Skills Test

The day of my skills test arrived at the beginning of August. I did a mock with Harry the day before which I was pretty pleased with and which Harry thought was of good enough standard to pass. Good news!

My actual skills test was with Steve which I wasn't unhappy about. The day before he gave me a route - Blackbushe - Thame (not the gliding site!) - Swindon - Blackbushe which on the morning I duly plotted out and did the wind calculations as I'd done so many times. I actually enjoy this bit! The route I chose took me through the Benson MATZ because of a gliding competition to the North - I've not done that before but after a little fret and a quick look on the forums it was actually very simple - call them! The morning was cloudy with a front passing through and it really didn't look promising, with the TAF and METAR being pretty poor. But the day got brighter and brighter as it went on and frankly it couldn't have been much better.  The TAF still forecast doom but it was looking increasingly incorrect

When I got to Blackbushe I pre flight checked and fuelled Alpha-November. Steve then sat me in the briefing room and went through my plan asking about planning, weather, the aircraft, fuel, take-off distances and so on. I'm not sure I had perfect answers for everything but he seemed happy. I'd planned to call Farnborough North but he pointed out I'd only talk to them very briefly - so my new plan was to  change straight to Benson Zone. In what seemed like no time we were off. I ran though everything slowly by the check list and had him test the brakes as Barrie suggested. The checks, take-off and departure were pretty good. Farnborough wasn't too busy so that was straightforward too. Visibility was excellent and various way points stood out very well, though I seemed to be off course by a good mark. I corrected and carried on. Shortly after Henley Farnborough pretty much handed me off to Benson. There was a little hiccup getting zone transit - I didn't hear them give permission but Steve said they did so I turned on course through the Norther stub. A couple of minutes later they called back and gave permission to enter. Again I found myself a good chunk off course and corrected. I assumed the wind was stronger than forecast. Away from Benson I called Brize Radar - another first.

Just North of Wantage Steve diverted me towards the town and had me identify it and the old airfield at Grove. Over Wantage he asked me to plan a diversion to Popham. I felt that went pretty well but once again I found myself a good chunk off course and corrected using visual references like Newbury and Greenham Common. I ended up a good way East of Popham but I found it without too much hassle. Again I was off course even after my corrections.

It was then into the General Handling section with steep turns, the various stalls, spiral dive recovery and the dreaded PFL. All seemed pretty good apart from my field choice for PFL was poor - pylons, a big hill and the checks and shutdown. We also did an instrument straight and level followed by a 180º turn.

After what seemed like no time we were heading for Blackbushe with a swift position check using VOR and a talk through radio failure using the checklist.

Finally back at Blackbushe a touch and go, flawless touch and go and a glide approach which weren't my best, the glide landing was particularly flat. One final test was an aborted take-off for which we taxied back to Alpha. We paused on the runway while Steve checked the DI and compass against a known heading - the runway. It turns out the compass was out by 15º - no wonder my navigation had been so inaccurate. A yet another valid lesson I seem to have missed. Anyway started the take off - 'Engine running rough', put on the brakes and that was that - taxi back to Blueplane.

On the taxi back Steve told me it was a pass, but what he called a PWB - pass with bollocking. Essentially safe but a number of items to talk though.

1. Start up - close the air conditioning controls since they open a gap to the engine - bad should there be a fire. (new lesson!)
2. I should look further ahead on my map reading - rather than saying where we were it would be better to point out what was next. Not sure I entirely agree since I knew what was next its just he'd asked where we were.
3. Individually check the brakes first - a hard brake with only one working would result in a sharp turn.
4. Keep my climb rate to 75 - seems I wasn't very accurate there.
5. When repeating back to Farnborough LARS I should also repeat Basic Service - it forms a contract between us an I should be acknowledging that.
6. The DI and Compass checks should be done with all nav equipment and radios turned on since they affect the compass and DI.

After 30 minutes of paperwork and some congratulations I was done - application form for my PPL completed and signed, log book verified and stamped. I'd certainly flown better the day before but on the day it was good enough.

The sun sets on Alpha-November after the event

A few days later I popped it all down to the CAA desk at Gatwick. Just waiting for my license and log book back now. 

Hello, my name is Ian and I'm a pilot.