Andy Burgess at Wellesbourne
Andy Burgess at Wellesbourne
I phoned Kevin. He confirmed, and said "Yes. It was on! No thunderstorms were forecast!"
At Thruxton, I saw they had completed the new taxiway - that I'd first seen on one of my failed QXC attempts. Yesterday, it had had fencing around it, but today it didn't. Today I really felt it was going to happen and I was happier with the aircraft today - G-CDEF instead of G-MSFT. Kevin asked me to go through a checklist with him regarding the flight. We checked the NOTAMs (NOtices To Air Men). There were none to affect me, except aerobatics being performed at Sywell during the day.
I phoned Wellesbourne to tell them I was coming - they told me they were using runway 36 with left hand circuits. This is what I'd expected!
I phoned Northampton (Sywell) - they were using runway 23 with left hand circuits too. They were going to have an aerobatic display starting at 11am. When I asked how long - they said "about five minutes". I checked and there wasn't another aerobatic display until 4pm. I told them I'm make sure I'd avoid arriving around 11am. As I phoned the airfields, Kevin filled in the CAA form I'd be taking with me.
Kevin briefed me on the circuits at each airfield. I jotted down sketches of how to join the circuits at Wellesbourne and Northampton. He advised "You should be able to see Silverstone clearly, they're preparing for a bit event". These sketches came in very useful later on! As I hadn't flown in over a month, Kevin asked if I wanted a quick circuit with him - to get me back into it. I told him I did.
As I walked over the new fresh tarmac of the taxiway, I noticed the new taxiways had "drives" directly to the hangars across what had been the grass. I pre-flighted Echo Fox. She was fuelled up to the top of the tanks. I'd never seen her so full!
At the end of the flight line, beyond G-MSFT - I spotted a West London Aero Club (WLAC) Piper Cherokee. The pilot was just getting in. While I was still working on the checks, Kevin appeared and asked about the oil - I told him I'd not checked it yet - he left to get me some spare oil - just in case of any problems.
I completed the checks - including checked the fuel was tinged slightly blue - indicating that the tanks were filled with kerosine (or AVGAS - AViation GASoline). There was no water in the fuel, and therefore no risk of the engine stopping in flight! The plane checked out fine - apart from the landing light not working. Kevin placed the oil in the baggage area, he sat in the back as I climbed in and moved across the front seats to sit on the left. "There's a good view from the back..." Kevin remarked "... I don't sit here very often!". I thought he was going to stay there, but he climbed out and back in into the right hand seat. I started the aircraft, and as the "Low Voltage" light was still on - I realised I'd not switched on the alternator. I did so, and the light went off.
Kevin asked me if he could do the radio - so he "had something to do". I agreed. The WLAC pilot called up and moved away shortly afterwards. Kevin transmitted and said something like "Golf Charlie Delta Echo Foxtrot, radio check and taxi for a single circuit then solo student on Nav Ex", and they gave us the runway (25) and the wind.
Dual Circuit
We moved off and I followed the taxiway markings towards the runway.
I asked Kevin if I should "backtrack" (drive the wrong way along the runway), he advised the grass taxiway. As we taxied we had a conversation.
Apparently West London Aero Club send pilots on solo land-aways before their QXCs. Kevin told me some flying organisations don't let students fly solo until their QXC. We both agreed that that would be disconcerting, as the reassurance of having an instructor was suddenly taken away!
I told him of a story I'd read in the flying press about a lady pilot who'd felt insulted on her Skills Test by a male examiner, who'd said "You fly like a woman!". It turned out he wasn't being sexist, but complimentary - she "flew like a woman", because she'd thought about the theory - unlike most men! I felt it was Thruxton's "Bob" who'd taken her exam - though she'd not mentioned where she'd taken her test.
I performed the "power checks and vital actions", Kevin called "Golf Echo Foxtrot, ready for departure", received "nothing known to affect", and we rolled onto the runway. I took off, and turned 90 degrees onto my upwind and then another 90 degrees onto my downwind leg. Kevin called "downwind", and I did my pre-landing checks. As I did so, I managed to disconnect my seat belt. Kevin told me he'd sort it. I landed safely. My landing was good, but I floated more than I wanted to.
As we reached the turn off for the taxiway, Kevin took control and turned us off onto the taxiway.
"Right, are you OK to go?" I told him I was! I wasn't feeling nervous, I was feeling positive and wanting to achieve this!
Kevin made his final call. "Golf Echo Foxtrot, instructor leaving for solo student cross country". Thruxton gave us the QNH, and I dialled this into the altimeter. Before Kevin left, he said "For God's sake check your DI (Direction Indicator) and Compass on this aircraft - the DI wanders far more than usual." Thinking about it afterwards, this was Kevin's way of making sure I was all right - just like a good Dad!
"Before you go, there's one important thing you must remember...." Kevin said.
"To get my form signed" I replied.
"Well yes, but something more important than that!"
"To fly the plane".
"Well, yes, but the most important thing to do is - to 'enjoy yourself'!"
"Ah yes, that!" I replied
Solo Departure
As I taxied up the grass taxiway by myself, G-ESME a retractable gear Cessna 182 - followed me to the run-up area. I had a soft spot for "Mike Echo" - I'd had my only non Western Air (and free) flight in this aircraft - where we flew to Bramley, Hampshire, and I got my only experience of seeing an auto pilot fly! It parked behind me, and to my left as I was about to do my power checks. I wasn't very happy with 'ME's position. As he didn't move as I was about to do my full power checks, I advanced the throttle more slowly than I would usually to prevent blowing him over!
Echo Fox still had the "temporary" Cessna-branded alitmeter. I was told it ws going to be returned, but it obviously hadn't. I always thought it looked wierd in a Piper.
Power checks complete, I taxied around in a big circle to my left (and noted my taxiing was neater and more controlled than it has been). G-ESME was remaining in position.
"Golf Echo Foxtrot, ready for departure" I called as I taxiied towards the give-way for the runway.
"Nothing known to affect" was the reply. They probably told me the wind too, but I didn't remember it.
I rolled onto the runway and advanced the throttle. Echo Fox started increasing in speed. All the Ps & Ts (Pressures and Temperatures) were all in the green, so I was go for take off. She wanted to lift around 40 knots, but I held her down till about 50 and she was flying. I stayed near the ground to get 60 knots (which happened very quickly) and then let her climb.
I turned onto downwind and headed for Andover, climbing as I did so.
Andover to Wellesbourne
I did my final call to Thruxton:
"Golf Echo Foxtrot. Five miles to the west of Andover, Request change to Boscombe Zone on one one niner decimal zero?"
I got a long reply from Thruxton - longer than I'd anticipated:
"Brize Zone is on one one niner decimal zero. Boscombe Radar is on one two six decimal seven".
Half way through I realised what he was telling me - I'd got the name of the station to change to wrong - I'd automatically said my usual "Boscombe" instead of "Brize" (Norton), but with the frequency correct for Brize and he was helpfully checking what I meant with alternative advice.
I replied to him "Golf Echo Foxtrot, frequency change to Brize Radar on one one niner decimal zero" and received:
"Frequency change is approved!".
What a nice man to correct me on my incorrect call - and check that I was changing to where I wanted to be!
I changed frequencies and listened in to Brize Zone, as I banked the plane left over Andover. I remember seeing the railway line disappearing off into the distance to the east. I put myself on my heading of 345 degrees, and checked my compass and DI.
I flew on my northerly course. I looked out for gliders around Rivar Hill. I didn't see the airfield or any gliders. I approached some towns, and tried to identify Hungerford. I remember it being mentally smaller than I'd remembered it previously. There was a town, just off my nose to the right. "Is it Hungerford?" I kept asking myself. I determined that it was, by cross-referencing Newbury, and the other town to the east, plus the valley to the north. Just passing overhead my confirmed Hungerford, I awaited a break in radio traffic and called:
"Brize Zone, Student Golf Charlie Delta Echo Foxtrot requesting Basic Service and Zone transit."
I remembered to add the "Student" call to say I was a student flying solo - it was the first time I'd ever used it.
On the Brize Zone frequency, there were many others requesting "Zone Transits", and seemed to be talking to the lady controller fine. I anticipated a reply call, but didn't hear one. I heard some communication to other aircraft to "pass their messages", but not to me.
I gave it a few minutes, waited for another break and again transmitted:
"Brize Zone, Student Golf Charlie Delta Echo Foxtrot requesting Basic Service and Zone transit."
It took her some time - I assumed she must have been severely hassled - the frequency had been very busy, and I'd heard loads of people asking for zone transits.
"Golf Charlie Delta Echo Foxtrot. Pass your message."
Hoorah, at last!!
"Golf Charlie Delta Echo Foxtrot is a PA28 on a nav ex from Thruxton to Wellesbourne currently... " I looked down and estimated "... 5 miles north of Hungerford at two thousand five hundred feet on QNH 1023, heading ..." I glanced at my Direction Indicator (similar to a compass, but more static) "... due North".
"Golf Echo Foxtrot, squawk three seven zero three".
I scribbled it down and replied my confirmation of the request:
"Squawk three seven zero three, Golf Echo Foxtrot"
I dialled the number into my transponder, and switched it to mode C - Alt - so that my altitude information would appear on the Brize Zone controller's radar screen.
Brize spoke to me again "Golf Echo Foxtrot, what...." I couldn't make out what she said, so I asked "say again Golf Echo Foxtrot"
"Golf Echo Foxtrot, what service do you require?"
"Basic service. Golf Echo Foxtrot."
After a few minutes of again I got no correspondence back, I assumed that she didn't seem to have got my "Zone Transit" request to fly through her controlled airspace. One should not fly through controlled airspace without permission, so I called again:
"Golf Echo Foxtrot. Request Zone transit."
"Golf Echo Foxtrot, Zone Transit approved - above 3000 feet. QFE 1012"
I scribbled the directions down, and confirmed with "QFE 1012. Above 3000 feet. Golf Echo Foxtrot".
Hoorah! - I could go through their airspace. I felt relieved at getting my "clearance" at last! I set the QFE (Brize Norton's airfield pressure) on my altimeter to tell me my height over Brize Norton's runway, and climbed up to three thousand feet.
Abeam Brize Norton
It was then that I became "Temporarily unaware of my position" as pilots say for becoming "lost"! To my 2 o'clock there was a big airfield. I assumed it was Enstone airfield, but looked back to my map - it didn't seem to fit - on the ground there was a town immediately to the north of the runway. As I looked at the runway, I saw a large aircraft slowing down at the western end nearest me. It came to me in a flash - that's not Enstone, that's Brize Norton itself! You don't get TriStars at Enstone!
As if to confirm, the Brize controller spoke to me:
"Golf Echo Foxtrot entering controlled airspace!" I wasn't really entering it - I was just above it at 3000 feet, but she was confirming that I was just above the Brize Norton "Zone" - which I'd worked out for myself only seconds before!
I watched the TriStar slow down to a walking pace, and turn left onto the taxiway at the western end of the runway. I always liked the TriStar - I remembered British Airways flying them in the 80's. This aircraft I was watching was more than likely a former BA TriStar. The RAF had converted quite a few of them to be air-to-air tankers.
I identified my exact position as I flew north of the runway. I was approaching the VRP - the Visual Reporting Point over the town of Burford.
Brize Zone contacted me again. "Golf Echo Foxtrot. Leaving controlled airspace. QNH 1022"
and I replied "QNH 1022. Golf Echo Foxtrot".
I dialled 1022 into the altimeter to give me my height above sea level - officially called "altitude".
I spotted the airfield of Little Rissington off to my left, then started to rejoin my track. I was glad there were no NOTAMs regarding Little Rissington's parachuting - like there'd been last time I'd flown this route dual with Kevin. If I'd been in this position then, it wouldn't be good!
The frequency was nice and quiet now, and I thought it was about time I changed to Wellesbourne:
"Golf Echo Foxtrot, requesting frequency change to Wellesbourne on 126.075" I said
"Golf Echo Foxtrot, freecall approved. Goodbye" she replied
"Golf Echo Foxtrot". I signed off with
I retuned the radio to what I thought was 126.075. On the ground, I identified the former railway and junction to the west of Chipping Norton. I identified Shipston on Stour, and was getting ready to call up Wellesbourne.
Strangely enough I still seemed to be working Brize. I heard quite a few requests quoting "Brize Radar" and "Basic Service", but I was sure I'd entered my frequency right. One pilot calling "Brize" rather than "Wellesbourne" could be in error, but not the amount of pilots I was hearing. I stared at the frequency on the radio - it looked right to me!
There was only one conclusion - I must have got it wrong somewhere! Yes, I had - I was reading the wrong line on my radio stations list. I was misconstruing Brize Radar's 124.275 for 124.025. I retuned and heard a "... request landing instructions". That sounded better! I even heard "Wellesbourne Information" mentioned too. Relief!
Now where was I? I looked around and saw what looked to be an old airfield. It definitely wasn't in use, as there were various buildings spaced a little way away from each other and cars parked on the former runways. I looked at my map and determined where I was, after a bit of searching. The only closed airfield nearby on my map was "Moreton in Marsh". I found out later these buildings belonged to the "Fire Service College". "Reading from the ground to the map" - I identified Chipping Norton again, and up ahead Shipston on Stour.
I called up Wellesbourne - even though it wasn't in sight, yet:
"Wellesbourne Information. Golf Charlie Delta Echo Foxtrot, 10 miles to the south of you, requesting joining and landing instructions".
"Golf Echo Foxtrot. Runway in use three six left hand. QFE 1017. Circuit is clear"
I confirmed the QFE (airfield pressure), the runway in use (36) and the circuit direction (left hand).
I saw grey buildings, that I assumed to be Wellesbourne, but I wanted to be sure. Off to the right, I identified "Gaydon" in the right kind of position - so I was right. I started going "down hill" using Kevin's phrase and descended to two thousand five hundred feet.
I looked at my knee pad at my sketched plan for landing on three six. It was a great help. I followed my sketched course and flew to the west of the airfield at around two thousand five hundred feet. I'd planned an "overhead join" over the three six numbers - I couldn't go directly over them if I was going to avoid Wellesbourne village, so stayed to the south. I flew right to the east of Wellesbourne village, and called "Descending dead side" as I reduced my height.
Wellesbourne: "Golf Echo Foxtrot. Report Downwind".
"Report Downwind. Golf Echo Foxtrot.".
I flew to the north of the one eight numbers and off to the west on my "downwind leg". I avoided as many villages as I could see, but couldn't avoid all of them and all of the farms - so decided flying over farms the better option to prevent any complaints from the ground.
I'd never done a good landing on runway 36 before - I'd done a good one on 23 with Kevin on board, and a naff one with Andy on board on 36. As I approached "base leg", I noted there was a slight hill at the southern end of the runway. I lowered one stage of flap in my base leg. I turned onto finals, and concentrated on the runway. I put full flap down. A little bit of a thermal, and I was climbing again. Out of the corner of my eye, I noted a red and white business jet, but I had to concentrate on the landing. I controlled the descent and brought her down, a little fast, but I was happy. I held off my landing till over the 36 numbers and flared.
I did a bit of "a balloon", where the plane flew up a little. I remember seeing a crow flying over the runway from right to left, just before touch down - I just had to ignore it. It was a long landing, and I missed the usual taxiway to my left.
As I passed it, I asked "Golf Echo Foxtrot. Can I come off the end here, or do I need to backtrack?"
"Continue to the end and turn left".
I did so, and taxied past XM655 - Wellesbourne's Vulcan on the north western side of the runway.
Approaching the tower, I saw a gap and turned left onto the grass behind the lines of aircraft, then turned to the right to park in a further gap, to the left of a German "Remos" tadpole shaped high-wing light aicraft - D-EPGB - I think, which appeared to be based there!
I closed down the aircraft, and took an almighty sigh! I'd made it! I noted a professional-style cameraman filming people getting into a larger Cherokee (I think) just opposite me.
For the first time in my life, I'd succeeded in taking an aeroplane, navigating it, coping with some minor argy-bargy on the radio, fixing my "unaware of position" near Brize, got myself to the right airfield and landed safely!! I was a more than a bit chuffed with myself! I picked up my QXC form from the aircraft, but left everything else behind. I closed and locked the door of EF, took a photo of myself to prove I was here, and walked across the taxiway to the tower. I punched the air a few times - I was so pleased!
I walked up to the tower and told the controller of my delight in getting here myself successfully. I paid my landing fee, and got my form signed by the controller. "Did you have much of a thermal from the hill?" I said I had, and had tried to avoid all the villages on the "downwind". The older chap in the tower accompanying the controller said nostalgically - "I remember my Qualifying Cross Country, so I know how you feel!". I was advised to turn onto 030 degrees after take off by the controller - "Basically, as soon as your wheels leave the tarmac turn right - like this one!". A Cessna climbed into the air, and I watched it turn right.
I went down to the cafe, got a coffee, a home made chocolate cake and told the chap behind the counter that I'd just done the first leg of my Qualifying Cross Country. He told me - in his Birmingham accent - "Well done!", and I appreciated it. I took my food and drink, sat down outside next to the fence and looked proudly at "my" aircraft. I phoned Thruxton and spoke to Jo. She told me Kevin was out, but she'd tell him I'd got there. I phoned my wife and told her I'd got here sucessfully. She was tired, but pleased for me. I texted my brother to say it was a pity we couldn't have met up - he's free on a Thursday, not a Wednesday. We had been hoping to meet at Sywell airfield, my next port of call, but today wasn't to be the day!
Wellesbourne Tower
Wellesbourne to Northampton
I strode out to "my" aircraft, put my completed form into my knee-board and pre-flight checked the aircraft. All was well, and the oil level hadn't dropped.
I sat in the plane, and felt a sudden flush of tiredness - I've done it once, I now need to do it all over again!! Still it was only a short flight.
I tried to start her. "Chugga Chugga Chugga". Nothing. I advanced the throttle a few times - like Kevin suggested. I tried again "Chugga Chugga Chugga". Still nothing. Against my better judgement, I primed twice. Still she wouldn't start. I advanced and retarded the throttle, and got "Chugga Chugga, tickle, tickle, tickle, roar!" At last!
I tuned the GPS for EGBK - Sywell, and then never used it the whole flight. I taxied away from my parking space and onto the taxiway. I trundled past the museum - I was too busy concentrating to take much notice today. As I trundled, I realised I didn't know where I should do the power checks, so as I taxied, I asked "Where do I do my power checks?" "By hold Echo" was the reply.
There was a Robinson R44 helicopter, G-MENU hovering over runway 05. It rotated around to face me, as I came to the threshold of runway 05. "Oh Christ!" I remember shouting aloud as I slammed on my brakes at hold just prior to runway 05/23, then breathed a sigh of relief as I realised that this was not the active runway!
I heard the chopper call Wellesbourne, and heard them say "Follow the fixed wing aircraft". That was me! G-NU followed me. Perhaps the chopper had gone onto the wrong runway? I did my power checks on the taxiway just prior to the runway at hold Echo. I wasn't sure I was in the right place, but parked as best into wind as possible to do my power checks. I knew I was blocking G-MENU's path to the runway. I had to be careful as just ahead, on the northern side of the taxiway was a ditch, then what looked like corn.
I didn't mind blocking the way (as previously instructed by Kevin), I completed my checks, swung around and called "Ready for Departure". As I swung around I saw G-NU parked on a patch of grass to the south of the taxiway - perhaps that's where I should have been doing my power checks? Never, mind too late now. Wellesbourne told me the wind and I turned left onto runway 36. I lined up with the numbers and advanced the throttle. A quick look at the Ps and Ts - all were OK and I lifted off. As requested (on the ground), I turned right onto a heading of 030, and noticed a bunch of large greenhouses on the ground (near Charlecote - presumably the Horticulture Research Institute) - perhaps the reason why the turn?
Turning right onto my course, I saw the tv/radio mast in the distance - to check for "gross" error on my course direction. Again - like on my dual cross country with Kevin, shortly after heading off easterly, it disappeared from view. As another gross error check - I spotted Gaydon's vehicle testing runway to my right. Off to the left, I could see Rugby and its cement works on the south western side of the town, north of the very visible Draycott Water resevoir. Daventry was up ahead - I could see the buildings of the industrial estate to the north of the town. I was on course, in the right direction, I called up Wellesbourne:
"Golf Echo Foxtrot is just passing over the M1, request frequency change to Northampton on one two two decimal seven."
Afterwards I realised I was actually over the M40, not the M1. Wellesbourne said goodbye and I flipped my radio frequency to Northampton. Again, I heard circuit traffic for Northampton, which reassured me I was on the right frequency.
As I neared the real M1, I spotted a train on the West Coast Main Line - a Virgin Trains train heading north. I presume it was probably a "Pendolino", but couldn't tell. As I neared the railway track, the further north it travelled, so I could never be sure. Once a train spotter always a train spotter? I did love seeing them from the air!
To my left I spotted Watford Gap services on M1. The lorries and traffic seemed to be moving slowly in one direction on the M1. Ahead of my track, and slightly to the right was the town of Northampton; Pitsford Water reservoir was far more noticable to the north, and good for finding Sywell. I flew towards Pitsford Water, and looked out for for the airfield. Crossing the M1, I said
"Sywell Information Golf Charlie Delta Echo Foxtrot, 10 miles to the west of you, request joining and landing instructions"
"Golf Echo Foxtrot, roger. Runway in use three three, right hand circuit!".
I called back "33 right hand, Golf Echo Foxtrot"; but thought "Bugger!" - I'd rehearsed my approach to runway 23 with a left hand circuit. I looked at my sketch for 23 left and, and tried to visualise my approach for 33 from the other way. I spotted the airfield of Sywell off to my 2 o clock and headed towards it, on my approach for the short runway 33 with a right hand circuit.
I heard another aircraft request landing on the longer runway two three, and get clearance to fly a left hand circuit. They contacted me
"Golf Echo Foxtrot, did you hear what I just said, do you want to do the same?"
I told him truthfully, "I'd heard it, but didn't take it in" - I was too busy planning my approach to 33.
He offered me runway two three and I accepted. I studied my sketch again and turned mentally, then physically from a right hand approach to a left hand approach. I descended "dead side" (all the time thinking - incorrectly - I was going the wrong way around the circuit and I was going to get told off for it). I wanted to check how low I should descend - I didn't have time to consult my approach plate:
"Golf Echo Foxtrot. Can I confirm circuit height 800 feet?" and I received
"No! 1000 feet!" . Just as well I checked then!
I turned onto the downwind - at 1000 feet, and called "downwind". The runway was like Thruxton's 13/31 - white lines with numbers at each end on the grass, but it seemed really short.
I came in a lot slower than I'd intended, but as it happened this was a blessing, I touched down around 55 knots (instead of my usual 75 knots, which should be 60 knots), and flared with another little "balloon". She touched down reluctantly, but I'd stopped her by the time I reached the "05" numbers, which looked like "50" from here (the other way around).
"Turn left at the end of the runway" I was advised - and I thought of the air law question - "when landings or take offs are not confined to one runway, aircraft should turn left."
I trundled across the unmarked grass heading towards the tower.
"Golf Echo Foxtrot, taxi to park next to the two parked aircraft." The only two aircraft I could immediately see were two Tiger Moths parked by the tower, and a few individual aircraft elsewhere. I didn't want to get things wrong - so said:
"Can I check if you mean the Tiger Moths?"
"No on the hard-standing."
I racked my eyes - and realised where they meant - eventually - there was what I thought was a Jodel, but was actually a Robin DR220 - registration G-MLLE and another Cherokee, parked in the distance to the left of the tower. I turned onto the concrete taxiway, and said "Ah! Gotcha!" to mean I now knew where they meant. I taxied past the two Tiger Moths - on my right, and onto the apron near the petrol pumps.
I swung off the unusual for me - concrete, to turn over the grass and park back on the concrete, and closed down. I ensured I took off my yellow jacket - Sywell frowns on them (and even fines you £20 if you wear one)!! They're obviously dead against this - what they consider - stupid rule about wearing florescent jackets! I checked none of the other pilots were wearing yellow jackets, before I walked away from my aircraft. I carried my certificate form with me from the plane.
I fell in love with Sywell. I loved the art deco feel of the place. First I visited the refuelling area - it had a black "C" on the side of the grey refuelling building (instead of the usual black "C" on a yellow background), so thought that was the place to pay. The chap in there, told me, that "no, it was the tower where I should go to pay my landing fee and get my form signed", and directed me.
I climbed up the steep wooden stairs (original equipment?) up one dual flight to an office, then up again to the tower, where there was a older man and an older lady in the tower. I paid my landing fee. I told them I loved the feel of Sywell. "Oh, have you not been here before?" The controllers advised I looked in at the "Pilot's Mess" cafe. They allowed me to walk out onto the tower's balcony to take a picture of the Tiger Moth outside. I noted they still had the plastic ATC flight strips that I'd seen when I'd visited ATC in Newcastle way back in 1986 or so. My receipt for my landing fee had codes to get through the electronic gates on the airfield. They asked me if I wanted to use the "hard" (concrete) runway to give me a greater ground run. I said I did. They said, "Hold at the threshold of runway 23 and we'll let you across. You want to head for the yellow marker, just to the left of the wind sock." and pointed to it, making sure I'd identified it.
I climbed down from the tower, and went through the gate (held open by chatting people) to try to find the "Pilots Mess" cafe. Behind the "period" frontage of the building was what looked like a very modern hangar with shiny floors and a flex wing microlight visible inside. As I walked along the front of the building, I missed the cafe, and came to the resident flying club's offices - also looking fabulously "period" with a modern twist! I asked someone who redirected me to the cafe - up the stairs inside.
I ordered an Earl Grey tea - which prompted a "what's that?" from the girl behind the counter - she found out, and they didn't have any - so I ordered a coffee, and a sausage roll. I loved the porthole shaped round windows in the offices adjacent to the cafe. They had one beautiful area (perhaps a bar) with fantastic period wood and chrome seats, with old Art Deco or 20s aviation travel posters featuring De Havilliand Dragon Rapides and the like. I wanted to get a photo, but there were too many reflections.
I went onto the more modern aluminium terrace balcony overlooking the fuel area and looked out, as I waited for my food and drink. I noticed that the plastic table cloths were bolted to the tables - presumably to stop them flying away. My food and drink arrived shortly afterward, and I savoured my second destination in one day. I loved the combination of modern technology and Art Deco at Sywell, they seemed to be a "match made in heaven" to me.
I watched quite a few helicopters including a Jet Ranger doing some kind of aerobatics.
There were four blue "Extra" aircraft - "the Blades" - on the ground to the right and behind "my" aircraft on the grass. These must have been the planes that had done the NOTAMed aerobatics at 11am.
Again, I phoned Thruxton. Again, I spoke to Jo who told me she'd tell Kevin I'd made it. Again he was out!
View from Tower at Sywell
I did my pre-flight checks again - all was still well, except the hinges on the anti-balance tab appeared to have leaked some fluid. The hinges themselves seemed well lubricated. Other than that all was well. I had less fuel than when leaving Thruxton, but still plenty, and the oil was still the same volume. The only thing I was not very happy was, was the colour of the clouds to the west and to the south west - they were a bit grey. I thought "It'll be all right!", and although I didn't say it to myself, knew I could always come back here to Sywell, if things got bad!
I climbed back in, did my internal checks. I advanced the throttle three times and operated the starter. "Chugga, Chugga, Chugga, Roar!" Echo Foxtrot started first time this time. I turned the radio on, turned on the GPS, and set EGHO (Thruxton) as the "direct to".
I heard "Lima Echo" - the Robin on the right - call up, and saw him taxi away across the grass as I started to do my power checks. I followed suit shortly after:
"Sywell Information, Golf Charlie Delta Echo Foxtrot, request radio check and taxi for a departure to the south".
"Golf Echo Foxtrot, readability five, runway in use two three, left hand. QNH 1022."
I replied "Two three left hand, QNH 1022, Golf Echo Foxtrot", and dialled in 1022 into my altimeter.
I was ready to take this leg in my stride this time (tee hee) - this was the last flight leg, and to me, the easiest - it almost followed the same course I followed by road when driving back from my Folks' in Newcastle-upon-Tyne. I knew the territory from the ground. I taxiied off the concrete onto the grass, heading for runway 23. It was easy to determine where it was - there was another aircraft - presumably a Piper, and of course the Robin near the threshold of 23.
I looked at the wind sock - and saw that the wind favoured runway 23, rather than the hard runway, as I'd been offered. I didn't fancy any cross wind on the hard, so elected to use 23, like everyone else. I parked to the left of it, and did my power checks - I'd just seen Golf Lima Echo do the same. For the first time flying solo on a take off (or at least first time away from "home"), I elected to lower one stage of flap - so that I could perform a "Short-field take off". Runway 23 was quite short, and I'd prefered to get airborne as quickly as possible.
Checks completed, I turned around and called up
"Golf Echo Foxtrot, ready for departure"
and received "Nothing known to affect. Surface wind is 250 at ..." I can't remember what speed it was now, but there was just a little cross wind.
I turned and lined up on the white "cut-out" two three chalk numbers in the grass. Without slowing down - I advanced the throttle and accelerated. The plane bounced and wallowed on the grass, until she'd got enough speed, when I lifted her off, but kept the nose down to help the speed increase.
I climbed away straight ahead towards Northampton. When I was about 500 feet above ground, I raised the flaps and I kept the village of Overstone off to my left - I didn't want to annoy any villagers. I turned onto my course over Northampton and remember seeing the lakes off the river Nene near the Brackmills Industrial Estate. I made my last call to Sywell.
"Golf Echo Foxtrot, south east of Northampton, request frequency change to Brize Radar on 124.275"
"Golf Echo Foxtrot, freecall Brize Radar"
"Roger, Golf Echo Foxtrot"
As I crossed the M1, well to the south I could see gliders thermalling south of Milton Keynes over Dunstable Downs.
To my right, I saw the Motorway Services at Rothersthorpe, but dead ahead was the town of Roade. I looked out for the famous "Roade (railway) Cutting", but didn't see anything particularly remarkable. I knew where I was, so I called up:
"Brize Radar. Student Golf Charlie Delta Echo Foxtrot, requesting basic service"
"Student Golf Charlie Delta Echo Foxtrot. Pass your message"
Me: "Student Golf Charlie Delta Echo Foxtrot is a PA28 on a solo navigation exercise from Sywell to Thruxton, currently overhead Roade at two thousand five hundred feet on QNH 1022 Heading... " looking at my DI "...due South"
Brize: "Golf Echo Foxtrot Basic service"
Off to my right, I could see Silverstone race track. It was certainly far clearer than usual - the stands were supplemented by lots of other stuff I couldn't make out.
I immediately recognised the town of Buckingham, and my brother's village of Akeley to the north of it. I couldn't quite identify his house. I thought I'd seen it on my dual flight, but I'd got the wrong one. My brother's house was hidden by trees.
I flew over Buckingham, and saw Weston on the Green off to my right, the town of Bicester and a glider! I watched the glider as it pirouetted in thermals over Bicester to the right and just behind my aircraft. As I watched, I saw a second glider pirouetting. For a few seconds they appeared to be flying in formation, then went their separate thermaling orbits again. I was amazed they didn't collide - they seemed to be constantly sharing the same bits of sky! I could see Oakley airfield, just off the M40 to my left.
Further along my track, off to my left, I saw an aircraft (possibly another Cherokee) bank and turn north - heading behind me. Brize contacted me "Golf Echo Foxtrot. Traffic one mile in your nine o clock, turning north". I told her I had "visual".
I watched the aircraft come around and turn behind me. He appeared to be following me and was gaining on me. I could see him behind my tail.
He followed me, but I lost track of him.
Brize: "Golf Echo Foxtrot, do you want a MATZ penetration into Benson?"
Me: "No will stay outside their airspace. Golf Echo Foxtrot"
I checked I was heading for Didcot Power Station, to avoid Benson's MATZ (Military Aerodrome Traffic Zone). I was still worried about the plane behind me - so spoke to Brize:
Me: "Can you advise on traffic?" I'd meant the "phantom" Cherokee
Brize: "One aircraft ahead moving from right to left"
I spotted what she meant - a green army Puma helicopter flying low to the ground and moving to the left of me, so I replied:
Me: "Visual with the helicopter. Golf Echo Foxtrot".
The "phantom" Cherokee must have descended to land somewhere - I couldn't see it, and the controller wasn't bothered about it for me, so I stopped worrying about it!
Brize's lady controller seemed to change her voice periodically when talking to other aircraft. Once she sounded sexily husky, another time she seemed to be putting on a silly accent - maybe I imagined it - or maybe it was three separate lady controllers?
As I headed towards Didcot Power Station, I saw the town of Oxford to my right. I didn't know Oxford very well, but there were some distant university-type buildings, so was sure that it was Oxford. As I got near to being overhead Didcot power station, I climbed to 2800 feet to ensure I was well clear of Harwell "Prohibited Area - number P106", which went up to 2500 feet. A bit of overkill, perhaps, but I wanted to be safe, and do this flight "right"!
Once well clear I descended again to 2,500 feet. I could see Newbury in the distance, and along to its east in the distance - Reading. I saw the still very visible remains of Greenham Common airbase, and in the distance - my home town of Basingstoke!
Approaching Andover (Thruxton is off to the right of the faint town of Andover, just below the horizon)
When I was about 7 miles north of Andover, I called up Brize:
"Golf Echo Foxtrot is 7 miles north of Andover. Request frequency change to Thruxton on 130 decimal 45">
"Golf Echo Foxtrot. Freecall Thruxton Approved"
"Golf Echo Foxtrot".
"Thruxton Radio. Golf Charlie Delta Echo Foxtrot, 7 miles north of Andover, request joining and landing instructions".
I dunno why, but I sensed an overwhelming sense of relief from the people at Western Air Thruxton before I got my reply. Maybe it was them thinking "Hoorah. Andy's made it!", or maybe it was me thinking "Hoorah. I'd made it!". Either way I was glad to be on the home stretch.
"Golf Echo Foxtrot. Runway two five, right hand. QFE 1012. Straight in approach to runway 25 is available."
"Runway two five right hand. QFE 1012. Golf Echo Foxtrot. Will think about straight in approach when a bit nearer".
I thought about it. It would be quicker, I wouldn't have to do another circuit, and I could rest my brain earlier, but I could pressurise myself by attempting the unfamiliar approach.
I thought, the pros outweighed the cons, and as I lined up from Andover to runway 25.
"Golf Echo Foxtrot. We'd like to take a straight in approach". I said.
The runway looked tiny from this far out. I'd not done a long-finals approach in absolutely ages. As I neared, I noted from the APAPIs (Abbreiviated Precision Approach Path Indicators) that I was low (two reds), so climbed to get a red and a white. I called "long finals" - they were "long finals" for me - the GPS was reading 2 miles to go, but officially they were "short finals" of less than 4 miles.
I lowered my first stage of flaps, then at the usual position where I'd have turned onto the approach lowered full flap. The approach was a bit erratic, but controlled, and I flared nicely. Again there was a bit of a balloon and a bit of float, but I was tracking the plane nicely down the runway. Another little balloon, and a satisfying landing - albeit not a "greaser", and I held the nose wheel up. It lowered to the ground and I trundled the plane to the end of the runway, lowering drag-flap as I did so, so it was easier to steer on the ground.
I came off the end of the runway, and turned left. I called "vacated" whilst still moving, and just wanted to park up, so ignored the rest of my after landing checks. I asked if I should park on my side of "Kilo Tango", and received a reply in the affirmative. I taxied to the left of the parked aircraft and parked Echo Fox to the right of G-BTKT. I performed my after landing checks, then my closing down checks, and stopped the engine.
I glanced up to notice that the new taxiway now had yellow markings and there were tracks to each of the hangars. These had not been there when I'd left! I was amazed at the amount of stuff I had to take out of the aircraft. As I walked back from the plane, I phoned my wife Sue, at 14:45 to say I'd just landed. She told me she'd get Thomas - our son - from school. I didn't have much of a debrief - apart from trying to deduce my timings - which I'd not written down well enough. I had to phone Sywell, to get my airborne time! I'd really enjoyed myself! I felt extremely satisfied that I'd done pretty much everything correctly by the book. I had handled problems on the radio and ensured I'd got a clearance before going through controlled airspace. I'd corrected my "temporarily unsure of position" problems. I'd landed at two unfamiliar airports - including one I'd never been to in my life - Sywell, and handled the radio well, plus doing a straight-in approach for the first time in ages, but boy, I was absolutely shattered!!
My next flight will be a mock Skills (flying) test!!
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