I had not flown since the 29th September. I had intended to do some sessions Solo and Richard my instructor agreed that solo consolidation was now a priority. The last two lessons had been cancelled due to bad weather.This morning I checked the weather. There was a front just north of us that did not look good, low cloud and gusts of wind forecast at 40 knots! But now it had been over a month since I had flown at all, I had to get in the air, even if it was dual with an instructor.
Caroline had the car today, she was running the Baden Powell Challenge for a bunch of girl guides this weekend. So I packed a change of clothes and my flight bag into the top box of the Honda Deauville and set off.
Arriving at the club house I was alarmed to find a little Cessna C150, making a very scary landing. In the club house I found that Richard was already up with a student, so I studied the weather and listened to the ATIS. The wind was moving from 230-250 degrees and blowing at between 16-20 knots with the odd gust of 20-25 knots, with cloud at 3500 feet.
As I continued to wait some dark low cloud started to blow in. I checked the ATIS again and they still reported cloud base at 3500 feet. That I did not believe.
Richard finally arrived with the student and they announced that it was flyable but very turbulent in places. Richard sent me off to preflight the plane while he debriefed the student.
I went through security and found G-GALB parked close by outside the Global hanger. Preflight did not take long and noticed they had fixed a number of issues since last I flew so we had a nearly perfect plane. The only fly in the onintment was that the red rotating beacon was not working. The best thing about G-GALB was it had some very advanced avonics. Its nice to play with new toys!
Richard soon joined me in the co-pilots seat and I finished the preflight and started the engine. No prime needed as it was already warm. I checked the ATIS again and this time they reported cloud at 3000 feet, I still did not believe. It looked far closer then that.
I retuned the radio to Humberside Tower and requested permission to taxi.
“Humberside Tower, good morning, Solo02 outside Global. Request Radio check and Taxi. I have information Papa with a QNH of 1012.
I was soon answered.
“Solo02, information Papa correct, QFE is 1016, taxi to runway 21, hold at Bravo.
With that I closed the throttle, took off the brake and put a little power on. As we started to move I gave it full left rudder to swing us round and miss the jet provest that was parked in front of us. As I taxied to the holding point I was given a transponder code of 4260, which I wrote down but Richard kindly set on the transponder as standby.
I pulled up just before holding point Bravo, and started my power checks. Then my take off checks, and finally back onto the radio to get permission to take off.
“Humberside Tower, Solo02, ready for departure.”
“Solo02, cleared to take off, left hand circuit.”
Clearance straight away, that made a change. I had Richard switch the transponder from standby to ALT and I reached forward to take off the brake. I quickly swung round went passed the holding point and lined up on runway 21. I quickly checked the DI against the compass and made a small correction, then it was time to go.
I took my feet off the toe brakes, and placed my hand on the throttle. Pushing forward I increased power gradually to full.
With the stiff wind I had to apply in to wind ailerons together with right rudder to keep us straight on the runway, at sixty knots we left the runway and I increased the rudder pressure and leveled the ailerons. At 500 feet I made a gentle turn, with the wind only about 60 degrees instead of the normal 90 degrees.
From there it was a normal circuit but it was a very turbulent circuit and it was hard work keeping everything on track. I got the downwind call in but Richard had to remind me about the downwind checks, I don’t know if that was the pressure of flying the circuit in the windy conditions or I was just out of practice.
It was with some effort I got us lined up and with the wind I decided to try and land with just one stage of flaps. It was hard work keeping the plane in line with the runway but I got us down safely.
Another circuit followed and I made a better job of it but still struggled with my downwind checks. I must revise them again. After the third take off Richard asked if I wanted to go it alone! Alone! In this wind! I thought about it a moment, I had managed to land ok both times, yes I would have a go. I landed a third time and dropped Richard off on the apron.
Solo
I checked the ATIS and this time the wind was 250 at 16 knots, not too bad! I taxied back to the holding point (Bravo) to do my power checks.
Once finished I was soon given clearance to take off. Instead of remaining in the circuit I decided to head off to the training area. I made a right turn at 500 feet and climbed to 2000 feet, to go much higher and I would be at risk of entering the cloud. Richard had warned me before I went off to avoid the cloud! The tower soon passed me to radar and I requested a flight information service and that I would be cruising at 2000 feet. Radar gave me the FIS and also the QNH for the area which I promptly set on the altimeter.
From here I set a course in the general direction of the VRP (Visual Reference Point) Elsham about 300 degrees. Once over head I saw the Humber Bridge and I headed in that direction. Then I just followed the river Humber, enjoying the feeling of being in the air and flying all by myself. I practiced a few turns and tried to be as accurate as possible on intercepted the heading I had chosen. After about 20 minutes of this I headed back to Elsham.
It was now time to practice my rejoins again. With Elsham visable in the distance, I requested a rejoin via Elsham and was given the Humberside QFE which I made a note of on my pad. Once at Elsham I was handed over to the tower. Now at this point I had a quick discussion about the wind with the tower, it was quite strong again and nearly 250 degrees, so I was given the choice of runway 21 or 27. I decided on 27, and was told to join right base.
Now if you had asked me on the ground how to position for runway 27 right base when approaching from Elsham I would have had no problem working it out. But when in the air I really had to think about it. As I got close I set the QFE that I had been given and had descended to about 1000 feet at the end of the downwind leg. At this point I suddenly realised I had not made my downwind checks yet. I quickly got them in at made my turn onto right base, a little high but still well under control for the landing. I then realised my second mistake, I had asked for permission to land and I actually wanted a touch and go. I requested a touch and go and was cleared to land and take off with a left hand turn out.
I made a good landing and took off again straight away. Another circuit and I was back down again, this time the wind was really blowing but I still got us, (me and Lima Bravo) down. I taxied back and parked up next to the Global hanger, just a few feet from the hanger wall. Not only am I started to handle the plane well in the air but I was managing to taxi well too!
So another good lesson and some more time solo, next time if the weather does not get in the way I would get some more solo time in.
Heres wishing for good weather!