In the days that passed following my initial failure (or partial pass!) I kept beating myself up over making such a stupid mistake as messing up the overhead join. It took about 5 days before I finally calmed down and put it behind me. It had already happened, nothing I could do could change it. The only positive really was that I am pretty unlikely to ever make the same mistake again!
I had re-booked the final part of my test twice, each time was cancelled either due to weather, or aircraft availability. Six days had passed before I was actually able to re-take my test, and as I only had to take off, fly out of the ATZ and return again, I was feeling pretty relaxed on the drive to the airfield.
My test was booked for 1pm, but I arrived around midday so that I could check the aircraft, fuel if necessary and generally relax a bit before starting. As it happened, the aircraft had already been flown a couple of times and had a decent amount of fuel in it, so I didn’t need to do anything but wait.
Soon enough, the examiner arrived and we had a quick brief. No need to recover everything that was said before, today would simply be about doing a successful departure, rejoin and landing. Although he did say that he’d like me to do a couple of circuits too. Not a problem, I thought.
The wind was favoring runway 27, the best choice of runway at Gloucester as it’s the longest and has the familiar GCHQ as a visual landmark directly to the East of the threshhold.
This time, he watched me as I checked the oil and fuel, then asked me a couple of questions about the different parts of the plane. “What’s this bit called”, and “what does this do”. That sort of thing.
Soon enough we were in the cockpit and I was obtaining the ATIS. After a short taxi, and even shorter hold, we were cleared for take off. After a slight turn to the right for noise abatement, I turned to the north and flew towards Tewksbury. Overhead Tewksbury, I called Approach and asked to re-join. “Make a standard overhead join for runway 27, right hand” they said. So that’s what I did, not making any mistakes this time, executing a nice descending turn to cross the 09 numbers at 1,000ft. Whilst descending I asked Tower for approval to do circuits, which were approved, so when calling downind it was for “downwind, touch and go”. This was to be a flapless circuit, which went well, followed by a performance landing.
Everything went well, I had nearly done it. After slowing down, the examiner took control and asked Tower if we could do an aborted takeoff. They approved, so then he asked me to proceed as if I was taking off, but then abort on his command. Now, this isn’t something I’ve ever done before so I was feeling a bit apprehensive, but thought it through and figured I’d need to throttle back and brake hard. On his command, that’s what I did, and he was happy. He took control, then said “congratulation, you’ve passed”. Hoorah!
Back in the briefing room, we spent the next hour or so filling out various forms and paperwork. By the end of it, I had an envelope full of documents ready to send to the CAA to apply for my licence. I was very excited!
It takes around 2 weeks for the CAA to process your application. During which time, you can fly solo with an instructor’s approval, but you can’t take any passengers. As soon as the licence arrives, I’ll be able to take passengers.
Luckily I’m away next week with business, so the wait wont be quite so agonising. With any luck, I’ll do a solo flight before the licence comes through, and then go on my first flight as a licenced PPL with my wife. I’ll spend the next few days thinking about where we might go.. Oh, and celebrating. Lots of celebrating to be done!