Multiflight Flight Training Centre student Adam Rahnavard is celebrating after passing his Private Pilot’s Licence (PPL). You can read here the final stages of his PPL flight training at Multiflight at Leeds Bradford International Airport at Leeds, West Yorkshire, UK, and the next stages of his flight training.
Adam writes: “After much preparation the day of the skills test had finally arrived. I had been keeping an eye on the weather all week in the hope that conditions would be suitable. I was hoping my examiner booking would coincide with a good day as the last thing you want during your skills test is to have to battle the elements. On arrival, as was always the plan I did a ‘warm up’ flight with Paul to get me ready but also to practice one more PFL (practice forced landing) to ensure I was as ready as possible. We went out over Wetherby to do this as well as a few other general handling maneuvers: it was also an opportunity to do another glide approach. All went well and Paul was happy I was ready to be handed over to Dick Cummings, one of the in-house CAA-authorised examiners at Multiflight.
The first part of the test was in the briefing room where I was required to show the examiner the technical logs for the aircraft I was in (G-BXDT) and also show him I had been through the NOTAM’s and all relevant weather along the route. Dick confirmed along with my mass and balance calculation that all was in order. The route for the test would be Eccup to Pickering, then from Pickering to Humberside. The expectation is that half way down the second leg I would be given a diversion possibly to the area where I would do the general handling tests. Towards the end of the brief Dick informed me that clearly all aspects of the test need to be conducted to the right standard but one key thing overall he was looking for was that it was a safe flight. He reminded me that although concentration was very important it was also crucial I relaxed and took my time throughout each instruction.
Fully briefed and ready to go I checked the aircraft out, climbed aboard and confirmed Dick was sitting comfortably before calling for taxi. Clearance given I set off, testing my brakes and conducting the turn checks and all was in order. Before long I had departure clearance over Eccup from runway 32 and we were up and away. I was concentrating as much as possible to ensure all the checks prior during and after take off were conducted perfectly and that the examiner could see I knew what I was doing. Once over Eccup and the necessary RT taken care of I announced the heading and time on route to Pickering. The wind appeared to be a bit stronger than forecast and I was noticing that I was being pushed to port more than I had calculated as land marks I had expected to see were to my right. I was a little off track but I did some calculations and corrected so Pickering was on the nose. Despite the alterations to my calculation we were still on time overhead Pickering which was pleasing.
First leg complete, I steered the aircraft on track to Humberside knowing on this leg there would be a possibility I could be diverted elsewhere. I was concentrating hard but still, despite it being a test, was enjoying the flight. After about 15 minutes Dick asked me to confirm our position using the VOR system which by using two fixed ground stations I could confirm our location. This was where I experienced the kind of ‘test pressure’ that makes a simple process more difficult than it would be normally: this was caused by my VOR marker on map not staying in position on my map! I stayed cool and managed to get it sorted out and confirmed our position that was just slightly North of Market Weighton. Dick confirmed this was correct and that we would now do some of the assessments starting with the stalls. These were, one clean, one with one stage of flap (base to final) and one with two stages of flap (final). I had practiced these many times and felt confident I could replicate each one correctly.
The diversion from our position close to Market Weighton was to go back to Eccup where we would continue the general handling. I calculated the track and time on route and advised the examiner. The cruise altitude was 3000ft so a MATZ penetration was not required. As planned we were in the vicinity of Eccup on time and on track. Dick asked me to steer the aircraft to the right a little where we completed the assessments to include simulated instrument flying, unusual attitudes and recovering from them (nose high, nose low, spiral dive etc) and also medium and steep level turns. In the middle of this I was given a simulated engine failure and an engine failure after take off, all of which I think went ok. Clearly there was no feedback at this stage and I would have to wait until we got back to the briefing room.
The end of the test was near and all that was left was a return to the airfield and three circuits on different configurations. For the main part this went ok and all my landings were in my view satisfactory.
On taxi back to Multiflight, worn out, I began to think about what Dick may say next and at what point it would be confirmed the outcome. The three options were of course fail….., partial pass (where part of the test would need to be re-assessed) or a full pass. I was confident I had not failed as despite one or two nervous moments I felt I had carried out all his instructions to standard and that the flight as a whole was safe. I was thinking ‘should I ask…?’ or ‘would that tempt fate…’? I decided to keep quiet and complete the shutdown checks. Dick asked me to meet him back in the briefing room.
Anxious about the fact in the next however many minutes I would hear the outcome walked back to the school. People who knew me along the route asked how it went and I confirmed I had given my best and was waiting to hear. In the briefing room Dick said that we would go through a full de-brief before the outcome was announced. This had me worried until he went on to say the reason for this was to ensure he had the student’s full attention! Anyway it was not to worry as after a number of pointers aimed to further enhance my flying confirmed it was a safe flight I had fully passed and handed me the signed test sheet. What a relief……
So after 48 hours of training/solo flight, 8 exams, a radio licence, a medical, weather changing, solo cross country flying and me having flying on the brain for the last 10 months I had finally done it and passed my Private Pilots Licence!!!! What an amazing experience.
Thank yous and acknowledgements….
Much like an Oscar’s acceptance speech there are a number of people I want to thank;
Firstly my instructor Paul Moss, an excellent instructor who pushed me in every lesson to aim to achieve high standards and become a competent pilot. Paul often went beyond what is expected of an instructor with the time and support he gave away from the aircraft for my studies and all round preparation. No questions were left unanswered by Paul and I am grateful to have had him as my instructor: no doubt an asset to Multiflight.
Paul did the vast majority of my training but some of it was provided, in the beginning, by another instructor Simon Jackson. Simon always ensured I aimed high and sought to achieve good all-round airmanship on the few lessons he stepped in for: an extremely helpful chap from who I also learned a lot.
I wanted to say thanks to the office team at Multiflight who had to deal with all my requests, calls and emails! This was always done with a smile so thank you to Sue Watson, Andrew Binns and Richard Wheatley. Thank you also to Mike McKenzie (Centre Manager) and Sue Preston (Marketing) for their support.
It would be remiss of me if I did not thank my wife Karen for all her support and for putting up with me living and breathing learning to fly!
Next steps from here….
My intention is to pursue commercial flight training. I can think of no better place to do it than at the Multiflight Flight Training Centre: their excellent reputation is well earned and I intend to do all my flight training here. I need to build my hours up to 150 and also pass the ATPL exams before I can start the Commercial Pilot’s Licence (CPL) but hope to reach that point over the next 18 months. In the meantime and especially over the summer my main goal is to enjoy my new Private Pilot’s Licence and flying!
Thanks for reading and following this blog.”
Adam Rahnavard PPL (A)