of the nine exams dispatched in two of six sittings.
A good Friday afternoon all round, 25 hours 30 minutes flight time now in my log book. Next up; instrument flying.
Lesson 25 01/09/15: Can’t see st Captain
The weather despite looking like rain all day was kind and I managed to get lesson 25 in today, today it was about simulated instrument flying, so that if I ever need to I can fly my way out of any cloud and low visibility and get back on the ground, so at least I’ll be alive for an ear chewing and ass kicking by the CAA for departing VMC without the appropriate rating.
I headed out to the aircraft to give her a thorough check as it was the first flight of the day for P-J. All was well, as it usually is but we have to check. John arrived at the aircraft just as I was finishing, and had accidentally left the simulated instrument goggles behind so I’d have to concentrate doubly hard to make sure I wasn’t using outside references. The goggles essentially restrict your vision so that you can only see the instruments, I’ll get to use those next time. The taxi to runway zero two as the wind was coming from a north north westerly direction for the normal run up and pre-departure checks. Once airborne and at altitude it was time to demonstrate the lag in the instruments, more of a “this is why you are very gentle with the controls” demonstration, we had been through what happens effects of g-forces on the instruments (sudden pull ups can make the vertical speed indicator momentarily indicate a descent even though you are climbing for example).
The first port of call was keeping straight and level, the aircraft is trimmed at 2,500ft, 82 knots heading 360 degrees. Keeping the aircraft on track by scanning the instruments, attitude indicator (AI) to altimeter then, AI to direction indicator (DI), this is done constantly and any corrections made with very small control inputs on the yoke and pedals (mainly just the yoke). With that sorted I then had the task of making 180 degree turns (all I will actually have to do in the PPL test), the turns are done at what is called; rate one, which is three degrees per second; there are some handy marks on the turn coordinator (TC) to tell you that you are making a rate one turn (also a balance ball to tell you that the turn is coordinated. The aircraft is banked around 15 degrees to start the turn, maintaining altitude with the elevators (very little required at this kind of bank angle). The scan goes from AI to altimeter, then AI to TC keep scanning like that with the occasional glance at the DI until you are around 10 degrees off the desired heading then the scan is AI to altimeter, AI to DI until you finally roll out on the desired heading. Yes it is as mentally tiring as it sounds. Climbs and descents on instruments were next, cruise descents and normal climbs, trimmed for 500fpm climb / descent on the vertical speed indicator (VSI). The instrument scan is AI to DI then AI to VSI, occasional checks on the altimeter so that I know when I am approaching my new altitude, the aircraft can be trimmed out at the new altitude on the same heading and at 82 knots, next was combining the descent / ascent with turns; quite a lot to think about and do whilst scanning the instruments.
Once we were ready to head back to Humberside we went in on a Simulated RADAR Approach with the tower talking us down (giving us headings etc. I’m still flying the aircraft under simulated instrument conditions. The RADAR controller cleared us to land and the instrument conditions ceased at 1 mile to go; a nice, slightly crosswind flapless landing followed.
Today’s lesson was quite intense mentally but still quite enjoyable; all that with radio navigation aid fixes next. However, that is going to be a couple of weeks as P-J goes in for some much needed pampering, yes its annual time for P-J and also time for my instructor to go on his holidays. I’m going to keep up the study (navigation book ready to read) so I am ready to hit the ground running when P-J comes back from her annual.
t CaptainThe weather despite looking like rain all day was kind and I managed to get lesson 25 in today, today it was about simulated instrument flying, so that if I ever need to I can fly my way out of any cloud and low visibility and get back on the ground, so at least I’ll be alive for an ear chewing and ass kicking by the CAA for departing VMC without the appropriate rating.
I headed out to the aircraft to give her a thorough check as it was the first flight of the day for P-J. All was well, as it usually is but we have to check. John arrived at the aircraft just as I was finishing, and had accidentally left the simulated instrument goggles behind so I’d have to concentrate doubly hard to make sure I wasn’t using outside references. The goggles essentially restrict your vision so that you can only see the instruments, I’ll get to use those next time. The taxi to runway zero two as the wind was coming from a north north westerly direction for the normal run up and pre-departure checks. Once airborne and at altitude it was time to demonstrate the lag in the instruments, more of a “this is why you are very gentle with the controls” demonstration, we had been through what happens effects of g-forces on the instruments (sudden pull ups can make the vertical speed indicator momentarily indicate a descent even though you are climbing for example).
The first port of call was keeping straight and level, the aircraft is trimmed at 2,500ft, 82 knots heading 360 degrees. Keeping the aircraft on track by scanning the instruments, attitude indicator (AI) to altimeter then, AI to direction indicator (DI), this is done constantly and any corrections made with very small control inputs on the yoke and pedals (mainly just the yoke). With that sorted I then had the task of making 180 degree turns (all I will actually have to do in the PPL test), the turns are done at what is called; rate one, which is three degrees per second; there are some handy marks on the turn coordinator (TC) to tell you that you are making a rate one turn (also a balance ball to tell you that the turn is coordinated. The aircraft is banked around 15 degrees to start the turn, maintaining altitude with the elevators (very little required at this kind of bank angle). The scan goes from AI to altimeter, then AI to TC keep scanning like that with the occasional glance at the DI until you are around 10 degrees off the desired heading then the scan is AI to altimeter, AI to DI until you finally roll out on the desired heading. Yes it is as mentally tiring as it sounds. Climbs and descents on instruments were next, cruise descents and normal climbs, trimmed for 500fpm climb / descent on the vertical speed indicator (VSI). The instrument scan is AI to DI then AI to VSI, occasional checks on the altimeter so that I know when I am approaching my new altitude, the aircraft can be trimmed out at the new altitude on the same heading and at 82 knots, next was combining the descent / ascent with turns; quite a lot to think about and do whilst scanning the instruments.
Once we were ready to head back to Humberside we went in on a Simulated RADAR Approach with the tower talking us down (giving us headings etc. I’m still flying the aircraft under simulated instrument conditions. The RADAR controller cleared us to land and the instrument conditions ceased at 1 mile to go; a nice, slightly crosswind flapless landing followed.
Today’s lesson was quite intense mentally but still quite enjoyable; all that with radio navigation aid fixes next. However, that is going to be a couple of weeks as P-J goes in for some much needed pampering, yes its annual time for P-J and also time for my instructor to go on his holidays. I’m going to keep up the study (navigation book ready to read) so I am ready to hit the ground running when P-J comes back from her annual.
Sorry for the lack of updates; P-J is still away for her annual check (its a biggie, where the tanks come out for corrosion checks etc.) it is giving me time to get further stuck into the navigation books and get through the practical side of the Radio (the test is going to be in the not so distant future).
RT Practical Exam 02/10/15: Cleared to Roger your Juliet and Foxtrot Oscar
With P-J still away on annual (its the 3 year one where the tanks come out etc.) I have used the time to get stuck into my RT practical and Navigation studies.
The navigation studies are on-going (there is a lot to take in with the Navigation and Flight Planning and Performance) but today I passed my R/T practical exam, which brings to an end the 8 week R/T course (3 weeks theory, a weeks theory practice papers and four weeks practical).
Another stepping stone on the way to my PPL - rather pleased with myself
With P-J still away on annual (its the 3 year one where the tanks come out etc.) I have used the time to get stuck into my RT practical and Navigation studies.
The navigation studies are on-going (there is a lot to take in with the Navigation and Flight Planning and Performance) but today I passed my R/T practical exam, which brings to an end the 8 week R/T course (3 weeks theory, a weeks theory practice papers and four weeks practical).
Another stepping stone on the way to my PPL - rather pleased with myself
Sounds like you are making excellent progress, keep it up, I'm really enjoying reading your updates! I've only flown a couple of times since passing the skills test, although one of those was a trip to Jersey for lunch! I feel I have so much more to learn and practice, certainly I need to build more confidence on the radio, this can only come with practice. Tomorrow I'm taking the mrs for a trip along the south coast and around the isle of wight, it'll only be her second time as passenger but the first was on my experience flight she bought for me to kick start the new hobby! Seems a long time ago now! As the winter approaches the opportunities for flying start to reduce, last winter this led to a 3 month break in learning, I want to avoid that happening again this year if at all possible. My advice is to try and fly whenever the weather allows, otherwise you have to catch up again in the spring.
Lesson 26 16/10/15: Instrument Flight Training; NDB tracking
WOOOOOO, PJ is back from her annual and I can start flying again. Today’s lesson is the second of three instrument flight training lessons. The subject matter; flying on instruments whilst tracking and intercepting an NDB (Non Directional Beacon) using the aircrafts ADF (Automatic Direction Finder). The normal briefing followed by walking out to the newly serviced G-AWPJ, a transit pre-flight check and it was time to get going. The wind was from the north so with permission granted from ATC we taxyed out to holding point uniform on runway zero two for the run up checks. Six weeks since the last flight it was nice to blow the cobwebs off and get back into the air and see things from a birds perspective, a textbook takeoff and climb out though by 600ft the foggles (they look like safety goggles but most of the lens is frosted) were on and I could see sweet FA other than the aircraft instruments and that is how it remained for me until 600ft on the landing approach.
The broken cloud at 1,500ft meant that my instructor’s instrument rating came into its own the lesson in part was a true instrument flight. We were operating on a traffic service rather than a basic service from Humberside Radar, the traffic service provides alerts of other aircraft in the vicinity, essential when you can’t see anything. The only time I am allowed to look out of the window is to see how bad getting caught in cloud actually is, imagine the worst fog you have encountered in a car and then quadruple it. I hope I never have to deal with a situation like this for real (not least because the CAA would chew my arse big time). Anyway, the NDB; the beacon sends out a signal in all directions which the ADF interprets and allows you to point the aircraft towards it. It is tuned in like any other radio receiver to a frequency. You then identify the beacon, in this case it was Doncaster airport, formerly RAF Finningley, its NDB identifier is FIN, this is transmitted by the NDB as a separate signal in the form of Morse Code: dit-dit-dah-dit dit-dit dah-dit (..-. .. -.). It is very important to identify the beacon so you know you are tracking the correct one otherwise you could end up anywhere. We tracked the FIN NDB until we were at the River Trent then turned around 180 degrees (so we didn’t wander into the controlled airspace around Doncaster). Next was tuning the Humberside NDB, its identifier KIM (it was RAF Kirmington back in WW2): dah-dit-dah, dit-dit, dah-dah (-.- .. --) and tracked back in the direction of Humberside, maintaining a correction angle for the northerly wind. Once John was satisfied with my ability to track the NDB’s using the ADF we flew around for a bit, me following john’s directions whilst flying on instruments.
Now it was time for the Simulated Radar Approach (SRA) though this is not part of the PPL syllabus John tags it on to his own syllabus. Humberside has the equipment to do it, so its extra preparation for going alone in the big wide world. The Radar controller passes me directional and altitude information to follow and I fly to it on the instruments. We are informed of “base” which means we are flying 90 degrees to the runway and it’s time to do our pre landing checks, soon we are vectored onto the runway, we are instructed to start descending and following the controllers instructions we are handed back to a visual approach at 600ft MSL. The foggles finally come off and I can make a normal visual approach, a comfortable flapless landing on runway zero two; a slight bounce as I didn’t hold the nose up enough, but otherwise fine.
Flying on instruments is intense, really intense, 100% concentration is required on the aircraft and keeping it straight and level. One important thing to remember with instrument flying is to ignore sensations and trust the instruments entirely, if you convince yourself that the instruments are wrong and the sensations you are receiving are correct, you are going to end up in one place – a smoking hole in the ground.
Next week’s lesson is a repeat of this one but we are tracking VORs (look it up or wait until next week where I tell you what it means) instead of NDB’s and hopefully - if I feel ready for it my Navigation Exam. I have also been asked to speak to a scout group about flying (one of my work colleagues is a scout leader) for their aviation stage badge, more than happy to oblige, more interest in GA has to be a good thing not sure when that will be mind.
WOOOOOO, PJ is back from her annual and I can start flying again. Today’s lesson is the second of three instrument flight training lessons. The subject matter; flying on instruments whilst tracking and intercepting an NDB (Non Directional Beacon) using the aircrafts ADF (Automatic Direction Finder). The normal briefing followed by walking out to the newly serviced G-AWPJ, a transit pre-flight check and it was time to get going. The wind was from the north so with permission granted from ATC we taxyed out to holding point uniform on runway zero two for the run up checks. Six weeks since the last flight it was nice to blow the cobwebs off and get back into the air and see things from a birds perspective, a textbook takeoff and climb out though by 600ft the foggles (they look like safety goggles but most of the lens is frosted) were on and I could see sweet FA other than the aircraft instruments and that is how it remained for me until 600ft on the landing approach.
The broken cloud at 1,500ft meant that my instructor’s instrument rating came into its own the lesson in part was a true instrument flight. We were operating on a traffic service rather than a basic service from Humberside Radar, the traffic service provides alerts of other aircraft in the vicinity, essential when you can’t see anything. The only time I am allowed to look out of the window is to see how bad getting caught in cloud actually is, imagine the worst fog you have encountered in a car and then quadruple it. I hope I never have to deal with a situation like this for real (not least because the CAA would chew my arse big time). Anyway, the NDB; the beacon sends out a signal in all directions which the ADF interprets and allows you to point the aircraft towards it. It is tuned in like any other radio receiver to a frequency. You then identify the beacon, in this case it was Doncaster airport, formerly RAF Finningley, its NDB identifier is FIN, this is transmitted by the NDB as a separate signal in the form of Morse Code: dit-dit-dah-dit dit-dit dah-dit (..-. .. -.). It is very important to identify the beacon so you know you are tracking the correct one otherwise you could end up anywhere. We tracked the FIN NDB until we were at the River Trent then turned around 180 degrees (so we didn’t wander into the controlled airspace around Doncaster). Next was tuning the Humberside NDB, its identifier KIM (it was RAF Kirmington back in WW2): dah-dit-dah, dit-dit, dah-dah (-.- .. --) and tracked back in the direction of Humberside, maintaining a correction angle for the northerly wind. Once John was satisfied with my ability to track the NDB’s using the ADF we flew around for a bit, me following john’s directions whilst flying on instruments.
Now it was time for the Simulated Radar Approach (SRA) though this is not part of the PPL syllabus John tags it on to his own syllabus. Humberside has the equipment to do it, so its extra preparation for going alone in the big wide world. The Radar controller passes me directional and altitude information to follow and I fly to it on the instruments. We are informed of “base” which means we are flying 90 degrees to the runway and it’s time to do our pre landing checks, soon we are vectored onto the runway, we are instructed to start descending and following the controllers instructions we are handed back to a visual approach at 600ft MSL. The foggles finally come off and I can make a normal visual approach, a comfortable flapless landing on runway zero two; a slight bounce as I didn’t hold the nose up enough, but otherwise fine.
Flying on instruments is intense, really intense, 100% concentration is required on the aircraft and keeping it straight and level. One important thing to remember with instrument flying is to ignore sensations and trust the instruments entirely, if you convince yourself that the instruments are wrong and the sensations you are receiving are correct, you are going to end up in one place – a smoking hole in the ground.
Next week’s lesson is a repeat of this one but we are tracking VORs (look it up or wait until next week where I tell you what it means) instead of NDB’s and hopefully - if I feel ready for it my Navigation Exam. I have also been asked to speak to a scout group about flying (one of my work colleagues is a scout leader) for their aviation stage badge, more than happy to oblige, more interest in GA has to be a good thing
not sure when that will be mind.Lesson 27 23/10/15: Instrument Flight Training; VOR tracking
Before today flying lesson began I took my Navigation theory exam, 12 questions set by the CAA to make sure I can do the basic navigation calculations using nothing by my circular slide rule (whizz wheel) and my grey matter. Thankfully I apparently can as I only got one wrong (can’t tell you want as I can’t divulge the test contents) but I know what I did wrong, 92% a comfortable test result I think. Next week I am taking my Flight Performance and Planning exam, hopefully I will have a similar if not better result.
On to today’s flying lesson; the normal pre flight briefing followed by me heading out to check the aircraft over before John came out to meet me at the aircraft. Once airborne and following the right turn out of Humberside the foggles went on and I could see sweet FA once again, shame as it was a relatively clear day.
As I said today we were tracking VOR stations, a VOR or VHF Omnidirectional Range is a radio based ground station that transmits two frequencies that are slightly out of phase with one another. The two signals (on very slightly different frequencies but selected by one frequency entered into the navigation radio) are interpreted and displayed on the Omni Bearing Indicator (OBI) in the cockpit. You can select the heading on the OBI and a small flag (either an up or down arrow or on some, TO and FROM tags) tells you if you are heading towards the station or away from it. The display is a vertical needle that moves left if you are left of track or right if you are right of track.
With 235 degrees set on the OBI I flew a heading of 210 degrees as I was left of track, eventually you will cross the radial and can turn onto it, it is then a simple matter of making gentle left and right corrections to stay on the selected course which I did. We tracked the VOR until we were approaching the River Trent I then turned north (360 degrees) and John set the OBI to 030 degrees (we would be tracking the VOR but flying away from it) I maintained 360 degrees until the OBI needle started to move then began turning slowly onto the required heading. Once established I continued to track the VOR until we were well east of Hull and Beverly. By this point we were ready for our Simulated Radar Approach. Unfortunately we had to wait for the KLM city hopper to come in and land, so I did a 180 degree turn and tracked the VOR on a heading of 210 degrees.
Humberside Radar were ready for us as soon as the KLM flight was on finals and we could be guided in to the airport, I managed to nail most of the headings and hold them, as well as getting the rate of descent correct, once RADAR handed us over to the tower and the SRA was over the foggles came off and I could see again. A nice smooth landing followed and we parked up on the grass.
I now have 28hours 40 minutes flying time towards my licence, next week I move onto cross country navigation
Before today flying lesson began I took my Navigation theory exam, 12 questions set by the CAA to make sure I can do the basic navigation calculations using nothing by my circular slide rule (whizz wheel) and my grey matter. Thankfully I apparently can as I only got one wrong (can’t tell you want as I can’t divulge the test contents) but I know what I did wrong, 92% a comfortable test result I think. Next week I am taking my Flight Performance and Planning exam, hopefully I will have a similar if not better result.
On to today’s flying lesson; the normal pre flight briefing followed by me heading out to check the aircraft over before John came out to meet me at the aircraft. Once airborne and following the right turn out of Humberside the foggles went on and I could see sweet FA once again, shame as it was a relatively clear day.
As I said today we were tracking VOR stations, a VOR or VHF Omnidirectional Range is a radio based ground station that transmits two frequencies that are slightly out of phase with one another. The two signals (on very slightly different frequencies but selected by one frequency entered into the navigation radio) are interpreted and displayed on the Omni Bearing Indicator (OBI) in the cockpit. You can select the heading on the OBI and a small flag (either an up or down arrow or on some, TO and FROM tags) tells you if you are heading towards the station or away from it. The display is a vertical needle that moves left if you are left of track or right if you are right of track.
With 235 degrees set on the OBI I flew a heading of 210 degrees as I was left of track, eventually you will cross the radial and can turn onto it, it is then a simple matter of making gentle left and right corrections to stay on the selected course which I did. We tracked the VOR until we were approaching the River Trent I then turned north (360 degrees) and John set the OBI to 030 degrees (we would be tracking the VOR but flying away from it) I maintained 360 degrees until the OBI needle started to move then began turning slowly onto the required heading. Once established I continued to track the VOR until we were well east of Hull and Beverly. By this point we were ready for our Simulated Radar Approach. Unfortunately we had to wait for the KLM city hopper to come in and land, so I did a 180 degree turn and tracked the VOR on a heading of 210 degrees.
Humberside Radar were ready for us as soon as the KLM flight was on finals and we could be guided in to the airport, I managed to nail most of the headings and hold them, as well as getting the rate of descent correct, once RADAR handed us over to the tower and the SRA was over the foggles came off and I could see again. A nice smooth landing followed and we parked up on the grass.
I now have 28hours 40 minutes flying time towards my licence, next week I move onto cross country navigation
30/10/2015: Another Exam Down
No flying today as the weather was awful. However, as I had another exam to do (still in the 10 day sitting from the Navigation exam last week) I went to the flying club to sit my 8th theory exam, Flight performance and Planning. I passed, 92%, only messing up one question, that had I have read the question properly I'd have gotten correct. Still I passed so I am happy. My theory studies now turn to Meteorology for the 9th and final theory exam.
I also sat with John and went through my navigation plog and the route marked up on the map for the navigation exercises when the weather lets me anyway.
No flying today as the weather was awful. However, as I had another exam to do (still in the 10 day sitting from the Navigation exam last week) I went to the flying club to sit my 8th theory exam, Flight performance and Planning. I passed, 92%, only messing up one question, that had I have read the question properly I'd have gotten correct. Still I passed so I am happy. My theory studies now turn to Meteorology for the 9th and final theory exam.
I also sat with John and went through my navigation plog and the route marked up on the map for the navigation exercises when the weather lets me anyway.
Flying Lesson 28: Cross Country Navigation 1. 12th of November 2015.
After what seems like an eternity due to frankly awful weather, a mix of low cloud, fog, rain and high winds I have been flying again. Today’s lesson was my first ever cross country navigation exercise. I wasn't going to be flying to another airport just yet, but flying over a few Visual Reference Points (VRPs). John gave me some VRPs to mark on a map and draw a route out, they were:
1) Brigg Town Centre
2) The Howden Motorway Junction
3) Driffield Train Station
4) Elsham Wold Industrial estate
After marking the route on the map, the next step is to measure the distance, in this case a total of 62.5 Nautical Miles (NM), each leg of the route is divided into four equal sections, this makes it easier to work out where you are. On longer trips you might break each leg up with multiple 5NM or 10NM marks. Using the protractor you then mark on 10 degree drift lines (dotted) in a different colour – red is fine for daytime, this allows you to work out how far off track you are (if you become off track). Next I have to look at the map and look at the high objects within 5NM of the desired track and use their altitude (rounded up to the nearest 100ft) plus 500ft as the minimum safe altitude for the trip.
With the headings measured using a square protractor and the wind drift calculated, magnetic variation (2 degrees) added, ground speed and times worked out we can go and fly the route.
PJ was freshly fuelled up and waiting for us on the GA apron, the usual pre-flight and pre-take off checks and we were away climbing under blue skies, sadly dark horrid looking clouds were coming in from the south west. I climbed the aircraft to 2000ft, it was a bit bumpy (21knot winds on the ground) and they strengthen as you climb) but once at 2000ft all was calm (constant wind rather than turbulence) – for a bit anyway. I picked up the Brigg VRP and steered onto 297 degrees, the wind was a little stronger than initially compensated for so by the half way point we had been blown well off course, by the time we reached Howden I had another 30 degrees of left drift applied to bring us back on course, we were two minutes late to the Howden VRP due to the wind being stronger than we had been told, we also had to drop down to 1,500ft to make sure we were clear of the overcast cloud that had rolled in.
I turned the aircraft onto 051 degrees for the next leg of the flight to Driffield. We passed over the former RAF Holme-On-Spalding Moor, no runways left now though, only a few buildings and the scars in the land of where they once were, bang on track this time we passed over the mid way point of Market Weighton, before reaching the Driffield VRP minutes later. We arrived 2 minutes early over Driffield, the wind really pushing us along.
I now turned the aircraft onto 191 degrees to head back south towards Elsham Industrial Estate – our last VRP. This leg of the flight took us overhead of Leconfield, and we were bang on track, though we were a bit slow, in fact very slow. Passing over our mid way point (half way between Beverly and Cottingham) and then over Hull and Hessle, parallel with the bridge, we could see cars and trucks moving faster than us. A quick groundspeed check with Humberside Radar confirmed it, 39-41knots! Given the airspeed indicator was indicating 82knots we were bucking a 40knot headwind – ouch.
The landing was made flapless as we simply didn’t need the flaps to slow down as we were slow enough over the ground already; a 1 hour flight took us 1 hour 25 minutes. Still I completed it successfully (we didn’t get lost).
Next Time; my meteorology exam and I fly the route in reverse with John aboard again.
I will be visiting the Grimsby Scout troop next week to chat to them about aircraft and flying for their Aviation Stage badge. Not sure what to expect to be honest.
After what seems like an eternity due to frankly awful weather, a mix of low cloud, fog, rain and high winds I have been flying again. Today’s lesson was my first ever cross country navigation exercise. I wasn't going to be flying to another airport just yet, but flying over a few Visual Reference Points (VRPs). John gave me some VRPs to mark on a map and draw a route out, they were:
1) Brigg Town Centre
2) The Howden Motorway Junction
3) Driffield Train Station
4) Elsham Wold Industrial estate
After marking the route on the map, the next step is to measure the distance, in this case a total of 62.5 Nautical Miles (NM), each leg of the route is divided into four equal sections, this makes it easier to work out where you are. On longer trips you might break each leg up with multiple 5NM or 10NM marks. Using the protractor you then mark on 10 degree drift lines (dotted) in a different colour – red is fine for daytime, this allows you to work out how far off track you are (if you become off track). Next I have to look at the map and look at the high objects within 5NM of the desired track and use their altitude (rounded up to the nearest 100ft) plus 500ft as the minimum safe altitude for the trip.
With the headings measured using a square protractor and the wind drift calculated, magnetic variation (2 degrees) added, ground speed and times worked out we can go and fly the route.
PJ was freshly fuelled up and waiting for us on the GA apron, the usual pre-flight and pre-take off checks and we were away climbing under blue skies, sadly dark horrid looking clouds were coming in from the south west. I climbed the aircraft to 2000ft, it was a bit bumpy (21knot winds on the ground) and they strengthen as you climb) but once at 2000ft all was calm (constant wind rather than turbulence) – for a bit anyway. I picked up the Brigg VRP and steered onto 297 degrees, the wind was a little stronger than initially compensated for so by the half way point we had been blown well off course, by the time we reached Howden I had another 30 degrees of left drift applied to bring us back on course, we were two minutes late to the Howden VRP due to the wind being stronger than we had been told, we also had to drop down to 1,500ft to make sure we were clear of the overcast cloud that had rolled in.
I turned the aircraft onto 051 degrees for the next leg of the flight to Driffield. We passed over the former RAF Holme-On-Spalding Moor, no runways left now though, only a few buildings and the scars in the land of where they once were, bang on track this time we passed over the mid way point of Market Weighton, before reaching the Driffield VRP minutes later. We arrived 2 minutes early over Driffield, the wind really pushing us along.
I now turned the aircraft onto 191 degrees to head back south towards Elsham Industrial Estate – our last VRP. This leg of the flight took us overhead of Leconfield, and we were bang on track, though we were a bit slow, in fact very slow. Passing over our mid way point (half way between Beverly and Cottingham) and then over Hull and Hessle, parallel with the bridge, we could see cars and trucks moving faster than us. A quick groundspeed check with Humberside Radar confirmed it, 39-41knots! Given the airspeed indicator was indicating 82knots we were bucking a 40knot headwind – ouch.
The landing was made flapless as we simply didn’t need the flaps to slow down as we were slow enough over the ground already; a 1 hour flight took us 1 hour 25 minutes. Still I completed it successfully (we didn’t get lost).
Next Time; my meteorology exam and I fly the route in reverse with John aboard again.
I will be visiting the Grimsby Scout troop next week to chat to them about aircraft and flying for their Aviation Stage badge. Not sure what to expect to be honest.
My Blog is also now live on WordPress:
http://mattspplblog.com/
I will of course keep this thread going
http://mattspplblog.com/
I will of course keep this thread going
Meteorology Exam and Scouts. 19th of November 2015.
Sadly despite it looking hopeful for a flight a band of low cloud and rain called it off before I had any chance of getting airborne. However, I did have the opportunity to do my meteorology exam.
I passed; 88% so I am more than happy with that.
That brings to a close the ground school studies around the exams with all nine completed.
On the 18th of November I went along to the Grimsby Scartho scout group to chat with the scouts about flying in general, I made it into a Q&A session after a brief into. They seemed to enjoy it, all appearing genuinely interested. Hopefully some will be inspired to go on and learn to fly at some point and of course get their aviation related scouting badges.
Sadly despite it looking hopeful for a flight a band of low cloud and rain called it off before I had any chance of getting airborne. However, I did have the opportunity to do my meteorology exam.
I passed; 88% so I am more than happy with that.
That brings to a close the ground school studies around the exams with all nine completed.
On the 18th of November I went along to the Grimsby Scartho scout group to chat with the scouts about flying in general, I made it into a Q&A session after a brief into. They seemed to enjoy it, all appearing genuinely interested. Hopefully some will be inspired to go on and learn to fly at some point and of course get their aviation related scouting badges.
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