Learning to Fly

A long break, the new instructor did not last long and his replacement could only work week days. No good for me with all the work on at the moment. So it was a six month break before I got back into the air. This time another new instructor at Soloflight, Stewart.

I had booked a Friday off work but then came down with a cold. So I postponed by a week and booked the following weekend. The weather all week was not looking good. High winds, a cold front, not good at all.

Waking up Sunday morning I jumped out of bed and grabbed the laptop to check the weather TAF and METAR.

EGNJ 090650Z 20013KT 9999 FEW030 03/01 Q0979

Well the METAR looked reasonable, 13 knots wind and few clouds at 3000 feet, but how about the TAF.

EGNJ 090658Z 090716 20013KT 9999 SCT025 TEMPO 1116 5000 SHRA BKN014 BECMG 1316 34008KT

Not so good. Deteriorating to 5000 meters visibility and broken cloud at 1400 feet.

Oh well, lets hope with my lesson at 10:30 would go well.

I met Stewart in the office, looking a little odd in his Russian style winter hat! Sandra had been having fun making fun of him, but in this weather it is practical. We had a discussion over my record and it was decided we would have a session in the circuit.

I did five touch and goes, and apart from the first one, I had a little trouble controlling my speed, wrong attitude and I was chasing the speed, not setting my attitude for the speed I wanted, until Stewart reminded me of the picture I should have fixed in the windscreen.

The rest went fine, a few errors, but nothing to worrying. The second time round I was fixated on getting my downwind call in, and waited and waited. By the time I managed to get the call in, as the radio was busy, I was turning onto base leg and had still not done my checks!

The first three were also left of the centre line on the runway. I had also forgotten to turn off the Carb heat. Not good if you need to go round and need full power. The last two were great. On the centre line, checks all correct, and touch down as the stall warning cheeped. Perfect! And that in lowering cloud and light rain. Yep the weather was changing and so with with the last ones being so good I thought better call it a day.

Back in the office Stewart pronounced my flying fine and that it was time to get back to the cross county training.

Next time a nav trip and my first ever land away. If the weather is suitable!

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!

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.

Another lesson in the circuit planned for today, and I was hoping for better weather than last week.

The alarm went off and I grabbed the laptop from off the bedroom floor where I had left it, (no sense getting out of bed if the weather is no good!) and started to download the TAF’s, METAR and latest forecast. The weather did look better then last time;
EGNJ 150720Z 07009KT 9999 FEW020 16/12 Q1034
As you can see only 9 knots but at 070 it would be unlikely that I would be using the main runway. It was the cross wind that I struggled to cope with last week.

I was soon on my way and I kept thinking about the circuits from last week and how bad they were. Once at the club, Richard my instructor sent me off to check out BAFU (or to give her full name G-BAFU). BAFU looked very smart in her new red and white paint work, I had not flown BAFU (an old Cherokee) since 23rd October 2005 and I spent the first few minutes getting used to the controls which are different to all the other PA-28’s.

With the checks complete, and with me and Richard strapped in, I started the engine. As soon as the engine burst into life I started the next set of checks; starter warning light off, temperature and pressures in the green. Once all these checks were complete it was time to get the latest weather. I tuned the radio to the ATIS, 124.12 and started to listen and make notes. Surface wind was now 100 degrees at 9 knots and the weather CAVOK! Just what the doctor ordered. I retuned my radio to the tower, 124.90.
“Humberside Tower good morning, SOLO02 outside the hangar, request radio check and taxi, I have information India with a QNH of 1034”
“SOLO02, readability 5 information India correct, QFE 1031, your cleared to line up on runway 09 via Alpha to commence your power checks.”
“QFE 1031, line up runway 09 via Alpha”
I repeated back.

We both noted the time, and with the clearance to proceed, I reduced the power, took off the brake, then it was power back up and we gently accelerated up to a quick walking pace. First the difficult part, “Alpha”. Now where was that and did he mean for me to actually get onto runway 21 via Alpha, to get to runway 09; had what he said meant I had permission to use runway 21 as a taxiway. He had said runway 09 via Alpha, so I headed off to Bravo as point Alpha was not somewhere I had gone very often then I spotted Alpha to the right. As I came up to the holding point I asked Richard if I could actually cross over the line and onto runway 21, Richard confirmed I could, so using runway 21, the main runway of Humberside International Airport as my own personal taxiway I headed off, to line up and start my power checks. After the checks I got on the radio and announced I was ready for departure. Clearance was soon given and off I went. It had been a long time since I had flown from runway 09 and there are not many landmarks, but I maintained a reasonable circuit. The first landing was not too bad and much better then the ones last week. After first fixing the numbers in my windscreen and holding them there with the power, I switched to looking further ahead to give me better height and depth perception in the last 100 feet, this was something I had re-read in my training manual in the previous week. Richard said the only problem with it was that I had rounded out too low. Oh well not a bad first attempt, and it certainly improved my confidence.

Flaps to 0 and full power again, we soon took off from our rolling start, and it was round again for a second attempt. Second landing I tried rounding out earlier, too early it seemed and then as I flared too high we came down to earth with a hard bounce onto the runway. Once again we removed the flaps and took back off.

Third was about right, descend to about 10 feet over the numbers, reduce power all the way and just wait for the speed to bleed off, as the plane starts to drop, pull back on the yoke, holding the nose wheel and the aircraft off the ground as long as possible. Finally the main wheels touched down and the nose wheel followed. Not perfect, I had not used enough rudder and we had drifted to the right of the centre line with the slight cross wind but the best landing of all year! From then on they were fairly consistent. After six landings in total we called it quits for the day. All in all a good days flying and Richard says that it was good enough for me to go solo again. Lets hope the weather still holds!

Well today I would get up to speed with my landings. It would be a late start as I was booked for an afternoon lesson so that I could at least have one lay-in during the weekend.

The weather looked good, but the TAF’s forecast the wind getting up. While having my first fresh coffee of the day the phone rang. It was Mel, could I get in as soon as posible, they had just got an updated weather report and things were closing in fast. Currently 9 knots and nearly straight down the runway but it would get worse and soon!

A super fast shave, shower and dress, then it was jump in the car and off. An hour later and I was in the club house meeting Mel and Richard. Once again I would be in the new plane, G-GALB.

Once through security I found the plane just outside the security office and started my pre-flight. By this time the cloud had started to roll in and a gusting crosswind had started, about 20 knots. While still finishing the outside checks it started to rain. Great, this was not going to be an easy re-introduction to the circuit.

Starting the plane after the internal checks, I got cleared to holding point Bravo. In all my times here I think I have been told to hold at Bravo 99% of the time. Setting the QFE on the altimeter I questioned Richard about the setting. At the start I had set QNH which should have shown 120 feet but was a lot lower. Once I set QFE which should show height above ground ie 0, it should about -150 feet! We decided to ignore the QFE and set it so that it did read 0. Richard made a note to have it checked and I made a note of the time 11:55 and hand-brake off.

Following the yellow taxi line I headed off to Bravo, but before we got up to much speed up I tested the brakes and then swung off to the right and then back to the left, checking that the DI (Directional Indicator) and turn indicator. Once at the holding point I commenced my power checks, then called the tower and waited for clearance. This was soon given so I lined up on Runway 21 checking the DI again and then increased the power to full.

Out loud I made my checks.
“Speed increasing.”
“Track the centre line.”
“Engine Temperature and Pressures in the green.”
“Track the centre line.”
“Pull back on the yoke to protect the nose wheel”
“Track the centre line.”
“Speed increasing.”
“Track the centre line.”
Once we had reached 60 knots pull back on the yoke and we were in the air.

I let the speed increase to 80 knots and then raised the nose to the climb attitude, at 200-300 feet I called out flaps up, and reached down and checked the flap lever, I knew that I had not used flaps due to the length of runway 21 but I always check anyway to develop good habits. At 500 feet I made a gentle turn to the left. I carried on climbing until I reached circuit height of 1000 feet. Now I lowered the nose to the cruse position and waited for the speed to climb, after a few seconds I reduced power to the cruse setting.

Trimming for the circuit was proving difficult, it was very bumpy. I made my turn to downwind and made my radio call.
“Solo02 Downwind runway 21 for touch and go.”
“Solo02 Report final runway 21.”
“Report Final runway 21, Solo02.” I replied

I now made my downwind checks and Richard pointed out my height, 700 feet, I had lost 300 feet while I did my checks and had not noticed! I increased power but it made little difference so Richard told me to increase power to full and do a proper climb back to 1000 feet. PAT; Power Attitude and Trim, and we were soon back. It was now time to turn again and get set up the the descent. Carb heat on, power reduced and two stages of flap.

When ready I turned to final and made my radio call, I was cleared to land and also told that the wind was 10 knots straight down the runway but with a 30 degree cross wind at 30 knots!

As we approached the runway we hit a patch of bad sink, I increase power and still we headed down, prompted again by Richard I increased power to full! We stopped sinking and once past that area I reduced the power again. As we came down to the runway I leveled off to late and then flared to much causing a large balloon. I forgot to add power and did not correct the flare and Richard had to come on the controls to prevent us hitting the runway hard. Not a good start!

As the lesson progressed I slowly started to get the hang of things but the best landing of the day could only be described as bad! Lets hope I can get back up to speed soon.

After the lesson Richard did say that conditions were very difficult and it was only my third lesson of the year, lets hope I do better next week. I had booked another hour in the circuit, I must get my landings back on track or they would not let me go solo again!