Learning to Fly

Today was hopefully my QXC, the weather on Saturday had not been a lot better then Friday, so it would be touch and go if my QXC would go ahead this Sunday.

It was an early start, I was due at Humberside for 8:30. First job, get the weather and do my Nav plan.

The weather was actually looking quite good out of the bedroom window, a lovely clear blue sky could be seen, but I knew cloud was most likely to billow up as per the previous days.

TAF:
HUMBERSIDE No TAF Available

WADDINGTON EGXW 180401Z 180624 02008KT 9999 SCT030

WITTERING No TAF Available

METAR:
HUMBERSIDE EGNJ 180450Z 00000KT 9999 FEW012 05/04 Q1015

WADDINGTON EGXW 180450Z 36005KT CAVOK 06/04 Q1015 BLU

WITTERING EGXT 180450Z AUTO 36008KT 9999NDV // NCD 06/03 Q101

To early for many TAF’s but the METAR’s and F215 downloaded from the Met Office looked very good.

I would just have to set off and see. One minor panic, I could not find my check list. Where had I left it!

I arrived in time and Stewart arrived a few minutes later. He looked over my calculations and route plan and we discussed options if the weather turned bad, I got lost, or I had fuel/engine issues.

It was a little cloudy over the airfield but the forecast was good.

He was happy with the weather and my plans, so off I went, clutching my QXC form and a borrowed check list.

Once through security I walked over to Romeo Lima which was parked where I had left her on Friday. My check list was still in the cabin. That was a relief. I checked the fuel and decided my first job was to refuel.

There was a large private jet parked on the Southern apron but after I had finished a few basic checks, it moved off. I got in, made a note of the hobs time and started up. I asked for permission to taxi to the southern apron to pick up fuel. This was approved so I took off the hand brake, and taxied across the grass to the southern apron and then shutdown again.

Here I preformed my full A checks and once full of fuel checked that too, taking a sample from each of the fuel drains. I also got a bottle of oil. We were not low but the level was on the minimum line, and the spare bottle in the back on the plane was empty.

It was now time to go. I strapped in finished my pre-startup checks, made a note of the time on my knee board and started up. I tuned into the ATIS, got the latest weather and QNH then switched to Humberside Tower. I asked for a radio check and taxi instructions. I was cleared to taxi down runway 21 then turn on to runway 09 and perform my power checks at Uniform.

Power checks complete I called,

“Golf Romeo Lima, ready for departure.”

I was cleared to line up runway 03. I headed off. Runway 03 is very long so I did not go too far, but gave myself more then enough room to take off and land again on the same runway!

Once lined up, I was cleared to take off with a right hand turn out. A quick glance at my watch to get the take off time, compass and DI to make sure they matched and I pushed the throttle forward for full power. As I started to roll, I tracked the centre line with the rudder and glanced down at the engine instruments. RPM good, temperature and pressures good. A good look out and a little more right rudder, then back down to the instruments. Speed was rising, another look out and a glance at the engine instruments showed everything going well. I had been applying a little back pressure and at 60 knots we leapt from the ground. I quickly lowered the noise to level out and let the speed climb to 80 knots while maintaining runway heading.

At 80 knots I raised the nose and climbed away, maintaining 80 knots. At 300 feet, I spoke allowed my 300 feet checks and at 500 feet I made a gentle right turn. Once turned I lowered the nose, had a good look round then I continued my climb, keeping an eye out for the low cloud that was here abouts. I grabbed my pencil and scribbled down my take-off time. At a 1000 feet I turned of the fuel pump and lowered the nose again to have a good look round.

Humberside now gave me a squark code, then passed me to Humberside Radar. I changed frequencies and announced my altitude, intended cruise altitude and requested a flight information service. This was granted and i continued my climb.

Once well clear of Humberside I turned to my first heading that would take me to Caistor VRP.

I spotted Caistor ahead and slight to my right so I correct my course and headed towards it. At 2500′ I levelled out and trimmed to level flight. Just as I came up to Caistor I heard two Tornado GR3 jets announce there presence just over head Spurn Point. They requested to route via the Caistor VRP. Humberside asked me to confirm my height and I confirmed 2500′, so they cleared the RAF jets to come in but not above 2000 feet. Eek!

Overhead I turned onto my heading for the first leg and made a note of the time.

Features were few over this next stretch and I was keeping a close eye out for Market Rasen and Wickenby airfield. Worryingly I did not spot Market Rasen but Humberside did let me go and asked me to free call Waddington Radar. I squarked 7000 and tuned in Waddington Radar and called them up for a MATZ penetration.

I made a bit of mistake with the call, getting a few things in the wrong order but they understood me. I was given a new squark code.

Then Wickenby airfield appeared to my right. At 2500 feet I was over their ATZ but I made a left turn to avoid them anyway. Once clear, Waddington warned me that RAF Coningsby were busy with traffic, so I turned right a little to ensure I avoided their central MATZ. Waddington then asked at what height I wished to go through the Coningsby MATZ stub, as I was at 2500 feet on the regional QNH I asked for 2500′, and was cleared but on Coningsby’s QFE, I changed my altermeter settings and altered height accordingly so I was 2500 feet above them on the QFE.

To Be Continued … .. .

QXC. Qualifying Cross Country.

There are three major landmarks in getting your Pilots License.

First Solo

QXC

General Flight Test

Today was my Practice QXC. A trip over 150nm a round the county, in fact also visiting Cambridgeshire and Nottinghamshire, North Lincolnshire as well as flying the full length of Lincolnshire.

The last few weeks had been great weather but from midweek it had been going down hill. Luckily I would have Stewart with me for the practice so it did not have to be brilliant, just flyable. The main point was trying the route and getting through all the MATZ (Military Air Traffic Zone) that fill Lincolnshire and practicing the radio calls on this complex route.

I had spent the previous week, downloading the details of each airfield I would be landing at and revising CAP413 the Radio Telephony manual.

Friday morning came and while I managed slightly to lie-in compared to work I could not stay in bed too long. I had far too much to do.

First job was to down load the weather and spot wind charts. 10 knots at 070 degrees. Not too bad.

Now for the METAR’s and TAF’s for all the fields I would be flying near.

EGNJ : HUMBERSIDE
METAR METAR EGNJ 160650Z 04005KT 9999 SCT018 BKN024 11/07 Q1010=
TAF FC TAF EGNJ 160605Z 160716 05009KT 9999 BKN030=

EGXW : WADDINGTON
METAR METAR EGXW 160650Z 04008KT 9999 FEW012 BKN034 11/08 Q1010 BLU TEMPO SCT018 WHT=
TAF FT TAF EGXW 160409Z 160624 03007KT 9999 BKN030 TEMPO 0613 SCT018=

EGXC : CONINGSBY
METAR METAR EGXC 160650Z 04007KT 9999 FEW020 BKN035 11/08 Q1010 BLU TEMPO SCT020 WHT=
TAF FT TAF EGXC 160435Z 160615 03005KT 9999 BKN028 TEMPO 0610 BKN020=

EGYD : CRANWELL
METAR METAR EGYD 160650Z 02006KT 9999 FEW012 BKN030 11/08 Q1010 BLU TEMPO SCT015 WHT=
TAF FT TAF EGYD 160455Z 160615 03005KT 9999 BKN025 TEMPO 0615 -RA BKN018=

EGXJ : COTTESMORE
METAR METAR EGXJ 160650Z 04009KT 9999 FEW015 SCT030 BKN050 10/05 Q1010 BLU=
TAF FT TAF EGXJ 160430Z 160615 04008KT 9999 BKN022 TEMPO 0612 6000 -RA FEW006 SCT010=

EGXT : WITTERING
METAR METAR EGXT 160650Z 02006KT 9999 -RA FEW022 SCT030 BKN050 10/06 Q1010 BLU NOSIG=
TAF FT TAF EGXT 160434Z 160615 02007KT 9999 BKN024 PROB30 TEMPO 0610 7000 -RA SCT014=

…and believe it or not that was just the first leg!

The track for leg one was as follows.
Humberside Airport to Caistor VRP Track 163
Caistor to Peterborough Conington Track 178 passing RAF Scampton, Wickenby, RAF Waddington, RAF Coningsby, RAF Cranwell and RAF Wittering.

Breakfast was interrupted by a phone call from Stewart, could I get there as soon as possible. The weather was going down hill.

As soon as I got there we had a quick briefing and then off to Romeo Lima.

Romeo Lima was parked on the grass and as I walked over there I saw we had a lovely DC3 visiting also parked there!

Runway 090 was active, and after startup I was off to holding point uniform via taxi way hotel. The ATIS had given QNH of 1011 and few clouds at 2300, broken at 3300 but the cloud looked a lot lower then what had been give.

I asked Stewart for directions as taxi way hotel to uniform was not a route I was familiar with.

It was across the grass, not my favourite surface to taxi across.

We were soon in the air but was not cleared above 2000 feet, also we were told to route east (090) and not track 163 which is what I needed to get to Caistor.

Also some low cloud was blowing in, and I had to stay at 1200-1500 feet to keep underneath. Not good at all.

After a short while I was cleared to continue my own navigation and I turned in the general direction of Caistor. Due to the weather it was not an easy start to the flight, but eventually Caistor was overhead, I quickly scribbled down the time and turned to my heading for the first leg.

It was with some relief I saw Market Rasen race course appear to my in the correct position. At least my heading calculation this morning and the weather man had been right. Humberside passed me to Waddington Radar and my details had been passed so no need to ask for a MATZ penetration

The issue now was that I was still at 1500′ and I was heading towards Wickenby’s ATZ. Waddington asked if I intended to go through the ATZ and Stewart said we would avoid, so we made a 30 degree turn to the left to go round.

Once clear, I spotted the village of Bardney which was on my track so I headed towards it. Soon I was over head I turned back on to my calculated track. The weather had cleared a little and I climbed to 2000′. Then on the radio I heard the Battle of Britain Lancaster Bomber asking for permission to fly through the Waddington just a few miles away.

Waddington now passed me to Coningsby Radar who after giving me a new transponder code and QFE, asked me turn east. Seemed to be the day for people wanting me off track. So I turned east heading towards RAF Coningsby. With the runway of Coningsby in site I was told to turn south maintaining 2000′. At this point a pair of RAF Typhoon came towards me from the south and passed just to my left about 500′ below me. Very odd. Coningsby then cleared be to resume my own navigation.

I was now somewhat unsure of my position.

I turned south west which I knew would intercept my original track and started looking out for Spalding or Bourne which would enable me to plot my position. After a short while I spotted a village ahead and headed towards it to have a look, theres not many large villages around here, maybe I could work out which one it was.

An eight sailed windmill came into view, I knew that there was only one village in Lincolnshire with an eight sailed windmill and that was Heckington, I was back on track!

Back on my heading I was soon passing Spalding and Bourne, and as a wind farm came into view on my left I knew I was definitely on track. Coningsby then got rid of me and told me squark 7000, and I called up RAF Cottesmore who are the controlling authority for RAF Wittering’s MATZ.

“Cottesmore Radar, G-BCRL, request MATZ penetration.”

Cottesmore replied with the usual ‘Pass your message’, reply and I made my well rehearsed request.

“Cottesmore Radar, this is Golf Bravo Charlie Romeo Lima, PA-28, From Humberside to Peterborough Conington, 5nm west of Spalding at altitude 2000′ VFR”.

I was given a new transponder code and QFE, then a few minutes later cleared to enter.

Once over Peterborough the cloud really descended and Stewart told me to go IMC, concentrating on the instruments I maintained heading while Stewart the quized me on what I would do if I was on my own. Turn back was my quick answer, but in real life I would not have tried this journey in these marginal conditions.

The weather cleared a little, and I saw we were slightly left of city centre, so I turned right a little, looking for the main road (A1) that goes past the airfield. Past Peterborough I started a slow descent to improve the view because of the poor weather. We got rid of Cottesmore and called up Peterborough Conington. they gave is a QFE of 1000 and said the active runway was 28 Left.

The airfield appeared in sight and there was no apparent traffic. I dropped to 1000 feet by the end of the runway on the dead side and as I crossed the runway for the downwind leg, they said I could use 10 if I wished. Not wanting to reposition myself I said we would continue for runway 28 and I turned onto the downwind leg, calling to them.

“G-BCRL Downwind to Land”.

Runway 28 has a long displaced threshold which caused me to have to increase power and hold off, but I got us down, and managed to stop by the first turn off. We found somewhere to park and shutdown.

Leg 1 finished. Wow, that was very hard work. luckily the next leg was shorter but still had three MATZ penetrations to test me. A quick search of the plane to find my pencil that I had somehow lost getting through Wittering’s MATZ and it was off to pay the landing fee and order a bacon sandwich.

An excellent bacon sandwich and a coffee, then a toilet trip, then it was off back to the plane for the next leg.

Booking out was done over the radio and we set off. First step was to try and get some altitude, the weather was a little better and I managed to get 2500′. Being careful to avoid the local villages I headed to the centre of Peterborough, from there I got rid of Conington Radio and contacted RAF Cottesmore. Asking for a MATZ penetration I was give a squawk code and I turned to my new heading to take me to Retford Gamston.

Visibility varied from poor to bad and my altitude keeping struggled. For my test I need to maintain my height to within 200′ but today this was proving to be more of a challenge then I was up to. Luckily the main train line to Grantham was easily visible and soon found myself close to there. This brought me within the the Barkston Heath MATZ and close to there ATZ, but Cottesmore did not seem concerned. From Grantham it was then a very straightforward run in. Allowing the A1 to act as a guide, I soon arrived at Newark and the weather improved greatly, in fact it was even sunny. I asked for a frequency change and got rid of Cottesmore and contacted Gamston. I fluffed my lines a little, (must practice the radio more)!

Gamston were not too busy but was tricker to find then I expected. If not for the A1 I was not sure I would have found it. I must admit I cheated slightly and glanced at the GPS that Stewart had been playing with to get the distance still to run.

I dropped down to 1000′ and joined on the crosswind. I was soon down and managed to make the taxiway from the first turn. I parked up on the grass and headed off to pay my landing fee. The field was quite a sight, lots of wonderful aircraft, from small microlights up to a Citation jet.

After paying the landing fee and a quick coffee and toilet break it was time for the last leg.

The last leg was the easiest, a straight run up to Scunthorpe. I was now very tired, and I had Stewart handle the radio to book us out. I took off and turned to my final heading. Getting rid of Gamston we tuned to Humberside Radar and got a squawk code. After Gainsborough the woods to the north were soon visible and after that Scunthorpe. I made my last turn to bring us to the Elsham VRP.

Scunthorpe steel works were very visible from the air, but that was about all as the weather started to deteriorate again. Humberside then cleared us for a straight in approach to runway 09. We were quite some distance away so I made a guess of the heading and continued. The cement works appeared and I tracked toward them, always useful to have the towers marking the airport.

Runway 09 became apparent, I selected carb heat on, throttled down to 1700 rpm, and once the speed was down I selected all three stages of flap, as I was still a little high.

Soon down, I taxied back to the grass parking way and shut down.

All done.

My height keeping had been poor, and my so was my radio, but the weather had not helped. I would think hard about what I needed to improve and study my radio manual. Would Sunday bring good weather, I was in two minds, bad weather would at least give me one more session with Stuart to polish up before attempting it but I would also like to get it out of the way and prove I could do it.

On Sunday we would see.