On Saturday the weather had started to break, the last few weeks had seen very hot weather but also a few thunderstorms. So I hoped it would not be overcast and stormy on Sunday. Caroline was up first and announced the weather to be lovely. As I ate my breakfast I had the laptop by my side and was downloading the weather reports for this area. Things looked quite complicated with a cold front to the west and heading my way.
EGNJ 230720Z 23008KT 1800 BR BKN003 18/17 Q1016
Then I got METAR; oh no!
8 knots at 230 degrees was great but 1800 meters visibility, there was no way I could get in the circuit with weather like that, but what was the forecast like.
EGNJ 230559Z 230716 23006KT 1400 BR BKN004 PROB30 TEMPO 0708 0800 FG BKN001 BECMG 0710 7000 SCT040 TEMPO 1116 9999
Well becoming 7000 meters between 07 and 10 GMT so it was worth while getting ready.
Before I heading off, I phoned the club and checked with Mel about the weather. She had a quick word with Richard my instructor and he agreed it was worth coming in as things were getting better.
Once at the club house we checked the weather again, it was 3000 meters now so I went off to get Romeo Lima ready. Once through security I walked over to the grass parking area and gave Romeo Lima a preflight including checking the fuel. Once complete, I headed back to the club to check the weather, leaving my flight bag in the back of the plane. While walking back I spotted the new Diamond twin landing, quite some plane, I would love ago in her some day. Once back in the club I checked the ATIS again, visibility was 4500 meters, not long now.
So we waited, and waited. Another student arrived to try a cross country exercise, so we all waited together. Eventually it got to midday and still it was 4500 meters. I decided to call it quits and to pop back to the plane and get my bag to go. I grabbed my bag and popped into the security office to hand back my pass and went to say good bye to Richard. In the club house the other student was making one last check of the the weather before also heading home. He was planning a dual cross country exercise, Humberside, Boston to Peterborough and back. He turned the up the volume on the ATIS and the radio announced 6000 meters visibility! Wow that was a quick change. I looked and Richard and he said,
“Well?”
“Lets go!”
I shouted, I grabbed my bag and headed for the security office again to get my bag x-rayed for the second time.
Once through security I headed back to the grassed parking area. A quick preflight check and Richard joined me in the cockpit. Four primes and the engine started straight away, setting 1200 rpm I finished the after start checks and switched the radio to the ATIS. 230 at 7 knots, surface visibility 6 km and few clouds at 2000, temperature 24C due point 17C, QNH 1017. I hit the flip-flop button and called up the tower.
“Humberside Tower good afternoon, this is Solo02 on the grass, request radio check and taxi, I have information yankee with a QNH of 1017.”
Solo02, readability five, information yankee correct, QFE 1015, taxi and hold at holding point bravo for runway 21″
“QFE 1015, taxi to holding point bravo for runway 21”
“QFE 1015, hold at Bravo, Solo02”
I replied.
I first reduced power, pulled well back on the yoke to protect the propeller, took of the brake and then increased power. Nothing, no movement at all! I increased power some more and then more again. Slowly Romeo Lima moved forward on the grass and as she started to move I quickly reduced the power. I headed for the paved taxi way and as I approached the paved area I increased the power again to get us over the very low kerb. Getting from the grass to the paved taxiway is always a little fraught with difficulty. Once on the paved area I headed to taxiway bravo, being warned by Richard my instructor to keep the rev’s up to stop the plugs from fowling.
At the holding point I proceeded with my power checks and then radioed the tower.
“Solo02 ready for departure.”
“Solo02 line up runway 21.”
“Line up runway 21”.
I answered back.
Take Off
Like many times before I swung round and lined up on runway 21. Checking my compass with the DI, I made a small correction and then Tower gave me clearance to take off with a left hand turn out. With no flaps and full power set we accelerated down the runway. I kept glancing down at the instruments, checking that the speed was increasing, and that the engine temperatures and pressures were all in the green. At sixty knots we left the ground and we were back in the sky. The speed was a little low, and Richard reminded me we should be climbing at 80 knots. I lowered the nose to increase speed and then at 500 feet I made the normal left turn. I carried on the climb until I reached 1000 feet. Then lowering the nose I let the speed increase then reduced power to the cruse. I looked out to the left and once my normal marker the grain bins disappeared under the left wind I made a left hand turn onto my downwind leg.
I made the downwind call and then made my checks, I was a little slow so Richard prompted me. BUMFFICHHLC. With the checks complete I turned onto base and started my descent, I was a little late, so it was carb heat on, reduce power, speed in the white arc of the ASI, then two stages of flaps. I then turned on to final, made my radio call, and assessed my approach. I was still too high so reduced my power some more. The trick on the approach is to find the numbers written on the start of the runway then chose a point on the lower third of the runway. Once you have lined everything up you keep the numbers at the same point in the windscreen. If they start to go up then your descending to quick so increase power. If the numbers go down then your not descending quickly enough so you reduce power. Over the last couple of weeks I had read and re-ready the approach procedures. I soon got my height right and the approach continued well. At 200 feet Richard turned off the carb heat for me, I flew Romeo Lima down to 10 feet and then leveled off. Reducing the power the I slowly brought back the yoke and we touched down. Better then average. Richard removed the flaps I had set and I increased power to full, take off!
Engine Failure after Take Off
On the turn to the crosswind leg Richard pulled a EFATO (engine failure after take off) I quickly established a glide and picked a field, then started to go through my checks. To slow said Richard but at least I was well set up for the landing in the field. I climbed away and got set backup in the downwind leg, making my calls. This time I was second to traffic, a helicopter, which I just could not spot. At the end of the downwind leg Richard finally spotted the helicopter and we made a right hand orbit. After two orbits we were cleared to proceed to final. This I did and went on to make a reasonable landing. Once more we took off, and again just as I was about to turn on to the downwind leg Richard declared a EFATO. I again established a glide and while turning into wind, went through the engine failure after take off check list from memory. After I had gone through the touch drills (where the pupil only touches the controls and does not actually move them, eg turning off the fuel supply!), Richard asked me where I was going to land, I pointed out the field I was heading for and Richard said that was fine and let me have power back. Wow, that was a first a well executed EFATO, normally there just only just acceptable. The in the downwind leg Richard told me to declare a full stop landing. I made a reasonable landing and taxied back to the apron. Richard gave me a few words of advice then said, off you go, try three landings on your own. Just what I had been hoping for. Captain Richard E Brown back in command!
Solo
As with all my over solos (all three of them) I started back at the beginning and checked the weather on the ATIS. Making a note (it was the same as before), I called the tower, but before I pressed the mike button I recited what it was I wanted to say. Once sure I had it right, I pressed the mike button and said,
“Humberside Tower good afternoon, this is Solo02 on the apron, request radio check and taxi, I have information yankee with a QNH of 1017.”
“Solo02, readability five, information yankee correct, QFE 1014, taxi and hold at holding point bravo for runway 21”
“QFE 1014, taxi to holding point bravo for runway 21”
“QFE 1014, hold at Bravo, Solo02”
Interesting, the QFE was slightly lower this time but the QNH was the same. Oh well no time to worry, with clearance given I again taxied to holding point Bravo and went through my power checks and take off checks, once complete it was back on the radio again, “Solo02, ready for departure”
“Solo02, line up and wait runway 21.
I swung round, and pulled onto runway 21 just in time to here the controller give clearance to a jet to continue on final. Oops! I hope they were going to get me moving sooner rather then later. I had nothing to worry about. The tower came back on the radio and gave me clearance to take off for a right hand turn out.
Acknowledging the clearance, I took a deep breath and released the brakes. I slowly increased the power, once I had pushed the throttle fully forward, I glanced down to start my checks. First checking the airspeed, yes it was climbing I announced out load to myself. Looking out I said out loud,
“Track the centre line”
Then it was a glance back at the instruments, checking the engine temperatures and pressures. They were all in the green. Looking out again it was a little more right rudder to counter act the the power. The take off speed of 60 knots had soon been reached so I pulled back on the gently on the yoke and we took off. YES! Flying again. In command. I concentrated hard on maintaining the runway heading and keeping the climb attitude a little lower then normal, as the speed slowly increased to 80 knots I raised the nose a little more to maintain that speed. I glanced down at the altimeter and as we reached 200 feet I checked the flaps (I had not used any) and that the landing light was off. I maintained the climb until I reached 500 feet then had a good look round for the cross wind turn. Looking first right then left (was that the right way, must check the book!) I made a gentle turn to the left, making sure it was not too steep, this was not a good place to stall. As the runway appeared over my left shoulder I leveled off the wings and came out of the turn. I had rolled out a little early so not to get blown downwind with the 7 knot wind. I started then looking out for my next marker, some grain silos down on the left, whilst I kept up the 80 knot climb and also kept an eye on the altimeter. Without an instructor on board the climb rate was much better and just as 1000 feet came up, I lowered the nose to let the speed increase before reducing the power back to 2300.
Now where was that grain silo. No where to be seen. My position looked about right and I was betting it was hiding under the left wing, trying to confuse me. I made my left turn, this time steeper then before as I was no longer climbing, and as I turned the grain silo popped into view, yes I had turned at the correct position. One good thing about left hand circuits on runway 21, lots of good landmarks. I had a quick look at the DI to make sure I was parallel to the runway and then made my radio call.
“Solo02, downwind for touch and go.”
“Solo02, report final runway 21.”
“Report final Runway 21”,
I replied, that was a releath, cleared to finals and no worries. I quickly but correctly read out all my downwind checks and checked again that I was at the right height and right direction. I was a little to far to the east but then I was also heading ever so slightly towards the runway so nothing to worry about. Time to enjoy the flying and start looking for my next reference point, a small lake which I normally pass over and a small quarry which I turn towards for base leg.
Just as I started my turn onto base, I head a helicopter announce that it was going to try a practice engine failure. Tower warned them that I was in the circuit and gave them permission to go ahead, but first asked them if they wanted to turn left hand to right. They declared they did not mind and so the tower told them to go left as I was currently on a left hand circuit. Oh great! I started keeping my eyes peeled for them. What would we have all done if they had gone to the left!
Once turned fully onto base I assessed by position and decided it was time to start my descent. First carb heat on, then I reduced power to 1700 rpm and positioned the nose to give me about 80 knots, gradually the speed started to reduce, once in the white arc of the ASI I put on the first stage of flaps. Satisfied with my descent I concentrated on making sure my speed came down to 80 knots and stayed there. As I had leaned the hard way through many bad and misjudged landings getting the approach speed right at the start was a major factor in a good landing.
In no time at all it was time to turn to final, as I made this final turn, the radio bust into life and a jet on the ground was chatting with control, I hoped they would shut up soon, and as soon as was appropriate I jumped in and announced.
“Solo02 final for runway 21.”
I was cleared to land and given instructions to make another left hand turn out. Once all lined up I engaged second stage of flaps and maintained my 80 knots. At 200 feet I turned the carb heat off and just increase power slightly to over come a little sink that had developed. Once over the fence I reduced the power nearly all the way and leveled off at about 10 feet above the runway and then removed the remaining power. Keeping straight with the rudder I tracked the centre line and gradually pulled back on the yoke, not too far so as to not to balloon but to prevent any more decent. The speed slow came down and just as the stall warning started to come on the main wheels touched down. I kept the nose wheel off as long as I could but a few seconds later it came down to. Very nearly a perfect landing and the best landing for a year! Now thats how to fly a plane! Feeling extremely pleased with myself I removed one stage of flaps and increased power back to full. Within moments we had reached 60 knots again and I was back in the air in command of Romeo Lima.
Second time round
This time things were far more interesting!
On to the down wind leg, things were similar to before except my positioning was even better, and I was maintaining height and position well. When I made my radio call I was warned of traffic and that I was number 2 and to report ready to turn for left base. I started to look out for the traffic. I was well downwind went I hit the radio button and announced.
“Solo02 traffic sighted.”
A jet full of holiday makers returning home was on final. I was then informed to make a right hand orbit, Wheee! Round and round we go. Making sure to increase the power I practiced a few gentle and a few steep turns. Keeping a good look out on where I was.
Tower came back on the radio to be and cleared me for final but warned me about wake clearance, 6 nm. I had just read this week about a student who got into trouble when getting two close to a jet and nearly lost control. I decided to make once last orbit then turn on to base. Once on base I waited quite a while before setting up my decent, this was going to be a long final. Finally (sorry for the pun) I made my turn and declared,
“Final Solo02 for 21, touch and go.”
“Solo02, Continue approach.” was there reply.
Suddenly I started to lose forward visibility, a shower of rain came down from a cloud parked above me on final, there was no sign of rain anywhere else, and I leant forward and peered through the wind screen. No wipers on a PA-28! I spotted movement on the runway, the jet had turned around and was now facing me on the runway!
Lower and lower I came, popping out from under the cumulus cloud that was giving Romeo Lima a wash, and just as I started to get ready to remove the carb heat and go round they turned off the main runway and onto a taxiway. Tower announced I was cleared to land and with a shock I suddenly realised the carb heat was not on! I must have not turned it off on the downwind check as I was distracted by the order to orbit. I double checked it and put it on for the last few hundred feet then turned it off. As I rounded out at ten feet I let the aircraft drop onto the runway without first getting rid of the excess speed, down the main wheels touched and with a squeal of rubber we bounced back up in the air. I caught us and held us a few feet of the runway, letting the speed drop then with a little heavier then normal landing we were down.
In no time at all we were back in the air for my third and final circuit. This time I double checked every check and we had a clearance for landing without having to wait.
A reasonable landing was made and I taxied back to the south apron. Today I thought was a day to feel well proud of.
Sad news
It is always sad to hear of a plane crash, and I heard when back in the club house, a student from a club down south crashed and died on his second solo. Everyones thoughts and prayers go out to his family. Flying is a dream and throughout its history many have paid the ultimate price. We take our lives and the lives of those around us in our hands every time we takeoff.
We continue as do many others, to live the dream, and have our dreams take flight.
