Weather looked to be perfect a couple of days ago, but visibility atrocious. Can’t see across our road ! Fingers crossed for next week. Might try and get the radiotelephony practical exam done, dreading that !
weather
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Lesson booked for today is no go
Thursday, February 4th, 2010Flight 40 – 28th January 2010 – 1210 – 1 hour 6 minutes – Total so far – 40 hours 46 mins
Thursday, January 28th, 2010It’s good to get back in the saddle. Was surprised how much I missed my helicopter lessons.
Thankfully, the weather was perfect for it. Nice cold temperatures meaning high performance from the engine, and good visibility, with no precipitation.
I had in mind what I wanted to get out of today’s lesson. I wanted to leave it thinking “Oh yes, I can still fly a helicopter” and I achieved that, so am happy.
I arrived at the flying school early (10am) for my 11am lesson. I had decided to take a couple of exams today, the last 2 theory ones. I did some last minute revision, but was surprised about how much I had remembered from previous revision. Scores on the doors :-
Human Performance – 95%
Radiotelephony – 93.33333%
Well pleased with that. All theory exams done, just the radiotelephony practical exam to do PLUS the helicopter equivalent of the driving test ! The end is in sight.
So, today’s helicopter was G-DOGI (Doggy as it’s affectionately known). It was in a hangar next to where the police helicopter operates from, so a bit of a trek in the cold to get to it.
The great thing was I got to fly it from there around to the flying school at no cost to me ! So, takeoff, some precision transitioning (or fast taxi at least) and then landing. Loved it.
The takeoff went “ok”, but then the initial hover showed my lack of experience for the last 3 months, but I was pleased at how quickly I got the knack again.
Once filled up, I started her up again or at least tried to. But it wouldn’t start AT ALL. Steve was booking us out, and I couldn’t work it what I was doing wrong. I knew it was something stupid, but just couldn’t figure it out ! I rang Steve and he said he’d be there shortly.
Well, before Steve returned I realised that the rotor brake was still on, and that was the cause of it not starting. It started fine without the brake on 
Once I’d started it and all the checks were done and I had the clearance, Steve returned and we headed off north. Past Morpeth, we did a vortex ring exercise. We were at about 2300 feet, and Steve asked me to enter a hover. Once in the hover, we entered vortex ring and then came out of it by gently increasing speed and powering away. Then onto the plateau where we did some autos, some quickstops, quite a bit of precision transitioning (fast low stuff, love it). We finished off with an auto to powered recovery into the hover. It went “ok”, but I could tell I was out of practice and Steve could too. But, I wasn’t disappointed, in fact, I was quite pleased that so much of his training was still in me.
I have a tendency when doing “autos to a hover just above the ground” to keep the nose high for too long, whereas I should be levelling out. I know why, but it’s only just dawned on me. At no point, am I thinking of landing it, and although we don’t ever land it (when practising an auto), I need to think and do everything as if I was going to land it. With that in my mind, I feel sure I’ll do it to Steve’s (and my) satisfaction next time. On the way back, we had a good catchup. Steve also slipped in a “small criticism”. Apparently, I’ve been hovering too low. Wasn’t aware of it, but he wants it about waist height for added safety, so I’ll work on that next time too.
So, all in all, a fruitful lesson. My helicopter head is nearly fully back on, more practice required.
I’ll try and get a lesson in next week (weather permitting).
I took video of both flights (PLUS atc), so all being well over the next couple of days, I’ll edit and upload that.
Lesson booked for Thursday
Tuesday, January 26th, 2010Well, time to start picking up where I left off before the bad weather. Fingers crossed, Thursday sees beautiful weather – looking good at the moment. 
Lessons booked for Tues/Wed/Thurs/Fri
Sunday, December 13th, 2009There’s got to be one day of good weather amongst those days, surely ?!
dp
Second Mock Tests Done
Monday, November 9th, 2009Human Factors 88%
Radiotelephony 86%
Now, just need some good weather and a day with no appointments to get my flying fix and some exams out of the way (hopefully!)
Back from a week in Rhodes
Thursday, October 22nd, 2009Great break. If heli lessons were in Rhodes, it would be a lesson a day.
Sadly, it’s British weather that is key. Next lesson booked for Wednesday when I’m hoping to do some exams too. Fingers crossed !
Fantastic Day’s Flying – Solo Qualifying Cross Country completed
Friday, October 9th, 2009Flight 37 – 8th October 2009 – 1210 – 42 minutes – Total so far – 38 hours 4 mins
Flight 38 – 8th October 2009 – 1335 – 1 hour 6 minutes – Total so far – 39 hours 10 mins
Flight 39 – 8th October 2009 – 1530 – 36 minutes – Total so far – 39 hours 40 mins
I had a lesson booked for 12.30pm today, but when I looked at the weather forecast, it was crying out to complete the solo qualifying cross country I have to do as part of the PPL(H).
When I did my PPL(A) 20+ years ago, I remember waiting MONTHS to get the weather fit for these solo flights, so I rang Scott to see if it would be possible and he rang back after checking the weather and it was GO GO GO !!!
I was in the flying school for 9.30am to plan the routes. Scott advised me the route to take and left me to work out all the headings/speeds/timings given the 290/20 spot winds at 2000′.
The legs involved were Newcastle to Durham Tees, Durham Tees to Carlisle and then Carlisle back to Newcastle. Weather was CAVOK with occasional FEW at 3000 feet.
I filmed all 3 flights and got ATC recorded for two of them (cocked up the first one), so hopefully I’ll sort the video tomorrow and get that posted to the interweb.
After planning the legs, Scott had a big checklist to go through which left me feeling very prepared for the whole flight.
He offered me a choice of aircraft. G-MAVI (old faithful) or G-DOGI (new helicopter). I opted for G-MAVI because I’m more familiar with it.
We filled her to the top with fuel and pushed her 1/2 a mile from the bowser (it felt like 1/2 mile) to Papa West helipad. I rang Carlisle and Durham Tees to get PPR (prior permission required), Scott booked me out and I was ready to go after checking her over.
It took me 10 minutes to get all the kit setup and get the flight in my head. Runway 25, LEFT hand turnout (for a change), flying over Newcastle City Centre, the Tyne Bridge, aiming for Testos roundabout. Unfortunately the GPS was unserviceable. I was half pleased about that as it’s a truer test of navigation, but it would have been nice to have it from a peace of mind perspective. Ironically, it actually came back to life for the last 8 miles of the 135 mile trip. Great !!!
I found the first leg the hardest. It’s a leg I’ve not flown before, and my heading didn’t take me to Testos roundabout, but to the Nissan Car Factory (near Sunderland). It didn’t matter, I knew where I was. I managed to find 3 or 4 indicators to show exactly where I was and in no time I was above Sedgefield racecourse. The R/T side of things took me from Newcastle Tower to Newcastle Radar, to Durham Radar and then Durham Tower. No problems at all with the R/T on this leg.
I was given a landing clearance at Durham Tees Airport to land north of the runway and at the same time, another aircraft was landing on the main runway 200 yards from me, which was fun
I was asked to park at Stand 9, and as I approached Stand 9, they asked me to reposition to the very corner of Stand 9 as another a/c was coming in. Fine by me
As I shut down the helicopter, a van came to pick me up and take me to the Tower. I went up and took this photo……You can just see G-MAVI in the background.
Here’s the view from G-MAVI….
On the solo qualifying cross country, the air traffic controller grades your airmanship and your landing. The results of the Durham ATC controller was …….
Airmanship :- Good
Landing :- Good
Wahey !
I was happy with that. I would have graded my first landing as an 8/10 and the approach was very good for my first landing at Durham Tees. I was well pleased (SO FAR!).
After a trip to the tower, the lady drove me to the passenger terminal where I paid the landing fee (£29). Ouch!
She then took me back to the helicopter and it was time for the next (and longest) leg of the trip. Scott had told me that this was the hardest leg from a navigation perspective, but because it was flying over the Durham area (where i live), it was the easiest for me. I’d tipped Karen (wife) off that I’d be flying over the house and I could see her waving from the front.
At Carlisle, things didn’t go quite so well. There was a LOT of fast jet activity around Spadeadam, so I stayed high (3000 feet). About 20 miles from Carlisle, I came down to 2000′. I kept Tower informed at all times about my position and altitude. When I got to about 15 miles out, I was asked to stay north of the 25 centreline as both circuits were in operation and I would be landing on the 19 threshold. I did just that , but for some reason I didn’t come down to circuit height (1000′) until about 2 miles out. So when I called in that I was 5 miles away at 2000 feet, they asked me to descend to NOT ABOVE 500 feet. Fine by me. I pretty much auto-rotated down to 500 feet, not wanting to conflict with the circuit traffic. All fine so far. The 19 threshold transition was spot on and I was asked to taxi to 1B, which I did. All hunky dorey (or so I thought).
Here’s MAVI with the control tower in the background…….
When I walked in to get my grading, the Air Traffic controller wanted to speak to me on the phone. GULP. He said I should have joined the circuit at 1000 feet and not 2000 feet. He was right of course. I apologised and explained why I’d done what I had done, but acknowledged that I SHOULD have joined at 1000 feet. I’m really not too sure why I stayed high for so long. I think I had a mental picture of a very busy Carlisle (which it was), with both right-hand and left-hand circuits in operation and in my head I was staying clear of it. Dumb really, because I have to get to the ground to land, but it was my bad and I’ve been kicking myself since yesterday about it.
This time, the Carlisle scores………
Airmanship :- Satisfactory
Landing :- Satisfactory
Well, I’m not very happy with that, but it’s enough for a pass. The landing was actually good (7/10), but I think I’d ticked him off. He WAS right about the airmanship score, that’s my bad !!
Anyway…..time for a bacon buttie and a cup of coffee. Whilst I was ordering my refreshments, I noticed that Prince Harry had flown in a few days earlier (probably in an RAF helicopter) and had signed the guest book…….
Here’s the picture of him in the guest book with the cafe ladies
The last leg from Carlisle to Newcastle went very fast, because of the 20 knot tailwind. It’s a leg I’ve flown a few times and the one time I didn’t need the GPS, it sprang back to life. Sod’s Law !
As I approached Newcastle, they were changing the runways from 25 to 07 and I was told to expect 07. The wind was coming directly from the north, so it was a cross-wind landing. I tried to get as much a northerly direction on my approach to minimise the cross-wind element. But, although it felt right, I wasn’t sure if there’s a certain way I should have approached, so I’ll need to check this with Scott next time.
All in all, a great day’s flying with a dp cockup which is still bugging me. I have to accept that I will make mistakes, but it bugs me that this was such a basic one. Heigh Ho !
Onwards and upwards.
Here’s MAVI back at Papa East Helipad at Newcastle…..
Video to follow when done (hopefully today, but not sure how to combine ATC comms with video clips at the moment).
