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.

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.

I finished my lunch and tuned the club radio into the ATIS, still 22 knots. Tower was still reporting 17 to 22 knots. Worrying. I switched on my iPhone and logged into the Met Office and downloaded the latest UK Low Level spot wind chart (Form 214). I got out my flight computer and recalculated my route. With rounding it was about 5 degrees different from what I had flown that morning.

Stewart was much longer then expected. He finally arrived after debriefing the previous student. He had been longer because he had stayed with the student, it was too windy to allow him in the circuit alone.

With this wind a phone call was in order.

A quick phone call to Full Sutton confirmed that the wind there was still nearly straight down the runway. Here it was 17 knots again. Stewart said I could go but not to try and force the landing at the other end. If it did not look good go round and if necessary just give up and come back. If the wind was bad arriving back at Humberside choose the best runway and not what the controller offered.

Well the time had come. First Stewart had me book out. That was another first something I had never done before. A quick phone call to the tower and it was all straight forward. They needed to know, who I was, what my call sign and plane was. The fuel endurance and how long I thought it would take me.

After that I headed out to the plane. I did my checks and started up. I called up Humberside Tower for taxi instructions and then asked if I wanted runway 21 or 27, well the wind was 260 so I asked for 27 and then cleared me to taxi via Alpha and runway 21.

I pulled up just before runway 21 to check my clearance but before I could ask they called and confirmed I could cross runway 21 and line up on the wing bars of 27 for my power checks.

Power checks complete I called ready for departure. Cleared I pulled fully onto 27, checked my DI and then gave it full power. I made sure I was at 60 knots and I did not even have to pull back on the yoke, Romeo Lima just leapt into the air.

As usual at 500 feet I made my right turn to head to the VRP at Elsham Wolds and I even remembered to turn off the fuel pump at 1000 feet. I carried on climbing to 2500 feet and levelled off. I requested and was given a FIS and over Elsham I turned onto my heading.

I trimmed the aircraft and dumped my check list in the co-pilots seat and grabbed the map, I looked to be on track but checked the DI against the compass to make sure they agreed.

Once passed the river Humber and the motorway they was nothing to really fix my position. This navigation is a lot harder then it looks. Looking back I could see the river so knew I was not lost, I just had to trust my heading and my compass and carry on until I saw something I recognised. I took the time to tune the radio to Full Sutton ready for later.

As before an airfield appeared to my left so that would be Melbourne, so I knew Pocklington would appear a head soon, and as if by magic it did. That meant Full Sutton and the prison should be just ahead. I made a gentle turn to the left and then to the right and spotted the prison. I was about to call Humberside Radar to inform them I was changing frequencies when they called me and suggested I change frequencies. I thanked them and hit the flip-flop button to switch to the frequency I had already dialled in for Full Sutton Radio.

I called in-bound started my dead side descent. As the runway swung back into site there seemed to be something large and white sat in the middle. Then I heard someone call on the radio.

‘Theres a glider just landed on the runway!’

I stayed circling on the dead side of the runway until I could figure out what had happened. I called on the radio that I was staying dead side at circuit height and Full Sutton Radio thanked me and said they were sending someone out in a car to the runway to see what was happening.

A small glider tug had been called and they were going to tow the glider back to Pocklington. I decided I would climb back up to 2000 feet and off to the south east, I could still see the runway in the distance but was out of the way of the action.

The glider was towed by a small 4×4 (suv) to the side so some other planes could take off. The glider tug came in very low and landed to one side. They hooked them up and lined up. I came back and did my dead side descent again and joined the circuit. I extended downwind and eventually the tug and glider took off. I turned on to final I made my landing, I was a little quick and bounced once but still landed safely. I taxied to the club house where I was met and congratulated on the way I had handled the situation. Treating myself to a 15 minute break and some flap jack, I rested. I must admit I felt very tired.

It was soon time to go so I thanked the staff and walked back to Romeo Lima. I started up and taxied to the end off the taxi way and performed my power checks. I then lined up and took off.

I waited until I was level at my chosen height of 2500 feet before I switched from Full Sutton back to Humberside Radar. With a flight information service I headed home. I found a glider ahead of me slowly climbing so I turned right. Once passed I resumed my normal heading.

Heading home was much easier. I felt good in the afternoon sun, and it was a nice easy and enjoyable run south back to the river Humber and home. Near to Elsham I requested a rejoin, and as the wind was still favouring runway 27, thats what I asked for. I was given a rejoin downwind for 27 but not below 1500 feet.

I descended to 1700 feet and joined downwind and then was then allowed to drop to circuit height.

A simple landing and taxi back to the grass parking and my first Solo Land Away was finished. A bit more exciting then I had planned for but I had coped well.

Next time a long dual cross country with a number of Matz to contend with. Subject to the British weather!

I had not flown well with an instructor since January 17th, but I did want to get my Solo Land Away sorted. Solution, book two sessions for Sunday. Two hours dual in the morning with an instructor to prove I could still fly after all the mistakes I made last time and then a two hour session solo in the aftenoon subject to me flying well (and weather).

British Summer Time meant I had to get up an hour early then expected but I managed to get the weather downloaded and complete my flight log (PLOG)

METAR EGNJ 300550Z 23015KT 9999 FEW022 SCT030 07/04 Q0993

TAF EGNJ 300522Z 300513 23015KT 9999 SCT025 TEMPO 0513 25017G27KT

The TAF was a little worrying 27 knot gusts sometime between 05:00 and 13:00 GMT. So I might get the dual done but not the solo!

I managed to get to the club on time and with all my route planned, maps and PLOG. The only problem was I had forgotten my wallet so would have to borrow £10 pounds from Stewart for the Full Sutton landing fees.

G-BCRL would be the plane I would be flying, so I headed out to the grass to uncover her and check her out while Stewart booked us out.

Checks done and Stewart in the Co-Pilot’s seat I got the ATIS and then requested taxi instructions and headed over to holding point Bravo as normal.

Power checks and take-off checks complete I got back on to the Radio.

‘Solo05, ready for departure’.

‘Solo05, line and and wait runway 21’ Humberside Tower replied.

I lined up, and before I even had time to fully stop and put on the brakes, I was given my clearance to take off with a right hand turnout.

I quickly checked my DI and gave it full power and some right rudder. At sixty knots I raised the nose and we left the runway behind. The stall warner quickly started to churp and I lowered the nose to pick up more speed. I glanced down at the ASI (Airspeed Indicator) and noticed that it had two scales, oops. I had been looking at mph and not the knots! I let the speed climb to 80 knots and then raised the nose to the normal climb attitude.

At 500 feet I made a right turn and with the nice clear weather I could easily see Elsham Wolds. Over head I started my stop watch and made a quick note of the time and turned onto my heading.

Full Sutton from Elsham Wolds is a track of 326 degrees True. The morning weather reported 255 degrees at 20 knots for my planned height. That gave me a heading of 314 True and 317 degrees magnetic. I called it 315 and turned to that.

Humberside Tower handed me over to Radar and I requested a Flight Information Service. I levelled off at 2500 feet. I had a quick scan of the instruments and noticed I had forgotten to turn off the fuel pump at 1000 feet. I turned it off and checked the compass against the DI and adjusted it by about 5 degree’s. I corrected my heading and tried to trim the aircraft for hands off flying.

Once trimmed I checked the map and considered my position. As well as my track I had draw lines 5 degrees each side to aid my corrections. I nearly across the River Humber should have passed to the right of Brough Airfield but was passing it to its left. That made me about 5 degrees off. Stewart suggested we should try the 1 in 60 rule, so I turned right by 10 degrees to correct and checked the time. I would maintain this 10 degree correction for the same about of time I had been flying to bring me back on track.

This area of the country is very unfamiliar to me from the air and while the major motorways are easy to spot, the towns all look very similar.

An airfield appeared to my left, that had to be Melbourne, I looked ahead trying to spot Pocklington airfield. I had to be careful of that as it was a glider side and was bound to be busy at this time. I spotted it further to the right then I was expecting. I was still further left of track then I expected. The wind must be calmer then forecast.

Humberside Radar suggested I free call Full Sutton so after thanking them I tuned the radio to Full Sutton and switched over. Thinking ahead is still not something I do enough of when flying. I should have tuned the radio when I switched from Humberside Tower to Radar saving me this rush now.

Full Sutton appeared ahead slightly to the right and I turned towards it. Here I made a mistake. I should have turned much sharper right for a while then towards Full Sutton, so I would have the airfield appear on my side of the aircraft. Instead the field came up on my right and soon disappeared under the aircrafts nose! Stewart took over the radio while I descended as I had not been able to raise them on the radio. By the time I was downwind the radio bust into life, so there was somebody home! I continued round in the circuit and made a reasonable landing on runway 22.

We taxied down to the club house, shutdown and went and found the coffee. We had made it just to early, they had not put on the coffee pot. Oh well it would have to be instant coffee.

I had a rest then we headed back to the aircraft. I questioned Stewart on the correct radio calls as I am used to full ATC and not a small airfield like this. We started up and taxied to runway 22. A having a good look round and seeing it clear and hearing no one on the radio I lined up and took off.

Climbing out I said good bye to Full Sutton, switched to Humberside Radar and Requested a flight information service. This they gave and a squawk code. This happened at the same time as I was attempting to level out, so I was struggling to flying the plane right down the information Radar gave me and reach over and change the transponder settings while answering Radar on the radio.

Stewart suggested next time I made sure I am all settled before I make my call to Humberside Radar.

The journey back was far more straight forward. Once I reached the north bank of the river Humber I could see I was too far west so corrected, no calculations this time, I could see the Humber bridge and Elsham Wolds so headed straight to the VRP.

Radio passed me to Tower and I was given a right hand base join, but asked to wait a while. I was number three. Once the first plane landed I was cleared to long finals so I slowly descended to circuit height and turned finals at about 4 nautical miles out.

The wind had started to get up now and was a gusting crosswind at 22 knots. I kept letting it blow me left and I was now well off the centre line in the last 500 feet. Stewart spoke up and said to me.

‘If you do not get control soon i’ll take over.’

Well that was all I needed, its been a long time since an instructor has had to take over to land the plane and it was not going to happen now. I crabbed strongly and got us just to the right of the of the centre line. Just in time I kicked in with the rudder to get us straight and dropped us onto the runway.

Stewart commented that I only just got it straight in time and that I needed to think a bit more about crosswind landings. It had been a very long time since I had landed in such a strong crosswind and I was not too worried about how it all ended. Stewart said my flying was acceptable and if the weather held I could go so solo to Full Sutton have a coffee and then fly back. Yes! that was what I was waiting for.

I headed back to the club house to have my lunch and Stewart took his next student out. He was going to give him a few circuits then let me go solo for some circuit practice.

I relaxed and ate my lunch while listening to the Humberside Tower on the radio, the wind seemed to be varying between 17 and 22 knots. This made me a little nervous, would I be flying this afternoon or not. Well we would see … .. .

Thursday had gale force winds, it was not forecast to get much better. Friday morning I checked the weather, 48kt gusts. Snow! Hale! I did not think I would be going but I did my Nav calculations anyway then phoned the club house. As I thought, no go. Oh well may be attempt 4 would be the one!

I was hoping today would be the day that I finally made my first land away. The weather was not looking good.

The TAF’s seemed to indicate that the wind would drop, so I was hopeful that I would get away for my first solo land away.

Humberside’s TAF:
EGNJ 270622Z 270716 25012KT 9999 SCT025 TEMPO 0709 27018G28KT

LEEDS BRADFORD:
EGNM 270555Z 270716 26020G30KT 9999 FEW025 SCT040 PROB30 TEMPO 0710 27028G45KT BKN009 BECMG 1114 25014KT

As you can see with gusting wind like those I would not be going, but Humberside was due to drop by 09:00, and Leeds Bradford would have the wind drop by 10:00.

I parked up at the Soloflight club house and headed over to the terminal building. The wind had certainly not dropped and it was now nearly 10:00. I watched Romeo Lima making some interesting landings, looked somewhat spirited up there!

Back at the club house I listened to the Tower reciting the wind to the landing aircraft. It seemed the direction changed with every gust.

Finally Stewart and his student made it back to the club house. It had not mattered which runway they used they always had a gusting crosswind to contend with.

I waited around until 12:00, assisting another student in doing his Nav calculations even though it was doubtful he would be going. The wind had still not dropped so I called it a day and went home.

A bit of phoning around and re-jigging of schedules resulted in me managing to get a lesson booked this Saturday. Big thanks to Sandra and Stewart in changing there schedules in order to fit me in.

The weather was not looking good all week, but Saturday was looking to be the best of all. There was a good change I would be flying. Stewart suggested I do the Full Sutton trip again but SOLO!

I practiced the planning every night with that days weather forecast, and even went as far as putting a leaflet on the living floor, pretending it was Full Sutton and walking round it, pretending I was the plane and practicing the radio calls and over head join!

Come Friday night I was better planned then I had ever been, I looked forward to good weather.

Six o’clock on the dot, I was up and downloading the weather, checking the METAR; things looked good:

EGNJ 120650Z 27010KT CAVOK 01/M01 Q1000

CAVOK, wow. I downloaded and printed out the forecasted weather on form F215 and also the spot winds form F214. My navigation calculations did not take long and I filled in my plog that I had already prepared. Wind was only 290 degrees at 13 knots according to my calculations at my planned flight attitude so my heading was not that much different to the planned track.

After breakfast and reading the NOTAM’s I defrosted the car and headed off. The only issue I could see was the ice; freezing level was only 2000 feet.

Arriving at Soloflight, Stewart checked all my calculations, plog, and track I had drawn on the map. All was good, so after a reminder about ice and its effects, brief on landing on the damp grass runway at Full Sutton then I was off on my own.

First job was to uncover the plane. It would be G-GALB again for my trip. I took the frozen and stiff cover off and put it away in the back and proceeded with the full ‘A’ checks.

Engine started and other checks out of the way I tuned the radio to the ATIS on 124.125 and took down the details.

Information was Tango, Runway 21 with a QNH 1002 and a wind of 220 degrees at 11 knots. I called up Humberside Tower on 124.9 and asked for a radio check and taxi. Readability was 5 and I was cleared to holding point Bravo. While sending and receiving on the radio was fine I was getting a lot of background noise while not receiving or sending which was odd.

I took off the brake and increased the power, as we started to roll I gave it full left rudder to swing round before I hit the jet provost parked in front of me. Before rolling to far, I reduced the power to minimum and tried the brakes; good so then a swing to the left and right to check that the DI was working. With that done I headed for holding point Bravo to do my power checks. I was still getting a lot of back ground interference on the radio so asked for another radio check while altering the radio squelch, better but not as good as normal. I wondered what I was doing wrong. Still I could hear the tower and they could hear me perfectly. Just a lot of static when not transmitting or receiving.

Once all the checks were finished I, declared “Golf Golf, Apha Lima Bravo, ready for departure”.

I was cleared to line up so I did so, then I was given a transponder code of 4267, which I set, and then was cleared to take-off.

I took off the brakes and set full power. I gave it plenty of right rudder to keep us straight and checked the engine oil pressure and temperature, making sure I still tracked the centre line (they only de-ice the centre of the runway!) I made sure the speed was climbing. Much faster then normal we had 60 knots and I was airborne. I let the speed climb to 80 knots then set the attitude for the normal climb. I soon made a right turn as instructed and continued my climb.

As was usual for me, I had planned my route from Elsham, so headed there. Tower handed me over to Radar so I changed frequencies.

“Humberside Radar, this is Golf Golf Alpha Lima Bravo, passing 1400 feet to altitude 2000 feet, request Flight Information Service.”

This was given and I checked the DI and against the compass. I then grabbed my map to check exactly were I was. I looked up to check were the Humber bridge and saw nothing, Oh Damn! What had just happened. Cloud. How had that happened. I immediately turned on the carb heat and reduced the power all the way. Keeping a close eye on the artificial horizon I suddenly dropped into the clear. Carb heat off, power back to 2300rpm to hold us steady and I had a careful look round.

It still looked quite good but there was cloud coming in from the direction I was heading about 2000 or 2500 feet. Below that was a thin wispy layer that I had just run into. It was very difficult to see. I increased the power to start my climb again. I got up to about 1600 feet and visibilty started to drop again, I immediately dropped down to 1500 and considered the situation.

To the north it was clear blue sky and it was suppose to continue clearing but currently it was not good. I checked my position and I had moved far to the right of my track. I made a correction to get me back on track and tried to gain some attitude once again.

I got up to about 1700 feet this time as I headed north west, which was better, but I did not feel happy. I had a look round behind me and I could hardly see a thing. The low sun in the east towards the airport combined with the wispy cloud meant I could not see any ground features in that direction at all.

OK. Command decision to make. Weather behind me going down hill, weather in front not that good. Whats that saying amongst pilots. Better to be on the ground wishing you were in the air and not the other way round. Well I was getting nervous now and while I felt I was being a failure I knew better to be safe then sorry. It might all clear if I went on but it might get worse.

I turned around and heading in the general direction that I thought the airport was in. Now I was pointing this way the sun and hazy made the visibility extremely poor, this was going to hard work. I got back on the radio and announced my intention to return and why. To improve my navigation I started a slow descent in order to better read the ground features. By about 1200 feet I could see better but not the airport.

Radar handed me over to the Tower who gave me a right base approach and announced I was number one. I dropped to 800 feet to give me better visibility and joined what I hoped was right base. Suddenly the runway appeared very close on my near right. I put in the carb heat reduced all the power and let the speed fall to 80 knots, then with two stages of flap set I made a careful turn to line up with the runway, keeping a very careful eye on my airspeed. A gentle set of ‘S’ turns set me up and I made a gentle landing a little long as my final was so short but not a issue as Humberside’s runway 21 is very long. On a short strip I would have had to make a bad weather circuit.

I parked up and Stewart met me, and helped me put the covers back on the plane. Back down on the ground the weather looked lovely and I could just see blue sky but that band of darker low cloud in the direction of Full Sutton.

I explained to Stewart what my problem had been and he said that it can be very difficult judging what the real conditions are like from the ground.

I felt somewhat a failure for not making the trip and the weather looked great from the ground. But I was the captain and it was my decision to make.

Back at the club house I added half an hour to my log in the P1 position and discussed what what we needed to do. I would try again in two weeks, and was also reminded I needed to get on and finish my exams. According to Stewart my flying is very good and I could end up having to wait before I can take my test because I have exams left. I also discussed my issue with the radio and he thought I might have had the ident set and turned up which interfered with the radio.

At the moment I certainly don’t feel like a pilot today. I really struggled and found the work load extremely high. The important thing was I flew the plane and got myself and Lima Bravo back safe.

It was another lessoned learned.

Its now well into winter and lessons are being cancelled with extreme regularity, but this morning the weather really looked good. It was an early start, so a quick check over the weather to confirm and off I went.

It was a cold morning and I was delayed somewhat by having to de-ice the car. It was also a slow drive, the back roads from Caistor to Humberside Airport were also very icy.

Arriving at the club house, Richard suggested I could either head out on my own again for more solo practice or we could do a little Nav exercise. I have been reading up on my Nav and it sounded interesting. That and the small runway was covered in ice which would mean a crosswind landing. I opted for the Nav exercise.

I was told to plan for Driffield, Market Weighton and back to Humberside. A few quick lines on the map were soon drawn in routing us from the VRP Elsham. Richard gave me the wind and I soon had some speed, timings and headings on my nav log. Richard also worked them out and I was glad that they agreed. So with that we headed off to check the plane.

I went through security and found G-GALB parked close by outside the Global hanger as usual but she was covered in a light coating of ice. While I did the pre-flight Richard set to and attacked the ice with a brush, gentle clearing all surfaces of ice. With once side completed Richard asked me to stop the preflight and assist in swinging the plane round. This was soon done, and I got in the plane to finish off. At this point Richard gestured to me, to come out. I did so, and he pointed out that the port side engine cover latch was undone. Oops! In being disturbed in my checks I had not quite started back at the point I had got to. This time Richard was there to spot it. Next time I might not be so lucky. I made a mental note. If you get disturbed doing the checks go back to the beginning of that section.

Once I had redone the checks we both got in and continued through the checklist. We soon had the engine running and were tuning into the ATIS to get the latest weather, and then back to tower for the radio check and taxi instructions.

As usual we taxied to holding point Bravo and went through the power checks. Richard pointed out the the oil temp had still not reached the green and suggested we set a higher idling speed to normal and continue with the checks but miss the 2000 rpm checks until the oil temp had reached the green. With the rest of the checks complete it took another few minutes before the oil temp reached the green, and so we finally completed the last of the power checks.

With that all sorted I radioed tower for clearance and we were soon in the air heading off to Elsham, one of the Visual Reference points for Humberside. Once at Elsham we both started our stop watches and I took up my first heading.

Richard suggested at this point it might me a good idea to check the DI against the compass, as it might have shifted during the take-off. He was right, we were about 5 degrees out. Richard said I should make a habit of checking the DI during Navigation Exercises regularly and after every turn. With it also being such a cold day we put the carb heat on for a couple of minutes, just in case.

As we went along, Richard pointed out land marks and showed them to me on the map. The hard part seem to be judging the scale of everything. One town looked very much like another, trying to Navigate, flying the plane, and also keeping a listening watch on the radio all seemed like a lot of work to have to cope with. I was quite surprised to find us reaching Driffield within 30 seconds of my calculated time. Wow this Navigating lark must work!

The second leg was much like the first with an old rail way line to follow to make it easy. The third soon had us back to Elsham, exactly as per our eta.

Once we were down Richard told me to plan Humberside, York, Bridlington. We would do it together the next time the weather was suitable and then following time I would try it on my own. Glup!!!

Two weeks off on holiday and it was time to get back into my flying. I had booked two lessons for the Friday. In the morning I was planning to take my wife up for the first time, a nice trip from Humberside, over to York, then to Bridlington, and finally back to Humberside. The afternoon would be some revision of PFL (Practice Force Landing) and also a go at side slipping.

The night before I had done some extensive planning and a full set of mock wind calculations. I had also got a new map. I normally use a 1:250000, but the the nav exam calls for a 1/2 mill map, so I thought this trip would be a good practice for this. This morning we arrived at Humberside airport and I got to work. First getting all the latest weather reports. I could not believe it. No wind! None. So much for my careful planning and practice. No wind vectors to worry about. Richard my instructor arrived and we talked about what we planned to do and he checked my plans and map. With everything looking good to go, I got Caroline a headset and we headed out to check out the plane.

The last plane Caroline had been on had been a little Embraer ERJ-145, which had taken us on holiday to Slovenia. My little Piper PA-28 is quite a bit smaller but after checking out the outside I got her comfy strapped in the back and finished of my checks when Richard arrived. We soon had the plane started and lined up on runway 21 ready for take-off. On reaching 500 feet I made a right turn and headed for the local visual reference point, the old airfield at Elsham, but all thats left now is a collection of buildings. On the way there we passed the other major marker for the airfield, the local quarry.

Once clear of the airfield I turned onto my first co-ordinates 311 (T) Track, which I had calculated at 311 (T) Heading (no wind) which gave a heading of 313 (M). There is a small island in the middle of the Humber and if I was on course I would fly directly overhead. I was surprised to find that I was actually on course! Wow, but really there was no excuse with there being no wind.

I had calculated that it would take 19 minutes to get to York and it was with relief I found myself over York about 20 minutes later. I banked gently over, no sudden or sharp turns to upset my passenger.

I turned onto my next heading 078(M) and we headed over the Yorkshire wolds.

This second stage of the journey was the most difficult. Few landmarks, so difficult to check my navigation but eventually I spotted Driffield but a bit close to my right but still not to bad, and from there I could spot my next destination Bridlington.

The third stage was the easiest, my turning point was just below Bridlington. and Caroline got this lovely shot of Flamborough Head as I banked over to my next heading 191 (M) for the final 18 minutes home.

This stage was simply a matter of keeping the coast to my left heading towards York.

Hull finally appeared and with that the Humber Bridge. We came over Hull, crossed the river and was soon cleared to land. We were soon down once again and Caroline had experienced her first flight we me at the controls.

For the afternoon I had a quick practice of PFL’s and also tried slide slips for the first time. I am too lazy to write up my PFL’s again.

Side Slipping

Side slipping is a very old technique to get an aircraft down fast, and was used extensively before flaps were fitted to aircraft.

Basically you fly with crossed controls. Slowly and gently you start to bank to the left (or right), and then apply opposite rudder to counter act the bank. Richard demonstrated it first then I had a go. I glanced down at the vertical speed indicator, we were dropping fast, very fast, but to look out the window you would not think so. I gently centered the controls and the descent stopped. I then tried the other way, a gentle bank to the right and then left rudder to counter act. Once again we dropped. Certainly a fast way to get down.