We’re missing the most important aspect of this – James May, a relatively recently qualified pilot, got to fly from Italy across France, presumably logging a very nice trip at the BBC’s expense. Nice one James and good luck with the flying!

(Yes, I know it’s our Licence Fees but I, for one, am delighted to see the money being put to good use for once!)

Melvyn, It’s no good – I can’t make my list of types flown sound as good as yours but I did make it seem longer by adding every last sub-type!

AA-5A, Aeronca 11AC, Auster J5, DH82A, DHC-1, C150E, F150M, FRA150M, C152, F172H, C172L, C172M, F/C172N, C172P, C172R, C172RG, CT/4E, Express 310, Harvard IIA, HR200/120B, J-3C-65, J-3C-90S, N.A. T-6G, NDN-1T, PA-18-95, PA-18-150, PA-28-140, PA-28-151, PA-28-161, PA-28-180C, PA-28-181, PA-28RT-201, PA-38-112, Stampe SV4C, T67B & T67M.

Putting showing off aside for a moment, I have to agee that flying a variety of types definitely improves one’s ability to fly by first principles. Bad habits slipped into on one type suddenly become very obvious when at the controls of something a little different. Flying by ‘picture’ rather than ‘numbers’ is one area that improves markedly, as is consideration of surface wind direction/strength when taxiing in tailwheel types. the latter are also very good for reminding you that you have feet and that they should be used for something other than making your legs look tidy…

Eloquently put, Propstrike. I, too, was lucky enough to be out for a “bimble” on Sunday afternoon but not in the Super Cub this time.

I pottered around the local area in another old (aluminium) high wing aircraft, enjoying the view as the sun slowly set before drifting back to a certain airfield, not many miles to the south of yours, to practice some night circuits. I’m afraid I cheated and kept the windows closed and the heater on!

The sight of the “tide” coming in from the Woodcote/Benson area with the finger reaching Pangbourne and the shallow mist and frost on the sheltered fields certainly made for one of those “this is why I do this” flights. My original 30 minutes local grew to a very pleasurable hour and 55 minutes – amazing how time flies when you’re having that much fun. Definitely an afternoon for having healthy fuel reserves and keeping a close eye on the local mist situation though.

Thanks for posting the pictures – I didn’t have a camera with me.

Were you on instruments in your Super Cub?

Janie,

Instruments in a Cub – wash your mouth out!

I’m very much a “look out of the windows” flyer (but can look inside if I have to) and the trip in question was in lovely clear conditions but with a stiff blustery breeze to keep me honest. It was interesting setting up approaches to patches of grey gravel amongst lots of grey gravel – very few of the usual visual clues, but at least I could pick an into wind area to land. I also chose to use the fairly narrow gravel strip at Palmer because I like a challenge and, with the prevailing crosswind, that’s what I got.

I wasn’t able to take any pics from the air as I was too busy enjoying myself (write your own punchline…) but one of my fellow travellers sent me this one of me returning the aircraft in one re-useable piece.

My friend’s son, aged 14, has recently started having flying lessons. He has been told that he can log dual time at any age – provided, obviously, that he is physically big enough to reach the controls. Solo flight is permitted at age 16 and the PPL can be applied for on reaching 17.

So, apart from needing to get himself several paper rounds etc. to help towards the cost of lessons, there are few reasons not to start as soon as he likes.

Jasper Carrott (born Robert Davies) used to own/fly a Fuji – possibly G-BCKS – in the 70’s. Anyone know if he’s still flying?

A few thoughts from a PPL holder living in Reading:

Moggy C’s advice is spot-on. You definitely need to find a school/club that suits you personally. I trained for my PPL with Cabair at Blackbushe in 1986 so my experience of them is somewhat out of date but I still run a Group-owned aircraft at Blackbushe and there is a lot to be said for a long hard runway when training!

Compare prices carefully. Check whether Landing Fees are included at your home airfield, whether the hourly rate quoted is only available if you pay a lump sum ‘up-front’ (not a good idea – just ask ex-patrons of the now-defunct European Flyers at Blackbushe) and whether Ground School is included (usually not, except for briefings for individual lessons).

Training abroad is, in my opinion, fraught with danger, both at the time and on return to the U.K. I know people who have had good and bad experiences with schools in the U.S.A. – there seems to be a good case for very careful homework before travelling long distances to train in short periods of time. Training in an environment other than that in which you will be doing most of your flying is going to leave you wanting when dealing with U.K. Airspace, Radio Procedures and, most importantly, Weather.

As for training in the Reading area, I have one more suggestion for you: If you don’t mind a drive of about 45 to 50 minutes instead of 20 to 30 minutes for Blackbushe or White Waltham, I can heartily recommend Western Air at Thruxton (01264 773900). I have been flying with them for a number of years and find them professional, helpful, flexible and very friendly. They have a good selection of aircraft to choose from – PA-28 (Warrior, Cadet and Archer), PA-38, C172, Slingsby T-67M, Super Cub and Aztec. Given that I live in Reading and am prepared to travel to fly their aircraft must be a recommendation in itself! (Note: I don’t work for them and I don’t get discounts or ‘finders fees’!).

One last piece of advice – it is YOUR money. Whichever school you eventually choose is not doing you a favour by letting you learn in their aircraft, so, if you are not happy about something, let them know and, if necessary, be prepared to continue elsewhere if you aren’t satisfied with the service that you are getting.

Best of luck with your PPL!

Gromit.