Saturday was planned to be the last session of solo circuit work for a while and then Sunday was to be revision with Richard on Rejoins. I always seem to get my words in a twist when talking to tower and radar when trying to rejoin. Well guess what, bad weather was affecting things but also Romeo Lima was not available. We had all noticed that she was not as spritely as usual and so she had been pulled from the fleet. It turned out she had a faulty cam-shaft and as she was getting close to needing a major overhaul it was decided to do it now. We had another plane already out having a new engine so I cancelled Saturday and decided to try for some rejoins with Richard on the Sunday.The weather was overcast but it did look possible to get some flying in during the morning.
EGNJ 200601Z 200716 21004KT 3000 SCT020 BKN035
PROB30 TEMPO 0708 BKN007
BECMG 0710 28010KT 9999
TEMPO 0916 7000 -SHRA BKN020
PROB30 TEMPO 1116 4000 SHRA BKN012
That is quite some TAF but the line BECMG 0710 28010KT 9999 was the line that interested me. In english 08:00 to 11:00 British Summer Time, Wind 280 degrees at 10knots, a cross wind but I was not intending to go solo just practice my rejoins, so a quick call to Mel, to confirm things looked ok and off I went.
As I drove past the end of runway 27, BAFU, crossed low over the road in front of me, a welcome site! Though a little low. I parked up and went into the club house, Mel said that Richard would be landing soon, and I mentioned that BAFU had just landing. We tuned the radio into the ATIS and confirmed the weather scattered clouds at 2000 feet. Looks like we would be flying. Richard came in with his student and we joked about Richard needing new trousers, its always tough on a instructor teaching a student how to land.
Richard asked what it was I wanted to do, practice my rejoins or a simple nav exercise. I suggested rejoins as there my weakest point at the moment. So we went over the procedure and what I would say. Then Richard said asked if I wanted to try it on my own. Well thats the second time Richard has suggested I go off on my own, he must have more confidence in me then I do. I asked him to come with me to make sure I got it right in the air. So with that decided I went off to the security office to get checked out before going to see BAFU to check her out.
I got through security without any problems, being a pilot I got through with my bag, pens and charts with out issue. With the current threats, passengers are having to put up with a lot. BAFU was parked just outside the global hanger just a few meters from the security office and I proceeded with my checks.
Richard soon joined me and we took off using the main runway 21 to practice my crosswind take-off. I took off far to early and the stall warning went off. I quickly lowered the nose to and let the speed build in the ground affect, then I raised the nose again to climb away. At 500 feet I turned right to the west and headed off bearing 300 degrees. We decided to climb to to 2000 feet. We got to 1000 and I turned off the fuel pump, then Humberside Tower handed me over to Radar.
I recited the radio frequency back that I was given, but as usual got my words in a twist.
“Contact Humberside Radar on decimal 119 decimal 125”.
Oops, I had meant 119 decimal 125. Second mistake of the day. I hit the flip-flop button and listened out to make sure there was no one taking, with that I made my call.
“Humberside Radar, Good morning, this is Solo02, passing 1200 for 2000 feet, request flight information service.”
I was granted a FIS and passed the Barnsley QNH1006, which I recited correctly back. We got up to 1500 feet and then the cloud stopped our ascent. We headed out well away from the airfield and then it was time to practice my rejoin.
First think about what I wanted, what was I going to say.
“Humberside Radar, request rejoin via Elsham for runway 27.
Yes, got it right. I was passed the QFE for Humberside which I noted down and then I turned and flew to the Elsham VRP (visual reference point). Once there Richard explained that normally Radar would have called us by not but if you actually get to Elsham and they have not called you again then give them a quick reminder, which Richard then did. We were then told to position for runway 27 right base and to contact Humberside Tower.
With the airport now in site I set the QFE and called them up.
“Humberside Tower, good morning, Solo02 positioning for runway 27 right base for touch and go.”
“Solo02 report right base runway 27, your number one.”
“Report right base runway 27, Solo02.”
Now it was time to get down to circuit height so I reduced power a little and started my downwind checks while looking out for the runway and trying to position parallel to it to turn right onto base.
Once down to 1000 feet it was a normal circuit. A bit of a shaky landing, I rounded out to late but I did get us down safely. Then it was full power and round we went again. In total I did three rejoins with Richard and then it was time to go it alone!
I made a full stop landing on runway 27 and dropped Richard off. Then I went through my checks and the Tower gave me permission to backtrack on 27 and take off. Off I went, my first time leaving the circuit on my own. With the low cloud I only climbed to 1500 feet but still it was a good view. I flew to the west, was handed over to Radar then after a few minutes heading away I requested a rejoin. I headed back to Elsham and then landed again on 27. Off I went again, this time I headed towards the river Humber and had a look at the bridge before turning west again. I was handed over to Radar and managed to get in the correct radio calls. I glanced at my watch and I was now over the hour so as much as I was enjoying myself, truly flying for myself, choosing my height, heading, when to turn and what to do. Captain indeed! I requested a rejoin and was soon back on the ground.
Today was really quite something. Finally heading away from the airport all on my own, having to make all own decisions. It was very good feeling, and felt good all evening!