Learning to fly Archives - Page 2 of 4 - Get Your Wings

11th January 201523rd December 2023

Triple First

Today Sunday the 11 Jan 2015 was triple first for me as it was my first flight in 2015, my first flight in a microlight over my home and my first flight using Skydemon to navigate!

On arriving at the club I met Alan who was just leaving and had not been able to fly, thus I thought this would be the fourth consecutive week the weather would stop me from flying too!

After the normal greetings etc. Mike ask what would I Like to do, normally I reply whatever you think I should be doing to work towards my GST, however today I had some new toys with me, over Christmas I had got a Garmin Glo satellite receiver and a Skydemon subscription, I had a little play with these at home, but not flown with them, so I asked Mike if we could fly using them and plot a route over my house and back, he agreed.

So the first task was to install the partly homemade iPad Mini 2 bracket. I’m using a homemade one as we have a Garmin satnav bracket in the aeroplane and I therefore needed to adapt a Garmin arm to take an iPad mini. This was made from a sheet of 3mm Perspex I had ordered and then cut to size and bent to shape using a heat gun, this was a lot easier then it may sound! An existing Garmin mount arm and ball and socket purchased online for around £5.00 the lot, some nuts, bolts and a circle of aluminium provided and assembled by a friend. The end result can be seen below.

The GPS mount was a universal phone suction mount that my son no longer uses, purchased online for around £3.00.

This post is not meant to be a review of Skydemon or the Garmin Glo, which I plan to do later, once I have got to know them better, however I will give my first impression of them both.

First Mike showed me how to remove the inadvertent waypoints I had added which was simply a case of dragging them to the next point, or the origin, or destination.

He next showed me pulling the compass up and out to reveal the HSI display, but the collapsed view is preferred.

Now with it all installed it was time to go flying, it was windy again so no flaps for take-off! We departed on runway 24 and flew the circuit leaving on the downwind leg to converge on the course shown on Skydemon, the first thing I noticed and liked is you could roll out on the heading as there is no over or undershoot, and the display shows you the direction you are travelling and the direction you need and when you are within a few degrees it turns green. It made it very easy to fly accurately, I just can’t see myself flying without it once I have my license the way it calculates the direction means you don’t need to allow for drift as it does this for you too!

We flew out to just south of King’s Lynn, then turned east over Bawsey Lakes and on to the village where I Live Gayton.

The Garmin Glo had a rock solid fix throughout so there is not much to say re this it just does what it says it does!

Flying back, Mike did his normal of, ok take me back, but this time I could use Skydemon and I flew us back without issue I used the extended centre line shown on the Skydemon map to line up on the runway very early. As I was about to touch down a gust of wind caused us to balloon, but I held it on the stick and made a very soft touch down, Mike complimented me on the land too!

This is what flying should be like, well for me anyway!!!

Back on the ground and with the aeroplane refuelled I was about to go home when Stuart asked if I would like to go for a fly with him, I did not turn him down! We stayed local as he flew a few circuits and then around the drains and back for some more circuits. It was very interesting to see how someone else flies, the main difference being he comes in much higher than I on the landings. I think I may have picked up a few tips from watching him fly.

7th December 201415th August 2017

A roller coaster of a ride!

It had been 4 weeks since I last flew and I wondered how much I could forget in such a short space of time, well the answer seems to be quite a bit! First off was the order of the checklist, it took a little prompting from Mike, but it was in there somewhere and soon came back!

During the 4 weeks the C42 has had its BRS (Ballistic Recovery System) removed and sent away to have the parachute repacked, to be able to fly it we had to have a new weight and balance done as the allowed flying weight drops from 472.5Kg to 450Kg without the chute in a microlight. We also had an oil thermostat fitted so it will warm up quicker and hold its temperature better, hopefully it will help prolong engine life too.

The aeroplane had not been flow today so was cold, however with the oil thermostat fitted it warmed up very quickly and I was able to do the power check almost by the time I got to it on the check list!

The weather was looking ok and within limits however the wind was blowing directly down runway 29; I have never flown from or landed on 29, it’s a lot shorter and narrower than our other runways and for good measure there are some cables on the approach too!

Take off was no problem and with the wind we gained height very quickly, we flew out to the west and over March and then turned towards Whittlesey while practicing trimming for 70, 80 and 60 knots, I struggled with this as I knew that for 70 the trim should be neutral and the power set to 4,200 rpm, however this was not working and it took me a while to figure out it was down to the balance of the aeroplane without the chute had changes and therefore I needed some extra trim. After some practice and some initial faffing around this was ok, but needs to be polished in a future solo. Next came unusual and dangerous attitudes, Mike took the controls with me lightly holding the stick and first put the aeroplane in a steep ascent and then said “you have control recover”, the recovery is easy enough, nose down and full power together until the nose is level with the horizon. Next Mike put it into a spiral dive, again this in my mind was OK power off, level the wings ease back on the stick and power on as the speed drops ones back in a climb, only problem I had was I closed the throttle, but not all the way so speed was building fast!

High rate turns was last on the agenda for today and I was pleased that I maintained altitude, however in the first turn I would have failed due to not performing the look out before the manoeuvre and my turn to the other direction I rolled out to soon, it should have been 360 and I rolled out at 270 degrees, in my defence I did spot another aircraft as we were through 180, but that was not an acceptable excuse!

Now it was time to return to the airfield and we were make slow progress at 3,000ft, Mike asked what I estimated the wind speed at and I guessed 60kn, he then said “well if its 60 up here will it be less or more at 1,500ft”, “less due to the friction of the earth” I said, Mike replied “good, so lets descend to 1,500ft and fly back at 80kn”. At 80 knots it was very bumpy, there was also a light rain storm just off to our left and as we came into land on 29 I was all over the show, it was like being in a roller coaster and I don’t like roller coasters! So we went around, the second attempt was more composed and the storm had moved away so the conditions were better too and we landed ok, it left me feeling quite shattered, but it’s all good experience!

Back on the ground I had with me a replacement bulb for our non-working MR16 halogen landing light. The replacement was a 9W LED and I fitted this after washing the aeroplane down, it’s a lot whiter light and brighter than the old one so long as it lasts, it’s a cheap, easy and good upgrade!

2nd November 201416th August 2017

Lesson 16A – Forced landings, constant aspect method

As I set off for the airfield today there was no way I would be flying it was windy, low cloud and rainy, unlike the day before when my friend Simon had posted on Facebook a picture from our C42 of clear blue skies with a comment of “a beautiful day for flying…” what a difference 24 hours make!

A beautiful day for flying… by Simon Read

My lesson was scheduled to start at 12:00 and I walked through the clubhouse door just before, all the aeroplanes where in the hanger and the ground was wet with the path flooded in places, it had stopped raining and the cloud base had lifted probably to around 1,000ft. I sat in the club house with a cup of tea and Mike asked “what should we do today”, “drink tea” I replied adding “it’s too wet and windy and the cloud base is too low to fly” Mike agreed but added “as soon as the weather has moved through it should be ok!”.

I raised a point that Katie, Pat and I had discussed the previous week about the damage you can do by rotating a Rotax engine backwards by hand and showed a Rotax bulletin which related to it (I will write a separate blog about this) the conversation moved on to forced landings and the various methods of approaching the fields. Mike teaches to plan the approach hitting certain heights at certain places; this has the advantage of making it feel almost like a normal landing. Then in the microlight book there is the beat and turn and constant aspect approaches to forced landings also. I had re read the book and wanted to know more about the constant aspect method, Mike obliged and drew out the principle on the white board. He added it is difficult to use this method in an unfamiliar aeroplane hence why he teaches the planned method. Mike is always happy to accommodate his students and as the weather had improved Mike suggested we go and try it and see how it works for me! As we sat warming the C42 up it started to rain again but this soon passed and we managed to get up to 2,500ft and still be clear of clouds, Mike demonstrated the constant Aspect approach with his normal precision, then it was my turn and I got it down too! The cloud base was dropping so we flew to a brighter area and I had another two goes each time reaching the intended field on my next attempt I was a little short, but not by much. Finding another area where we could reach 2,500ft I had another two goes including all the drills and reached the fields each time. As we returned to the airfield a shower was overhead and we flow through this and attempted another forced landing back on runway 19, but this time I would have overshot the field and we went around, I did find it distracting flying in rain previously I have only flown in very light showers! I flew a normal circuit in the rain which was lacking precision and height in places on final, but still managed to land nicely.

We had been pre selecting fields before setting the engine to idle, but the method seemed to work for me and next time we are going to try it with Mike randomly calling engine failure! I think Katie’s tip in the comments on my last blog will help with the selection of a field also, so I’m looking forward to putting it all together.

The constant aspect approach is described in the Microlight exercise book and by many websites, one such website which I found helpful is http://www.gremline.com/index_files/page0035.htm however in its essence it is vary simply described:

Select your Initial aiming point (IAP) while gliding along side your chosen field, or sooner if possible, and mentally note or picture the angle down to it with reference to the horizon, this is known as the Sight Line Angle (SLA). If this SLA begins to steepen then you are OVERSHOOTING your IAP. If the SLA begins to lessen then you are UNDERSHOOTING your IAP. you correct the IPA by moving closer or further away by making tighter or wider turns as needed.

Back on the ground the weather had suddenly changed again and it was now a beautiful day, typical!

8th September 201416th August 2017

When two becomes one!

It was a lovely day to fly at Chatteris on Sunday low wind, sun and few clouds to give the sky some context!

Today I was to complete my 7^th hour of solo by flying out over the drains, practicing straight and level flight at different speed and trimming for those speeds, I was also to practice stalls and the recovery from them!

The aeroplane had not been flow before that day so I started out burping it and checking the oil level which was 1/3 up the stick, it tends to read a little low when cold so the level was fine.

I sat with the engine running waiting for the oil temperature to reach 50c so I could do a power check before take-off. Katie was in the main training aeroplane ahead of me and was waiting for the parachutists to come down. On days with little wind or when the wind sits between 2 runways it’s not uncommon to see people use different runways. The parachute plane was using a combination of 24 and 01, I think Colin had used 29 and I was going to use 01. In some way I think it would be better if the was an authority at the airfield who could say runway XX is in use, it would save any confusion.

Anyway once out over the drains I flew along the right of the drains keeping them on my left until I was practising stalling, which I thought we had previously done over them, so for these I flew between the drains.

The straight a level was to be flown at 60kts 70kts and 80kts I did this trimming the aircraft for each speed and noted the power setting for each for 60kts I had set 3,700rpm, for 70kts 4,200 rpm and 80kts 4,500rpm. Which once back on the ground I showed my note to Mike and he said that is what he would have expected.

Stalling I found more difficult, I ended up flying at an unusually nose high attitude at a low speed and not stalling, remembering what Mike had said about keeping the stick coming back I tried again this time the nose did go over and I had (I think) stalled the aeroplane, the recovery in a C42 is much easier than making it stall! As I found out as my next two attempts failed to make it stall.

The hour was over and flew back to Chatteris conscious of my previous weeks landing and wanting to make a “quiet” landing so as not to incur the comments of last week, I returned and approached runway 01 as I came in I kept the stick coming back and the aeroplane fly as long as I could, I touched down not a light as some, but no bounce and not hard.

Once back at the clubhouse I went over to Mike who was sitting outside in the sun, we talked about the exercise, I asked him to critique my landing, he said it was good, but I had rounded out a little high at around 24 inches and that I should try to get lower.

I went inside the clubhouse to make a cup of tea and Katie asked if I had seen the C42 over the drains flying at a funny attitude and not following the drains to the right! She said that I should not fly between them and that I should treat the two drains as one feature when flying.

And so ended today’s lesson, a lesson that saw me now complete all mandatory solo hours for the restricted license.

31st August 201423rd December 2023

Local flying and few practice emergency landings

Today was solo to build my solo hours and practice some forced landings, but before I did them I was to fly out to Whittlesea, over to March and back to the drains where I would practice the forced landings.

Last week I did fly also, but due to working away I didn’t have a chance to write a blog about it; it consisted of a brief check flight with Mike and then Solo, it was quite gusty last week as it was this week too with the added complication of localised rain showers, which I was advised to fly around where possible. Luckily the only shower which made me alter what I was going to do was as I was flying back to the airfield. I had planned to fly down the drain and turn towards the airfield joining on the downwind leg, but downwind was where the rain was, so I turned early and joined on the base leg instead, I missed most of the rain and landed safely.

So back to today; I had my camera with me and wanted to try and shoot some video, I had tried this before, but it came out overexposed and out of focus. The overexposure was easy to fix, I use the camera in manual mode so as to “disk” the prop and last week had it set way too slow at 1/40th this week I upped the shutter to 1/160th and the prop was still disked, I also changed the focus to manual and set it to infinity, but I guess this is not going to work out to well as it was still blurred, I’m not sure if this is due to the mount vibrating, shooting through the propeller or the settings used, you can see what I mean on some of the video on this page, the parts shot from the cockpit.

Luckily the club has Alan, who knows more about these things and has the professional kit to go along with it and will be taking some high quality video which I hope to share with you.

I taxied out to runway 01 and took off, the crosswind was not too bad at that moment, I applied full power and off I went, it is quite amazing how much the climb rate increases with just one person in the plane. I remember feeling quite isolated the first time solo, when you look over at an empty seat where the instructor once sat; there is no one to reassure you or correct you! I turned on to crosswind and left the circuit to the east out to the drains, I followed these until south of Chatteris turned to cross the outskirts of the town and set my heading to Whittlesea. The day was a little hazy and I could not see Whittlesea, the doubt started to creep in, what if I was going in the wrong direction, would I ever find my way back! I got the map out to reassure myself and soon after spotted Whittlesea. Once there I checked the map, I saw that if I flew east I would see March and after some more doubt I recognised the prison and rail yard which confirmed it was indeed March, looking once again at the map I thought about following the railway line out of March and back to the drains, but shortly after I started following it some radio chatter from the parachute control referred to some traffic they were keeping an eye on, this traffic had to be me, so I decided to fly more east towards the drains. I was also aware that if I went too far north I could end up in RAF Marham’s air space which would not be a good thing.

Back at the drains I few up and down a few times and practised a few emergency landings ensuring I stayed above 600ft the first 2 I would not have made my selected field, I would have been short, the third one I would have made it down in the field, but the smoke in the distance confirmed I was not into wind, the next one seemed to go OK and on my last attempt I was too high, I guess if it was a real emergency landing at that point I could have side slipped, but I was not about to try that on my own and while practising, maybe I should have!

Time was getting on so flew back to the airfield and saw canopies in the air and the parachute plane landing, I held out to the east, I thought I heard the “all canopies down” call so I turned towards the airfield and called “3 miles out inbound, confirm all canopies down” and I got the confirmation I wanted. The landing was quite tricky as the crosswind had picked up, as I approached the landing I was still sidewards to hold off the crosswind, I flipped the plane around on the rudder to point down the runway, remembering the warnings that it was very important to be pointing in the correct direction, however with all this going on I failed to hold off as long as I would have liked. The landing didn’t seem to bad, I have made worse with Mike by my side while practising circuits, so given the conditions I was quite pleased! Back in the clubhouse, Katie asked how it had gone, I said it was OK, but the landing was tricky and she said yes it did sound as if it was a bit heavy. I have never noticed the sound of a landing so either my hearing is not great, Katie’s is very good or I’m the only one to make such a “noisy” landing, I will be listening to the others landing to see which it is!

27th July 201416th August 2017

Navigation not so lost

Well after last week I can say for the first time I was not really looking forward to this week’s lesson, in my previous post you may have picked up on my dejected feeling following my return flight from Fenland.

This week I decided to try and take control, first I followed the advice left by Katie on last week’s post (thanks Katie) and used Google maps to become more familiar with the landmarks surrounding Chatteris, paying particular attention to those that should be on my return. Next I emailed Mike to find out where we would be flying too and was given either Fenland or Boston via the previously used routes.

So I pre planned the routes and on the day I added the wind and drew out the triangles of velocities at home for both, which was good practice too.

I went to the airfield still feel a bit downbeat, this was picked up on by Mike who said I should be enjoying it! I explained that after last week I was concerned about my ability to navigate especially to find Chatteris and to know the status of the parachutists. One option that Mike put forward and I think I will pursue is to go for my restricted License first then as I have a share in a C42 I can fly around and get my confidence at a much lower cost before adding the Navigation to it.

Mike asked what I would like to do today and said with some trepidation cross country dual to Fenland. I said this mainly as I wanted to confront my demons and prove to myself I can do it, or not!

So we discussed the approach at Fenland and how we were going to leave Chatteris too and we then set off. We taxied out to runway 24 and held there as Katie and Pat were on the runway at the far end putting down so grass seed. After a short while they spotted us waiting and cleared the runway and we took off, we flew the circuit while climbing and left on the base leg setting course to Whittlesey Station which is only 8nm, after setting course and completing the plog with the times I could see the brickwork smokestacks in the distance and knew from my Google research this was whittlesey I could see.

Small red is the train station and the larger red where the smokestacks are in Whittlesey

As we got nearer I noticed the light coloured industrial units which again from Google I knew where just below and to the right of the station. I flew over the station and set course to Fenland, I was a little slow getting on course, but I knew from studying the map I needed to fly over the east side of Thorney and over the bypass and indeed I was which was both good and reassuring, just after going over Thorney bypass it would be time to make the call to request an overhead join at Fenland which I did and they gave me the runway in use, the circuit direction and the Altimeter setting. A few minutes before the estimated arrival time I spotted Fenland and I changed course to fly over the numbers on Runway 26 at 2,000ft and called to say so. We were overhead and descended dead side. We joined down wind, on final I came in a little low so I added a bit more power so as to touchdown beyond the displaced threshold and I made a good landing.

This had all gone much better than last week! Time for a cup of tea and then the return and to see if I would spot Chatteris or not!

Again we took off and followed the circuit leaving on cross wind and setting course to Whittlesey, with the smoke stacks clearly visible and the heading set we few towards it again I could see the industrial units so knew where the station would be, this was also helped by an approaching train!

When overhead Mike took the controls and we talked about London Centre and he made a “Practice Fix” call to which they responded that we had a 2 line fix putting us overhead of Whittlesey! A very useful service and they have a leaflet which explains more here.

I had the controls again and we were flying towards the Airfield I soon spotted Chatteris town and the Forty foot Drain above it which was our guide to the 16 foot drain where we joined the circuit for 24. However at this point Mike said fly the circuit for 24 but we are going to land on 23! This had me a little worried as I have never landed on 23 and it seems a lot narrower, the reason for landing on 23 was to ensure I didn’t go over the new grass seed! For the second time today I made a good landing and I was happy with my performance and so was Mike! The only things of note picked up were to correct things sooner, both in setting headings and when I realise I’m a little low on the approach.

So a good day flying which I enjoyed, however I think I will still go for my restricted license first.

20th July 2014

One step forward two steps back!

Well if the weather had been better the plan was for me to do a solo navigation to Boston, however it wasn’t and I didn’t. Instead we did a dual navigation to Fenland Airfield via Whittlesey Train station thus creating a dog leg.

It had been 2 weeks since my last flight and it would seem my mind has been erased to the point that even though I blogged about how to draw the triangle of velocity I was stood staring at the white board clueless! Still with some help from Mike on the first leg it slowly came back and I completed the flight sheet (here is a blank flight sheet (PLOG) I put to together based on the one we use in the club, feel free to modify/use it), I called Fenland as its PPR (prior permission required) and they told me the runway and conditions at the airfield. Mike asked how I would make a standard overhead join from the south direction and I drew this on the white board ok. Next Mike asked how I intend to leave Chatteris and the runway I would use again this was ok.

So into the C42 and let it warm up while we waited for the parachutists to descend. We departed on runway 01 and flew the circuit but kept climbing to our cruise altitude of 1,500ft and set course to Whittlesey, we arrived overhead bang on time, but a little to the right of track. I had some trouble spotting the train station as it’s only a small single platform one. After spotting it with the help of an approaching train we set course to Fenland. About 5 miles out from Fenland I made a call and requested an overhead join, this was the first time I have been to airfield with a control tower and getting the flow of messages in the correct format was all new to me but Mike guided me through what to say and when. We joined overhead descending on the dead side and landed on runway 36 the landing was not my best and Mike then informed me that when I do my solo cross country flights I have to hand in a form and have it signed, on this form one of the things they do is rate your landing!

At Fenland we had no time to stop for fear the weather was closing in, so I paid the landing fee and we set off back to Chatteris. It was the return navigation that fell apart! I took too long to set my course so we were away from where we should be and then I miss read the heading and somehow set the course of 350 and not 315, when asked where we were I struggled to correctly identify the position on the map, but after a while I found our location and corrected it buy flying over where we should be and resetting the course. At Whittlesey Mike ask if I was over the station and my reply was that “I thought we were“ thought was not good enough so we did an orbit and I was correct so we set course for Chatteris. I seem to keep drifting off course especially when reading the map and by the time we had got to Chatteris we were not approaching it from where we had planned. To make matters much worse I could not see the airfield Mike told me to turn to the left which I did and if he had not I would have over flown it, which as it’s a parachute club it is not allowed or safe to do. So we flow around the airfield in a wide circle and Mike enquired how I was now going to join and land. I was now disorientated and concerned over not having seen the airfield and was explaining how I would join 01, but talking about 19, eventually it click and we joined on the base leg and I landed. Mike commented that I would have got a 10 for that landing and it was one of my best. But during the debrief it was clear that I not ready for solo cross county with the lack of location awareness and the ability to fly a consistent heading in doubt too.

The day left me thinking on the way home, have got what it takes or if I should cut my losses and pack it in.

I love flying, but learning to fly, for me at least, is a rollercoaster of ability and emotions of which I’m current at a low point again!

I need to learn to read the map more frequently and relate it to where we are while keeping us on the correct heading and at the correct altitude; I hope over the next few weeks this will become easier and I become safer as the thought that I could have over flown the airfield while there was parachutists in the air concerns me greatly.

6th July 201416th August 2017

Navigation to Boston Airfield and Triangle of velocities

I arrived at Chatteris on what seemed a damp and grey day around an hour before my lesson to plan my flight to Boston as I was nearing the airfield I saw a C42 flying in the circuit and I was thinking to myself that the parachutists would not be jumping with such cloud cover, however as I turned into the track leading to the airfield I saw the twin Otter taking off closely followed by the main training C42. It often seems to have its own micro climate which allows for the microlight and the parachutists to go up while all-around the weather would not permit! When I left home it was layer cloud and raining but here it was scattered cloud and improving all the time.

In the clubhouse I made myself a cup of tea and set about planning out my route to Boston, possibly my last dual navigation to Boston, all was going well and I drew out the triangles of velocities on the whiteboard and then checked my results on Skydemon light http://www.skydemonlight.com/ which is a great piece of software and I hope to buy and evaluate it on either on an Android or iPad once I have my license (so Lookout for a future review of flying with this!) most of my calculation worked out ok and with little head or tail wind I didn’t notice my fundamental error! In fairness to me it has been a while since I did the Navigation exam!

Triangle of velocities

So how do you draw the triangle of velocities?

First Draw a vertical line to represent North with a diamond on the top to show it as a true north.

Next plot the course you want to fly, for this draw a straight line from A to B on a map and read off the heading using a protractor. For Chatteris to Boston we want a heading or Trk(T) of 349° so next we draw this line on.

Next go to the Met Office and get the spot wind for your altitude, Sunday this was 260/15 so we now need to draw this on.

The wind is drawn across the north line e.g. above I marked off 260° on the left of the north and drew through N and out far enough to be able to mark off the wind speed on the wind line. Add 3 arrows to show it’s the wind line. Take a ruler and mark the wind speed on the line from the north line, it doesn’t matter what scale you use mm, cm, your map ruler, whatever so long as all the measurement use the same scale. I used mm on this drawing for the blog.

Next draw a line from 15mm along the wind line the length of the speed you will be flying and make the line intersect the Trk(T) line at that point . So below I have drawn from the 15mm mark a line that is 70mm (we fly at 70knts) where it joins the Trk(T) B – C below.

So above we have:

A – B 260° line with point B marked at 15mm (from the Met office 260/15)

A – C our Track True from the map

B – C 15mm along the wind line (wind speed) 70mm long (our speed in knots) drawn to intersect our Track true at the 70mm point

If we now measure in mm A – C we get 67mm and this is by the magic of pythagoras theorem our Ground speed allowing for the wind 67 knots.

If we measure the angle of the line B – C from north we get 336° our heading true.

And if we measure the angle D we get our drift angle 13°

Thank you Pythagoras!

So back to my flight planning well the fundamental error I made was I measured B – C as the ground speed even though I had drawn it 70 long for my airspeed!!!

The flight to Boston went ok, I got a bit off course, but spotting Fenland airfield I re aligned and was ok from there. I soon spotted Boston and just to the left was the airfield.

We landed OK (in fact for me it was quite a good landing!) and I got the teas in, while we were drinking our tea Mike was asked to do a check Flight which he agreed to do as no one was booked in after me. I stayed drinking tea and chatting to people. Sometime later we all watch Mike land and needless to say it was a perfect landing in every way.

Once Mike was done we set off back to Chatteris and the navigation all went to plan we joined on a long final for runway 24 and again the landing was not bad. I refuelled the plane and cleaned the prop and some of the birds muck off the wings, as while we were out Stuart had booked the aeroplane and it was not good to hand it over in the state it was in.

My next lesson in a couple of weeks’ time and weather allowing is going to be a solo to Boston and back!!!

23rd June 201416th August 2017

Navigation and what does the map say!

Today was looking good for my first proper navigation lesson; Mike had asked that I get to the club an hour beforehand to give him time to go over planning the route, allowing for wind etc. I dutifully arrived at the airfield an hour and 10 mins early. The weather was hot with a layer of broken could at around 8,000ft and no wind, the met office’s Low Spot Wind chart (214) showed variable at 5 knots.
On arrival things were not going quite as well at the club, the previous student (who will remain nameless) was late which had a knock on effect, his return was further delayed by the parachutist. I sat with Mike and we went through the planning of the route which was going to be Chatteris to Boston in a straight line, with no wind to allow for there was not much panning needed! I studied the map to establish the MSA (Minimum Safe Altitude) allowing for obstacles within 5 miles of the track and the highest I could find was 470ft, to establish the MSA we round this up to the nearest 500 and add 500, thus our MSA for this flight was 1,000ft. Our chosen altitude of 3,300ft saw us passing over Fenland airfield whose airspace extends up to 2,006ft so we were well clear of this, thus it was a direct route. On the flight log I noted down the radio frequencies for any station I might need on route Boston, Fenland, London Information, London Centre, Chatteris and Coningsby. Next I found the heading from the line on the map and added the magnetic variation to give the heading magnetic, I measured the distance and worked out the time it would take us to fly it once we set course.
The previous student was now back and it was time to fly the route (well actually it was around 1 hour 45 minutes later then we had planned to set off!) we took off on runway 01 and set course to 350 degrees, we passed Fendland bang on the time estimate and all was going well. As we approached Boston Mike talked me through the radio calls need for “SAFETYCOM” which is how Boston operate, but also pointed out as it’s a shared frequency we should not make these calls until we were at 2,000ft or below. We descended down and made our first call to say we were 5 miles to the south and inbound, the next call was to say we were overhead. We turned once we were over Boston airfield and came back over the other end of the runway and called we were descending on the dead side, from there on the calls were as normal.

We landed OK and parked up, Mike introduced me to many people whose name I forget (if you are reading this, sorry!) We had a quick cup of tea and it was time to set off back to Chatteris.

Going back proved a little more difficult for me! I think this was due to having the map in the opposite direction to travel, I tried turning the map around, but Mike said this was not good practice, also you can’t read the place names as easily upside down!
Flying back we should have been at Chatteris 26 mins after setting course, but I could not see it and it transpired while playing with the map I had been going off course and was to the east of March, I still could not see Chatteris, but by now I could see the drains and I turned and followed these back, a route I knew well!

My next issue was the landing; I powered back where I normally did and found myself very high over the airfield so we went around, thinking the issue was that I was too tight in I went a little wider on the next go and we did get down near to the runway, but still too high and much too far down the runway, on the next go I took the power off earlier (not really early enough) and we made it down, but the touch down was a lot longer down the runway then I would have liked. This was all due to there being no wind to slow us down, this is not a situation I’m accustomed to and had not allowed for it, I hope it’s a lesson learnt for the future!
Another issue I had, and would love you feedback on, is the choice of glasses, I have a good pair of varifocal glasses which are fine for normal reading. they are set-up more for computer work, however reading the small print on the map in flight and on the ground is very much a challenge. Having Googled it, it would seem bifocal are generally better for pilots, what do you think?

31st May 201416th August 2017

Parachutes everywhere!

I was first to fly in G-CEGL on Saturday so I needed to “burp” the aeroplane! Burping the aeroplane is required as the Rotax engine has a dry sump, so to get oil into the engine and to be able to get a reading of the amount of oil you need to turn the propeller by hand in the correct direction until the engine makes a burping or gurgling sound twice. You can then check the oil level before starting the engine, with our engine and I assume its the same for all Rotax engines of this type, the oil level when cold reads low normally at the bottom of the stick, but once up to temperature it will read about halfway up.

Mike ask if I wanted to do another hours solo today and I said yes, this time I was to practice flying at different speeds as before, but also steep turns and Mike gave me a briefing on this together with testing me on what to do if I got into a spiral dive. Which was to take the power off and roll the wings level, as the aeroplane levels out the nose will come up and at this point we apply full power and climb away.

I was now ready for my flight, but for the first time Mike was happy for me to go straight off on my own. I sat warming up the aeroplane and was ready to go about the same time as Mick, we had all been using runway 19, but Mick went straight up on the nearest runway 29 and I taxied out to 19, as I was back tracking on 19 I heard the parachute plane call “clear drop” which gives you a few mins and had previously been cited by the parachute plane’s pilot that there is sufficient time for you to line up and take off, which is what I did. How on returning I was advised that in future I should taxi off of the runway and hold clear.

My flight was uneventful but on my return to the airfield I call asking if all canopies where down and it was confirmed, so I called and joined base leg, immediately after my call I hear “Clear Drop” as I was unsure if there was enough time I decided to leave the circuit and hold to the east.

Later that day two fellow students achieved their first solo flights, so just a quick shout out to Alan H and Alan B congratulations and well done guys! How was it?