I took my ground exam and passed with 92%. I have flown through heavy rain, strong winds, heavy cross winds and feel so much better for the learnership. I know the training has helped to make me a much safer and better pilot. Here are some video i found on utube that help to explain some of the things i have had to master. Then put them all together to fly a standard instrument departure (SID), an enroute section in IMC conditions, through controlled airspace, do all the radio work, then descent from altitude, then go into a hold procedure, and then fly a Instrument arrival procedure (IAF) and land off it to minimums..wow….
IMC flying

1 year ago i was very dazed and confused. I like having options and yet i found myself at a dead end. Having spent many years working closely with Alan McGee (the driving force behind Oasis) at Creation, I was managing highly successful bands such as the Libertines. I experienced the roller-coaster ‘bona fide’ rock-and-roll lifestyle. When my time in the UK music industry ended i found my self looking for fresh possibilities and experiences. I always knew that i wanted to fly aeroplanes and it was important for me to finally pursue my dream. I knew that it would not be easy but i would find a way. 6 months ago, i was 1 plane ticket away from going to San Diego to fly with Martin Lloyd at Anglo-American Aviation International

Luck or something else gave me the chance to fly in the UK through the British Disabled Flying Association. I started my JAR PPL on April 14th from Lasham. Having started my training in Hampshire, I moved to Anglian Air Centre in Norwich where i did another 10hrs and eventually found an aeroplane with hand control and team of passionate instructors at Cranfield flight training where i completed the majority of my training.

During the last 24 hrs, i have been unsettled because i have been thinking about my General flight which was today, September 18th. Worry, mental strain and doubt about how i would do went round my mind. I have spent the last 6 month, 7 days a week completely engrossed with pilot training and learning about general aviation and in particular how a person with disabilities can participate in general aviation. In such a short period i have learnt a lot. I have had an unbelievable ammount of support from soo many people that i didn’t want to let anyone down, including me.

I arrived at Cranfield just before 2pm local, and the weather was sublime, a wonderful British autumnal day. The setting was just right for my flight test. I was fairly silent at the flying school, said little and took the cover of the plane, did the A check, got all the paperwork ready for the examiner to check and waited to be told where i would have to plan the flight for. At about 3pm, the flight ops man told me to plan a flight to Woolfox Lodge, “where” i said? Woolfox Lodge is just on the boundary of Cottesmore.

Once VFR flight plan was completed, i went through all my emergency drills, engine fire at altitude, cabin fire, engine fire after take off, brake failure – then i double checked all the radio freq i would need, i confirmed london information freq in case Cottesmore was closed. As the time got closer to the start of the test, i began to get more nervous. The examiner asked me if i was ready and gave me a kind smile as if to say ” cheer up lad”

Once on the parking Apron, i saw a twin diamand star blocking my PA28 from taxing which caused a few minutes delay before the ground crew moved it and i would start my checks. those words ‘clear prop’ and then the sputter of the prop. Got my information from ATIS, called the tower for taxi clearance and gently released brakes and taxied along A to A1 cross rwy18 for rwy21.

My navex would be to Woolfox lodge and i would start the leg from Olney VRP and my planned altitude was 2500ft. Aviate, Navigate and Communicate i said to myself as the wheels left the ground. After 5 minutes, i was on track and everything was looking good. the examiner asked me various questions which i answered correctly. Once i was cleared for matz crossing, i arrived at the turning point which was bang on the nose. Part 1 over and successful.

From woolfox, the examiner looked at my map and after 10 sec or so and said, “right, i would like to go to St Neots”. I could see roughly from the corner of my eye where he was pointing to when he had the map and after a few looks, i found it and it is a tiny place to divert to.

Wind was 350/10, and after a few minutes of working out a dead reckoning and mental calculations for cross wind and headwind element, i did a U- turn and made a heading change to 180 towards St Neots from 004, which would be 40nm away. As i crossed Wittering, my examiner told me some interesting history of the RAF and the bombers they used to keep there. Flew past Connington and i knew i was on track and my timing was good, which to be honest suprised me as i hate dead reckoning. Over Grantham water and i was feeling ok and knew that the destination for the diversion was straight ahead and i could see it on the nose as it has a railway line runing N-S.

At St Neots, we climbed to 4000ft where the rest of the flight test would be undertaken. this included, general handling, steep turns to the right and left at 45 degrees, recovery from full stall at the heavy buffet, practice force landings. Once they were completed, we flew to Stewartby VRP avoiding the Bedford danger zone, we overtook a Cessna which was doing a strange joining pattern. Once in the Cranfield circuit we flew a few circuits, made landings with flaps and without flaps and finally ended the session with a glide approach to land. Taxied and brakes on at 19.10 local. My brain felt dead, and my examiner told me that i had PASSED.

I did not know how to react. i was completely suprised and i had somehow got it into my head that i wouldn’t pass the skill test the first time. i felt very exhausted but very very happy. I did want to give the examiner a big hug to say thank you but thought that would not be the proper thing to do, so instead i shook his hand and sort of bowed.

I have my skill test report and i can’t believe that i have done. it is still sinking in. It is probably one of the greatest feeling i have ever had and i am lost for the right word to describe the feeling. The past 6 months have taught me a lot and has got the best out of me i feel. the ups and downs, the challenges, the euphoria, the dilemas, the arguments, the stress, the annoyances, the nervous feeling before each written exam, making new friends, the interviews, discovering my own potential, leaning about compassion and integrity and the conflicts – it has all be worth it.

“You can do no great things, but only small things with great love” – Mother Teresa

My written exam results – All taken between May and August 2007.

Air Law and Procedure 75%
Meteorology 80%
Human Performance and limitations 100%
Aircraft General and principles of flight 86%
Flight planning and performance 84%
RT Theory 96%
Navigation 80%

Freedom in the Air.

Instead i did some ground school on Navigation and attempted the exam. I failed and got 70%. Fear not, having gone through the paper with the examiner i attempted paper 2 and it was with great joy that i felt when i was told that i passed and achieved 80%…This meant that i have completed all 7 ground exams after 4 months of PPL training. I have my RT practical to do and take the general flight test once all training is complete.

My PPL Exam results:

Air Law and Procedure    75%

Meteorology  80%

Human Performance and limitations 100%

Aircraft General and principles of flight 86%

Flight planning and performance 84%

RT Theory 96%

Navigation 80%

I knew that i would only have one sortie today and so i stayed at home for an extra, read up again and again my PPL confuser book and AFE questions and answers simplifier book – i like the AFE one more.

I arrived at Cranfield, had a cup of tea, then sat the paper. Post exam, i nervously waited whilst the paper was being marked. To distract me i chatted away to other students, but kept a beedy eye out for the examiner to come through and call me in.

Well, he came over and uttered the words, you PASSED and i got 96%…bloody hell. i use a pencil to mark my answer sheets and during the last 15mins i re read the paper i did and rubbed out some answers and thought that i shoud not have done, but in fact it IS GOOD AIRMANSHIP to not finish an exam until the full time has elasped and to correct answers if you think you should.

after this, i went to the cafe and had a sandwich and met sat with Simon who is a instructor and was also taught by David Coulson. Everyone i have met during my first week at Cranfield has said that am getting great training at the flying school with David and his team.

Summery of flying after Month 5:

35hrs flown – around Hampshire, Derbyshire, Norfolk and Bedfordshire – UK

Exams passed:

Air Law & Procedure 75%
Meteorology 80%
Human Performance and Limitation 100%
Aircraft General and Principles of Flight 86%
Flight Planning and Performance 85%
Radiotelephony Theory 96%

Next week i hope i can be ready to take RT practical and perhaps after a few hours of Navigation excercises i can be better prepared for the theory paper.

I PASSED MY 5TH EXAM and got 85%…I have now got RT theory and practical plus Navigation theory and FINAL general flight test to go. I may take RT theory before the end of the week.

http://www.arl.noaa.gov/ready/cmet.html

I have been talking with the chief flying instructor at Lasham and their manager and I am going to start gliding alongside my piston engine ppl training. I am doing the sam ground school and i reckon that as gliding is the purer form of aviation it can only help me to make better judgements and develop my general piloting skills. watch this space or i should say watch the sky above your heads.

It was air law and i felt ok afterwards. My ninja instructor came to meet with me before i went to the exam room and we talked about some areas which i had not got to grips with and sods law thos topics did not come up. BUT it was good to have them clarified and i even suprised Paul when i told about the importance of a working clock to keep the certificate of airworthiness valid as opposed to the importance of a working horizon indicator..you guys who are doing your air law studies and find this out yourself

this is yet another rubbish rubbish rubbish and more rubbish uk entry to the eurovision song contest – i hope they lose and Ireland win..