To the Sky: PanzerCommanders PPL blog
Discussion
Weather will be a big frustration at this time of the year - short days, low cloud, poor viz, strong winds, rain.....
But it's all part of the learning process and understanding and respecting the elements makes for a better pilot.
Make the most of the crisp, cold, blue sky days when they come along. Aircraft fly at their best when it's cold, and after the grey, stormy days, it will feel like heaven, and remind you why flying is so special.
But it's all part of the learning process and understanding and respecting the elements makes for a better pilot.
Make the most of the crisp, cold, blue sky days when they come along. Aircraft fly at their best when it's cold, and after the grey, stormy days, it will feel like heaven, and remind you why flying is so special.
Geneve said:
Weather will be a big frustration at this time of the year - short days, low cloud, poor viz, strong winds, rain.....
But it's all part of the learning process and understanding and respecting the elements makes for a better pilot.
Make the most of the crisp, cold, blue sky days when they come along. Aircraft fly at their best when it's cold, and after the grey, stormy days, it will feel like heaven, and remind you why flying is so special.
I expected it to be honest, hopefully I'll get a bit of clear weather later on next week and over the weekend when I have three lessons booked in.But it's all part of the learning process and understanding and respecting the elements makes for a better pilot.
Make the most of the crisp, cold, blue sky days when they come along. Aircraft fly at their best when it's cold, and after the grey, stormy days, it will feel like heaven, and remind you why flying is so special.
Flying Lesson 29: Cross Country Navigation 2. 26th of November 2015.
The weather was kinder than it had been over the past couple of weeks allowing me to get the first of two flying lessons in today.
Lesson 29 was to be a repeat of the last cross country navigation exercise except I was flying the route in reverse. Take off and land as normal at Humberside International.
1. Elsham
2. Driffield
3. Howden
4. Brigg
As before each location had its own Visual Reference Point (VRP), Former RAF Elsham Wold, Driffield railway station, Howden motorway junction, and Brigg town centre. We had to sit around for a short while whilst some early morning mist cleared then it was off on the first lesson. One good thing about this time of year is the low levels of turbulence associated with thermal activity which makes for a nice smooth flight. I turned the aircraft North over Elsham, started the stop watch, noted the route start time and expected time of arrival (ETA) at Driffield. The climb to 2000ft was completed just north of Elsham, as such I expected to be a couple of minutes late on the ETA from there it was a nice cruise keeping an eye on the heading and regularly scanning the instruments and scanning outside for traffic. Whilst navigating it is also advisable to do a FREDA check every so often; FREDA stands for:
Fuel: On and sufficient
Radio: tuned to the correct frequency and operational
Engine: temps and pressures in the green, performing normally
Direction: DI aligned with the compass and on the right heading
Altitude: is the correct regional pressure setting set.
For this flight the FREDA checks were done just after departing the VRP and at the half way point. On longer cross county flights you would do them at time intervals rather than at the VRP and half way to the next one. Once we were overhead the railway station in Driffield I noted down the actual time of arrival (ATA) before overflying the VRP and completing a 270 turn brining the aircraft onto heading so that it would fly straight and level over the VRP giving a precise start time. Flying heading 230 (West-South-West) I re-set the stop watch over the VRP and noted the start time, I expected to be over the motorway junction at Howden seventeen minutes later. FREDA check completed. To the left of us over the Wolds there was a lot of low cloud and showers, thankfully we didn’t have to fly through that the light winds meant that we were on track at the half way point (just between Goodmanham and Market Weighton).
After 18 minutes (1 minute late) we arrived overhead the Howden motorway junction, I noted the time and turned the aircraft through almost 270 degrees after overflying the VRP to steer towards Brigg, 140 degrees. It became apparent on this leg that this was a bit too much, (despite the triple checked calculations before we departed) and I was 10 degrees off course to the right by the half way point (Burton Upon Stather) and I had to correct by 20 degrees to the left to get back to Brigg. We arrived at Brigg 2 minutes early. I think the estimates for the wind were a bit on the high side which caused the incorrect heading and off times. Once overhead Brigg VRP I pulled the power back and begun the descent into Humberside. A normal right base entry and short final onto runway two-zero before being fuelled up and ready for the afternoon lesson.
To anyone that is trying to follow this on a map you may find it a challenge as the headings obviously take into account wind drift so they won’t correlate directly with the track lines on a map.
My second navigation exercise completed, net up – navigation 3, solo navigation.
The weather was kinder than it had been over the past couple of weeks allowing me to get the first of two flying lessons in today.
Lesson 29 was to be a repeat of the last cross country navigation exercise except I was flying the route in reverse. Take off and land as normal at Humberside International.
1. Elsham
2. Driffield
3. Howden
4. Brigg
As before each location had its own Visual Reference Point (VRP), Former RAF Elsham Wold, Driffield railway station, Howden motorway junction, and Brigg town centre. We had to sit around for a short while whilst some early morning mist cleared then it was off on the first lesson. One good thing about this time of year is the low levels of turbulence associated with thermal activity which makes for a nice smooth flight. I turned the aircraft North over Elsham, started the stop watch, noted the route start time and expected time of arrival (ETA) at Driffield. The climb to 2000ft was completed just north of Elsham, as such I expected to be a couple of minutes late on the ETA from there it was a nice cruise keeping an eye on the heading and regularly scanning the instruments and scanning outside for traffic. Whilst navigating it is also advisable to do a FREDA check every so often; FREDA stands for:
Fuel: On and sufficient
Radio: tuned to the correct frequency and operational
Engine: temps and pressures in the green, performing normally
Direction: DI aligned with the compass and on the right heading
Altitude: is the correct regional pressure setting set.
For this flight the FREDA checks were done just after departing the VRP and at the half way point. On longer cross county flights you would do them at time intervals rather than at the VRP and half way to the next one. Once we were overhead the railway station in Driffield I noted down the actual time of arrival (ATA) before overflying the VRP and completing a 270 turn brining the aircraft onto heading so that it would fly straight and level over the VRP giving a precise start time. Flying heading 230 (West-South-West) I re-set the stop watch over the VRP and noted the start time, I expected to be over the motorway junction at Howden seventeen minutes later. FREDA check completed. To the left of us over the Wolds there was a lot of low cloud and showers, thankfully we didn’t have to fly through that the light winds meant that we were on track at the half way point (just between Goodmanham and Market Weighton).
After 18 minutes (1 minute late) we arrived overhead the Howden motorway junction, I noted the time and turned the aircraft through almost 270 degrees after overflying the VRP to steer towards Brigg, 140 degrees. It became apparent on this leg that this was a bit too much, (despite the triple checked calculations before we departed) and I was 10 degrees off course to the right by the half way point (Burton Upon Stather) and I had to correct by 20 degrees to the left to get back to Brigg. We arrived at Brigg 2 minutes early. I think the estimates for the wind were a bit on the high side which caused the incorrect heading and off times. Once overhead Brigg VRP I pulled the power back and begun the descent into Humberside. A normal right base entry and short final onto runway two-zero before being fuelled up and ready for the afternoon lesson.
To anyone that is trying to follow this on a map you may find it a challenge as the headings obviously take into account wind drift so they won’t correlate directly with the track lines on a map.
My second navigation exercise completed, net up – navigation 3, solo navigation.
Flying Lesson 30: Cross Country Navigation 3. 26th of November 2015.
The afternoon of my 32nd birthday, given how the weather has been recently I had hoped that I would be able to go solo on my birthday after the rescheduling of several lessons over the past couple of weeks. Thankfully the:
TEMPO 2614 2618 PROB30 4000 RADZ BKN007
from the met office took the 70% part of it and didn’t show its ugly mug; that bit of gobbledy gook (to most of you) translates as.
Temporary between 14:00 UTC and 18:00 UTC on the 26th Probability 30% of 4000m visibility in rain and drizzle with broken (5/8ths coverage) cloud at 700ft.
As that didn’t show its ugly mug it meant that I could go and fly my solo navigation exercise.
I filled in my flight plog with the relevant headings based on the wind and headed out to the aircraft. As I had just been flying with John it was a transit check before the flight and I was ready to taxy. With clearance from the tower gained I eased P-J off the grass parking blocks and after a short hold whilst a helicopter hover taxyed back from the runway I was parked at holding point Bravo doing my checks. With permission to depart given I took off and began my climb, there can’t be many better ways to spend a birthday than taking off on your own in a light aircraft. I turned westerly at 500ft and continued my climb to 2000ft; my route was Brigg -> Howden -> Driffield -> Elsham, a repeat of Nav 1. I turned the aircraft onto a heading of 307 as I crossed Brigg town centre and headed towards Howden. Humberside Radar wanted me to report when I was overhead each VRP which I did, not a taxing task. I arrived 1 minute late and I had to make a course correction on my way to Howden (being off course to the left), once over Howden I noted the time, and overflew the VRP before making an almost 270 degree turn and steering 045 degrees towards Driffield, reset the clock and note the ETA. FREDA checks being made at the half way point and just after the VRP.
The flight to Driffield went well, I was smack on time and had to make no course corrections, though the dropping sun was going to be a pain until it dropped behind some cloud. As I approached Driffield I cleared the broken cloud 1500ft above me and was flying in clear blue skies, rinse and repeat for the Driffield VRP and I was heading south towards Beverly, Hull and then Elsham.
In between activities I had a few minutes to take in my home town from the air as I cruised over Hull at 2,000ft, it is surprisingly green (mostly autumnal leaves at this time of year) for a city. A little bit of turbulence from the warm air generated in a town but nothing to disturb the flight. Once south of the Humber (East of Barton) I descended to 1,500ft for the last few miles, I didn’t even get chance to call in to Humberside Radar to tell them I was on approach to Elsham before they handed me over to Humberside tower.
Once over Elsham I noted down the time and turned onto a heading that would align me with a right base entry to the pattern so that I could complete a regular short final onto runway two-zero. I taxyed back and parked up on the grass and shut down. One hour and ten minutes solo, fantastic. Before leaving the aircraft I made sure P-J was tied down and all the relevant covers were on as John had no more lessons to do.
My next flight will be a dual land away to Gamston (Retford) should be fun
The afternoon of my 32nd birthday, given how the weather has been recently I had hoped that I would be able to go solo on my birthday after the rescheduling of several lessons over the past couple of weeks. Thankfully the:
TEMPO 2614 2618 PROB30 4000 RADZ BKN007
from the met office took the 70% part of it and didn’t show its ugly mug; that bit of gobbledy gook (to most of you) translates as.
Temporary between 14:00 UTC and 18:00 UTC on the 26th Probability 30% of 4000m visibility in rain and drizzle with broken (5/8ths coverage) cloud at 700ft.
As that didn’t show its ugly mug it meant that I could go and fly my solo navigation exercise.
I filled in my flight plog with the relevant headings based on the wind and headed out to the aircraft. As I had just been flying with John it was a transit check before the flight and I was ready to taxy. With clearance from the tower gained I eased P-J off the grass parking blocks and after a short hold whilst a helicopter hover taxyed back from the runway I was parked at holding point Bravo doing my checks. With permission to depart given I took off and began my climb, there can’t be many better ways to spend a birthday than taking off on your own in a light aircraft. I turned westerly at 500ft and continued my climb to 2000ft; my route was Brigg -> Howden -> Driffield -> Elsham, a repeat of Nav 1. I turned the aircraft onto a heading of 307 as I crossed Brigg town centre and headed towards Howden. Humberside Radar wanted me to report when I was overhead each VRP which I did, not a taxing task. I arrived 1 minute late and I had to make a course correction on my way to Howden (being off course to the left), once over Howden I noted the time, and overflew the VRP before making an almost 270 degree turn and steering 045 degrees towards Driffield, reset the clock and note the ETA. FREDA checks being made at the half way point and just after the VRP.
The flight to Driffield went well, I was smack on time and had to make no course corrections, though the dropping sun was going to be a pain until it dropped behind some cloud. As I approached Driffield I cleared the broken cloud 1500ft above me and was flying in clear blue skies, rinse and repeat for the Driffield VRP and I was heading south towards Beverly, Hull and then Elsham.
In between activities I had a few minutes to take in my home town from the air as I cruised over Hull at 2,000ft, it is surprisingly green (mostly autumnal leaves at this time of year) for a city. A little bit of turbulence from the warm air generated in a town but nothing to disturb the flight. Once south of the Humber (East of Barton) I descended to 1,500ft for the last few miles, I didn’t even get chance to call in to Humberside Radar to tell them I was on approach to Elsham before they handed me over to Humberside tower.
Once over Elsham I noted down the time and turned onto a heading that would align me with a right base entry to the pattern so that I could complete a regular short final onto runway two-zero. I taxyed back and parked up on the grass and shut down. One hour and ten minutes solo, fantastic. Before leaving the aircraft I made sure P-J was tied down and all the relevant covers were on as John had no more lessons to do.
My next flight will be a dual land away to Gamston (Retford) should be fun
PanzerCommander said:
TEMPO 2614 2618 PROB30 4000 RADZ BKN007
from the met office took the 70% part of it and didn’t show its ugly mug; that bit of gobbledy gook (to most of you) translates as.
Temporary between 14:00 UTC and 18:00 UTC on the 26th Probability 30% of 4000m visibility in rain and drizzle with broken (5/8ths coverage) cloud at 700ft.
A bit more detail and a couple of corrections to your TAF decode: -from the met office took the 70% part of it and didn’t show its ugly mug; that bit of gobbledy gook (to most of you) translates as.
Temporary between 14:00 UTC and 18:00 UTC on the 26th Probability 30% of 4000m visibility in rain and drizzle with broken (5/8ths coverage) cloud at 700ft.
TEMPO - Less than 1 hour duration and less than 50% of the time period. So in the above example, there is a 30% chance of the conditions occurring. Any occurrence will last for less than 1 hour adding up to a total of less than 2 hours of that 4 hour period.
4000 - 4000m MINIMUM forecast visibility.
RADZ - MODERATE rain and drizzle. (Lack of +/- sign is the clue here).
BKN007 - Be careful here! BKN is 5 to 7 Oktas cloud cover. 700ft AAL.
schuey said:
Great read,I did my first land away from Humberside at Gamston and also stopped there on my QXC. I suspect I saw you heading skywards this week,been at the airport a few times (out and about in the red Uni Fly helicopter,pax rather than pilot unfortunately).
You probably did, I think I was the only C150 operating last Thursday I imagine Gamston is fairly popular for land aways because it has a similar runway headings to Humberside.
JoeBolt said:
A bit more detail and a couple of corrections to your TAF decode: -
TEMPO - Less than 1 hour duration and less than 50% of the time period. So in the above example, there is a 30% chance of the conditions occurring. Any occurrence will last for less than 1 hour adding up to a total of less than 2 hours of that 4 hour period.
4000 - 4000m MINIMUM forecast visibility.
RADZ - MODERATE rain and drizzle. (Lack of +/- sign is the clue here).
BKN007 - Be careful here! BKN is 5 to 7 Oktas cloud cover. 700ft AAL.
Thanks for the tips TEMPO - Less than 1 hour duration and less than 50% of the time period. So in the above example, there is a 30% chance of the conditions occurring. Any occurrence will last for less than 1 hour adding up to a total of less than 2 hours of that 4 hour period.
4000 - 4000m MINIMUM forecast visibility.
RADZ - MODERATE rain and drizzle. (Lack of +/- sign is the clue here).
BKN007 - Be careful here! BKN is 5 to 7 Oktas cloud cover. 700ft AAL.
I did simplify the first bit for those that are just casually reading this, but should really have remembered and added the last bits.
Flying Lesson 31: Cross Country Navigation 4. 11th of December 2015.
After two weeks of no flying a break in the weather this morning meant that I could get Navigation exercise four completed. My first land away at another airport, this one dual with John my instructor aboard, the flight was to take me to Retford (Gamston) Airport in Nottinghamshire. Flight planning was the same as any other; calculate the heading to fly on based on the desired track, taking into account wind drift and magnetic variation.
The route it down to Gamston would begin overhead Brigg, as it is a convenient start point giving me time to get levelled off and trimmed out after climbing to 2000ft. After working out the route using my trusty ARC-1 flight computer, John phoned Gamston to make sure that the airport was open, then the tower to book out. We headed out to P-J, where normal pre-flight checks were completed and we were away. I turned to the right as instructed by ATC and began my climb to 2000ft, the normal hand over from tower to radar occurred at around 1,500ft. Shortly I had a few minutes cruise before and it was time to turn onto the route heading.
I start the stop watch, note down the route start time and add the calculated time on that leg to get an expected time of arrival (in this case 25 minutes). At this point I will point out that it is always good airmanship to do a FREDA check – I didn’t and John let me get on with it just to demonstrate what can happen (see a few sentences further on). Conveniently a railway line parallels our track for most of the route, it swings out further to the west to go around and then into Gainsbrough at the half way point. Hibaldstow was active with parachutists and Skydivers today so I had to make sure that I remained away from their airspace, being slightly to the left of track this meant altering heading momentarily so that I kept a safe distance. Kirton-In-Lindsey was my 1/4 distance check, I was on time but about 5 degrees off my desired track by this point. Wondering why we were off track John advised me to check the DI with the compass – it was out. Hence why I was off course by five degrees, FREDA checks completed, I corrected the heading and steered the aircraft back onto track. I was using the West Burton power station as a steer point (the route passes directly over it) as it provides a nice visual reference to fly onto.
By the half way point, two miles north east of Gainsbrough, I was back on track. Once overhead Gainsbrough I left Humberside radar behind and changed over to Gamstson radio, the first time I have ever set a transponder to 7000 (a convenient VFR button auto selects it). I also took this opportunity to descend to 1500ft to ensure I didn’t inadvertently stray into Doncaster’s airspace; its CTA (Control Area) has a base of 2000ft.
One other aircraft in the pattern as we were arriving, thankfully that aircraft was on final long before I considered putting the flaps down so there would be no holding whilst it landed. Obeying the noise abatement on the way in to Gamston (wouldn’t want to upset the locals) I called final approach and landed, I was a little slow at one point in the approach so lowering the nose and applying some power corrected that, rate of descent with the throttle, speed with the elevators. The slightly crosswind landing went well, despite the eddy currents from the trees on the right doing their best to cause me problems and I was soon parked up on the apron. With the £15 landing fee paid and a quick natter with the friendly people at Gamston we headed back to P-J for a quick pre flight check and to plot the return route.
We were soon in the air again, and extending the climb out slightly to avoid overflying Elkesley before turning right and then right again (right hand pattern). I picked up the route track, again using the West Burton power station as my initial steer point, as it brings me nicely back on track. The wind was giving us a push back to Humberside and as our ground speed was fairly high because of that I could climb straight to 2000ft with no risk of an incursion into Doncaster’s CTA. Over Gainsbrough I contacted Humberside Radar for a basic service, set the transponder to the code they gave me and tracked back towards Brigg, the Brigg power station providing a convenient reference point on the horizon and being directly under the track. This time I managed to maintain a nice straight track all the way back, I was rather pleased with myself.
With the route completed I descended to 1500ft at the northern side of Brigg (tracking towards Elsham) and contacted Humberside radar to let them know I wanted to land. A normal right base entry and approach, given the headwind I was instructed by John to use no more than 10 degrees of flap, a nice landing considering the developing blustery conditions. Had the weather been good John would have sent me on my way to do the trip solo this afternoon, sadly that will have to wait until next week (as long as the weather is happy to let me that is).
After two weeks of no flying a break in the weather this morning meant that I could get Navigation exercise four completed. My first land away at another airport, this one dual with John my instructor aboard, the flight was to take me to Retford (Gamston) Airport in Nottinghamshire. Flight planning was the same as any other; calculate the heading to fly on based on the desired track, taking into account wind drift and magnetic variation.
The route it down to Gamston would begin overhead Brigg, as it is a convenient start point giving me time to get levelled off and trimmed out after climbing to 2000ft. After working out the route using my trusty ARC-1 flight computer, John phoned Gamston to make sure that the airport was open, then the tower to book out. We headed out to P-J, where normal pre-flight checks were completed and we were away. I turned to the right as instructed by ATC and began my climb to 2000ft, the normal hand over from tower to radar occurred at around 1,500ft. Shortly I had a few minutes cruise before and it was time to turn onto the route heading.
I start the stop watch, note down the route start time and add the calculated time on that leg to get an expected time of arrival (in this case 25 minutes). At this point I will point out that it is always good airmanship to do a FREDA check – I didn’t and John let me get on with it just to demonstrate what can happen (see a few sentences further on). Conveniently a railway line parallels our track for most of the route, it swings out further to the west to go around and then into Gainsbrough at the half way point. Hibaldstow was active with parachutists and Skydivers today so I had to make sure that I remained away from their airspace, being slightly to the left of track this meant altering heading momentarily so that I kept a safe distance. Kirton-In-Lindsey was my 1/4 distance check, I was on time but about 5 degrees off my desired track by this point. Wondering why we were off track John advised me to check the DI with the compass – it was out. Hence why I was off course by five degrees, FREDA checks completed, I corrected the heading and steered the aircraft back onto track. I was using the West Burton power station as a steer point (the route passes directly over it) as it provides a nice visual reference to fly onto.
By the half way point, two miles north east of Gainsbrough, I was back on track. Once overhead Gainsbrough I left Humberside radar behind and changed over to Gamstson radio, the first time I have ever set a transponder to 7000 (a convenient VFR button auto selects it). I also took this opportunity to descend to 1500ft to ensure I didn’t inadvertently stray into Doncaster’s airspace; its CTA (Control Area) has a base of 2000ft.
One other aircraft in the pattern as we were arriving, thankfully that aircraft was on final long before I considered putting the flaps down so there would be no holding whilst it landed. Obeying the noise abatement on the way in to Gamston (wouldn’t want to upset the locals) I called final approach and landed, I was a little slow at one point in the approach so lowering the nose and applying some power corrected that, rate of descent with the throttle, speed with the elevators. The slightly crosswind landing went well, despite the eddy currents from the trees on the right doing their best to cause me problems and I was soon parked up on the apron. With the £15 landing fee paid and a quick natter with the friendly people at Gamston we headed back to P-J for a quick pre flight check and to plot the return route.
We were soon in the air again, and extending the climb out slightly to avoid overflying Elkesley before turning right and then right again (right hand pattern). I picked up the route track, again using the West Burton power station as my initial steer point, as it brings me nicely back on track. The wind was giving us a push back to Humberside and as our ground speed was fairly high because of that I could climb straight to 2000ft with no risk of an incursion into Doncaster’s CTA. Over Gainsbrough I contacted Humberside Radar for a basic service, set the transponder to the code they gave me and tracked back towards Brigg, the Brigg power station providing a convenient reference point on the horizon and being directly under the track. This time I managed to maintain a nice straight track all the way back, I was rather pleased with myself.
With the route completed I descended to 1500ft at the northern side of Brigg (tracking towards Elsham) and contacted Humberside radar to let them know I wanted to land. A normal right base entry and approach, given the headwind I was instructed by John to use no more than 10 degrees of flap, a nice landing considering the developing blustery conditions. Had the weather been good John would have sent me on my way to do the trip solo this afternoon, sadly that will have to wait until next week (as long as the weather is happy to let me that is).
Flying Lesson 32: Cross Country Navigation 5. 18th of December 2015.
Yet again the weather was kind to me and I was able to go flying. This lesson was a repeat of the last one; Humberside to Gamston (via Brigg) and back, only this time I was doing it solo, my first ever solo land away at another airport. As before flight planning was done at the flying club (any alterations to the return leg due to weather changes would be made at Gamston), as before calculate the heading to fly on based on the desired track, taking into account wind drift and magnetic variation. I called the tower and booked out for a land away before heading out to the aircraft.
As this was the first flight of the day for PJ I complete the full A-checks before getting going, the windscreen needs a wipe over as it is covered in morning dew. The morning dew and probably the remainder of last night’s rain on the ailerons; mostly down my sleeves...never mind, time to get going. I take a quick photo before I board the aircraft with the flaps still down at 40 degrees and the door open.
Internal checks complete, three good shots of fuel into the manifold from the primer and PJ bursts into life, settling into her usual smooth idle, I pull the cabin heat on so it gets to work on the windscreen (the heater takes its heat from the exhaust manifold so its instantly warm and takes no heat from the engine whilst it warms up). I occasionally pull the carb heat whilst she is warming up to prevent carb icing. With the engine warmed and the pre-taxy checks complete, I get the ATIS information and call the tower for taxi clearance. I am soon on my way to holding point bravo where I perform the pre-take off power checks and vital actions checks required before take-off. With those checks complete I call ready for departure.
Take off clearance given I taxy to the runway and line up on the centre line. A quick pull on the carb heat to make sure the carb is clear of ice, transponder on mode charlie (transmitting altitude information), directional indicator aligned with the compass. Heels on the floor toes on the rudder pedals, full power, hold her straight as she begins to accelerate, air speed alive (indicating an airspeed and accelerating) temps and pressures (Ts & Ps) good and in the green, speed 55 knots, rotate (raise the nose). The wheels come off the ground, hold the nose down as she accelerates in ground effect and ease her into a climb. Trim for 65 knots, around 500 feet per minute and right turn out away from the runway at 500ft.
The turbulence begins to clear as I climb past 1000ft towards my target altitude of 2000ft, I weave every 500ft I climb to check for traffic under the nose. I get warned of an incoming Cessna 150, a few hundred feet above me, I eventually catch sight of him as he passes by my starboard (right) side a fair distance away.
As before the route down to Gamston would begin overhead Brigg town centre. I’m north east of Brigg at this point level at 2000ft, given the wind gusts I’ll keep a close eye on my altitude as its going to want to go up and down a little as well as push me off course. I turn onto the required heading and fly towards Brigg, I complete the FREDA check (see previous posts) and as soon as I am overhead the town centre I re-set the stop watch. Hibaldstow is not active today but I am clear of it by a good couple of miles anyway, still nice to be told that nothing is going on.
Kirton-In-Lindsey was my 1/4 distance check, I was slightly behind my estimated time (one and a half minutes), the wind was due to pick up through the morning. Make a note and continue (on a longer flight fuel burn against a headwind would be a serious consideration). Again I was using the West Burton power station as a steer point. I was three minutes behind at the halfway point, consistent with the minute and a half behind at the quarter distance point. Overhead Gainsbrough I swapped over to Gamston radio and got in touch for joining instructions. I hit the VFR button on the transponder setting it automatically to the general conspicuity code of 7000 and descend to 1,500ft so that I don’t risk entering Doncaster’s CTA.
The wind was directly up and down the runway at Gamston which incidentally was quite busy today but my arrival seemed nicely timed and I got in before an aircraft doing circuits called downwind. I went in with 10 degrees of flap rather than 20 as the headwind was over 10 knots avoiding the hamlet that is under the approach path into runway two one for noise abatement. A nice bounce free landing following me parking in roughly the same place as I did last week, the landing fee paid at the tower (£15, no Christmas specials
) and I was ready to get going again.
Same drill as always; transit check to ensure nothing has fallen off, start up and taxy to the holding point for power checks and vital action checks. With the traffic that was around earlier either on the ground or away from the airfield I could back track and depart from runway two one with no delays.
I extended the climb out before turning crosswind to avoid overflying Elkesley and then right downwind whilst climbing before turning onto heading. I re-set the stop watch and make a note of the start time and estimated arrival time on my nav plog. FREDA check completed and keeping the West Burton power station to the right of the nose I leave the circuit. The flight back to Humberside was going to be quick due to the strong tail wind. Once I was level with West Burton power station I throttled up and climbed to 2000ft, as I was going to be well clear of the Doncaster CTA, no risk of an incursion into their airspace and the subsequent telling off from the CAA.
I called into Humberside radar overhead Gainsbrough for a basic service, set the transponder to the code they gave me and tracked back towards Brigg. On the approach to brigg a small cloud bank in front of me forced an earlier than planned descent to get below it, it was such a small bank of cloud that by the time I had established my base leg I’d passed under it. I decided to go for a flapless approach and landing, and it went really nicely, on the numbers and on the centreline, no bounce - lovely. I parked the aircraft on the Southern apron at the behest of air traffic as the fuel tanker was on its way.
The next flight (looking at the 7 day forecast will be after Christmas and the new-year) will be my dual cross country. I may do a separate post about planning that one as it is a long flight.
I find it incredible how far I have come with my flying, from that first trial flight through to that sweaty palmed first solo circuit and now my first solo land away, coupled with the completion of the theory study (as far as the exams are concerned anyway), it is a great feeling.
PJ, parked just after the A Checks.
PJ, parked after transit checks at Gamston.
Yet again the weather was kind to me and I was able to go flying. This lesson was a repeat of the last one; Humberside to Gamston (via Brigg) and back, only this time I was doing it solo, my first ever solo land away at another airport. As before flight planning was done at the flying club (any alterations to the return leg due to weather changes would be made at Gamston), as before calculate the heading to fly on based on the desired track, taking into account wind drift and magnetic variation. I called the tower and booked out for a land away before heading out to the aircraft.
As this was the first flight of the day for PJ I complete the full A-checks before getting going, the windscreen needs a wipe over as it is covered in morning dew. The morning dew and probably the remainder of last night’s rain on the ailerons; mostly down my sleeves...never mind, time to get going. I take a quick photo before I board the aircraft with the flaps still down at 40 degrees and the door open.
Internal checks complete, three good shots of fuel into the manifold from the primer and PJ bursts into life, settling into her usual smooth idle, I pull the cabin heat on so it gets to work on the windscreen (the heater takes its heat from the exhaust manifold so its instantly warm and takes no heat from the engine whilst it warms up). I occasionally pull the carb heat whilst she is warming up to prevent carb icing. With the engine warmed and the pre-taxy checks complete, I get the ATIS information and call the tower for taxi clearance. I am soon on my way to holding point bravo where I perform the pre-take off power checks and vital actions checks required before take-off. With those checks complete I call ready for departure.
Take off clearance given I taxy to the runway and line up on the centre line. A quick pull on the carb heat to make sure the carb is clear of ice, transponder on mode charlie (transmitting altitude information), directional indicator aligned with the compass. Heels on the floor toes on the rudder pedals, full power, hold her straight as she begins to accelerate, air speed alive (indicating an airspeed and accelerating) temps and pressures (Ts & Ps) good and in the green, speed 55 knots, rotate (raise the nose). The wheels come off the ground, hold the nose down as she accelerates in ground effect and ease her into a climb. Trim for 65 knots, around 500 feet per minute and right turn out away from the runway at 500ft.
The turbulence begins to clear as I climb past 1000ft towards my target altitude of 2000ft, I weave every 500ft I climb to check for traffic under the nose. I get warned of an incoming Cessna 150, a few hundred feet above me, I eventually catch sight of him as he passes by my starboard (right) side a fair distance away.
As before the route down to Gamston would begin overhead Brigg town centre. I’m north east of Brigg at this point level at 2000ft, given the wind gusts I’ll keep a close eye on my altitude as its going to want to go up and down a little as well as push me off course. I turn onto the required heading and fly towards Brigg, I complete the FREDA check (see previous posts) and as soon as I am overhead the town centre I re-set the stop watch. Hibaldstow is not active today but I am clear of it by a good couple of miles anyway, still nice to be told that nothing is going on.
Kirton-In-Lindsey was my 1/4 distance check, I was slightly behind my estimated time (one and a half minutes), the wind was due to pick up through the morning. Make a note and continue (on a longer flight fuel burn against a headwind would be a serious consideration). Again I was using the West Burton power station as a steer point. I was three minutes behind at the halfway point, consistent with the minute and a half behind at the quarter distance point. Overhead Gainsbrough I swapped over to Gamston radio and got in touch for joining instructions. I hit the VFR button on the transponder setting it automatically to the general conspicuity code of 7000 and descend to 1,500ft so that I don’t risk entering Doncaster’s CTA.
The wind was directly up and down the runway at Gamston which incidentally was quite busy today but my arrival seemed nicely timed and I got in before an aircraft doing circuits called downwind. I went in with 10 degrees of flap rather than 20 as the headwind was over 10 knots avoiding the hamlet that is under the approach path into runway two one for noise abatement. A nice bounce free landing following me parking in roughly the same place as I did last week, the landing fee paid at the tower (£15, no Christmas specials
) and I was ready to get going again.Same drill as always; transit check to ensure nothing has fallen off, start up and taxy to the holding point for power checks and vital action checks. With the traffic that was around earlier either on the ground or away from the airfield I could back track and depart from runway two one with no delays.
I extended the climb out before turning crosswind to avoid overflying Elkesley and then right downwind whilst climbing before turning onto heading. I re-set the stop watch and make a note of the start time and estimated arrival time on my nav plog. FREDA check completed and keeping the West Burton power station to the right of the nose I leave the circuit. The flight back to Humberside was going to be quick due to the strong tail wind. Once I was level with West Burton power station I throttled up and climbed to 2000ft, as I was going to be well clear of the Doncaster CTA, no risk of an incursion into their airspace and the subsequent telling off from the CAA.
I called into Humberside radar overhead Gainsbrough for a basic service, set the transponder to the code they gave me and tracked back towards Brigg. On the approach to brigg a small cloud bank in front of me forced an earlier than planned descent to get below it, it was such a small bank of cloud that by the time I had established my base leg I’d passed under it. I decided to go for a flapless approach and landing, and it went really nicely, on the numbers and on the centreline, no bounce - lovely. I parked the aircraft on the Southern apron at the behest of air traffic as the fuel tanker was on its way.
The next flight (looking at the 7 day forecast will be after Christmas and the new-year) will be my dual cross country. I may do a separate post about planning that one as it is a long flight.
I find it incredible how far I have come with my flying, from that first trial flight through to that sweaty palmed first solo circuit and now my first solo land away, coupled with the completion of the theory study (as far as the exams are concerned anyway), it is a great feeling.
PJ, parked just after the A Checks.
PJ, parked after transit checks at Gamston.
You're making fantastic progress and I enjoy reading the detail in this thread. It sounds like your instruction is even more thorough than mine was, which is great as it'll leave you feeling much more confident once you've passed. I haven't been able to fly much since passing in the summer - I think only 4 times since, mainly due to poor weather conditions. I've got an unplanned chunk of time off at the moment as well when I ought to be up there practicing my Nav and radio work but no chance with the current forecast 
The first solo land-away is a brilliant experience isn't it? I had to abort my first go due to changing weather, but made it second time (to Compton Abbas which was my first time ever going there!). So soon you'll be doing your qualifying cross-country, then the skills tests! Mine all happened very quickly once the QXC was completed.
Keep going and let us know how you're getting on, it's a great read.
The first solo land-away is a brilliant experience isn't it? I had to abort my first go due to changing weather, but made it second time (to Compton Abbas which was my first time ever going there!). So soon you'll be doing your qualifying cross-country, then the skills tests! Mine all happened very quickly once the QXC was completed.
Keep going and let us know how you're getting on, it's a great read.
Grubbster said:
You're making fantastic progress and I enjoy reading the detail in this thread. It sounds like your instruction is even more thorough than mine was, which is great as it'll leave you feeling much more confident once you've passed. I haven't been able to fly much since passing in the summer - I think only 4 times since, mainly due to poor weather conditions. I've got an unplanned chunk of time off at the moment as well when I ought to be up there practicing my Nav and radio work but no chance with the current forecast
The first solo land-away is a brilliant experience isn't it? I had to abort my first go due to changing weather, but made it second time (to Compton Abbas which was my first time ever going there!). So soon you'll be doing your qualifying cross-country, then the skills tests! Mine all happened very quickly once the QXC was completed.
Keep going and let us know how you're getting on, it's a great read.
Thanks The first solo land-away is a brilliant experience isn't it? I had to abort my first go due to changing weather, but made it second time (to Compton Abbas which was my first time ever going there!). So soon you'll be doing your qualifying cross-country, then the skills tests! Mine all happened very quickly once the QXC was completed.
Keep going and let us know how you're getting on, it's a great read.
If there is one thing that John is, it is very thorough. I'd recommend him to anybody in the area wanting to learn to fly. I have been lucky with the weather of late though I have only had eight lessons since the aircraft came back from its extended annual so I feel your pain. I am keeping up with my X-Plane 10 flight simulator which is useful for practising procedures, check lists, flight planning and basic navigation stuffIt certainly is, it felt great to have completed that land away, I cannot believe how far I have come so quickly. I think my QXC will be into next year now as the weather is looking like it will be poor for the next couple of weeks.
Flying Lesson 33: Low Level Unplanned Diversions. 21st of December 2015.
As the weather was going to be rather unpleasant later in the day the planned long cross country was cancelled. However, we did have a weather window during the morning so the lesson that normally fits in-between the dual cross country and the solo qualifying cross country was the ideal candidate for today. The plan was simple; take off from Humberside (the wind though strong and quite gusty was directly in line with the runway) climb to 600ft MSL (above sea level) and track to North Moor, John would give me directions from there.
A checks complete I taxy us to holding point bravo on runway two one for the pre-take off power and vital actions checks. Those complete, the KLM flight on its way back to Amsterdam, and an arriving Cessna 172 off the runway we are cleared for take-off, the wind gusts make themselves known as we climb away from the airfield, as normal we turn out from the airfield at 500ft MSL onto heading and then level off at 600ft. The half way point is just to the west of Brigg, knowing that I can estimate the time it will take to get overhead North Moor. Just before we get to North Moor John takes the map and marks on the next waypoint; Hemswell. The M180 is a good line to follow as it runs straight past North Moor. The aircraft is bouncing around a bit in the low level winds, still the Cessna 150 handles it well, I just have to remember not to reply to every lump and bump with a control input.
Looking at the map I turn onto an approximate heading and hit the stop watch. I now measure the heading a little more accurately on the map (I have a small plotter – useful thing) and work out the heading, as the wind is 45 degrees to the nose I use half of the calculated drift angle and then add two degrees for the magnetic variation (if the wind is directly side on we use all of it). A half way mark on the plot line is used to work out time to Hemswell. Once over Hemswell (former RAF base, though none of the runways are there now the buildings and Hangars remain) the stop watch is re-set and I steer towards the next waypoint; Market Raisen racecourse.
The wind side on this time so the full calculated drift value is used plus two degrees for the magnetic variation, the flight to Market Raisen is uneventful, though I have to use the carb heat quite a bit to keep the engine running smoothly. I start to climb as we near our next steer point as there is high ground east of Market Raisen; and I don’t quite fancy clipping the trees on it. John marks the next place on the map, Waltham, former RAF Waltham the half way point being clear on this leg, former RAF Binbrook*, half the wind drift plus two degrees, Waltham is almost devoid of buildings and I actually miss it initially, a 180 degree turn and there it is on the nose.
The next steer point is Humberside Airport; full wind drift angle, plus two degrees and steer for home (back down at 600ft as the high ground is south of us). I soon pick out the quarry near to the airport (and then the Elsham Wolds mast) and hold that as a steer point. I inform Humberside Radar of my intentions and I take us back for a left base entry to runway two zero. Back on the tower frequency I am cleared to land, though given the headwind I use no flap and carry a bit of excess speed (the runway is long enough) and fly a cruise descent all the way down, she floats a bit and a bounce (my first one for a while) before touching down.
As the weather was going to be rather unpleasant later in the day the planned long cross country was cancelled. However, we did have a weather window during the morning so the lesson that normally fits in-between the dual cross country and the solo qualifying cross country was the ideal candidate for today. The plan was simple; take off from Humberside (the wind though strong and quite gusty was directly in line with the runway) climb to 600ft MSL (above sea level) and track to North Moor, John would give me directions from there.
A checks complete I taxy us to holding point bravo on runway two one for the pre-take off power and vital actions checks. Those complete, the KLM flight on its way back to Amsterdam, and an arriving Cessna 172 off the runway we are cleared for take-off, the wind gusts make themselves known as we climb away from the airfield, as normal we turn out from the airfield at 500ft MSL onto heading and then level off at 600ft. The half way point is just to the west of Brigg, knowing that I can estimate the time it will take to get overhead North Moor. Just before we get to North Moor John takes the map and marks on the next waypoint; Hemswell. The M180 is a good line to follow as it runs straight past North Moor. The aircraft is bouncing around a bit in the low level winds, still the Cessna 150 handles it well, I just have to remember not to reply to every lump and bump with a control input.
Looking at the map I turn onto an approximate heading and hit the stop watch. I now measure the heading a little more accurately on the map (I have a small plotter – useful thing) and work out the heading, as the wind is 45 degrees to the nose I use half of the calculated drift angle and then add two degrees for the magnetic variation (if the wind is directly side on we use all of it). A half way mark on the plot line is used to work out time to Hemswell. Once over Hemswell (former RAF base, though none of the runways are there now the buildings and Hangars remain) the stop watch is re-set and I steer towards the next waypoint; Market Raisen racecourse.
The wind side on this time so the full calculated drift value is used plus two degrees for the magnetic variation, the flight to Market Raisen is uneventful, though I have to use the carb heat quite a bit to keep the engine running smoothly. I start to climb as we near our next steer point as there is high ground east of Market Raisen; and I don’t quite fancy clipping the trees on it. John marks the next place on the map, Waltham, former RAF Waltham the half way point being clear on this leg, former RAF Binbrook*, half the wind drift plus two degrees, Waltham is almost devoid of buildings and I actually miss it initially, a 180 degree turn and there it is on the nose.
The next steer point is Humberside Airport; full wind drift angle, plus two degrees and steer for home (back down at 600ft as the high ground is south of us). I soon pick out the quarry near to the airport (and then the Elsham Wolds mast) and hold that as a steer point. I inform Humberside Radar of my intentions and I take us back for a left base entry to runway two zero. Back on the tower frequency I am cleared to land, though given the headwind I use no flap and carry a bit of excess speed (the runway is long enough) and fly a cruise descent all the way down, she floats a bit and a bounce (my first one for a while) before touching down.
- It is truly fascinating as to just how many former RAF bases (mostly bomber command) are in Lincolnshire and Yorkshire.
There might be a gap in the poor weather tomorrow morning so I've booked a plane at my club (Phoenix Aviation at Lee on Solent) to bash out an hour of circuits. In our club there is a rule that if you don't fly for 4 weeks then your next flight has to be a check-out with an instructor and tomorrow is my 27th day since my last flight (which was also a check-out with an instructor!) so I'd like to extend another 4 weeks. Due to the rubbish weather we've been having down here I think most of the club members are now in need of a check-out flight.
Grubbster said:
There might be a gap in the poor weather tomorrow morning so I've booked a plane at my club (Phoenix Aviation at Lee on Solent) to bash out an hour of circuits. In our club there is a rule that if you don't fly for 4 weeks then your next flight has to be a check-out with an instructor and tomorrow is my 27th day since my last flight (which was also a check-out with an instructor!) so I'd like to extend another 4 weeks. Due to the rubbish weather we've been having down here I think most of the club members are now in need of a check-out flight.
I always knew this part of the year was going to be a pain in the backside for weather, I was hoping for a few nice crisp winters days, sadly not it seems, still there are two more months of winter yet...I managed to get up for 3 circuits today, so at least I've maintained my currency! I was going to do a bit more but I decided to share the plane with someone else who needed to fly for the same reason - he'd booked a different plane but it hadn't been delivered back from maintenance so I though the right thing to do was to offer the share.
Grubbster said:
I managed to get up for 3 circuits today, so at least I've maintained my currency! I was going to do a bit more but I decided to share the plane with someone else who needed to fly for the same reason - he'd booked a different plane but it hadn't been delivered back from maintenance so I though the right thing to do was to offer the share.
Yeah I'd agree; at this time of year everybody wants hours to stay current and as much as it might be nice to do some circuits and then do a bit of flying in the local area or off to another airfield its the gentlemanly thing to do.Grubbster said:
Another break in the rubbish weather today so I booked a plane for an hour and just did a load of circuits - concentrating on my landings which are getting a whole lot smoother now. Practice does pay off!
Good news My next lesson is the 15th of January (weather permitting) for the dual long cross country (the first week of Jan is totally booked up by another student - who I am guessing is at the same phase of training as me).
There have been a couple of days this week where if I already had my PPL and had my own aircraft I would have been making the most of the unseasonally good weather.
I never did a dual long cross country! I just got an early morning call one Saturday to say that if I wanted to do my qualifying cross country that I needed to get to the airfield straight away as a plane was available! I shot over and planned a route for the double land-away (one airfield I hadn't been to before and the other I'd visited once previously on my first solo land-away). It went OK, no drama but plenty of nervous excitement! Looking back at my log I did 6 accompanied land-aways in total, then 1 solo, then my QXC
Edit to add - first solo land-away 11th Jul, QXC 18th July, mock test 8th Aug, skills and nav tests 9th Aug. It all went very quickly in July/August!
Edit to add - first solo land-away 11th Jul, QXC 18th July, mock test 8th Aug, skills and nav tests 9th Aug. It all went very quickly in July/August!
Edited by Grubbster on Wednesday 30th December 09:39
Grubbster said:
I never did a dual long cross country! I just got an early morning call one Saturday to say that if I wanted to do my qualifying cross country that I needed to get to the airfield straight away as a plane was available! I shot over and planned a route for the double land-away (one airfield I hadn't been to before and the other I'd visited once previously on my first solo land-away). It went OK, no drama but plenty of nervous excitement! Looking back at my log I did 6 accompanied land-aways in total, then 1 solo, then my QXC
Edit to add - first solo land-away 11th Jul, QXC 18th July, mock test 8th Aug, skills and nav tests 9th Aug. It all went very quickly in July/August!
I think mine will go quickly if I get the weather window, its just getting over the QXC hump that requires a large area of the country to have good weather.Edit to add - first solo land-away 11th Jul, QXC 18th July, mock test 8th Aug, skills and nav tests 9th Aug. It all went very quickly in July/August!
Edited by Grubbster on Wednesday 30th December 09:39
I'm not sure how I will feel when I do the QXC myself, I wasn't nervous at all doing the land away to Gamston, I just got on with it and enjoyed every minute of it.
Gassing Station | Boats, Planes & Trains | Top of Page | What's New | My Stuff