Flying Diary

18th May 2001
So I've finally booked a trial lesson. I've been talking incessantly for months about learning to fly a helicopter, and today I decided that I couldn't wait any longer, called East Midlands Helicopters (EMH), and booked myself an hour long trial lesson for tomorrow at midday. The weather forecast looks OK - not too sunny, but certainly doesn't look very windy or anything. And you wouldn't believe the smile that's been on my face all afternoon! I've also decided that it would be very interesting to keep a diary of events as I learn to fly. Here's hoping this will be the start of many entries then. There's at least one scheduled for tomorrow!

Hyperlink to each lesson

19th May 2001 Lesson 1 G-CHIS Costock-21
Wow! That was amazing!

Left home early, and decided to work out how far EMH is from my office... it's almost exactly five miles, or about 6 to 7 minutes driving time. How very useful! The weather was cloudy, but little or no wind, and no precipitation at all. I arrived at Costock at about 1150, my instructor was fuelling and checking the aircraft. So I was offered a coffee, and "forced" to pay up!!

The instructor returned from the airfield and gave a quick briefing on the use of the main three controls. The cyclic stick, collective lever and the pedals which all seemed fairly straightforward given my previous reading on the subject. Then we proceeded to the aircraft, on the way, he joked that a lot of people that come for the trial lesson, walk towards the Twin Squirrel expecting to fly it! Not so, it was the Robinson R-22 that we were to fly. He made some final checks and invited me to board. There's not a lot of room in an R-22 for a big bloke like me, I felt rather cramped.

My instructor started the engine, and we took off. We hovered for a moment, while he contacted East Midlands air traffic control for clearance to fly to Leicester Airfield. Then we ascended to about 2000ft and flew south. On the way, the instructor allowed me to take control of the cyclic in straight and level flight. I must have been doing fairly well, because when I glanced over, his hand was nowhere near the other cyclic control! We also performed a couple of turns. I was a bit surprised at how much the helicopter banks when making relatively shallow turns, something I need to get more used to. I'm also wondering if I should get my eyesight checked out again, because the instructor saw things way in advance of me. Perhaps he's just got a trained eye! One of the things I was a little nervous of to start with, was experiencing autorotation. The instructor said that we would autorotate onto the airfield, but with a powered recovery, so as not to touch the rather damp ground. He disengaged the rotors, and we were gliding. I was fully expecting to feel the rate of descent much more than I did. In fact, it was quite a pleasurable experience! Once down, he demonstrated hovering and handed over control of the pedals to me to maintain a heading. I noticed myself have a tendency to correct in the wrong direction - something that rather surprised me, I'm sure instincts will be trained in time, for now, I'll just have to think about it! Then I had a go with the collective, maintaining a height of a few feet above the ground - it's a very sensitive control, the collective. However, it's not as sensitive as the cyclic in a hover. It takes an incredibly fine touch to keep the craft in a stable hover, a touch that I'm yet to find. I didn't do very well at it. I think I have a tendency to panic and massively overcorrect, as the craft very quickly got out of my control. After a few attempts, gradually getting better each time, we moved on. The instructor showed me a 'rolling' takeoff; making the helicopter move along the ground before taking off, like a fixed wing plane! Then he allowed me to have another go with the pedals and collective simultaneously. Again I was getting a little muddled on which control to adjust to make the aircraft respond in a certain way, and also I found myself forgetting about one control while I concentrated on the other. I can't have been doing too badly, as I was invited to land the craft, which I did, very gently! Then I took off and did some more practice with collective and pedals at maintaining heading and height. After that, we headed back to Costock and I was controlling the cyclic again. En route, we carried out another autorotation, aiming for a small looking field, which we almost certainly would have made!

Back at Costock, I spent about half an hour chatting to my instructor and had a look at the other aircraft at EMH, the JetRanger and LongRanger were in the hangar. I also asked if I could take some photographs. I think I had pretty much already decided that I wanted to do it again; so booked the next lesson for Monday and I was presented with a logbook!
Flying time: 1.0 hours

21st May 2001 Lesson 2 G-NICH
The day started cloudy and rather overcast, which was disappointing as all the forecasts said it would be sunny! However, by about 1030 or so, the skies had cleared, and it was a wonderfully sunny day. I arrived at EMH at about 1120, and the instructor was out with another student. However, they returned shortly after 1135.

I was given a fairly detailed briefing about the controls and effects of the aircraft. Then we went out to the helicopter, and commenced an airworthiness check. We boarded the craft at about 1300, and continued through the checklist to start the engine. The instructor then took off, asked for clearance, and we headed south. I was given control of the cyclic and flew the helicopter for a while, making a couple of turns. Then I had control of the collective and pedals while my instructor explained manifold pressures required for ascent and descent at 60 knots. He called out some manifold pressures, and I adjusted the controls accordingly, whilst keeping the aircraft pretty much on the same heading! Contrary to my experience on Saturday, it requires a fair amount of movement on the collective to actually get any kind of decent ascent/descent. I guess being in a hover near the ground is very different. Then my instructor handed over the cyclic to me as well, and I was in full control of the aircraft! Wow! I flew a couple of turns, to headings as instructed. I felt quite happy and comfortable flying the aircraft, and I think my instructor was quite happy too, because he was humming along to a tune for a few moments!

On Saturday, as we were flying, I felt fairly lost, geographically, unable to recognise the precise area we were over. However, today, I recognised parts the road network, and was able to get a fair idea of exactly where we were most of the time. We headed back to Costock, and I flew the aircraft, pretty much until my instructor called for 'finals' at which point, he took over and landed.

I'm extremely happy, no, ecstatic, with my progress today - and I was also persuaded to buy a couple of books; "Aviation Law and Meteorology", and "The PPL Confuser". Bedtime reading.. hmm - I'm no good at that. Anyway, next lesson, Friday!
Flying time: 0.9 hours Total flying time: 1.9 hours

25th May 2001 Lesson 3 G-TINK
Once again, the day started cloudy and rather overcast. The last few days have been very warm and sunny! Once again though, the cloud had more or less cleared by the time of today's lesson.

I was given a briefing regarding attitude and power changes. How, when changing attitude, the horizon position changes on the screen; all seemed fairly logical and straightforward.

We took off in the re-registered R22 (nee G-NICH!) and flew north, for a change, past Keyworth and Nottingham Airfield, over Holme Pierrepont and to north and east of Nottingham. Whilst making attitude changes (to change speed), the helicopter had a tendency to "flapback"; to prevent this, it is necessary to keep forward pressure on the cyclic. I think I need more practice applying the correct amount of pressure, as the helicopter did seem to duck and dive all over the place! After that, I was practising power changes - both with governor on or off - whilst also keeping the aircraft in balance using the pedals.

I then flew back, via Nottingham Airfield, to Costock. My right hand was starting to ache when we landed, I guess that's the result of an hour of fairly intense work! My instructor also printed off an EMH "study guide" for me, so that I know what to expect now. Next lesson Tuesday morning.
Flying time: 1.0 hours Total flying time: 2.9 hours

30th May 2001 Lesson 4 G-TINK
EMH are very busy this week, so yesterday's lesson was postponed until today. Anyway, the day started clear and sunny, although the forecast was for cloud. I was also reading around the area of meteorology in my book, and decided to consult the Met Office's TAF and METAR report for East Midlands Airport. For once, I was able to understand it, and by looking out of the window, it more or less matched! It was however, quite a breezy day.

I was briefed about climbs and descents, and how different power settings give us different rates of climb at different airspeeds. There is of course, a particular point where a particular power setting, at a particular speed gives us level flight.

As last time, I worked through the start up checklist, and started the helicopter. My instructor took off, and we headed north past Nottingham Airfield again. I was really quite confident of our location for pretty much all of the flight - recognising Colwick, Gedling, Burton Joyce, Gunthorpe, Bingham, Radcliffe and of course, RAF Newton.

I felt as though I was flying for a good proportion of the time today, climbing, descending, changing speed and adjusting MAP accordingly. Lots of concentration is required on co-ordinating all three controls, it was really quite challenging to get everything right! However, I achieved a couple of climbs/descents with relative precision, and was quite chuffed. I do need lots more practice, as my speed was all over the place, consequently, the rate of ascent/descent wasn't exactly as desired!

Then, all too soon, the lesson was over and we headed back towards Costock, but orbited south of Nottingham for a few minutes whilst being held by East Midlands Approach. Once we had clearance, I flew more or less all the way back, with my instructor taking over, just before turning for finals.
Flying time: 1.1 hours Total flying time: 4.0 hours

1st June 2001 Lesson 5 G-TINK
Wind, rain, clouds at high and low level. A comparatively miserable day. However, I was at Costock as planned, and was given a short briefing - basically a recap of Wednesday's lesson. I was to do more straight and level, more climbing and descending. A quick check on the cloud base, slightly higher than we had guessed. After I started the aircraft, we took off, and flew north towards North and East of Nottingham again.

I felt a lot more comfortable and confident with the aircraft, and generally, I didn't think I did too badly today. It really does take a lot of concentration coordinating all three controls, and remembering all the things to do! On one occasion today, I forgot to pull full carb heat on a descent - my instructor prompted me by asking if I thought there was a lot of moisture in the air! Whilst we were flying around though, my instructor was generally quiet; when quizzed, he said that this was because everything was fine, and he was just sitting back enjoying the flight! I was also told that I should start calling out T&P checks, if not he would pull a circuit breaker to stop a particular instrument, and time how long it took me to notice!

Before returning to Costock, we autorotated onto Nottingham airfield to have a go at hovering. After my last attempt, I was particularly anxious, but decided that I needed to be relaxed. I had controls of the pedals first to maintain heading, then collective to maintain height, then both. Individually, each control is very straightforward. Together, it takes a little more thinking, much more practice needed; my instincts for direction seemed a little better, however, I was concentrating individually on the controls. I didn't think I was too bad at it anyway. Then, the biggie - the cyclic. I think the time that I've now spent flying the aircraft has helped me here - perhaps I wasn't so afraid of it? Or maybe just more experienced of how the aircraft feels. However, I think I did significantly better than the first attempt! To start with the whole aircraft was oscillating wildly again. On several occasions, my instructor eventually took control and stabilised the hover. By the end of shortish session, I could at least manage to keep the helicopter in roughly the same airfield, which I thought was extremely encouraging! I'm looking forward to much more time at practicing hovering, and I can't wait to crack it.

Once again, the lesson was almost over, we headed back to Costock. On leaving Nottingham airfield, we had climbed to 2,000 ft, when we called East Midlands approach for clearance, we were cleared to not above 1,000 ft, so we needed to lose 1,000 ft very quickly - I somewhat let the aircraft get very out of balance, and we yawed to the left, and my instructor said about the G-forces pushing him into the door! After we had descended, he stabilised the aircraft again, and I flew the remainder of the journey back to Costock, my instructor taking over for finals. I shut down the helicopter, and made a silly bet that I couldn't stop the rotors inline. Only 20p. But for the third time now, I've managed it, and lost 20p as a result. Damn!

My debriefing was particularly encouraging, as my instructor thought I'd done particularly well today. Generally overcoming my flapback problems, and getting more confident with the climbs and descents, although he said I still need to get more precision into it. Slightly surprised that the flight turned out to be 1.3 hours, I honestly don't notice the passage of time!
Flying time: 1.3 hours Total flying time: 5.3 hours

5th June 2001 Lesson 6 G-TINK
Autorotations today. Was briefed on how to do them - certainly masses to think about and lots to do all at once. We flew north towards the East of Nottingham again, and orbited the area around Radcliffe, and practising the autorotations over the disused airfield at what was RAF Newton. Of course recovering by 1000ft. I followed my instructor through on one, then had a go myself. It really is a lot to concentrate on, keeping the RPM within limits, the helicopter in balance, the attitude and speed at a consistent level. I have a tendency to keep a forward pressure on the cyclic, rather than pulling back slightly to keep the speed down, and the nose up.

We practiced a couple more, I'd pretty much got entry and recovery cracked, but the actual autorotation in the middle wasn't good. On one occasion, our rate of descent was off the scale, the aircraft was very unbalanced, and my instructor just about recovered with the RPM needles up to their maximum! Scary stuff! The very next effort however, was probably the best of the day - it felt comfortable, entry good, I remember to pull back slightly, the RPM didn't waiver too much, and a good recovery, I thought.

My straight and level, climbs, descents and turns, I think are really improving now. After the last autorotation, we headed back to Costock, routing over Nottingham airfield at 2000ft. Then my instructor told me to descend to 1500ft for the East Midlands approach airspace, which I duly did. But listening to my instructor talking to ATC, we only had clearance for 1000ft, so just carried on descending. I fairly accurately levelled out at 1000ft, the speed pretty close to 70kts, and flew us back to Costock pretty much straight, level and constant speed!
Flying time: 1.1 hours Total flying time: 6.4 hours

8th June 2001 Lesson 7 G-CHIS
Hovering today. I was given a brief on attitude changes and flapback in the hover, and why the R-22 hovers left skid low.

My "usual" helicopter was out, so we had CHIS. It seemed to be hard work to fly it today - jittery and twitching. Probably the wind wasn't helping. And unlike TINK, the collective wanted to naturally gradually lower itself. Anyway, we flew south to Leicester Airfield, performing an autorotation on the way. Entry not too bad, forgot to hold the stick back, speed and descent not brilliant, but not too bad - aircraft was somewhat out of balance. Recovery was good!

Got to airfield, and approached runway 28 like a conventional plane. We left the runway to the H in the middle of the airfield, and we began to practise hovering. Once again, pedals first, then collective and pedals. Different today, as we were hovering into a fair breeze - I once let the aircraft turn out of the wind so much so that the wind caught us, and spun as around so that we were heading out of the wind! Then I had the cyclic; to start with, I was disappointingly oscillating all over the airfield again, some more demonstrations on how it should be done, then another go. As before, I was gradually improving. And again, my final attempt was the best of the day - I was hovering for a fair amount of time, although drifting slightly. Then, I had all three controls in the hover! It really is difficult to co-ordinate it all - I need loads and loads more practice! However, I managed it for a while - not perfect, we were drifting and turning slightly, but not too much, and it wasn't getting any worse.

Back to Costock, very busy on East Midlands approach, a lot of traffic around. I was also a bit annoyed that I was having to work so hard to keep the helicopter in a satisfactory cruise. My instructor was very positive in the debrief, and said that I had done very well at hovering!!
Flying time: 1.1 hours Total flying time: 7.5 hours

12th June 2001 Lesson 8 G-TINK
Lots more hovering to be done today! A short brief, then I went out to check over the aircraft. After startup, we took off for Leicester airfield again. On the way, some straight and level flying, climb and descent. I'm still not very precise, but I'm aware of when I'm going wrong, what I need to be correcting. Also two autorotations en-route. I'm still pushing forwards and getting all out of balance... annoying, but I think I just need practice.

We autorotated onto Leicester airfield, then a quick go with pedals and collective before my instructor took control as we watched an R44 autorotate onto the airfield, with a rather bumpy landing. We then moved over to a grass runway, and I had all three controls in the hover. I was totally gobsmacked that I was pretty much able to control the helicopter straight off. No wild oscillations, no really scary moments... a bit of drift, and not terribly consistent at height or heading. I practised this for a fair bit of time. We also looked around to the R44, where someone was also practising a hover, and oscillating wildly about. Surely I wasn't like that, last week, was I?

All too soon, the lesson ended, once again, the time lapse is unnoticeable! We headed back to Costock, more straight and level flying, with a descent to get under 1000ft for the East Midlands airspace; I forgot the MAP setting for the descent, and needed a prompt to go down at the right rate! My debrief was short, just to say that general flying needs a bit more precision, autos need speed and balance maintained. And I've now filled a page of my logbook!
Flying time: 1.1 hours Total flying time: 8.6 hours

13th June 2001 Lesson 9 G-TINK
Another short brief today - we were to do more hovering, and maybe some landing and taking off. Once again, I went out to check over the aircraft - it had only just returned to the airfield. After startup, we took off for Nottingham airfield for a change. My straight and level seemed pretty good today. Certainly my instructor wasn't complaining.

We approached Nottingham from the South East, and descended to the triangle. Straight in at the deep end with all three controls. The drifting didn't seem so bad today, although I must work harder with the pedals as the helicopter was rotating around. My instructor took over, and landed the aircraft, then I followed him through a takeoff. A few moments hovering, and he landed again, to let me takeoff. Slow use of the controls, quick reactions and a steady nerve, I think are what are required for this - the aircraft has to lift into the hover attitude, otherwise it will roll around a skid and fall over! I had a go - we managed to lift off! My instructor said that it was very good for a first effort. My instructor then landed the aircraft, and I had another go. Perhaps not as good as the first - I wasn't very happy that the aircraft would hover properly. I still managed to get airborne, but it probably wasn't very tidy!

Afterwards, we lifted to the East, to perform three practice autorotations over RAF Newton. Recovery good, once stable in autorotation, the control is good. Entry was what we were working on - my balance seemed much better today, and I think I'm starting to get the hang of not letting the nose drop as we enter. We headed back to Costock passing over Nottingham airfield, straight and level on the return being much better as well.
Flying time: 1.0 hours Total flying time: 9.6 hours

18th June 2001 Lesson 10 G-TINK
Much better weather today than of late. A proper briefing on take-off and landing, then off to Nottingham airfield to practice. On the way, my straight and level was quite awful - I failed miserably to control the attitude of the aircraft, it was very disappointing. After I (eventually) levelled off, it improved somewhat, and autorotated onto the airfield.

A short hover practice, then my instructor landed so I could take-off. Practised this a few times, then practised landings. I was finding it very hard work to keep the helicopter in a stable hover, so my landings seemed to be taking an age! I managed a fairly good take-off and landing towards the end, but it really is hard work.

We headed back for Costock, where my instructor said that I had done okay, and that it takes a lot of practice, but there isn't much to it once a stable hover is established. I guess it's just practice, practice, practice...
Flying time: 0.9 hours Total flying time: 10.5 hours

20th June 2001 Lesson 11 G-TINK
A different instructor today, and he gave me a brief on what we would do, we also discussed radio calls. I was to make calls to Nottingham Radio.

My instructor allowed me to take off into the hover at Costock. We hovered while waiting for East Midlands Approach to give us clearance; my instructor then lifted off and started the climb and I flew east/north/east past Widmerpool. After release from East Midlands, I made the call to Nottingham, unfortunately the reply was very quiet, and I didn't catch it - neither did my instructor, so he asked for a repeat. It was still a very poor signal. Anyway, we flew up to RAF Newton, and practiced a couple of autorotations, I'm still instinctively pushing forward on entry. After that, we flew into Nottingham Airfield, a small amount of hover practice, then my instructor landed to let me practice a couple of take offs - they seemed okay, but still need to be confident of a stable hover. Some discussion about under controlling the hover, and use of pedals to maintain direction. Then my instructor showed me a circuit - we transitioned back into the hover over the airfield. Then, I was to have a go, and under close coaching, transitioned off into the circuit. We flew around and back again to Nottingham, making "FREDAST" checks on the way. Then, as always seems the case, the lesson was over far too quickly, and we flew back to Costock - I started the descent and made the radio call for finals, and my instructor took over to transition back into the hover.

In the debriefing, my instructor explained transitions more carefully. He also commented that my radio work was fine, and I seemed fairly confident; I suggested that that might be down to my experience of working behind a microphone for Roadwatch. I was particularly disappointed that today's lesson was over as I wanted to be out there for at least another hour!
Flying time: 1.3 hours Total flying time: 11.8 hours

25th June 2001 Lesson 12 G-TINK
A short "rebrief" on transitions, and some more discussion about radio calls, and we headed off for Nottingham Airport to practise some circuits. The weather today was very good, probably one of the warmest days of the year - so much so that one of the doors of the helicopter was off!

I'm still under controlling the aircraft - on our descent to Nottingham we were rolling from side to side. I'm not very used to the attitudes, heights and speeds needed to land the aircraft, so my approach was very erratic. In the hover, I'm still drifting around, but I think it's gradually getting better. We tried some landings, take-offs, and transitions into the circuit. Flew around three circuits, then we headed back to Costock. Time is really flying past on these lessons, it's very disturbing.

I was left to approach the Costock airfield, and I approached too fast and nearly crashed the helicopter; had to pull a lot of collective to prevent us from hitting the ground!
Flying time: 1.0 hours Total flying time: 12.8 hours

28th June 2001 Lesson 13 G-TINK
More circuits today, so not much my instructor could brief me on. After my instructor transitioned out of Costock I took over and flew us to Nottingham to join downwind. I then turned finals and approached the runway, it all felt very comfortable, and I thought my first approach was very good, as did my instructor. Alas, after that, I just had to get worse!

We did some hover practice, some very heavy landings(!) and taking off. And several more circuits; I was making all the checks and radio calls in the circuit, and flying the helicopter. It felt very busy and the accuracy of my flying deteriorated as a result. On the last couple of circuits, I'd worked out that FREDAST checks don't actually require that much thinking, it's only really a radio call, checking the instruments and flying the aircraft. My instructor showed me a go-around and on the next circuit, I was to try it.

That next circuit proved to be the last, and rather than actually going around, we headed back for Costock.
Flying time: 1.1 hours Total flying time: 13.9 hours

4th July 2001 Lesson 14 G-TINK
Weather was excellent again today. Very sunny, and very very warm, that combination, plus a fairly early lesson, meant at just 1000ft, it was particularly hazy today. My instructor's door was off again, giving a very refreshing breeze once we were flying.

After I checked over the aircraft, I was about ready to start up, when the pilot of the JetRanger that was parked adjacent to us, asked he if could start up and depart ahead of us. Also behind TINK, another JetRanger was about to lift. Costock was a busy little heliport this morning! Anyway, we took off, and after my instructor transitioned, I flew up to Nottingham again for more hover, landing, take-off, hover taxiing and circuit practice.

Generally, I think my hovering is slowly improving. I felt that I was a bit steadier today; I seem to be able to keep the helicopter still a bit longer each time we go out. Whilst landing the helicopter, my instructor noticed the reason I've been having trouble landing. I need to look towards the horizon more, to spot the attitude changes - I am tending to look to the ground when trying to land, and this is causing me to drift all over the place. Taking off is improving slowly, as well. And I felt a lot more comfortable in the circuit; a different circuit to learn, but I was able to speed up the process of FREDAST checks. My instructor also wasn't prompting me as much, which allowed/forced me to take more responsibility for things, such as radio calls, carb. heat, height, direction.... etc.
Flying time: 1.1 hours Total flying time: 15.0 hours

6th July 2001 Abandoned lesson
What fine weather we've been having all week. Until today. The day started dull and overcast, mist and fog around and thunderstorms were forecast for the day. I arrived on time, as no one had said not to! My instructor was hopeful that the mist and low cloud would clear given time. So, in the meantime, we settled to a bit of theory.

We discussed generally, aerodynamic theory and phenomenons peculiar to helicopters, and even individual helicopters. Translational lift, inflow roll, induced flow and induced drag, mast bumping, different types of rotor head, and advantages/disadvantages. I was also offered a go at my Air Law exam, which I declined, as I wasn't prepared; I hadn't thought to read through the book, or revise the book yesterday. Some more discussion about aerodynamics, then another short break for a weather check; alas, the cloud wasn't clearing. By which time, I'd changed my mind, and thought that I probably knew enough to pass the Air Law exam, so decided to take it.

I was given the exam paper and an hour to complete it. The first few questions were tricky, and I wasn't confident, but then I found a handful that I just zoomed through. I finished well within the time, and my instructor marked it there and then. I got eight questions wrong, which means I passed!! Six of them, I wasn't surprised about, but two I thought I had right, and another one, my instructor thought I had right! Anyway, it's out of the way now, onto meteorology next.
Flying time: 0.0 hours Total flying time: 15.0 hours

10th July 2001 Lesson 15 G-TINK
The weather forecast for today was rather miserable although the day started brighter than I had anticipated. By the time of today's lesson, the skies had become significantly darker and a strong breeze was blowing. I arrived in the middle of a rain storm! Anyway, we had a short brief about where we would be flying, and a bit of revision of radio work. The weather cleared, and I went out to check the helicopter, whilst my instructor fetched the fuel bowser to top up the tanks. When he finished, he asked if I would be OK to start up the aircraft on my own! Which I duly did, and he arrived just as I was finishing the start up checks.

Whilst on the ground, I made the radio call for clearance, and after a short hold, we were cleared to 1000ft to fly to Nottingham. I took off, transitioned over the hedge, and climbed out past Costock village. I asked my instructor to make the radio calls to Nottingham, as I felt a bit busy with flying the aircraft to concentrate hard. On the way over Cotgrave, we practised a couple of autorotations - I had somewhat forgotten exactly what to do, so I'm glad that happened. After a couple, I was fine, and even managed to pull back to keep the attitude! We flew into Nottingham, and made a couple of circuits. My hovering is very very gradually improving. I managed to make at least one good unaided landing today! My instructor commented that my drifting and stability problems are probably down to failure to maintain heading with pedals. I will concentrate on that tomorrow (if we fly).

Anyway, back to Costock where I flew the approach to, and transitioned on to the grass area at the end of the field. I could barely hold a stable hover into the wind, and the helicopter was yawing all over the place. I felt particularly uncomfortable near the trees and hedges, and near the other aircraft. My instructor took over, and parked the helicopter. He then went back to the office, while I shut down.
Flying time: 1.0 hours Total flying time: 16.0 hours

11th July 2001 Lesson 16 G-TINK
Raining again, although we appeared to have enough break in the cloud to fly for a short while. It was also very windy I noticed that whilst we were still on the ground, the airspeed indicator was registering about 15-20 knots! I checked and started the helicopter, and my instructor joined me. Once the checks were complete, I called East Midlands Approach for clearance to fly to Nottingham. As the Twin Squirrel and JetRanger were in close proximity either side, I suggested that my instructor might like to take off for safety reasons!

We took off into the gusty and strong wind, and attempted to fly north. I appeared to have a heading of due north, yet we were tracking north east due to the wind! We flew south of Keyworth, and I called East Midlands approach again, for clearance to switch to Nottingham Radio, which I did, and announced our arrival to them (I did however forget the position information.. but everything else seemed alright!). Before approaching Cotgrave, my instructor sprung an autorotation practice on me, where I was to turn into the wind. I really didn't make a very good job of it! A couple more autorotations, and we were on finals for Nottingham. With the wind, the airspeed indicator was showing a much higher speed than the ground speed, which is why I'm being taught to fly finals visually, rather than with reference to instruments. We flew one circuit, some hover practice into wind, and the weather started to worsen, so we headed back to Costock.

I flew us all the way back to Costock, and even descended and transitioned into the hover at the end of the field. My instructor took over, and hover taxiied us back to the parking area.
Flying time: 0.8 hours Total flying time: 16.8 hours

17th July 2001 Lesson 17 G-TINK
The day started fairly bright, but all the forecasts were predicting rain, winds for the day. Sure enough, by the time of my lesson, the skies had clouded over, and a strong easterly breeze was blowing. My instructor said that it wasn't too bad, and we would do some more advanced controlling of the helicopter in the wind. If the weather were to close in, we would head back to Costock. I checked over the aircraft (in some light drizzle!), started it up, my instructor called for clearance and took off. I then flew us up to Nottingham.

Again, en route to Nottingham, I noticed the helicopter tracking almost sideways because of the wind. We approached the airfield, and I descended and ended up transitioning into the hover really quite high. I assume because flying into the wind, the relative ground speed is fairly low. I descended further, and bought it into a proper hover above the runway, and landed the helicopter. My landings and takeoffs really weren't too bad today, I made a point of concentrating on looking out towards the horizon whilst landing. My instructor then showed me spot turns, first turning through 90° to the left with a crosswind, then downwind, then crosswind again, and back to facing the wind. Then it was my turn; I was fighting the pedals all the way around, and the cyclic control needs to move a surprising amount into the wind, to keep the helicopter still. In fact, I hadn't moved it enough, as my instructor commented after the flight that I was almost always drifting downwind. In order to demonstrate the cyclic movements, my instructor took control of the pedals and collective to turn us, while I was to maintain a hover using the cyclic. We then swapped over, to show me exactly how much I need to work the pedals. After that, we flew one circuit, where I pretty much flew everything with little prompting. I landed again on the runway, and had one more go at turning 360 degrees, and transitioned away back to Costock.

Again, I flew all the way back, my instructor taking over for finals. He hover taxiied to our parking area, and invited me to land the craft. I did so, but probably my worst landing of the day!
Flying time: 1.0 hours Total flying time: 17.8 hours

19th July 2001 Lesson 18 G-TINK
Weather was terribly inspiring today, although the cloud remained at a couple of thousand feet all day. Some light drizzle from time to time. I arrived at EMH to find an Agusta 109 parked on the landing area! It had apparently made a precautionary emergency landing after a warning light had illuminated. Anyway, TINK was out on a flight, but was due back any moment, so we had a short briefing, and I walked out to the helicopter as the other pilots were walking back to the office. On the way, I stopped to peer through the A109's windows!

I started up, called East Midlands Approach for clearance, took off, transitioned and flew us to Nottingham. My instructor took over the radio calls to allow me to concentrate on flying. On the way to Nottingham, we performed an autorotation, which I felt was a particularly good one. I had remembered to flare slightly, on entry, I allowed the rotors to speed up to the limit, but had applied collective to correct it, before being prompted to! I approached Nottingham, descended and transitioned into the hover. For some reason, I could not keep a particularly stable hover today. The wind was gusting such that we were in translational lift one moment, and then not, the next, so I was working hard with the collective today. Some landings and take-offs, and lots of hover practice, and the weather, started to close in a bit, and we returned to Costock.

I was to fly the final approach to Costock and bring us into the hover, although I was very high on approach. I lost the height, and lost the speed too, which meant I came to the hover about 20ft short of my intended point. My instructor took over and taxiied us back to the parking area, next to the good looking A109 (G-USTB). What a shame I didn't have my camera with me!
Flying time: 0.8 hours Total flying time: 18.6 hours

24th July 2001 Lesson 19 G-TINK
Today's weather was warm, and fairly clear all morning. Typically, the hour or two before my lesson, it clouded over slightly, however, nothing significant to cause us a problem. Also today, I had a new instructor (to me). I did the usual walk around, and started the aircraft before my instructor joined me.

My instructor called for clearance and took-off, whereupon I took over and flew us Nottingham. He allowed me to make the mistake of approaching the airfield very high, to correct this, we entered autorotation for a few moments. After descending rather sharply, I flew onto the airfield and transitioned into the hover. My new instructor then invited me to land. Often, this has been the signal for the hover to become very erratic. Today, however, my instructor said that my hovering was fine, and he wasn't sure why I wasn't landing. Some gentle encouragement, however, and I was able to land, albeit slightly bumpy. I took off, turned through 180 degrees, and backtracked towards the start of the runway, where I turned back again, and transitioned into the circuit. I flew the circuit with my instructor prompting me when I had things wrong; again, I approached too high, but not so high as to use an autorotation to lose the height. We flew several circuits, along with practising hovering, hover taxiing, landings and take-offs. A large part, I felt so that the new instructor could get a feel for my capabilities; nevertheless, it is all much needed practice.

I flew us back to Costock, and attempted to approach onto the Costock airfield, although again I was too high, but we ended up transitioning a bit short of my intended destination! I did, however, hover taxi the aircraft back to the parking area, and land it.
Flying time: 1.2 hours Total flying time: 19.8 hours

27th July 2001 Lesson 20 G-TINK
Fine weather today, and I was to practice circuits. Once again, I checked and started the aircraft unaided, my instructor joined me as I was about to perform the after start-up engine checks. He invited me to lift, but we were in close proximity to the fuel bowsers, so I declined.

However, he did hand control over to me while we were in the hover, and I transitioned out of Costock, and flew us to Nottingham. After my instructor cleared us to leave East Midlands Approach zone, and switched to Nottingham radio, he allowed me to make the necessary radio calls. My first call must have been perfect, as he commented afterwards that as I was speaking, he was squirming because it was so good; I bet he says that to a lot of students! We joined the circuit and descended towards the airfield. I felt a lot more comfortable with it today, although at the end of the approach, it became very steep, and I somewhat overshot the marker I was aiming for. This was because I hadn't lost the speed, and whilst the rate of descent was okay, I was simply too fast. We hover taxiied to backtrack the runway, and I transitioned away again into the circuit. This time, the approach was better. We practiced this a few times, and I managed one that my instructor said was particularly good, with one mistake - I forgot to remove the carb. heat (why they can't automate that, I'll never know!). Also, I noticed today that my hover was pretty good, and at some points, stationary for much longer periods of time than I've observed previously.

Then, to give me a break from circuits, we looked at engine failures in the hover. The sun was beating down through the windows of the helicopter, and with the adrenaline pumping as my instructor killed the throttle, I was sweating like a fat pig on a very hot day (Oh). At two or three feet hover height, engine failures don't seem that scary. The first thing to do, is push the right foot to counter the yaw; initially not letting the collective go, but then pulling fairly briskly to cushion the "crash" landing. After that, I flew a couple more circuits, and then it was time to head for home. I attempted to approach Costock, but it wasn't too good, coming in very high, and having to lose that height. However, I transitioned into the hover, and my instructor took over to hover taxi back to the parking area. I really feel that this week has been particularly successful, I don't know if it's me, or a new instructor, but I feel that I have actually progressed a fair amount. I have my class two medical on Monday, after which, the only thing stopping me from going solo, will be my ability! I can only think that with the progress that I've made this week, it's not going to be long!
Flying time: 1.3 hours Total flying time: 21.1 hours

31st July 2001 Lesson 21 G-CHIS
Today was warm, but with some cloud cover. Yesterday's medical was duly passed - only the one restriction on the certificate, relating to my eyesight, and the need to wear glasses. More circuit practice, and some emergency procedures to cover today. I was to fly G-CHIS, the other helicopter that I hadn't got on so well with before. I checked over the aircraft, and started up (with a somewhat foreign checklist). I took off, and hovered at the end of the Costock airfield; I was to do a lot of the radio calls today, so I called East Midlands Approach, and asked for clearance to fly to Nottingham.

Just as we were about to leave the East Midlands Approach zone, the controller spotted our position, and invited me to call Nottingham, which I duly did, forgetting to tell them our height - I don't think my instructor spotted it, as I realised I had forgotten it a few moments later. We joined the circuit downwind, and I flew us around to approach the airfield, perhaps too fast and too high, making the last part somewhat steep. I transitioned, and came into the hover okay, and even managed to land without much fuss. My instructor said he would shut-up, and let me fly a whole circuit on my own. I did so, and I don't think I made any mistakes (I even remembered the carb. heat!), although the radio operator seemed a little confused by my departure call. My instructor reassured me that it wasn't really my error. A couple more circuits, then my instructor starting discussing downwind engine failures in the circuit, and how to cope! Basically, enter autorotation, turn into the wind, and at 50 feet above the ground, flare the speed off. We were doing powered recoveries, but if the engine were to have failed, when landing, it is important to keep the helicopter level to prevent a roll over. I then had a go at the downwind engine failure, and my instructor said it was pretty good.

Alas, the time was up, and we departed for Costock. I allowed my instructor to make the radio calls on our return, whilst I concentrated on flying - we were held by East Midlands approach for a short while, so we orbiting south of Nottingham. Then I flew us back to Costock, and descended to Costock with some assistance, I hover taxiied back to the parking area, and landed somewhat untidily. My instructor tidied up for me, though!
Flying time: 1.2 hours Total flying time: 22.3 hours

2nd August 2001 Lesson 22 G-TINK
Today's weather wasn't really what I was expecting - the forecasts had been predicting heavy rain and thunderstorms for today - in fact, it was warm, a small amount of wind, and some fairly high cloud. I was given a briefing on Vortex Ring, why it happens, how, and how to recover. My instructor had a look outside, and decided we could go and look at vortex ring conditions. So, I checked over the helicopter, made a bit of a hash at starting up, but got there eventually. With the proximity of the fuel bowsers and JetRanger again, I let my instructor lift, and when we were clear, he handed control of the hover to me. We had a bit of a wait for East Midlands Approach to give us clearance (it was a particularly busy morning, and I think they were some technical problems) so my instructor invited me to try landing (which I duly wobbled about, and aborted) and taking off. Once we had clearance, I transitioned out of Costock, and flew us up towards Nottingham.

However, our vortex ring demonstrations would take place over RAF Newton, so we flew south of Nottingham airfield, and started to climb up to 2500ft, over Cotgrave, Saxondale and then past my house. My instructor then took control, and started a descent, whilst slowing the aircraft down. Try as we might, we could only just about get the aircraft to exhibit vortex ring characteristics, but even then, the rate of descent wasn't particularly dramatic! I practised recovery a couple of times, which is really straightforward with height to play with - just gain some speed, then climb away. After that was completed, we joined the circuit for Nottingham - a new circuit, but I didn't do too badly. I'm still very high on approach, something I must work on next time. I don't think I forgot carb. heat once, today. The airspace around Nottingham seemed very busy today - a SeaKing flew past to the east, there was an airship over Trent Bridge cricket ground filming the third ashes test, and several planes. My instructor then went on to limited power operations - running take-offs and landings. He demonstrated first, then let me have a go - it is critical to keep the helicopter straight with the pedals!

Hometime, and I transitioned away, turning back for Costock. I flew us all the way back, descended and transitioned into the hover onto the field. Again, I was too high on approach, and my instructor took over briefly to perform an 'S' bend type manoeuvre to increase the length of the approach, and to lose some height. I carefully taxiied back to the parking place, weaving a path between the JetRanger, and the Hughes 300, to land next to the fuel bowsers. In the short debrief, we discussed the possibility of solo - my instructor said that the things they would be looking for, is safe landings and take-offs. I need to cover some more emergency procedures first, but he suggested that a couple more trips may be sufficient! I'm very excited now!
Flying time: 1.1 hours Total flying time: 23.4 hours

13th August 2001 Lesson 23 G-TINK
I've not flown for a week or so, due to work commitments (would you believe, regular readers of this diary have been asking why I've not been flying for a while?), so it was good to be back today. The weather was somewhat breezy, but perfectly good for flying. In fact, one of the exercises we were to do today, was spot turns. I was briefed on this, along with sideways flight, and lots of emergency procedures, that we would be looking at today. I checked over the helicopter, and started up whereupon my instructor joined me. I asked him to lift, as, again, we were in close proximity to the fuel bowsers and the wind was gusting a little. I took over in the hover, and transitioned away heading for Nottingham. En-route, we were cleared to climb to 2000ft, so we practiced an autorotation, with a turn into the wind.

Got to Nottingham, and joined the circuit, whereupon my instructor covered all the instruments and I approached the airfield by sight alone. Although I've been taught to fly the approaches visually, and indeed had the instruments covered before, I hadn't realised how much I use them! Once on the triangle, I practiced some spot turns in the fairly strong breeze. We also covered sideways and backwards flight, before moving on to engine outs in the hover.

Then, we transitioned for a circuit, as we were flying, my instructor demonstrated various instrumentation failures, and what to do - including the tachograph for engine and rotor, oil pressure and temperature gauges, and an alternator failure. During the discussion, we had climbed slightly higher than intended, to 1000ft, so my instructor took me through an engine failure type autorotation to the triangle. The wind was obviously fairly strong, as we descended somewhat vertically, and fell somewhat short of the triangle. We practised this a few more times - I'm tending to remove the speed too early, rather than keeping the speed for the flare during the powered recovery. Time quickly caught up with us, and we returned to Costock. I flew us back, and probably made my best approach to Costock yet. Transitioned nicely to the hover, and hover taxiied back to the parking area (assisted by my instructor, due to the proximity of aircraft and fuel!)
Flying time: 1.2 hours Total flying time: 24.6 hours

15th August 2001 Lesson 24 G-TINK
Today was a very still day, no wind at all. It was also very warm. I can't recall having done much flying in such still conditions, and certainly not circuits. Anyway, my instructor talked to me about aircraft documentation - the certificates of airworthiness, the maintenance schedule, the insurance certificate, etc. etc. and what to do with it - fill some in, check others. Then, a short brief on today's lesson - circuits! As seems usual now, I started the aircraft before my instructor joined me. The helicopter was very near the hangar, so my instructor lifted, but handed over to me after he had moved away from the building. I called East Midlands approach for clearance, and flew off to Nottingham.

As it was such a still day, we guessed the incorrect active runway at Nottingham, we were on 09, which has a tricky approach as the final is necessarily short, due to the proximity of houses. We autorotated onto the airfield to start, then took off and flew a circuit. My approach was terrible - I overshot my aiming point by a long way. I tried again, and failed, and my instructor said it was because I was flying a windy day approach. Once more round, no better, I asked my instructor to show me how it was done. The next time, he talked me through it. Then, once more, without prompting, and I made another hash of it, and was even forced to carry out a 'go-around'. A couple more times around, and then it was time to head back.

I flew us back, including the calls to East Midlands Approach, and as I was descending and turning finals, something frightening happened - I appeared to lose all speed, and point nose down. My instructor said this was because I was massively out of balance. Certainly a scary moment, but I seemed to rectify it quickly enough. My instructor took over to land - we did a run-on landing. He then asked me to lift off, and set the helicopter down on the concrete apron, which I duly did. I wasn't very encouraged by today's lesson, I'm hoping that it'll be windy again next week!
Flying time: 1.1 hours Total flying time: 25.7 hours

22nd August 2001 Lesson 25 G-TINK - FIRST SOLO
I thought today's lesson might be a repeat of last week. Once again, there was pretty much no wind. And again, very warm. I was briefed on today's lesson, we were to fly towards the disused airfield at RAF Newton, to practice a couple of autorotations, before joining the Nottingham circuit. I started up before my instructor joined me. I took off, called for clearance, and transitioned off towards Nottingham.

I flew us to RAF Newton where sure enough, en-route, my instructor simulated an engine failure, and I entered auto-rotation whilst turning into the 'imaginary' wind (we had decided it would be from the west!) Then I commenced a long finals approach to Nottingham airfield, and approached a little high. It wasn't too bad, and managed to make the grass triangle without much panic. I landed, and my instructor asked me to take-off and land, with which I duly complied. Another take-off, and we departed for a right hand circuit. I felt that this time around, my approach was much better, and much more shallow. A couple more take-offs and landings, with some extra discussion from my instructor. Who then said 'go and do a circuit on your own' - I initially took that to mean that he would be IN the helicopter, but wanted me to fly it without input. However, I misunderstood, and he got out, leaving me ON MY OWN! I was to go solo, a surprise that was rather sprung on me!

I lifted the collective to take off, and felt the helicopter go light on the skids. I was utterly amazed at how far foward the cyclic was offset without the weight of my instructor - I was anticipating a shift to the right, but not THAT much forward. My take-off and initial hover was a bit wobbly, but I quickly became accustomed to it. I made the radio call, and transitioned away. Without the extra weight, there was so much more power available, making the transition much easier. After I was clear of the airfield, and climbing, I noticed that the cyclic was still much further forward than normal. The controls all seemed very light, and the helicopter felt very empty. It was also very responsive to the slightest input, and climbing much quicker than normal. I turned downwind and made the checks. Carb heat out, and began to descend as I turned onto a tight base leg, and made a good approach to the triangle. I transitioned back to the hover, and gently landed the helicopter! My instructor returned to meet me, and very promptly congratulated me. He said it looked good from the ground (I'm positive he'd say that to everyone!), and invited me to do it all over again! WOOOOOOHOOOOOO!!!!!! Another incident free circuit, and a much shallower approach!

My instructor then climbed aboard, and we returned to Costock. I flew all the way back, including transition, hover taxi, and landing on the parking area! Wow! I can thoroughly recommend that experience to everyone; the mixture of adrenaline, excitement, anxiety, pride, achievement and probably just sheer terror! I'm also glad that I wasn't expecting it today - I think I would have been considerably more nervous!
Flying time: 1.2 hours Total flying time: 26.9 hours
Of which Solo time: 0.4 hours Total Solo time: 0.4 hours

29th August 2001 Lesson 26 G-TINK
Today's weather was as fine as the last couple of weeks. A short briefing, and I went out and started up. As my instructor needed to be back by a certain time, he had already checked over the aircraft, so to save time, I omitted that!

I called for clearance, then took off, and transitioned to the east where we were to do some autorotation practice. We did several autorotations with turns into the wind, and selecting a handy empty field to see if we would make it. I found it useful as my instructor was discussing sensible criteria to use for selecting the field to give you the best chance, and also to get a better idea of the range of the aircraft in autorotation. After a while, we flew towards Nottingham airport, and my instructor allowed me to approach and land, unaided. We then practiced engine off landings from the hover and hover taxi. The hover taxi engine failures are tough, and you really have to work hard with the pedals to keep the helicopter straight. After spending some time on this, we flew a couple of circuits, with my instructor giving me plenty of things to think about by forcing me to practice engine failures every few seconds!!!

It's all good practice, but I was disappointed when it was time to return, and I hadn't flown around on my own. Plenty more time for that, I'm sure. More autoration practice on the way back to Costock, of course!
Flying time: 1.3 hours Total flying time: 28.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

3rd September 2001 Lesson 27 G-TINK
The weather often does seem to dictate the activities of the day. Today it was breezy and with plenty of cloud around, so my instructor decided that we should do some advanced autorotations. I started up before my instructor joined me. I took-off, and flew us to the east of East Midlands airspace, over Kinoulton and Hickling area.

My instructor pointed out a series of fields over which we would practise various different techniques for autorotation and decreasing or increasing the range. By increasing speed, you can get slightly further, but the rate of descent increases, too, so it isn't so pronounced. Also, by maintaining the RRPM at 90% (i.e. fairly low) then you gain a bit of lift, which increases the range even further. However, if the engine did fail, I really don't think I'd be worried about chasing the RRPM all the time! Nevertheless, still useful to know; it might mean the difference between clearing the hedge, or hitting it! We then progressed onto autorotations with 360° turns, such that we autorotate onto an area which was below us when entering the autorotation. My instructor demonstrated, then I had a go. There was confusion over which field I was aiming for, and I managed to get into the one I thought I wanted, but my instructor had chosen a different one, so I was way off! My next attempt, we were in agreement on the field, I had turned, but not appreciated the downwind drift, so fell very short. One more go before we returned home, and I was better.

I flew the short distance back to Costock, and was impressed by my approach - it was very straight on, but I executed it really quite precisely, bringing us to the hover at the end of the Costock airfield, with a nice shallow approach. I hover taxiied back to the parking area, and shut down.
Flying time: 0.9 hours Total flying time: 29.1 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

10th September 2001 Lesson 28 G-TINK
I was given a pre-flight briefing which was really just a check of what I already knew - FREDA/FREDAST checks, HASEL checks, etc. etc. I checked over the aircraft, started up, my instructor joined me, and I flew to the north east to practice some autorotations. Not the prettiest autorotations I've ever done. We then joined the Nottingham 03 circuit, with a predominantly north by north west wind, which rather threw my approaches. I just couldn't seem to get them right today.

After flying several circuits, time was up, and so I flew back to Costock. And approached the Costock airfield faultlessly, wouldn't you know it!
Flying time: 1.1 hours Total flying time: 30.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

19th September 2001 Abandoned Lesson
Summer's definitely been and gone. The heating was on at work today. And outside, it was dull, wet and miserable. Which was entirely forecast. For the last couple of weeks, I've been trying to get some time to sit some more exams. Given the forecast, I spent last night revising for Meteorology. I arrived with the full intention of taking the radiotelephony exam - I've been ready for that for a couple of weeks. First though, I was introduced to a new instructor at EMH, who supervised me today.

I settled down to the R/T exam, 30 minutes to answer 30 questions. I got 80% - and made some somewhat embarrassing errors where I simply hadn't read the question properly, or in the right context! Anyway, after the success there, I decided to spend 30 minutes more revising the meteorology paper. I took it (20 questions in 1 hour), and passed again with 80%! I thought it was a good paper, actually, and got some satisfaction of doing some working out! So that's three exams down, 4 to go. I purchased the Air Navigation book to have a go at next.
Flying time: 0.0 hours Total flying time: 30.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

26th September 2001 Lesson 29 G-TINK
Today started very foggy in the East Midlands, my lesson was scheduled for 1030, but I had a call 45 minutes or so before, postponing it, but my instructor said he would call if he thought we could get a flight. The fog cleared around lunchtime, and we managed to get out at around 1300. My instructor had checked over the craft, so it was down to me to start up. I took off whilst in fairly close proximity to the fuel bowsers and LongRanger. Revered slightly, turned around, got clearance from ATC, and transitioned off towards Nottingham.

With a new instructor, I think some of today was really just about consolidation, and us finding out a bit about each other. I flew several circuits around Nottingham, each one I thought pretty good, given the inadvertent 16 day break I've had from flying! Then my instructor said that he was going to give me some autorotation practice, with that, I started making errors. A horrible transition, and being too restrictive when following him through on the controls. I practiced a couple of autorotations - coming down to the airfield, flaring at around 50ft or so (which is much much closer than is comfortable, when you're approaching it in excess of 1500ft per minute!). After practising this a few times, we headed back to Costock.

After I shut down, my instructor said that generally my flying was good, and entry into autorotation was fine; I was given quick (de)briefing about why the helicopter is flared on entry to autorotation, and how and why rotor RPMs change with speed and direction changes. He suggested next time around, I should go solo again, and start building some solo time!
Flying time: 1.1 hours Total flying time: 31.3 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

3rd October 2001 Lesson 30 G-TINK
Winds were up today, quite a fresh breeze, so my instructor decided we should do practice forced landings. I was given a full briefing about what to do - enter autorotation and turn into wind (aviate); select a landing site paying attention to Size, Surface, Slope, Shape and Surroundings (navigate); mayday calls (communicate); and shutdown procedures.

I started up, took off, and we flew south towards Leicester, for a change. We were working in the area between Melton Mowbray and Leicester. My instructor first demonstrated a 35 knot autorotation, then after climbing back up again, we started the first of several practice forced landings. Some I was flying downwind, some I was flying crosswind, some into wind. I thought I was good at selecting a fields, turning into wind. The bit I was generally forgetting was the mayday calls!

On the way back to Costock, my instructor invited me to call a PFL for him to deal with. Unfortunately, he was flying in such a way to make it difficult for me to make it difficult for him! Anyway, after that, I took control, and returned us to Costock. I felt particularly high on approach today, but I think the wind had a lot to do with that.
Flying time: 1.1 hours Total flying time: 32.4 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

10th October 2001 Lesson 31 G-CHIS
The weather once again influenced today's lesson. We were using CHIS today, and my instructor had every intention of sending me solo, the weather first thing was quite bright, and fairly still! However, before we left, he commented on the wind, and would see what it was like at Leicester.

I flew us south towards Leicester airfield, and the cloud base was getting lower. We arrived, flew a circuit, and my instructor decided that the cloud and wind weren't really favourable to solo, so instead we covered precision transitions, and quick stops. The precision transition is where you transition, and climb to about 20 feet or so, and maintain about 40 knots. A quick way to cross an active runway. To stop, you simply follow the last bit of an ordinary approach. We flew a circuit to check the weather conditions. The cloud base hadn't really improved, and the wind was still fairly gusty. So, on to quick stops. A quick stop is as it sounds. To practise this, we performed a precision transition, climbed to nearer 30 ft at 40-50 knots. To stop, lower the lever, and flare the aircraft to maintain the height. Once stopped, feed the collective back in, whilst levelling out with the cyclic. My instructor demonstrated the first, and then invited me to have a go. Really, an exercise in co-ordination, and something that requires practise. My first few weren't terribly good - I kept sinking rather than maintaining the height; not flaring quickly enough! However, after a few times around, I started to get the hang of it. My instructor demonstrated a turn and flare quick stop, and flare and turn as well. There was enough time for me to have a go at a turn and flare, before we headed back to Costock.

I made a lovely approach to the Costock airfield, and hover taxiied downwind back to the parking area. I turned the helicopter back into wind, and started over controlling the hover, so my instructor took control to land. The weather is starting to annoy me, as it forcing me to not go solo again. Grrr.
Flying time: 1.4 hours Total flying time: 33.8 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours

17th October 2001 Lesson 32 G-TINK
FINALLY, today the weather was good enough for solo flight! (What? Mid-October, and the weather's good? Crumbs!) However, this week I had been feeling particularly unwell, but decided to go to Costock, and to see how I felt at the time, rather than cancelling way in advance. My instructor said that we would fly to Nottingham, and he would let me go solo. So, I checked over the helicopter, my instructor joined me, I started up, took off, called for clearance, and flew us to Nottingham.

Twice around a normal circuit, before my instructor gave me some autorotation practice. Three of those, then he got out, and let me fly around in circles for half an hour! I completed five circuits! All incident free. I had forgotten several things from last time; how different the helicopter feels without the weight of two people, and how quickly the helicopter climbs without the weight. I was at circuit height before even turning crosswind! On one approach, I forgot to put the carb. heat away, but on a misty damp day like today, I don't think that was a bad thing! On completing my penultimate circuit, I decided that I had just about had enough time to do one more, so quickly transitioned away again!

Alas, the thirty minutes was up, and time to collect my instructor from the apron outside the tower. He commented that I just sneaked a final circuit in with just 4-5 minutes to spare! I took off, and flew us back to Costock, making all the radio calls on the way. I felt particularly pleased with today's work, I seemed to be pretty much captain of the helicopter for just about all of the lesson, rather than just the solo half hour!
Flying time: 1.5 hours Total flying time: 35.3 hours
Of which Solo time: 0.5 hours Total Solo time: 0.9 hours

19th October 2001 Lesson 33 G-TINK
Fog started the day (so much for weather forecasts!), but about an hour after I awoke, I thought the fog had lifted a fair bit! So, I drove down to EMH, and it did look fairly bright. The ATIS suggested visibility was about 6km, so we decided to uncover the aircraft, and check over it. My instructor called Nottingham airfield, to check on the weather. It was looking good, so off we went.

Once in the air, we were cruising at about 600ft or so, as the cloud appeared to be so low. Got to Nottingham, and flew around a circuit at about 500ft. My instructor suggested that perhaps solo circuits were out, due to the cloud. So, he let me go solo doing some low level work. We practised precision transitions, and quick stops some more. My instructor then left me to it for half an hour, and I flew backwards and forwards parallel to an inactive runway. Precision transition into the wind, and hover taxi back. Some spot turns, and landings and take-offs.

Half an hour was soon up, and I returned to the grass in front of the tower to pick my instructor up and flew back to Costock. The weather had closed in a little in the hour we were out, as we were flying back, my instructor commented that it looked particularly murky! I approached Costock, and came in very shallow, I don't think I adjusted for not having the height to lose. I thought my approach was pretty good, I transitioned and hover taxiied back to the parking area, and landed. I felt I was a lot more confident with the helicopter today, I'm sure that confidence will continue to steadily grow as my solo time builds up some more!
Flying time: 1.3 hours Total flying time: 36.6 hours
Of which Solo time: 0.5 hours Total Solo time: 1.4 hours

24th October 2001 Lesson 34 G-TINK
From now on, I think I have to get lucky with the weather. Today was a bright autumn day, and a moderate breeze blowing. Today was going to be a repeat of the last lesson. I had a discussion with my instructor about various different ratings on a licence (night, IMC, instrument rating, etc.) and about the remainder of my course. I checked over the helicopter, started up, and flew us to Nottingham.

With my instructor aboard, I made one circuit, and one autorotation as practice. I then dropped off my instructor outside the tower, and hover taxiied back across the active runway and departed for five circuits (I think - I lost count!) I think my mind may have been elsewhere today - perhaps concentrating more on the bright weather, and looking around more than concentrating on the task in hand. I felt my flying wasn't terribly accurate, my speed wavering all over the place! Anyway, time was soon up, so I landed and waited for two planes to depart, before hover taxiing back to the tower to pick up my instructor.

I can't have been that bad, as my instructor didn't say anything. I flew us back to Costock, and parked the helicopter up. My instructor suggested that when I'm up to about five solo hours, we can move on to look at things like navigation! With the progress I've made in the last couple of weeks, I think I can just sense the possibility of a licence on the horizon!
Flying time: 1.4 hours Total flying time: 38.0 hours
Of which Solo time: 0.7 hours Total Solo time: 2.1 hours

31st October 2001 Lesson 35 G-TINK
A windy and gusty day today, too windy for solo, so my instructor decided that we should go and do some steep turns. I had a full briefing on the different bank angles. 15 degrees, 30 degrees and 45 degrees. Generally, a turn would use a 15 degree angle of bank, but for tighter turns, one increases that angle. At the same time, more power is required to keep the helicopter in level flight, due to the amount of thrust used for turning. It seemed straightforward, so we went to have a go.

We flew to the south east, and my instructor demonstrated 15, 30 and 45 degree turns both right and left to allow me to see what they looked like. The Artificial Horizon (AH) was not working, so I had to rely on my instructor's feel for the angles. I had a go at the gentle 15 degree turns in either direction. All seemed straightforward, so progressed onto the 30 degree turns. These took more work, I found maintaining the speed quite difficult, and as a result my altitude was fluctuating all over the place. After a few attempts, I managed to control the speed much more accurately, so the power application was smoother, and the flight more level. My instructor did comment that in today's conditions, I had done quite well to only fluctuate by 50 feet or so! I had a couple of attempts at the 45 degree angle, and was generally successful. My instructor didn't feel it necessary to concentrate on 45 degrees for long, though.

We then moved onto autorotative steep turns. When turning in autorotation, the resultant effect is for the rotor RPM to increase, thus requiring application of collective pitch to arrest that acceleration. In effect, the actual operation of the controls is very similar. However, one thing that is very obvious to me, is that settling the autorotation (airspeed and rotor RPM) quickly is very important, as this gives you much more time to concentrate on the turns, and in the case of PFL, navigation and communication too! Anyway, our time was soon up, and we returned to Costock. My instructor was totally silent on the approach, and afterwards, commented that he was particularly impressed by it, as it was more or less perfect! All those solo circuits and precision transitions are paying dividends now!
Flying time: 1.2 hours Total flying time: 39.2 hours
Of which Solo time: 0.0 hours Total Solo time: 2.1 hours

1st November 2001 Lesson 36 G-TINK
Okay, so perhaps I'm riding my luck with the weather a bit! What a difference a day makes. A fairly still day today, and the sky was pretty clear too. I knew there was a free slot this afternoon, and managed to find some free time, so called up, and sure enough, I could go and fly!

I arrived, my instructor had already checked over the aircraft, so after a quick coffee, he went to book us out, while I started the aircraft. We were somewhat against the clock today as sunset was around 5pm. Nottingham airfield has been closed for the last few days, as the fire appliance has broken down, so we were off to Leicester. We approached from the north, crossed the runway, and my instructor flew around a circuit with me. There was lots of other aircraft around, so the radio seemed fairly busy. I landed, and allowed my instructor to alight, backtracked slightly and set to work on flying 5 circuits solo. I had my work cut out today, trying to keep track of all the traffic around, and flying the new circuit, and the new scenery to look at!

Far too quickly, as is always the case, the agreed end time had arrived, the fuel was running out and the light was failing, I landed and picked up my instructor, and we set off for our return to Costock. Once I had settled into the cruise, the helicopter seemed particularly stable today, I even commented as much to my instructor! I think the comparatively light wind conditions helped immensly! I made another good approach to Costock - although I thought I was a bit high and steep at the end, my instructor didn't seem to think so. Parked up on the concrete apron, and shutdown. Another 0.6 hours solo - a couple more weeks, and I'll be navigating! Eek!
Flying time: 1.3 hours Total flying time: 40.5 hours
Of which Solo time: 0.6 hours Total Solo time: 2.7 hours

7th November 2001 Lesson 37 G-TINK
Today's weather looked poor, but on closer examination, wasn't too bad. The cloud base was quite high, a bit of drizzle/light rain in the air, but not too prohibitive. I arrived at Costock, and it was raining, so I poured myself a coffee, and sat down with my instructor, and had a quick chat about navigation. We very briefly planned a leg of a journey to Leicester airfield, just to reinforce what I had read about in the book.

Eventually, it brightened up a little, and we flew off to Nottingham. I could see my instructor looking at fields out of the corner of my eye, and was half expecting a PFL, however, it didn't materialise, and I smoothly(ish) approached and landed at Nottingham. I hover taxiied over to the triangle, and my instructor disembarked. I took off on my own, and transitioned into the circuit. All was good, turned crosswind, and noticed my speed was slightly low, turned onto the downwind leg, and checked the speed again, which had almost completely gone. All very strange, the wind was blowing me, and I was out of balance, whilst I concentrated on that, I climbed to over 1000ft! After that somewhat scary moment, everything else settled down, and I flew 4 solo circuits before the time ran out. I felt they weren't perfect, in fact quite twitchy a lot of the time, but all safe, I think.

I picked up my instructor again, and flew us back to Costock. Again, I was fully expecting some PFL on the way, but again, it didn't happen. Perhaps because I was too aware of it happening! I also noticed today, that I don't think my instructor touched the controls once during the lesson.
Flying time: 1.1 hours Total flying time: 41.6 hours
Of which Solo time: 0.7 hours Total Solo time: 3.4 hours

9th November 2001 Lesson 38 G-TINK
The north wind doth blow, and the temperature doth plummet! A northerly wind blowing some very clear air in, today - one of those cold, crisp and clear wintry days that I adore! Fortunately, the wind wasn't as strong as forecast, so the weather was ideal for solo.

Usual thing then, started up, took off, flew to Nottingham. My instructor did spring a PFL on me on the way, today, and I thought I coped fairly well! I joined Nottingham, lovely approach, and landed. My instructor then went around a circuit with me, before I dropped him off. I felt much happier with the helicopter today, everything seemed a lot smoother than Wednesday. I flew six circuits in total. As I transitioned away on the third circuit, my adrenaline started pumping hard. I looked up, and a rather clueless seagull must have been only a few feet from the rotor disc! I was really expecting to hear a thonking great bang as it got induced through the rotor disc - somewhat fortunately, it must have been able to fly away, as no such bang occurred. The rest of that circuit was a little jumpy!

Another 0.8 hours solo was up, so picked up my instructor and flew back to Costock. I actually commented to my instructor on the way back, that he had a cool job where he is doing nothing when his students reach a similar stage to me - apparently, when I'm flying around Nottingham airfield solo, there is really nothing for instructors to see or do there, it must be very boring!
Flying time: 1.2 hours Total flying time: 42.8 hours
Of which Solo time: 0.8 hours Total Solo time: 4.2 hours

14th November 2001 Lesson 39 G-TINK
Another bitingly cold day, today, and when I arrived at Costock, it was very bright and clear and only a couple of knots of northerly wind. Ideal weather for more solo - so that's what it was to be. No real briefing necessary, I started up, and flew my instructor to Nottingham and dropped him off for an hour while I flew in circles around the airfield!

I made a conscious effort today, to try and practice my landings - I think that's one of the more nervous things about my flying, so practice would do me good. So, after each circuit, I landed. Quite an uneventful hour, actually, it's difficult to know what to write; a dark cloud passed over head at one point, and deposited a few spots of drizzle on the windshield, but nothing to worry about. I was in the circuit with one plane, and we were pretty much opposite each other, so wasn't a big problem.

The clock ticked around to the time that I had agreed to pick up my instructor, so I did so, and flew back to Costock. Now I've reached the 5 hour solo mark, tomorrow (weather dependant) I should be flying my first navigation exercise, so I have to plan the trip before then.
Flying time: 1.4 hours Total flying time: 44.2 hours
Of which Solo time: 1.0 hours Total Solo time: 5.2 hours

15th November 2001 Lesson 40 G-TINK
Today seemed to be a similar day to yesterday, weather wise, so I was surprised to see the East Midlands METAR reading only 8km visibility. I had planned my trip from Costock to Costock via Melton Mowbray and Leicester, so when I got to Costock, my instructor went through putting the wind correction angles onto the flight plan with me. Again, today's wind was pretty much negligible, but a slight breeze meant we could incorporate it into the planning as a useful exercise.

I asked my instructor to do many of the radio calls, as lots of it was new to me. We took off and headed for our start point of Wymeswold (disused airfield). We started the clock, and I set roughly the heading we had planned. It was very murky and misty, and the horizontal visibility was really quite poor. I would have preferred to have a very clear day, so I could see more of the surroundings to work out where I was more easily. That said, for a first NavEx, I think that a misty day has probably showed me one of the fundamental points of navigation - trust the headings and times, it'll be roughly right! At one point, I simply couldn't see where we were, but I followed the heading, and sure enough, at the calculated time, Melton's disused airfield came into view. My instructor then showed me how to make the "teardrop" turn over the airfield, so that you can start the clock when you are over the point, heading on the desired track.

The rest of the journey was much the same, we headed south towards Leicester, and climbed so that we would turn in the Leicester overhead at 1500 feet. After which I set course back for Costock. My instructor had spotted Wymeswold airfield long before I did, in fact, I had a bit of trouble finding Costock in the mist - I had become slightly disoriented, and was looking in the wrong place!
Flying time: 0.8 hours Total flying time: 45.0 hours
Of which Solo time: 0.0 hours Total Solo time: 5.2 hours

23rd November 2001 Lesson 41 G-TINK
Today's weather was cold and fairly clear, so today would be more navigation exercises. My instructor identified two places to route via, and I planned the NavEx - Nottingham to Nottingham via Bottesford (disused) and Melton Mowbray (disused). The wind was negligible, but my instructor said to use 10 knots - really that only made a couple of degrees difference to the headings, and for a comparatively short trip, probably doesn't alter the track too much. Obviously if it were a longer trip, a couple of degrees error would make a lot of difference.

We took off, and flew the route - first flying to Nottingham, then turning through the overhead to set our course for Bottesford. The weather was so different to last week - today, I could see several miles ahead, and it made all the difference to my general sense of direction! Over Bottesford, we turned for Melton, setting on the next leg of the journey. It was all largely uneventful - which in aviation, I think is a good thing! My speed was a little erratic, which throws the timings out - I guess as long as I'm aware that I'm travelling faster or slower, then I can guess when the next landmark will appear. Over Melton Mowbray, we turned a 'teardrop' and set our return course for Nottingham.

We duly arrived overhead, and then headed back for Costock. My instructor said that if the weather later this afternoon was still as good, then he would send me solo to fly the course!
Flying time: 1.0 hours Total flying time: 46.0 hours
Of which Solo time: 0.0 hours Total Solo time: 5.2 hours

23rd November 2001 Lesson 42 G-TINK - FIRST SOLO NAVEX
Well, the weather deteriorated, but not by much. There was more cloud, but it's base was still the same, and some hints of rain in the air. So, without much briefing my instructor said he would be happy for me to fly the NavEx solo!

Off to Nottingham first, where I casually deposited my instructor on the airfield, then took off into the circuit and departed to the east trying my best to ensure I was on track! Fortunately, after flying the route earlier, and knowing the road network fairly well, it all seemed easy and straightforward! When I got to Bottesford, it was raining, and it affected visibility such that I couldn't see the transmitter mast at Waltham (north of Melton Mowbray) that I had used as my navigation guide earlier. However, I duly set the course, and after straying left slightly, the transmitter appeared out of the gloom, and confirmed my track was good! A turn over Melton Mowbray, and a call to East Midlands Approach to transit their zone for my return to Nottingham. Again, the road network proved particularly helpful, as a large part of my track was around the A606. Sure enough, Nottingham airfield came into view, and I approached and landed on the triangle and picked up my instructor.

Back to Costock in some light rain, and parked up for the day! Afterwards, my instructor invited me on some night flying he was needing to do for his ATPL licence, and wanted some company. I won't be able to log the time, but I think it will be a valuable experience in flying, and it would be nice to see the area I'm flying around at night!
Flying time: 1.1 hours Total flying time: 47.1 hours
Of which Solo time: 0.7 hours Total Solo time: 5.9 hours

27th November 2001 Lesson 43 G-CHIS
The weather today, was very autumnal. Quite blustery, lots of leaves falling off trees, and some rain in the air. When I arrived, my instructor suggested that we could fly, and do some more quick stops. We were in the other helicopter today, and as I called for our clearance to fly to Nottingham, I used the incorrect callsign! Destined to be one of those days, then.

We got to Nottingham, and started the co-ordination exercises as before (in Lesson 31, such a distant memory!). My instructor demonstrated a few. It was very difficult with the wind, today - the ground speed was relatively low, for a high airspeed (and vice-versa for flying downwind), which made things a little odd. We flew up and down the airfield a few times, before the alternator light illuminated! I pointed this out to my instructor, who recycled the switch a few times, to no avail, so we decided to return to Costock.

You get 45 minutes or so, flying without an alternator, as the helicopter just uses the remaining charge from the battery. Plenty of time for us to return to Costock. After the recent navigation experiences, I had decided that I wanted to take the navigation exam today. I passed. 100%!!
Flying time: 0.9 hours Total flying time: 48.0 hours
Of which Solo time: 0.0 hours Total Solo time: 5.9 hours

28th November 2001 Lesson 44 G-TINK
Much better weather today, and so it was decided that I should do a second navigation exercise. My instructor gave me the route Leicester to Leicester via M1 J19 and Desborough, and I did the flight planning. I was to fly this NavEx solo, without my instructor showing me around first!

So, I dropped him off at Leicester, and embarked on the adventure. The route was a local exercise, taking me no more than 15 miles away from Leicester, and with the visibility today, if I looked carefully, I could see the airfield pretty much all the time! I quickly found Bruntingthorpe disused airfield with a huge runway, and decided that my track was good, and the M1 shortly came into view. I made a turn, and what I thought was a plane caught my eye - plenty of clearance, so I didn't alter my course. Then I realised that I was near a glider launching site that was active - two more gliders around. Nice to see some activity! After that, I had a bit of trouble finding the Desborough disused airfield. I identified Desborough and Market Harborough, so I couldn't have been far wrong - I was however looking in the wrong place, looked down, and there it was!

Then, it was back to Leicester airfield, either the wind changed, or I got my heading wrong - I was trying to follow my track, and ended up a couple of miles to the left of it. Not a huge problem, and as I could see the white buildings identifying Leicester airfield, I decided to more or less, navigate to that point. I joined the circuit, and made a nice landing to pick up my instructor, and returned to Costock. Wow, this is an amazing feeling just recently. All this solo flying, and now getting out and about to see different areas! I had a short discussion with my instructor about the qualifying NavEx for the licence - a couple more solo NavExs like today, then I should be ready. Week after next then, weather dependant!?
Flying time: 1.3 hours Total flying time: 49.3 hours
Of which Solo time: 0.7 hours Total Solo time: 6.6 hours

6th December 2001 Lesson 45 G-TINK
The usual weather report to start with - high pressure over the country meant that today's weather was clear and bright, and quite chilly! Only a couple of knots of variable wind and some early morning mist to contend with. Another NavEx, with a MATZ penetration today - my instructor gave me the route as Nottingham to Nottingham, via Melton Mowbray and Grantham - the MATZ penetration being the South West stub of the Barkston Heath CMATZ. I planned the route, I was to fly it solo again.

Dropped my instructor off at Nottingham, and departed on this new adventure. After calling East Midlands approach for zone transit, I was listening to the radio, and they were the busiest I've ever heard them! I think there was a problem with one of the runways, so some aircraft were holding, and others standing by wanting to enter the zone. I found Melton Mowbray easily enough, and turned to fly past the Waltham transmitter on my heading for Grantham. I was somewhat apprehensive about making the radio calls to Cranwell, as it was a new thing to me, a military control. Consequently, I somewhat fluffed it up, forgetting to give information, and perhaps not responding in the way I should. I found some of the messages a little confusing, probably because I'm not used to hearing them, or listening to the messages they are sending back, so was quite unsure of it all. Anyway, it was only a short penetration of the MATZ, before turning back for Nottingham, a quick warning from Cranwell that the Langar parachuting area was active, confirmed that I was correct in giving it a wide birth.

I easily found Nottingham again, landed and picked up my instructor, before return to Costock, and confidently announcing to East Midlands approach that we were at 6000ft - slip of the tongue, honest! Still, it seemed to cause the controller to have a laugh, which was fortunate! I’m finding the actual navigation straightforward, it’s the radio calls to make that I’m very uncertain of. My instructor suggested that next time the weather is favourable, we should consider trying to get the qualifying NavEx done, and gave me some routes to think about!
Flying time: 1.2 hours Total flying time: 50.5 hours
Of which Solo time: 0.7 hours Total Solo time: 7.3 hours

7th December 2001 Lesson 46 G-TINK
As forecast, today's weather was quite dull. A high enough cloud base, but misty and hazey, with a bit of wind. The wind gave my instructor the opportunity to go through some more advanced and downwind manoeuvres. I was given a quick briefing about how to fly downwind - doubling the size of the approach (or more) and making it extremely shallow, holding onto the airspeed until the last moment.

We flew up to Nottingham, where the wind appeared to have quietend down a little, but still enough there for us to do some downwind circuits - fortunately, there was no other traffic, but we switched on the landing lights as a precaution. A downwind transition into the circuit - I had done some of these before, but without the launch into the circuit. We quickly turned downwind, or rather, upwind(!) and turned to make our first downwind approach. We had turned much to early, and were too fast, so we quickly decided to go-around, and try from much further out. I suggested Derby might be helpful... This time around, we were much closer to the airfield, but my instructor took control as we were running out of field. A precision transition and quick stop back to the other end, and we tried again. You have to be very subtle and smooth on the controls so as not to waste the power - the tricky thing is that the R22 is so limited on power when it's heavy, there isn't much to play with without any airspeed to help. A couple more downwind circuits, and I seemed to be improving - having got a sight picture to approach, and knowing what it feels like.

Towards the end of the lesson, after some fuel had been burnt off, we tried some downwind towering take-offs. We managed to get about 20 feet using the full 25" of power available - a transition to 35 knots, giving us the best angle of climb, demonstrates how one might fly over some trees in order to depart a site for example. Our departure from Nottingham, we performed a towering take-off into wind - with the added bonus of wind, we managed to get to nearer 30 feet up, before moving forwards. All very interesting. But, my priority for next week is to get some good weather!
Flying time: 1.1 hours Total flying time: 51.6 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours

10th December 2001 Abandoned Lesson
Today's lesson wasn't really abandoned, but really not ever likely to occur. The East Midlands appears to have been under a blanket of fog for the best part of 24 hours, now and looks set to continue for a while. However, this wasn't going to deter me from my Human Performance and Limitations exam.

I got one wrong, that I wasn't really surprised about, so 95% is quite a good pass, I think!
Flying time: 0.0 hours Total flying time: 51.6 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours

13th December 2001 Lesson 47 G-TINK
Yesterday would have been perfect for flying. Sadly, I had work commitments, and couldn't do anything about it. Today, however, was overcast, but the cloud wasn't too prohibitive! Rather than attempting NavExs, the artificial horizon has been fixed in the aircraft (it's been out of action for some months!) and my instructor decided that I should start the 5 hours of instrument flying I have to do.

I was given a briefing, everything seemed straightforward - keep the scan of the instruments going, and ignore anything your body tells you! I started up, and donned my hood/visor thingy to concentrate my eyes on the instruments, and deprive me of any peripheral vision clues. My instructor took off, and we headed south. He handed over the controls to me, at which point, I totally lost track of our location, as I was concentrating of flying straight and level, and following any speed and direction changes my instructor gave me. It's very hard work, and it really took some time to get used to the idea of having to rely solely on instruments; consequently, it took a long while to get the hang of flying straight and level, stably. During today's flight, I became utterly disorientated on our location, probably because I was transfixed on the instruments, to the exclusion of all else!

However, I think I was doing pretty well towards the end of the lesson. It really is hard work, mentally, as you've having to watch for the slightest of moves in any of the instrumentation, and smoothly and subtly correct it. I was glad to get back, as I was getting on for tired after just an hour. 3.9 hours left to do...
Flying time: 1.1 hours Total flying time: 52.7 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 1.1 hours Total Instrument time: 1.1 hours

20th December 2001 Lesson 48 G-TINK
High pressure and a light northerly wind equals clear skies and navigation weather! The plan was to fly around the navigation exercise once with an instructor on board, then to perform the solo qualifying NavEx later the same day. However, there were no aircraft available this afternoon, so it was only the first leg that could be completed today. I planned the route - there didn't seem much point in going to Nottingham to start, so we decided to fly Costock to Costock via Turweston and Sywell (Northampton) (my qualifying route will be Nottingham to Nottingham).

We set off, soon picked up the plotted track and set the southerly(ish) heading for Turweston. About halfway on the leg, my instructor set the Daventry VOR to help us track to Turweston. Tracking towards the VOR meant that we would also probably see it and sure enough, it appeared on time! I was quite excited as we neared Turweston, as the published approach meant that as a helicopter, we needed to approach from the south east - that meant a flight past Silverstone race circuit! We landed in the "Cabbage Patch", shutdown and wandered over to the tower to pay the landing fees. Unfortunately, my instructor had to be back at Costock for 1230, so we were slightly pressed for time. No hanging around then, back to the helicopter and we departed for Sywell.

Another flight past Silverstone (just think, next time I'll be on my own!), and we picked up the direct track to Sywell. I called Sywell Information for any joining instructions and we were told to approach from the south east again, which meant deviating from the track to more or less fly the outskirts of Northampton. I approached and landed fairly uneventfully, but could have been slightly more shallow! As we were hover taxiing, I noticed several Agusta 109s on the other side of the airfield, obviously that's where Sloane helicopters are based! Once again, the dues all paid we swiftly departed for the north and our return to Costock. Once again, I found the actual positional navigation fairly straight forward (including spotting a mistake made by my instructor!), but the radio is slightly more confusing. It's just interpreting what is being said to me, if it deviates from what I'm expecting, and responding accordingly. I'm sure that's just something that will come through experience. So once again, it's now a waiting game for the weather, and finding a suitable few hours to complete the navigation, without pressure of time.
Flying time: 2.1 hours Total flying time: 54.8 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 1.1 hours

21st December 2001 Lesson 49 G-TINK
As forecast, today's weather wasn't particularly brilliant, a warm front was passing over the country. Strong gusty winds, so I called EMH before setting out and had a short discussion with my instructor to see if it was worth getting any flying done. He suggested we could look at limited power operations. So once I arrived, I was given a full briefing on the various power margins and the capability of the helicopter accordingly.

We got underway and up to Nottingham, where we did downwind and into wind checks on the power margin available. Then my instructor limited me to a certain power setting, and told me to carry out a run on landing. He followed me through on the controls as we did it, and it seemed very very smooth. Then, I carried out a running take-off, and went around the circuit again. This time he didn't touch the controls for the landing, it was very smooth again! A running take-off and around the circuit, but we were to do a vertical approach to the bunker. I set up the approach, and allowed my instructor to take control of the new manoeuvre to demonstrate to me. Seemed simple enough, just make sure the rate of descent isn't huge enough to enter vortex ring without the airspeed! Around again and my turn. Not a bad effort, tricky to keep the helicopter straight in the wind, especially when it's gusting and dropping off. Anyway, I seemed to do alright, but perhaps a bit quick descending, so a couple more attempts. Also, taking off from the bunker, we performed vertical take-offs too, with the wind being so strong, we were in translational lift with zero groundspeed. Pulling the full 24.5" of power, meant that we just carried on climbing and climbing and climbing! A couple of attempts at a zero/zero landing, basically flying the helicopter to the ground without hovering. Quite unnatural and I wasn't very good first time around, but it's quite a simple procedure anyway.

Time up and we returned to Costock by lifting out of Nottingham with a vertical lift. We got to 1000ft and decided that any higher, we would be in the clouds, so nose down and pick up the speed! I really enjoyed today's lesson, it demonstrated exactly what the helicopter can do when the conditions are right - the wind makes all the difference, and the vertical climbs and descents, I found particularly exhilarating! Merry Christmas everyone!
Flying time: 1.1 hours Total flying time: 55.9 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 1.1 hours

4th January 2002 Lesson 50 G-TINK
Happy New Year to all! I had booked enough time today to complete my qualifying NavEx, however the weather wasn't to be. A lovely bright and cold day, but with lots of haze and a temperature inversion to boot! The haze was reducing the horizontal visibility to 8km or less, so my instructor decided that it was probably too risky today. Instead, we opted for more instrument flying. I suggested that as I had the whole day booked, I would be quite happy to have another lesson later on. I checked over the aircraft and tried to start up. However, the engine tacho had failed and with the engine running, was off the scale! We shut down and asked the engineers to take a look. An opportunity for lunch. I returned about an hour later and hung around for another half hour or so while it was fixed. Just as well the NavEx wasn't on today!

Eventually airborne with the hood on, my instructor handed over control to me. It was climbs and descents I would be doing today. Almost back to basics! My instructor just called out the heights to climb or descend to and I responded accordingly. All fairly simple, and I seemed much more accurate today. Then he put in the added complication of climbing and descending turns! I thought I did okay at them all. Nothing really too challenging, but it does drain the mental concentration.

Back to Costock for a break - I set up the approach on instruments, and my instructor took us into land. At this point, I realised how much my neck hurt - staring at the instruments for an hour, without really being able to move your head much meant that my was rather stiff!
Flying time: 1.0 hours Total flying time: 56.9 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 1.0 hours Total Instrument time: 2.1 hours

4th January 2002 Lesson 51 G-TINK
We had a coffee and decided on what to do next. I was given a briefing on unusual attitude recovery and limited panel (DI failure). My instructor then refuelled the aircraft, and a quick check later, we were airborne again, without a DI!

First was some 360 degree turns on the compass, showing the under-reading when turning to/through North and over-reading when turning to/through south. Also, we were performing rate one turns on the clock - i.e. 2 minutes for 360 degrees, 1 minute for 180 degrees, and 30 seconds for a 90 degree turn. Then it was onto unusual attitudes. I was expecting this to be particularly hard work, trying to ignore senses and immediately asses what needs to happen to the aircraft to recover. In actual fact, it was quite fun! My insutructor took control, I released all the controls and looked down while he manouevered the aircraft in order to confuse me. Then on the command of "recover", I looked up and took back the controls. First thing is to make wings level on the AH. Then put the aircraft in balance followed by setting the pitch/attitude to be level. Then adjust the power accordingly. The first one seemed easy enough, not too harsh, but I forgot the balance. Then my instructor tried harder to confuse my senses - very much like being on a rollercoaster! At one point, I could have sworn we'd dropped about 1000ft, although when I went for recovery, we were at a similar level to when I looked down! I seemed to manage the recoveries pretty well - I actually was quite enjoying it.

Time was up for today. A comfortable 1.9 hours of instrument flight taking the total to 3 hours, means there's just 2 hours of that left to do. I've got a couple of exams to get out of the way too, so I think I'll concentrate as much as I can on those over the next few days. Fingers crossed for next Wednesday and the weather!
Flying time: 0.9 hours Total flying time: 57.8 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.9 hours Total Instrument time: 3.0 hours

9th January 2002 Lesson 52 G-TINK
Okay, so who didn't cross their fingers? Weather today was not suitable for NavEx. Much the same conditions as last time, only worse visibility. So it was more instrument training today.

There's not going to be much I can write about it, as really today was just about consolidation and building the instrument time. However, perhaps not my best efforts at instrument flight today - I wasn't very accurate with the numbers, particularly when turning. My fault is that I was allowing the nose to climb therefore lose speed when turning on the compass. We flew around to the south of Costock (presumably Leicester and Loughborough area, but I allowed my instructor to keep track of our location!). After what seemed like ages, today, time was up and we returned to Costock. Another step closer to the light at the end of the tunnel. Come on weather, clear up!

I decided to attempt the flight planning and performance exam today. Unfortunately, my instructor had another student immediately after me, so didn't get a chance to mark it. I will find the result out on Friday!
Flying time: 1.0 hours Total flying time: 58.8 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 1.0 hours Total Instrument time: 4.0 hours

14th January 2002 Lesson 53 G-TINK
The weather was considerably worse on Friday, so much so, that there wasn't any flying to be done. Today, however, was flyable and as my instructor had no bookings for the day, I decided to take advantage. No NavEx though, but some autorotation practice in preparation for my flight test.

It was nice to be in control of the aircraft again, on the radio, taking off, etc. We lifted out to Nottingham to pratice autos to the airfield. Nottingham's radio is currently broken, so we were transmitting blind calls. Several autorotations took place - after the first couple, my instructor commented that they were pretty good, and better than he'd remembered from before! Then, he threw more and more things into the equation for me to think about - allowing me to roll off the throttle, for example.

As seems the case when I'm flying around in circuits, the time zooms past and we flew back to Costock. Once down, I enquired on my exam result - 95%! One wrong. I asked my instructor which one I had wrong - funnily enough, he answered with the same answer as me! (About helicopter service ceilings...)
Flying time: 1.2 hours Total flying time: 60.0 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

15th January 2002 Night flight G-SBUT
No flying planned today, but towards the end of the afternoon, I received a phone call from my instructor, inviting me to go flying with him as he built his night hours. I jumped at the chance!

I arrived at about 1630, it was still slightly light, so I sat down for a coffee - my instructor said that we wouldn't be lifting off until nearer 1700 - 30 minutes after sunset. We were soon underway and flew south and around the western side of Leicester city, to Leicester airfield. I was on the left of the helicopter - the opposite side to the normal seating arrangements as this was my instructors hours rather than mine. It felt very very strange being there! My instructor allowed me to have a go at the controls - it was like having to very quickly relearn how to fly! All my subconcious visual cues were in totally the wrong place - a bit like driving a left hand drive car in a foreign country! After some circuits around Leicester airfield, on the lit runway and using the APAPI approach lights (two white lights - on glide slope, one red light above or below glide slope), we left the circuit to "investigate" some flashing blue lights on what I think was the A47, obviously some sort of RTA. We then flew along the north edge of Leicester and tracked towards Nuneaton before turning back to Costock.

I think it's a real privilege to have been able to take the flight and to see Leicester and other cities, towns and villages from the air at night! There can't be too many people that get the chance! I think from my brief description, I haven't really given the 2.2 hour experience justice here!
Flying time: 0.0 hours Total flying time: 60.0 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

17th January 2002 Lesson 54 G-TINK
No NavEx today, again. Silly weather. In fact, there was quite a gusty wind. My instructor asked me if I'd revised enough for my final "written" (multiple choice) exam; I decided that if there was something I could do flying wise, I should do it, so my instructor suggested sloping ground. We flew to Nottingham and behind the tower was some handy slopes!

My instructor showed me what to do, and then invited me to have a go. The idea is to make contact with the skids on the highest part of the slope, then smoothly lower the collective whilst keeping the rotor disc level by moving the cyclic towards the slope. Sounds easy, but it wasn't! It was quite hard work keeping the helicopter still with the wind conditions. After a few attempts, I started to get the coordination going. Then we moved onto left and right skids. Again, similar principle, but you make contact with one skid first, then lower it onto the other. High chance of dynamic rollover, so have to be very gentle on the controls! Lots of practice at various different angles of slope before time was up.

Back to Costock. I was in no rush to return back to the office, so I decided to have a go at the exam, despite not really having done a too much reading for it, recently. Also, I had no practice papers to test myself on, so nothing to lose and experience to gain. No need for a retest though - 80% was my score! Only the practical radiotelephony exam to complete, now.
Flying time: 0.9 hours Total flying time: 60.9 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

17th January 2002 Night flight G-SBUT
I really wasn't expecting the call this afternoon for some more night flying! The last experience was fabulous, so again, I took the opportunity to have another go!

Much the same format as last time, to Leicester for some circuits, then we flew down to Rugby and turned above the M1 junction to head back to Costock. Today I was really looking at the traffic, and flying south from Leicester towards Rugby, it was quite surreal! The cars travelling about the countryside without street lighting, just looked so co-ordinated and controlled - like ants on an ant farm!! The M1 was quite stunning too. A whole stream of traffic as far as the eye could see, white and red lights in each direction without any gaps. Obviously, it's like that during a rush hour, but it's quite incredible to see it from 2000ft at night!
Flying time: 0.0 hours Total flying time: 60.9 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

24th January 2002 Night flight G-SBUT
No flying possible today, but I was at EMH for some ground tuition on the remaining Radio Telephony "practical" exam I have to complete. However, my instructor said that he might be out again in the evening and sure enough I had the phone call.

We took off, and flew down to Leicester. The wind was very strong and my instructor was having to work hard in the hover to keep the helicopter stable! Just 1.6 hours was needed for my instructor to fulfil his requirements, so after a few circuits around Leicester (they took that long because of the wind!) we headed back for Costock. That's the end of the night flying - what an experience. I think I shall look into obtaining a night qualification for myself, at some point.
Flying time: 0.0 hours Total flying time: 60.9 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

31st January 2002 Lesson 55 G-TINK
The weather today started off pretty good. Sadly, I was booked in from 1130 and I knew there was a student booked in prior to me. Why are the Met Office forecasts so damned good? The TAF said wind and rain from 1300, so there wasn't really much opportunity for NavEx. However, we took off at around 1145 for some practice of forced landings. Sure enough, it was windy!

We flew south and worked towards the north of Leicester, my instructor just took me through the first one to refresh my memory from Lesson 30. Today, I felt that I was able to concentrate more on the procedures, rather than working hard at the flying - I guess this is a result of the flying I have been doing and perhaps the skill level I have built(!?!!) Either way, it makes a difference to be able to have a bit of extra thinking time as it's not used up by other things!
Flying time: 0.9 hours Total flying time: 61.8 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.0 hours

8th February 2002 Lesson 56 G-TINK
Okay, that's enough - why can't the weather just be still and clear for three hours? I was unsure about whether it was worth having a lesson today, but I decided to go to Costock, and I'm glad I did. I was fairly quickly told that the NavEx wouldn't be possible due to forecast weather for later in the day, which I already knew. But I was informed that I would go and do some general revision flying with a different instructor - in the form of a mock flight test!

The first challenge of the day was that the helicopter was surrounded by other helicopters! After I started up, I took off and gently taxiied away from the other parked craft. Performed the checks, hover taxiied to the end of the field, called for clearance and off we went to the North East and Nottingham. I flew over Widmerpool and turned up the A46 towards RAF Newton. On the way, I was asked to perform a steep turn to the right, and then to the left. After that, my instructor started chatting to me about work and (obviously) trying to distract me slightly, before he blurted out "practice forced landing, GO!". Eeek! Lever dumped, right pedal down, flare. Check lever, set auto. Choose field. Mayday calls. Low Rotor RPM horn. Essential actions. And eventually, "Okay, recover!". Phew, that wasn't too bad, even though everything was a blur really. We climbed away and headed for the airspace about Newton to do some vortex ring recovery, followed by some instrument flight, which was all fairly straightforward. Then we headed back towards Nottingham airport and again, another PFL sprung on me. I felt a bit more controlled this time, but still the low rotor RPM horn kicked in - oops! I made the radio call, joined the Nottingham circuit and made a lovely approach to the airfield. Landed on the triangle and my instructor (examiner?) asked me to lift, spot turn 90 degrees and land again. All fairly straightforward. Then we had a couple of quick stops, and some sloping ground work. A couple of circuits, both with engine off landings (first time I've experienced that!)

Then, we headed back to Costock. With a twist. I was to fly without a governor - I was watching the RPM like a hawk most of the way. Fortunately, in the cruise, it was all quite stable. As I transitioned back to the hover at Costock, the horn went on, and my reaction was the dump the lever - then I realised that we were close to the ground, and the reason the RPM was low, was that I needed to open the throttle! I parked up, shut down, and joined my instructor for a debriefing. I asked if I'd "passed", and he said "yes", and that if I flew like that on the actual test, I'd be fine. All above average, apparently. Have to say, that I really enjoyed today's flight!
Flying time: 1.2 hours Total flying time: 63.0 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.6 hours Total Instrument time: 4.6 hours

14th February 2002 Abandoned Lesson/Passenger G-TINK/G-OHHI
Finally, at long long long long last, the weather was good enough for my qualifying NavEx. The forecasts from Monday onwards have been favouring today and tomorrow, and I'd been getting quite excited all week, about getting it done! My instructor phoned at about 0850, and confirmed that it was on, so I got myself to Costock ASAP! Checked over the aircraft, planned the route (well, worked out the effect of the wind) a final briefing from my instructor and I started up, following the checklist as per normal. (By now you must be wondering why I'm going into so much detail!) I gently pulled up the collective, there was a crackly interference on the radio. Simultaneously, my instructor noticed the "governor off" light flickering. An engineer was summoned to check it with the rotors turning and decided that the fault was serious enough for the helicopter to be shut down. I went back to the office; five minutes later the engineer announced that it was a broken wire in the switch and it would take him a good two hours to fix it.

Somebody please fix my luck for tomorrow. Please?

Luck? Well, actually, as luck would have it, at around that time, EMH received a phone call for an urgent commercial flight - flying some car parts from Sheffield Airport to the Honda works, in Swindon. My instructor was to fly it and I was invited along for the ride! In G-OHHI - the LongRanger! Wow, thanks Honda! It certainly was a fantastic day to be in the air, lots of sun, a few fluffy white clouds and some excellent visibility. Plus, some good practice, I thought, for my NavEx, whenever it happens.
Flying time: few seconds! Total flying time: 63.0 hours
Of which Solo time: 0.0 hours Total Solo time: 7.3 hours
and Instrument time: 0.0 hours Total Instrument time: 4.6 hours

15th February 2002 Lesson 57 G-TINK
Here we go again! But this time, with a difference - it was actually going to happen! I arrived at Costock first thing and was presented with the weather, and invited to call both Turweston and Sywell, which I duely did. Sywell informed me that they had a surface visibility of 6-7km which is perfectly flyable, just not ideal.

I checked over, started up, and paid particular attention to the governor to make sure it was engaged properly! My instructor joined me, and we departed for Nottingham. I dropped him off and took-off for Turweston. Once airborne, I quickly got changed to East Midlands approach so I could transit their zone at 2000ft - they obliged and gave me squawk to play with. I heard G-CHIS taking off from Costock. Every fix I obtained pinpointed me exactly on track. I tuned into Daventry's VOR and tracked that until I could track it no more. Turweston hadn't responded to my initial call, I think the tower was unmanned, as another aircraft appear to have trouble being heard, too! I tried a few moments later and was asked to approach from the south east for the Cabbage Patch - something which I was entirely expecting - so, no surprises so far. After passing the VOR station, I was looking for the areas of forest that I had used before, as a guide to flying to the south east boundary past Silverstone. I very nearly missed them and turned left in order to be in perfect position to avoid all the areas that Turweston ask you not to fly over! I landed, paid up and asked very nicely if they would sign my bit of paper to say I'd been - and I'm pleased to report that two "good"s were entered the airmanship and radio evaluation form!

I went straight back to the helicopter and got underway for Sywell, back out to the south east and following the road past Silverstone. I changed to Sywell Information when I was at Towcester, or thereabouts. On the phone earlier, they had asked me to approach the field from the western boundary - however, on the radio I was told to approach from the south east - this is what I had flown before, so was familiar with it. I approached to the 33 threshold and was informed that I could park behind some aircraft on the eastern side of the tower. Paid up, two more "good"s and a aerodrome stamp. I took the opportunity to get myself a cup of coffee and a small bite to eat before setting back.

After departing from Sywell, I set track over unfamiliar and quite indistinctive areas of countryside. (Whereas en-route to both Turweston and Sywell, I'm quite familiar with the road network - M1, A43, etc. and precise location I find quite easy to fix!) The sun was behind me and it was getting really quite hazy, so I decided to fly a couple of hundred feet lower than the planned 2000ft, to see if it was any better - it was, so I stayed there. I navigated north past Desborough and Market Harborough and picked up the power lines to follow for a while. As I was nearing Leicester, I was looking for Leicester airfield, and I thought I spotted it - however, shortly afterwards, I started to get a bit lost and not 100% sure of my precise location. East Midlands Approach informed me that Langar airfield was active with parachuting and I should remain well clear. Which threw me a bit, as I wasn't intending to fly anywhere near Langar, nor did I think I was close! I continued to fly my heading, whilst being a little anxious about not recognising features. Maintaining a heading does work, despite however much you can't actually see! Eventually, the familiar A46 came into view and a quick look up and down the junctions pinpointed me slightly to the south of Willoughby-on-the-Wolds, with my workplace in sight! Home and dry now! East Midlands despatched me to Nottingham Radio, the runway had changed from earlier. I landed uneventfully, and my instructor walked out to meet me! Fantastic! Finally it's done - two months of waiting, two 'false starts' and that's not even mentioning the endless days of hoping for fine weather and ending up with wind and rain!
Flying time: 2.5 hours Total flying time: 65.5 hours
Of which Solo time: 2.2 hours Total Solo time: 9.5 hours
and Instrument time: 0.0 hours Total Instrument time: 4.6 hours

19th February 2002 Flight Test (Lesson 58) G-TINK
I was particularly concerned about weather, but Costock was experiencing quite a bright spell when I arrived. My 'EXAMINER'(!) briefed me about what the test would involve. We started with some general discussion and questions about the R22. Then I went and checked over the craft... as I did so the weather deteriorated. We listened to the ATIS, and cloud at 1800 ft with 13kt wind, I decided that would should attempt at least the first half of the test.

We took off, and headed towards Nottingham. I was asked to perform a steep turn to the right, then immediately into a left steep turn, but on instruments only this time. Then my examiner put the helicopter into Vortex ring and invited me to recover. Oops, first mistake! I inadvertently must have pulled on the lever slightly as my examiner firmly checked it back down! And that probably didn't bode well for the next exercise - a PFL. Oh dear, not pretty. I didn't lower the lever as smoothly as I could have and I ended up chasing needles - low RRPM, high RRPM, speed all over the place!

Then, we headed for Nottingham airport, but the weather was really closing in - plenty of rain on the windscreen and it was getting much tricker to see; I was feeling quite uncomfortable with the conditions. My examiner asked if I wanted to turn back to Costock and abandon the test; I thought about it for a few moments and decided that it was better to be safe than sorry and that despite really wanting to continue, there would be other, better days.
Flying time: 0.5 hours Total flying time: 66.0 hours
Of which Solo time: 0.0 hours Total Solo time: 9.5 hours
and Instrument time: 0.0 hours Total Instrument time: 4.6 hours

28th February 2002 Flight Test (Lesson 59) G-TINK
The weather for yesterday and today has deviated a little from the forecast weather. Yesterday was windy, but the sky relatively clear, and the wind today was even less! I received a phone call in the morning from my examiner, asking if I was free in the afternoon, which I was. So, after lunch, went to Costock. As I had the full briefing last time, I wasn't given it again. I added the wind effect to my planned navigation (Costock to Costock via Sheffield and Newark), went out to the helicopter, started up, and my examiner joined me. As I passed my radio-telephony 'practical' exam last Friday, I was to do the radio. It all started very well, a bit out of balance to start with, but I felt comfortable and smooth. However, that was about all - for some reason, I had taken my eye off the altimeter and had inadvertantly broken our clearance - I hurriedly corrected it before anything was said, although it was noticed. After we were out of the East Midlands zone, I climbed to 2000ft and joined my track for Sheffield. My examiner asked me on occasions exactly where I was, and I easily identified Hucknall airfield; which prompted the question about if I should call them on the radio - as they are a weekend only airfield, that's not necessary. Around this time, my examiner asked what I should do if I had an engine fire, which I duely answered with hopefully, a textbook answer.

Just as I was thinking about changing to Sheffield's frequency, my examiner told me that I should divert and track the Gamston VOR. I found a suitable radial, turned course and flew towards it. I called East Midlands to let them know, and they advised me to call Waddington; a frequency I hadn't written down! Then came the next mistake - I forgot to look for Gamston airfield, and my examiner took over the radio to make the calls. After we flew over the VOR station, I was given the instrument hood to wear for the instrument part of the test. I relaxed slightly, as I wasn't worrying about the radio or position, but just concentrating on the instruments and following the instructions (my examiner commented afterwards that my instrument flight was faultless!). A couple of 180 degree turns and a descent and a climb later, I was asked to remove the hood and work out where I was. I pretty much instantly recognised the area as north of Newark, tracking the A1. We flew towards Nottingham, past Syerston, which was very active with gliders and motorgliders. On the way, I was given a practice engine failure - I felt this time, I was much much smoother and controlled with the autorotation, I wasn't needle chasing; however the area which my examiner chose was riddled with power lines, so I had to apply some extra airspeed to clear them.

We arrived at Nottingham and made for an engine off landing on the triangle - I entered the autorotation in what I thought was the right place, given the wind direction and speed. My examiner, however, steered me left of the triangle, which meant that at the flare, we were slightly short of the grass. We carried out another circuit and this time, the engine off landing was much more on target. Then it was a quick stop (probably my best yet!), followed by some sloping ground work, which I felt was satisfactory. Took off again and was asked about performing a power check, which I had forgotten how to do (well, the speed at which it's performed, and what the power margin means)! However, my examiner established that there was sufficient power to approach and land on the concrete bunker. Having only done this a couple of times before, I had to think hard about how to do it. I must have done okay, as I got there, in my opinion, safely! Then we departed for Costock. My examiner landed us, and after touchdown, he asked me to lift into the hover, turn 90 degrees and land, on all four points of the compass. Each time I forgot to check the Ts & Ps.. ooops! My examiner then parked the aircraft and handed back to me to shut down.

Back into the office for the debriefing. I watched as my examiner filled in the logbook and wrote the words "PPL(H) Skills Test - PASSED" Then, I had the poor bits of today's flight discussed. Why is it, whenever you're on test, you fail to perform how you normally do? I had exactly the same experience ten years ago (to within a fortnight, oddly enough) when I somehow managed to pass my driving test!
Flying time: 1.6 hours Total flying time: 67.6 hours
Of which In command time: 1.6 hours Total in command time: 11.1 hours
and Instrument time: 0.0 hours Total Instrument time: 4.6 hours

4th March 2002 "Lesson 60" G-TINK
One last thing before the licence application is sent off - I am a bit short on some required hours (0.7 solo cross country flight and 0.4 instrument flight). Today was the day to finish them off!

Some instrument flight on the way to Nottingham where I then dropped off my instructor. Only a small navigation that I planned for myself - fly down to Widmerpool, turn to track the A46 towards Bingham, then the A6097 to follow the river back towards Nottingham airfield. Picked up instructor and instrument flight back to Costock.

After we landed, we went through all the necessary paperwork for the application. A couple of signatures and a bit of confusion about the fee. All that remains now, is for EMH to send off all the paperwork to the CAA for my licence; which, I'm told, should be with me in 2 weeks, or so!

Well, that's it! Nearly 69 hours of flying, over the best part of nine months, and here's where I start learning what it's all about! I know that some of my instructors read this web page, and I'd like to extend a rather large "thank you" to them all.
Flying time: 1.2 hours Total flying time: 68.8 hours
Of which In command time: 0.8 hours Total in command time: 11.9 hours
and Instrument time: 0.4 hours Total Instrument time: 5.0 hours

© James T Lowe 2001-02