Project Propellor 2007

Talk about unlucky!

2005 even though we only had to get across the ridge from Gloucester the Kemble, we were weathered in with the cloudbase sat on the ridge. My passengers gave up about lunchtime, but I persevered and as the clouds lifted slightly, I made a bolt for it over the ridge and made it Kemble by myself.

2006 I had to cancel with only a weeks notice as the aircraft (not my current share) went ‘tech’ and had a cylinder replaced.

Third time lucky you might think? Not a bit of it! All week, the Metoffice were forecasting solid and heavy rain on Saturday – they even issued a severe weather warning for the risk of flooding! Of course like most UK pilots with a few hours on the clock, I knew anything could happen. The front may come quicker, more slowly, veer north or be far less active than forecast – bottom line is the only forecast worth looking at is the one the night before and even then, the Mk 1 ‘stick your head out of the window’ on the day of the flight may make matter quite different from forecast.

I called my three passengers on the Thursday before, they had been anxiously watching the forecasts as well! I said turn up on the day as I would be happy to ‘scud run’ the relatively short distance to Bruntingthorpe and even if that was out, I would drive them by car.

The day dawned and I awoke to hear the ominous patter of rain on the roof. A look outside showed light to moderate rain and low cloud just barely clearing the Cotswold ridge at Bishops Cleeve – so my guess was 1000’ or so. Never mind, you never know.

I turned up at the airfield and checked the plane. As I was doing so, Steven (a fellow Flyer Forumite) turned up outside the hangar in his car (airside pass huh Steven – who do you know??) and was pessimistic about the chances. We agreed to meet at the café to check the forecasts on his laptop.

The weather looked pretty bad. Not much of a wind, just a low cloudbase, probably 1200’ by now and starting to get better defined.



We checked the forecasts and it looked like the front was coming in from the west, so it was forecast to get worse in the afternoon – nearby TAF’s showing PROB40 of heavy rain, 300’ cloudbase and 3000m visibility sealed it for both of us. I would have been OK to try either a scud run over to Bruntingthorpe or IMC to Coventry with a let down there and a scud run from there, I was not happy with an IMC approach to Gloucester with the risk of cloudbreaks below my personal 500’ minimum.

We broke the news to the vets. They took it well. Both Steven and I offered to drive our respective passengers to Bruntingthorpe, his accepts, but mine declined – while I am sure they would have enjoyed the reunion, they were really there for the flight bless them!



I offered a circuit or maybe a local if we could find one of the holes in the really low stuff and they accepted.

I briefed them on the plane, emergency procedures and how to climb on board. I felt vaguely patronising briefing people that had flown Harvards, Tiger Moths, Sunderlands etc. but I didn’t want them to accidentally step somewhere they shouldn’t.

They clambered in with two navigators in the back and a veteran pilot in the front. As I started up, their eyes were everywhere! Looking carefully at the gauges and readings and watched and listened attentively to my mumbled but methodical progress through the written checklist (yes, I know many people think it isn’t butch or hairy-*rsed to use a written checklist, but I don’t care, it’s what I do!).

There was only one other aircraft in the area (doing bad weather circuits) so of course I managed to get held waiting for him to land. I am cleared to line up on 18 as soon as he has passed and then cleared for take off. This would be my first flight ‘four-up’ in the Beech, so I take extra care with airspeed and rotate. I needn’t really have worried, she still accelerated and climbed well.

I take the right turn-out and climb to 1000’ before we ‘bump our heads’ on the cloudbase, which is indeed right there. Set for the cruise, I head north at 140 kts. Lots of flooding below in the Severn valley. I quickly lose sight of the airfield and the limited view and horizon at 1000’ at 140kts can leave you ‘location challenged’. A quick look at the ADF / DME (not to mention the GPS) reassures me. I can’t find any openings in this lower layer and don’t fancy IMC. Shame really, it is probably an ideal day for IMC training, with a sensible cloudbase for now, but not today without pre-planning and with a full load of passengers.

I skulk over towards Bishops Cleeve hoping for better luck. None of it. I am forced down to 900’ as I head towards the ridge. So I crank in a steep-ish turn for the hell of it and decide to head for home.

Gloucester give me a direct to left base join for 18 – there being no other aircraft in the area (are they trying to tell me something?). I drop the gear and slow down before lowering some flaps. The approach is good. Dropping a bit low, so add some power to get back on slope. Got the speed at 80kts. Final checks and full flaps. Over the hedge. About to start the roundout – power off. Hold-off and off, nose up, try hard not to land. The wheels touch briefly before the stall, nose up more, squeak of the stall and down for good. Vacate and clean up.

I taxi in and shutdown. I apologise to the vets for the short flight, but they genuinely seem to understand and are grateful for the flight.

We go for a consolation cup of tea in the café and they graciously present me with a bottle of scotch for the effort. I try to refuse, but they are not having it.

What a great and interesting bunch of guys. I feel terrible for them and I personally really wanted to get to Bruntingthorpe as I haven’t been there yet and the airfield is rarely open to visiting aircraft. But sometimes you just have to be strong enough to decide not to fly and not feel pressured into it.

Maybe next year – fourth time lucky anyone?

Le Touquet for the weekend

I did plan to go on the Flyer Forum flyout to Annecy this weekend. I had it all planned with a good weather route and a ‘through the valleys’ bad weather route. Chris couldn’t make it so my wife agreed to go with me, but ONLY if I could guarantee that we would get back on Sunday. She has been a ‘bad weather magnet’ on the last two trips with me and far prefers, if not clear skies, then smooth, reliable and high flying.

Needless to say the weather was poor in the week leading up to the trip and forecast to be showery with some thunderclouds in the Rhone valley on Friday, with Saturday OK, but forecast to be cloud and rain on Sunday. Had I been going with Chris or even with my non-pilot flying buddy, Dan, I would have gone for it – but I just knew that the wife would not enjoy the flight and would be worrying about the weather for the weekend, so I reluctantly abandoned plan A.

Plan B was to fly out to Le Touquet on Friday and back on Saturday, so just a quick overnighter. While I have been to L2K several times and many of the other channel coast ports and towns with my flying buddies, I haven’t yet taken the wife (as she reminds me frequently). As L2K is so close to the town and it is a nice town, let try there.



So the usual route was planned:

EGBJ DCT GWC DCT SFD DCT ALESO DCT LFAT

She works Friday morning so turned up at the airfield at 13:15. So flight plan and GAR filed, off we went in broken cloud at probably 3000’ but with good visibility. Changed quickly to Brize and was given clearance to clip the western edge of their zone at 2800’ with Fairford inactive.

We were warned of opposite direction traffic at 12 o’clock and 8 miles, similar height – hmmmm… not good! Could I see him? Could I buffalo! Another call saying now three miles, 1 o’clock and 100’ below. That’s it. I tell Brize I am turning to the left. 15 seconds after having done so, I spot him probably 200’ away and slightly below – glad I turned! I advise Brize that I am visual with the traffic and I recognised the guys face – they thought that was funny as I searched for new underpants!

The rest was uneventful. As seems to be usual, as I approached the coast the cloud lowered and the visibility got a lot worse. Coasted out at Beachy Head with FIS from a not-very-business London Info.

The vis over the channel was very poor as usual. No horizon so flying partly on instruments. I call L2K and thank the stars that the brittle and over-stressed French lady isn’t manning the frequency. Instead it is a low voiced, laconic guy. Approaching the coast I call as instructed and he seems very confused that I am up at 2500’ and still 3 miles from the coast. He starts to tell me to do some very odd things when a helicopter with a similar callsign pipes up and says he thinks he has mixed the two of us up – indeed he had.

I join right downwind for 32 and make a normal approach with a nice, soft landing. It is Friday and there is a fair bit of traffic on the ramp, but there are at least spaces. I park up, shut down, unload and put the cover on for the first time. After 30 seconds of trying to put it on back to front and wondering why the opening in the cover was too small for the prop, my wife resolves this enigmatic riddle and turns it around – aaahhhhh! I’m sure I am not the only pilot who has the mental agility of a Irish Setter for at least an hour after a flight!

The wife is in training for Macchu Picchu and the Incas trail so she decides to walk into town, oh joy! We check out the Westminster hotel – very posh with prices starting at €140 per night. Nice but lets save some money for a really good meal. So we go into town and settle on the two-star ‘Les Embruns’. It is clean and tidy and a bargain at €65. Bath and change and out for the evening. First priority – BEER! I enjoy a couple of cold ones then set off for a quick look around town and to find a restaurant.

We settle on a nice restaurant very close to the large market about half a mile from the town centre. A good, honest and reasonably priced meal. I get chatting to a German chap and his wife and find out he is from Koblenz. I plan a trip there later this year and got some good tips from him on the history of the place, where to go and stay etc.

Next day is window shopping, Cafes, lunch and sightseeing.



My wife is drawn to the estate agents windows and bemoans the fact that we don’t live in Brighton. She wonders why airplane groups based in Brighton don’t chip in and also buy a group owned apartment in L2K – any explanation from any of the many Shoreham groups? I remind here we already have a second ‘holiday’ property in Peterborough – Peterborough / L2K – what’s the difference??



We stock up on half a case of wine and, yes, walk back to L2K airport in the mid-afternoon.

The ramp is heaving as the effects of good weather and a free landing fee have their predictable effect. G-reg aircraft everywhere.

I uncover the plane and load up. Flight plan filed and away we go. But first a detour to see Montreuil from the air. I have heard of this and heard it is a nice town, so thought I would check it out from the air. At 1500’ we find it easily up the river. Nice old walled town. That looks well worth a visit next time I am al L2K. The turn on track for ALESO and home.



Usual channel visibility, so up to FL45 and onto partial instruments!

Uneventful trip back. Spotted a couple of gliders (aka sky rats) near Lasham as usual. Listening out to Farnboro Radar he was so busy and had such a queue, I didn’t have the heart to ask for FIS, so just stayed on listening watch.

I then heard him speak to a helicopter who was obviously south and south east of London. First he warned the helicopter that he was approaching the TRA/RAT set up for the Epsom Derby and asked his intentions. The helo was vague in his reply so the controller explained that the RAT went up to the base of Class A and that he would have to route around it. Sounded to me like the helo was clueless about the well publicised RAT. Some time later the controller warned the same helo about the RAT and the Red Arrows display at Biggin. Again it was well publicised and the helo driver seemed unaware and asked when the display was scheduled to finish and the RAT lifted. I’m sorry, but it’s guys like this that obviously don’t bother with planning and certainly don’t bother with NOTAM’s that get right up my nose and give everyone a bad name!

Brize were uninterested in anything unless you wanted zone transit, so guess what – yep – zone transit please!

Called Gloucester and given standard overhead join for 18 with left circuits. By the time I called near the overhead, they changed to 22 right hand circuits. I advised I would orbit the overhead and go for 22 RHS. As I was descending deadside I heard a tailwheeler call deadside descent. I was looking everywhere when someone shot in front of me heading the other way – he was doing a left join for 22 – not right. I didn’t recall hearing ATC agree to this!

I do my circuit and land immediately after the same aircraft. He trundles off up taxiway H – which has been NOTAM’d as closed for several weeks now. He is told to stop, wait for me and follow up Taxiway A. Another ‘I don’t bother with NOTAM’s’ merchant, who clearly isn’t too bothered about circuit direction either. I am tempted to have a friendly chat with the guy, but don’t, which I now regret.

A nice trip. Not what I was hoping for, but a very nice trip with the wife with more planned.

Next stop – Project Propellor.

SO C’MON GUYS – CHECK THE BL**DY NOTAMS!!

Lunch in Le Touquet

It’s been a while since I flew in mainland Europe, so I booked the plane and prayed to the weather gods for Saturday 19th May. I planned to day trip to Le Touquet. The wife was ‘do-gooding’ for her charity for the day (my fault as she pointed out – I should have checked the calendar!), so I ask the neighbour, Martin if he wanted to come with his wife. She declined, so it was just the two boys.

I could have gone a lot of places, but chose Le Touquet because the airfield is so close to the town. The downside is that I expected it to be besieged by UK aircraft as it is the classic ‘clear customs’ and ‘first non-UK airfield’ for novice pilots.

I did all my planning and the forms and plates the night before. I already had L2K planned as I will use the same route for the Annecy trip at the start of June. Planning included filing GAR’s, marking up the route, frequencies and heights on the map, writing out flight plans, getting NOTAM’s, printing airfield plates etc. The route was:

EGBJ DCT GWC DCT SFD DCT ALESO DCT LFAT

The day dawned with a reasonable weather forecast. Sunny intervals with scattered showers. So I decided to go for it. We turned up at the airfield and couldn’t get the combination to the hangar right, so had to wait for some guys from Aeros to turn up. I had filed the GAR the previous evening and quickly filed the flight plan I already had pre-prepared. I got the firecrew to fill up to the gunnels with lovely VAT-free fuel and set course. Of course this being FA cup day (and me not a football fan) both Gloucester and the airwaves were very quiet. Gloucester passed our details to Brize and we were cleared through Brize zone, with caution for parachuting at both South Cerney and Redlands Farm. This particular choke point is getting very busy these days. We managed 2700’ with cloud not much above that.

Established in the cruise, we changed to Farnborough Radar just past the M4 and held on to them until Petersfield when we changed to Goodwood Info as we were routing through their overhead. I had a belting 177 kts ground speed indicated as we obviously had an appreciable tailwind. We were at around 3000’ and went through a few low clouds.

We turned at GWC to route south abeam Shoreham so changed to talk to Shoreham Approach. Once past their ‘area of interest’, I switched to London Information. By this time, as is common, the could over the channel was much higher or none at all, so I climbed to 4500’ for the crossing. London Info were busy, but not as manic as I have known them on a nice weekend flying day like this. We coasted out at Eastborne.

I heard an exchange between an aircraft and London Info and it was obvious that they could not hear each other. So I volunteered my services and initiated a ‘relay’ between them and passed the messages – it worked as both could hear me of course. My good deed for the day!

Approaching ALESO, I said goodbye to London Info and changed to Le Touquet Approach. OH NO!!! It was the dreadful, shrill and over-stressed woman on again! She sounded frantically busy, but as usual, most of it was unnecessary transmissions of her own making. There was a mix of French and English calls while she was issuing useless taxi instructions, like ‘take the next available exit and taxi and park wherever there is a space in front of the tower’ – No kidding lady! I was planning on parking up in the middle of the runway and getting the deck-chairs out!

I managed to get a quick call in as I approached the zone and was advised to call early downwind for 32 right hand. I just managed to find a gap to do that and was instructed to report BEFORE turning base. Although it sounded frantic, there were no more than two of three in the circuit! I heard a French plane given clearance for ‘long final’, then I managed a quick call on extended downwind, by now I was at 2 DME! She asked if I was visual – No – no clue from either the aircraft or her as to where on ‘long final’ he might be (perhaps he was pushed out to a wide circuit by earlier traffic). At about 3 DME I decided to turn base as we could see no traffic at all. I couldn’t get a call in for vital taxi instructions. My passenger spotted him on probably half mile final. No traffic about so I turned final and kept the speed up. She called me and advised I was No 2. Gear down, decelerate, flaps, cowl open, prop fully fine.

Short final now, good picture and speed nailed. I was crabbed a bit due to a minor crosswind. About 400m out from the threshold, I hit turbulence. The plane was bobbing about in what felt like all three planes at once! I know this wasn’t me setting up some PIO because I wouldn’t know how to make an aircraft wobble about like this! I toyed with a go-around but figures that it wouldn’t be any different next time and the thought of running the gauntlet of the ATC again was too horrible to contemplate! I started the flare and chopped the power, then it settled down. I was still crabbed, so kicked it straight and dropped a bit of wing into the wind to stop the draft. Nice hold off and an easy touch. I managed an early exit and taxied to stand to leave the ATC and circuit carnage behind me!



Although there were quite a few planes there, it was not as bust as I expected. As I parked, I was ‘spotted’ by a French spotter with a serious camera! We parked up and enjoyed the sunshine. I put out the sunscreen so the interior wouldn’t fry as we made our way through arrivals.

Good news, no customs. So just pay the landing fee and away. There is a taxi at the rank so we jumped in and were whisked to the town centre.

Although I have flown to L2K several times before, I have never been into the town. It is a lovely and very classy little town. Good and unusual shopping (read expensive) and lot of bars and brasseries.



There must have been 100 or more para-surfers along the length of the windy beach. We basically had a look around, had a very pleasant lunch, bought a couple of cases of wine and headed back.



I had already filed a flight plan for a suitable time the previous night via OLIVIA. On return to L2K I was strongly advised to fill in ‘one of theirs’ as they indicated little hope that the OLIVIA one would ever emerged! The usual fun and games with flight plans at L2K still prevails I see.

So we donned lifejackets, packed the wine securely in the aircraft and climbed on board. No joy on the ATIS frequency, so I set the QNH myself and checked the windsock and other departing aircraft. Same runway 32 in use with a moderate crosswind from the left.

I called for taxi and held as number two. Did the power checks (which the French aircraft in front and behind did not seem to do, unless they did them somewhere else, they certainly didn’t do them at the holding point). We line up, apply full power and the Bonanza surges forward demanding right rudder to hold it straight. A bit of into wind aileron to deal with the crosswind and we are up. Gear up at the end of the runway as we climb virtually straight ahead on track for ALESO.

The sky is clear so I climb to 4500’. Although it is a clear and sunny sky, there is no horizon as such, only a darker blue below and a sky blue above with a wide grey / blue band centred around where a horizon might be – typical of the channel. So I fly partly visually and partly with an eye on at AI and other instruments. Power back, mixture to cruise and trim for straight and level. The track we are taking runs us diagonal to the English coast and with this providing a visual reference and no other horizon, there is a temptation to get into a right turn – again, partial use of the instruments sorts this out.

At Seaford, I switch from London Info to Shoreham Approach, but there is little around – cup final I guess. It is serene at 4500’ and there seem few clouds inland (although it is murky and hard to tell, so I set to 1013 and climb to FL45, hoping I can keep this back to Gloucester and if necessary go VMC on top. My hopes are dashed though as we turn inland at GWC and there is a thick band of cumulus going up to at least FL60 – too high for me to go without getting into Cat A airspace – so we drop to 3000’.

Once clear of the coastal strip and about 20nm inland, the clouds thin again to scattered white puffy stuff, so I climb to 4000’ and settle at this. We speak to Farnborough Radar who as usual warn us about gliding at Lasham. It is really peaceful and I start singing (badly) out loud, which is rewarded by a confused stare from my passenger, so I desist.

We change to Brize who again warn us of parachuting at Redlands and South Cerney, but they clear us through their zone, so we route just east of the inactive Fairford overhead. My passenger spots a glider, below and to the right, no conflict, but we keep an eye on him. We both marvel at how when he turns at a certain angle, he becomes invisible even though we know where to look!

I pick up Gloucester ATIS and they have Tower and Approach frequencies combined – they must be amazingly quiet! I call them and am given a direct to final approach for 27 with a call at 4 miles – even more amazing, they must be VERY quiet – obviously most pilots are also football fans – how depressing!

I spot ‘the doughnut’ building – an obvious landmark for 27 and line up on the runway and call at 4 miles. We are high and the plane is so slippery that pulling the power back too much won’t help (and I want to avoid shock-cooling the engine) so I drop the gear early, this gives me the drag I need to get a decent rate of descent with sensible power on. I get a good approach slope at 2 miles and am given clearance to land. Flaps on a 1 mile and stabilise at 80kts. Good approach, airspeed nailed, nicely trimmed – oh goodie!

At short final, I pick up turbulence and the plane starts to do interesting things. The airspeed is good, so I control the plane as best I can and start the round-out as the turbulence moderates (how kind). Power off and into the flare. Hold off, some beeping of the stall warner, hold off and off and we touch. Gentle braking and I am easily at taxi speed by the first intersection, despite very little wind. I am still surprised at what a short landing you can do in the Bonanza compared to the Arrow.

We are given a ‘backtrack to A2’ by the tower. Wow! There really is no-one in the circuit today despite the fine weather!

Taxi around, park up and shut down. Fill out the logs and sort our stuff out and leave the plane tidy. We man-handle in back in to the hangar.

A good trip and my first overseas trip of the season. Now feeling very comfortable with the plane. Good practice for the trip in two weeks to Annecy – now pray to the weather gods!

Trip Planning

There are those that scoff at ‘flight planning’ and those that agonise over it for ages. I like to think I am somewhere in the middle towards the ‘agonising’ bit! I DO plan carefully and thoroughly and methodically print and file the results and copies in plastic sleeves in a special ‘trip folder’. My wife laughs as do the same for our holidays – but it works and it has resolved ‘what reservation?’ type problems in the past.

In part, I enjoy the preparation as it makes it really easy on the day and I know if anything did go wrong and I had to divert (as I have had to do twice now), that I will have the appropriate VFR and IFR plates to hand. There is comfort for me in knowing that I am fully prepared.

There is a nice looking ‘fly-in’ planned on Flyer Forum for Annecy in the French alps near the Swiss border on 1-3rd June that I am planning for. On the face of it, a piece of cake. I have been this way before, on last years flight to Italy, where I stopped at Dijon. Basically, it’s a little further south, then turn left, over some hills (4000 – 5000’ max) then into Annecy. However, I still spent a couple of hours this weekend planning for it properly.

First question, is can I do it in one hop? Quick answer is no – for two reasons. Firstly, the plane could do it, but it is far longer that I have yet flown in this particular aircraft and I would feel uncomfortable flying that close to the fuel margins without generous reserves – especially ending as it does in really hilly stuff! Secondly, there are no customs, so that’s that!

Where to stop to clear customs? I would prefer somewhere where prior requests are not required as these are usually phone or fax only. I don’t have ready access to a fax and phone calls seem to get mysteriously forgotten. I was thinking about Calais as it is quiet, but there is the PNR bit. I have tried Lille before and that was a farce. So it will reluctantly be L2K – reluctant because it can be a real scrum with loads in the circuit and last time I went, a near hysterical French lady controller who was berating everyone at length then going on to issue long transmissions for a pl*nker on the ground for taxy instructions to the apron! However, lets give it a try again see if it has improved.

So first leg is Gloucester to L2K. Next question is under or over – London that is? Given that it is L2K and therefore further south and a bit west from Calais, I will go for my time honoured route of:

EGBJ DCT GWC DCT SFD DCT LFAT

Probably 4500’ if I can get it and remain clear of cloud. I have done this route a number of times. Basically, be very careful to get NOTAM’s to check that Fairford is not active – it would spoil your whole day to fly overhead the field while the USAF was using it! Also be very careful to avoid the shoulder of Solent controlled airspace that a direct line route takes you within 3nm of. In order, I usually talk to:

Brize Radar - Farnboro Radar - Chichester Radio (transit their overhead) - Shoreham Approach - London Information – L2K.

I do produce a Navbox PLOG, but almost never refer to it. My preferred method is to draw track lines on the map and mark altitudes, winds aloft, points of climb/descend, radio frequencies, radio navaid frequencies and where to change etc. all on the map. I also ‘hatch’ in red marker hazards on or close to the route, like airfields, ZIT’s, controlled airspace etc. so I know to be especially watchful near them. I am away from my maps at the moment, but will try to photograph and example and upload it. I am not saying it is perfect, it’s just that after trial and error, this is what works for me.

BTW, I always use CAA 1:500,000 maps for the UK and Jeppesen 1:500,000 laminated and pre-folded maps for mainland Europe. I prefer the CAA UK maps to Jepps, but then I prefer Jepp maps for the rest of Europe as they are the same for all countries that they cover and represent them very well. I particularly like to numbering key to the controlling frequencies for controlled airspaces – makes it easy to decide who to talk to.

Next is the leg from L2K to Annecy. For this, I start with Navbox and click a direct, straight-line route from L2K to Annecy. Then I compare this on Navbox with the maps (three of them carefully laid out and lined up on the study floor!) to see why I shouldn’t just go in a straight line. Of course I want intermediate waypoints, so I look on the map / Navbox for both radio navaids (by far my preferred waypoint) and military and controlled airspace. So my not quite but nearly straight line route is:

LFAT DCT CTL?? DCT TROYES DCT DIJON DCT LFLP

I don’t have my map with me, but I seem to recall it is as above. Military airspace looks terrifying, but most of it is low level and if in doubt, you can get clearance from Paros Info or the like. I plan on an initial 3500’ to avoid a mysterious bit of Class A starting at 3500’, then once past, climb to 5000’ which should get me across the high bits in front of Annecy. If it is cloudy and I can’t get 5000’, then I will proceed to around Lyon, the turn left then fly IFR (I Follow Roads!) through valleys to Annecy.

My alternates are Troyes, Dijon and (in extremis) Lyon Bron. I have carefully printed all the plates for instrument approaches as well as the VFR plates – when you need them you need them!

Hotel is booked and I even have a nice aerial photo of Annecy airfield (I find these very useful in visualisation for airfields I haven’t been to before). Now just need to type out the flight plans and GAR’s.

For the GAR, all I have to do is leave it with the main desk at Gloucester as this is a designated port of arrival. For flight plans, just hand the UK one into Gloucester and they will enter it to the system. I tend to type both of these up well in advance and have a second copy (I have made up precise copies of the forms in Word, so I can save versions of them). For France, I will file the flight plan via Olivia over the internet for L2K to Annecy as the filing at L2K is notoriously hit-and-miss!

Pretty much all set now, just pray to the weather gods. Next flight booked for all day Saturday 19th May. Depends on the weather, but if it is OK, I might try for the first cross-channel trip of the season – yes probably L2K as it is very easy for the town (other channel port airfields need a serious taxi ride)!

Haverfordwest

It seems like ages since I last flew, but it was in fact only three weeks. Since then, I have been in Vienna to my sister’s wedding and the plane has been through an annual. Nothing adverse discovered on the annual and I have to work out with my group how we pay for that (hands in the pocket time as we haven’t accrued much from two months worth of monthlies).

I decided I was safe enough to risk taking up a passenger. So it was my long-suffering next door neighbour, Martin from Canada / Scotland.

We rocked up at the airfield mid-morning and set about finding the plane (it has been moved to yet another new hangar). The hangar this time is to one in front of Aeros maintenance. This seems much better as it is large and usually involves moving only one aircraft to get your out.

I checked it over carefully and noted the lovely clean oil on the dipstick. We moved a flexwing microlight and pulled G-ATSR out blinking into the sunshine. It was one of those classic high pressure but murky days with a light but highly variable wind, swinging around all over the place.

I booked out, this time to Haverfordwest. This would give me a sensible run and take in the final airfield in Wales I have not yet landed at.

I briefed Martin on the differences and where to step (and where not to) and we climbed in. As usual for a cold start, I primed the engine with the fuel pump and tried to start the engine. No joy. So I tried again. It briefly came to life then stopped. Odd! It is normally an excellent starter (unlike the Arrow). I checked everything through then I remembered, the fuel cock was set to ‘Off’ – DOH! That explains why it seemed for all the world like there was no fuel getting through! While this may seem obvious, all previous groups I have flown with adopted the practice of always leaving the fuel cock on one of the tanks (to prevent vapour lock).

Once started, she ran smoothly as we called for taxy to the pumps. The mystery of the fuel keys seems to remain as despite assurances from the airfield that Chris had picked them up. I could not find them, so called the fire crew to refuel on account.

Gloucester was surprisingly quiet as I called ready for departure and was given clearance for take-off on 04 with left hand departure. I lined up and applied power. The powerful engine accelerated the aircraft quickly as I applied a lot of right rudder to keep it straight (much more than the Arrow). The surge of acceleration for such a heavy aircraft is quite something. Soon we were airborne climbing away at 90 kts IAS.

I decided to climb above the murk, but got to 5000’ and was still in it. There was an airway en-route near BCN at 5500’ so rather than risk hitting that, I elected to stay at 5000’ in the murk. I think it would have taken at least 6500’ to get above it.

I set course for BCN and sorted the aircraft for the cruise. FREDA check, lean the mixture and trim. A pleasing 145 kts was showing for airspeed with 165 kts groundspeed on the GPS.

I played with the avionics while my passenger tried his best to get photos of the Brecon Beacons through the murk – none too successful I might add.

I called Cardiff Radar for FIS. Although I was clear of their zone, I would be going over BCN and I wanted to know about traffic, especially in this visibility. Downward was OK, but there was no horizon and I was flying partly on instruments to trim for straight and level – no drama, just interesting as I pointed this out to my somewhat aviation-savvy passenger.



At 35 miles to run, I contacted Haverfordwest Radio with no expectation of raising anyone. I was surprised when I got a clear reply. They were on 09 with left hand circuits with a slight crosswind and the wind varying in strength and direction. They seemed very informal and relaxed and I mirrored this in my radio replies – quite unlike the ‘by-the-book’ RT common in most of the UK.

The circuit was clear as I approached, so I opted for a direct downwind join for 09. Downwind checks and gear down. Good approach, although I can feel the crosswind as I crab in slightly. Start the roundout, power off, flare and kick straight at the same time, a little into wind aileron and hold off, and off, stall warner chirps and we touch. Pleased with that. Taxy in and park by two fine looking, leggy Russian birds (Yaks!) on the apron.



A very friendly reception from the guy in the tower, only he wasn’t in the tower, he was sensibly sat outside on one of the picnic tables enjoying the weather! The place was actually very busy, partly with pilots but also with locals enjoying the basic but tasty food and weather.

Apparently, the Yaks are a flight of three, two based at Swansea and one at Haverfordwest. They get together at weekends to practice formation aerobatics. Sure enough as we were eating, they started up and carried out a formation take-off with all three of them on runway 09.

It really is a very nice, friendly and well maintained airfield.

We saddled up and took off and headed for a low level trip to St David’s along the coast. Past the ‘disused’ RAF Brawdy – for a disused airfield, the runways are certainly in superb condition! We saw the cathedral and rounded Ramsey Island, then climbed to 5000’ for the return journey. The visibility was a little better, but still no horizon.



Uneventful trip back. Cardiff handed me off 10 miles east of BCN as I got the Gloucester ATIS. I started a leisurely cruise descent at 35 miles and called them at 25. Given a standard overhead join for 04 left hand circuits. They didn’t seem too busy, but I was advise to turn SE a bit to avoid the instrument approach for 09.

Standard overhead join was fine and I spotted a PA28 in the circuit. He was in front so I slotted in behind him and had to run a wider than normal circuit not to cut inside him and catch him up. Got the gear down early to slow me down and extended downwind. Kept him in sight as I turned final. He was about 0.5 mile in front and making a touch and go, so I figured (and was advised) that I would get a late clearance. So set up for 80 kts and got a good approach picture. The wind was straight down the runway. Rounded out but overdid it a bit, so small balloon, corrected and held off until the stall warner for a gentle touch. Either my landing are improving or the undercarriage of the Bonanza is flattering – hmmmm…. probably the latter! Shut her down, put her away and updated the logs.

A good flight in poor visibility. Gave me a chance to settle in during the cruise and play with various bits of avionics, autopilot etc. The plane really does cover distance well and I look forward to touring. I owe the wife a couple of French weekends and have trips to Annecy with Flyer Forum and a mini-tour to Switzerland and France planned with my buddy from Canada in August. Looking forward to it.

Solo in the Bonanza

The weekend of 31st March, after I got back from Canada, I took the Bonanza up for my first solo circuits. The weather looked good, if 'high pressure claggy' and a bit breezy. When I got to the airfield, the windsock was hanging on for dear life, with the tower giving 25G33, albeit pretty much straight down runway 04.

In one of my poorer decisions, I decided on a few circuits and booked out. Probably not my finest decision as once I was up, the visibility was pretty poor and the wind was pretty bouncy.

First circuit was great, I thought I had shot past the runway, so cranked the plane around and lined up and called final, only to be told by ATC that I was final on 09 and should go around - DRAT! - I haven't done that since I was a stude! How embarassing!

Well, the next three touch and gos were OK, probably good given the conritions, but a bit of a challenge controlling the aircraft on approach in the gusty wind conditions.

On the third circuit, I decided I wasn't learning anything so opted to cut it short and land. What I really need is a fine day so I can cement my landing techniques, not a gusty day where I am not certain what is me and what is the wind. So I booked the plane for a half days general handling and circuits for the easter weekend.

The day was Sunday the 8th. I decided to go to the airfield early for a very leisurely walk-around and a sit in the plane just cementing in the controls so everything fell to hand. Well, it sort of worked out that way, but it took me and one other volunteer about 40 minutes playing the hangar shuffle to get my plane (at the back again of course) out and the others back. It is a tight hangar and I am very keen not to inflict 'hangar rash' on any aircraft. I am keen on treating other peoples aircraft as I would handle my own.

I bought Pilot Magazine and saw that there were free landing vouchers for both Enstone and Kemble. So why not fly to Enstone for a free landing them back for another at Gloucester. I booked out for general handling around Malvern then en-route to Enstone.

I was a lot happier with the start up and taxy and taxied to the pumps. But the fuel keys were missing, so out with the fire crew to fuel the plane. Power checks were fine and I lined up after a landing aircraft on 22 cleared for take-off. Take-off was good, I am getting used to the heavier nose left action and the quicker acceleration. In no time I was rotating at 65 and climbing at a sprightly 1300 fpm!

Routed to Malvern and at 3700' played leaned her out and played with the straight and level picture, different power settings and turns of varying degrees of steepness. I called Gloucester for a QSY to Enstone and set course. I tuned to Enstone and heard him tell another inbound aircraft that there was a Luscombe fly-in at Enstone today. I didn't think they would welcome a Bonanza skittling around their circuit full of sedate taildraggers, so where else could I go? I know, freebie to Kemble! So set course.

Called them up and while a bit busy, they weren't manic. The lateral visibility was pretty poor and although I knew where to look, no joy at 8 miles. Then counted the miles off - 7, 6, 5, 4 - where the hell is it? At about 3.5nm, I spotted the 747's and hangars - geeze, this vis is pretty cr*ppy!

I decided on a standard overhead join for 26 with left hand circuits. Slotted in nicely and got the speed under control and dropped the wheels downwind. Avoided the noise sensitive areas and cranked flaps and MP to low turning base. Lined up on 26 and it was looking good at the prescribed 80kts. Held that nicely, finals check, Red / Green / Blue (looks at uniformly ivory coloured controls and chuckles to himself!). Remember what Chris showed you, power to idle at the start of the roundout and hold off, off, off and get the stall warner blaring - it won't drop out of the sky like the slab-wing Arrow 200. Just start the round-out, power off. Fly her down, now hold off - try hard not to land. Back, back, back - stall warner chirps, back, back stall warner blaring and we touch - wow, nice one - pleased with that!

Not a greaser, not a true greaser, but good and the way it should be. Greasers are as rare as hens teeth. I had a chat recently with another pilot who said 'I THINK I have had some greasers' and I hope I didn't offend him when I said 'If you only THINK you have, then you haven't'. I have only ever had two, both flukes of course. They were so smooth I was confused why we were flying so slow in the hold-off until I realised that we had touched down without feeling it! Fortunately, one was with an instructor, so it was independently verified!

Anyway, Kemble was lovely in the sunshine. The AV8 was doing a brisk trade and I am plased to report and excellent experience there. Service was fast and they do both quick 'pilot' food and freshly prepared 'full service' food.



They were happy with the free landing voucher and told me that the airfield was currently served with an enforecement notice to close in November - all because of on NIMBY who himself if an ex-airline pilot! I was happy to sign the petition and advised them to start an electronic on on the 'Number 10' PM website.

While sitting out on the sun deck in the lovely weather, we were treated to a Yak ‘beating the place up’ with low runs over the runway with zoom climbs and aerobatics at the top. I tried to get a photograph, but the auto-focus wouldn’t play until it was too late. One miserable git was mumbling ‘You should send that photo to the CAA what he is doing is dangerous and illegal……should be prosecuted…..mumble’. I commented that it wasn’t illegal and he was having fun and asked what his problem was. As he was drinking beer, it would safe to assume he wasn’t a visiting pilot – maybe Mr NIMBY himself???

Reluctantly decided to saddle up and go. Started up, did power checks then quickly given take off clearance. Take off was fine with the usual spirited rate of climb. I set track for the Malverns and decided to climb to above the inversion layer. I was above it by about 4500’, but continued to 5500’ to admire the light cumulus. A bit more general handling with cruise climbs, reset and trim for straight and level then level turns.



Eventually called for a rejoin at Gloucester who were surprisingly quiet as they offered a direct to right base for 27.



I took them up on this and reported at three miles. Manifold pressure back to approach settings, gear down starting base which helped reduce the speed and pulled flaps on. Prop fully fine, then ‘Red / Green / Blue’ check. Turned final over the doughnut and a bit high, but nothing to worry about. Power back, airspeed pegged to 80 kts, now full flap. Approach looking good, power back some more, over the fence, over the displaced threshold, power to idle. Round out and start the flare. Flare going well, bit of a chirp from the stall warner and we touch, a bit early as I misjudged the height by a foot or two, so not fully stalled, but getting there and with a decent attitude and smooth touch down. A bit of light braking and I make the first intersection for turn-off, so must have been a reasonable landing.

I think I am getting the hang of the Bonanza now. What I need now is a decent landaway, maybe a trip to one of the French channel towns with the wife.

Floatplanes in Vancouver

As is usual when I go on holiday, I try to wangle some sort of flying. The wife is OK about this as long as it is ‘just the once’ and the holiday is not dominated by it. Of course with a driving holiday in the Canadian Rockies, there was only one sort of flying that would do – FLOAT PLANES!!!!

We would be landing at Calgary and driving through to and leaving from Vancouver with a number of stops on the way and a flexible itinerary. I had no idea where to go for float training, so I put a posting on the ever reliable Flyer Forum fishing for personal recommendations. It wasn’t long before an experienced instructor who used to do training on floats in Vancouver came back and recommended two places. One in Kelowna (a bit south of my planned track) and one in Fort Langley near Vancouver.

So I made email contact with Fort Langley Air Limited and received a friendly and prompt reply. I made a booking for Monday 26th March and was asked to contact them when I made it to Vancouver to firm up on this. We got to the area early on Sunday, so I thought why not drop in and introduce myself. We found the place easily (courtesy of Goggle Maps) and it had a lot of aircraft, both floats and conventional. It was very quiet, but I spotted a car at the far end so wandered down to search for life. The aircraft line up was great, there were all sorts! Meaty Beavers with huge radial engines on floats, one with tundra tyres that were so huge they looked like a cartoon!

I was greeted by the owner, ‘Pappy’ who lived up to his name. He was friendly and clearly vastly experienced. I introduced myself and we got acquainted. He gave me a quick tour and pointed out both the 4000’ grass strip as well as the piers for float planes. The place is right on the Langley River very near the historic Fort Langley, the first permanent settlement in British Columbia. The school itself is small and there are only two planes for float training. One is a Super Cub and the other is a Cessna 180. I opted for the Cessna 180 so I could get the wife in the back, that and I had not flown a C180 before, so double bonus.



He gave me a quick chat about the differences of float plane handling and I gave him a run down on my experience to date. He confirmed that I would be flying with one of his instructors and the weather looked good for tomorrow. So we made a time for 10:00.

I got there on time to be greeted by an extremely tall guy who was to be my instructor. He had to be 6’ 6” – I am 6’ 2” and he made me feel small! We got on well and brought him up to speed on my flying experience to date and said I wanted primarily a float plane training lesson, with sightseeing as a vague secondary objective. He was happy with this as he said ‘Great – so you’re doing all the work!’.

He again explained the techniques involved and that we would be doing mainly take-offs and landings, and lots of them! We did the walk around and climbed in while the plane was still on land. Pappy then appeared in a old 4x4 which had been cut in half (yes really!) and had a dolly wheel assembly welded on the front. This hooked up to the plane as he pushed the plane around and down the ramp into the water.



John helped me with the start procedures as I did not have a checklist for the plane. The controls were standard Cessna (vernier) but the flaps were the mechanical ‘Piper’ type (which I prefer anyway). We had to get the plane started and the rudders down fairly sharpish as we were now drifting downstream in the current – no time to hang around on floats!

Once the engine is running, you simply use the rudders as normal to steer, except of course they are turning water rudders not the nosewheel. We played with this for a bit while John talked me through the take-off sequence. We pointed out towards the middle of the river and did the power checks quickly on the move (there is of course no other way of doing them on floats – you can hardly use the park brake!). Power checks complete and we started the take off run. John had me do the first one while he followed through on the controls, which surprised me a bit as I thought it would be the other way around. However, he talked me through calmly, clearly and very professionally all the way.

First it’s 20 degrees of flaps then full power with right rudder to hold straight. The yoke is held back as the aircraft picks up speed and accelerates with a nose high attitude. Glance out of the side window to watch for where the wake is on the floats. Once the wake ‘comes back’ and reaches the ‘step’ in the float, relax back pressure on the yoke (i.e. don’t actually check forward, almost let it go to neutral) and allow the aircraft to nose down a bit into the ‘step attitude’. Then hold back pressure to keep the prop out of the spray and watch the airspeed as the speed builds up slowly. The water was pretty smooth, almost ‘glassy’ for the first run, so there was little bouncing or thumping. At about 60 mph (yes it was calibrated on the outside of the ASI in the dreaded MPH), the plane gently unstuck and started flying in ground effect – we were off!



As instructed, I held it level off the water while the speed built up and pulled the power back to 24” and wound the RPM on the VOP prop back to 2400. Water rudders up and once established in the climb at 90 mph, flaps off one stage at a time.

Well, that was the take-off. Different and vital to get it right as any nose level or down or mis-judgement while transitioning to the ‘step’ could result in the front of floats catching a wave and digging in and whole plane then tumbling ass-over-teakettle in the water! So no pressure then!

We climbed to a lofty 800’ following the course of the river so we would clear the power lines. John showed me how to turn the plane and graphically demonstrated that the plane would not turn with ailerons alone, all it did was continue to fly the same track but tilted over! With the ponderous and heavy pontoons and draggy rigging, the plane needs co-ordinated use of rudder and aileron. So I used my experience of flying the poorly harmonised Super Cub and found that worked a treat. John got me to do a few tight turns in the confines of the river valley, which was a lot of fun with an obvious incentive to get it right.

Then of course the landing. As we were flying upstream, John simply picked a patch of river and said ‘OK, we’ll land ahead towards the south bank of the river’.

The key to this as he explained was to always try to land near to the shore, not for safety as I naively thought, but to provide a peripheral visual reference, otherwise, it was very hard to judge height, especially with the dreaded ‘glassy water’. It is one of those things that until you have done it, you think ‘yeah yeah, sure!’ and assume they are exaggerating – a bit like how tough it is to fly in solid IMC and that your body cannot tell banked from straight and level – until you have done it you can’t understand how it can be that tough.



So we go into the landing sequence. Power back to almost idle. Prop to fully fine. Line up and click on two stages of flaps. Get and maintain 80 mph. Keep the descent going. Judge the height, start the round out and assume the ‘step’ position. The step position is the attitude of the plane when it was flying ‘on the step’ during the take-off run. For this aircraft that means a bit nose high, but nowhere near as nose high as a fully stalled landing or a taildragger landing – you just have to ‘lock’ the picture in your head. By now you are not far off the water and must carefully regulate the rate of descent using power so it eases down slowly (there are no shock absorbers on floats and water is hard!). Hold the position and play with the power and yes, it touches on the step. Power to idle and hold the back pressure. Under no circumstances ease off the back pressure. As the plane slows it comes off the step and you must have the yoke fully back as it does so or the plane can lurch forward and dig in. Hold back pressure until stopped. Once it has stopped, drop the water rudders and steer as normal – well as you would normally for a boat fighting a current that is. John made it clear that unlike a runway landing, you could not relax for a moment until the plane was shut down and securely tied up.



Well the first landing went fine, albeit with help and talk through from John. We then did several more take-off and landings with touch and go’s on the river. He asked if I fancied a lake landing – of course! So we climbed to a dizzying 1500’ and headed a short distance inland to hydro lake. The lower end was bristling with the remains of tree stumps – not a good place to land. As we headed for the middle of the lake, the valley was forcing a wind which was creating some whitecap waves. John thought it better not to land there, so we headed back to the Langley River.



We did a low approach to a more narrow part of the channel between an island and the south bank which had me setting it up for landing on base at 400’ and during the short final turn – fun!

Well basically we did about 10 take-off and landings with some tight turns other bits of handling. I think it was on only one of the landing that I ‘bounced’ it and that wasn’t too high and was fairly easily controlled. The others it seemed to me were pretty good and John agreed (after he peeked through the fingers he had firmly clamped over his eyes for most of the time that is!).



We taxied in and tied up at the moorings. John had to give me instructions as he leapt out to secure the line. There was no bump so I guess we got that right too.

I got a good de-brief and John seemed very happy with lesson – I know I was! Apparently, a conversion course is normally a minimum of 7 hours, six dual and one solo. I was up for 1.3 hours and I was certainly tired at the end of it. A lot of concentration and work, but wow – what fun! I was relieved of $CAN 360 odd but hell, it was great.

Would I do it again – yes! Would I try for a float plane rating – Yes! This was a really great session and I enjoyed it hugely. I strongly recommend that any pilot tries this at least once (along with aerobatics and taildragging and yes, possibly gliding, but I haven’t done that yet). If all you do is fly nosewheel tourers, you really don’t know what you are missing!

Who knows, one day?

Bimble to Norwich

With this the last weekend before a two week holiday, I did want to do some circuits, but decided to do these when I get back, so a call to Chris as we agreed to split the flying. I thought I would go for a decent run, an hour or so airtime. I hedged my weather bets and selected airfields I haven't yet been to West, South and East.

The weather looked best in the east and as Chris hadn't been there either, we opted for Norwich.

I was a bit early, so with the help of the lad working at Cotswolds, pulled three aircraft about until we could get at G-ATSR at the back of the hangar (of course!). I gave her a leisurely check over in my own time and had just finished adding a litre of oil when Chris appeared.

I opted to fly there and Chris to fly back. So in we hopped and trundled over to the pumps for fuel. After a bit of fun and games, we finally got one of the pumps to work and filled up the main tanks. We trundled off to the hold for 22 for the power checks. I got it right this time and my new checklist seems to say the right things. Called ready and got a 'depart immediate'.

I am now ready for the considerable right rudder required to hold the eager Bonanza on the centreline and was even ready for the rotate in an agreeably short length of runway, no doubt also flattered by the 1034 Mb pressure.

It really climbs well compared to anything I have flown before as I set course direct to DTY VOR. I climbed to 4000' and levelled off and configured for the cruise. By the time I had sorted this out, my mental picture for the Arrow meant that the Bonanza had climbed a further 500'! B*gg*r! Well 4500' it is then! I am starting to get used to the much lower nose picture of the Bonanza, but like all things, it will come with time. Meanwhile, keep a careful eye on the altimeter.

It trims out nicely at 23" MP for 2400 rpm and 13.2 USG fuel flow. This give a pleasing 150 kts IAS. This really is a 'go places' tourer (yes, yes a Cirrus would be nice but I haven't got £250,000 to spare!).

We were nicely on top of the thin cumulus with lots of ground visible below. After DTY, it started to thicken as the undercast came up to mee us at 4500'. Rather than shoot the ILS at Norwich (which would have been good practice) in an aircraft I am still becoming familiar with, I chickened out and found a 'hole' near Peterborough and descended through that to VMC below the clouds at about 2000'. Norwich were giving CAVOK over the radio (seemend unlikely with solid overcast at 2500' with 25 miles to run). We were given a direct to left downwind approach for 27.

Spotted the field at 10 miles and changed to TWR. They asked how long we would be staying 'Just long enough for the mandatory £100 hamburger' was my non-standard reply. That seemed to amused him and they gave us stand 7. Now I don't know about other pilots, but I have a serious attack of 'the stupids' once I have landed (that and I always forget to brush up on the airfield chart for taxyways etc.) and can screw up by taxying the wrong way, or missing the turnoff etc. So I bravely handed the chart to Chris and said 'you're telling me where to go on the ground'.

The approach was good, a bit of chop coming from somewhere. Nailed 80 kts. Chopped the power later than Chris would have done and flared. I held off, but still had a fair bit of speed, so floated and held off and landed reasonably. However, not on the stall warner and not with the nose nice and high (but still not a 'three-pointer'). I am still landing this like the slab-wing Arrow, where the speed bled off very quickly and the wing stopped flying fairly abruptly, probably a bad habit I have gotten into. Chris offer to show me how on the landing back at Gloucester later.



We parked up and were bussed to the check-in point with both of us thinking 'this is going to be expensive'. And so it was - £34-odd - ouch! We wandered to the terminal. This is an aspiring regional airport - small but a decent range of shops and quite a few people about and checking in. We treated ourselves to a Latte each and people watched.



Chris was keen to take his lady to Alderney that afternoon, so we didn't hang around and wandered back. But not before we had to go through the formal departures, complete with metal scanning and taking shoes off. I suppose I can understand it, it isn't a question of 'hijacking yourself' but more of letting people (pilots or otherwise) airside - so I don't object at regional airports.

We booked out and Chris was going to be P1 on the return leg so we boarded accordingly. Did the long taxy and held behind a very nice looking Cirrus SR22. We were lined up and away quickly enough. Chris then started a climbing left turn, which puzzled me a bit, but I assumed he was doing a climbing circle over the airfield to gain height before starting en-route. He then fiddled with the VOR and realised I had changed the GPS map orientation to 'north up' rather than Chris's preferred 'track-up'. We had a chuckle about that (sorry Chris!).

We went VMC on top to 4500' and the cloud began to break under us by Northampton. It is far easier to spot traffic against the backdrop of white clouds than against landscape.

We got the Gloucester ATIS about 22 nm east and were granted a direct approach to 27. We called at 5 miles and were given landing clearance. Chris carried out the downwind checks and prepared for final, putting the gear down, but leaving the flaps until the last mile.

Airspeed nicely nailed on the approach at 80 kts. Over the displaced threshold and Chris chopped the power pretty much just before the start of the round-out. Nice round-out with the speed bleeding off, but not that quickly, so that in the flare therre was still a good hold-off and a nice nose up attitude with the plane still wanting to fly. The stall warner sounded and the wheels touched - nice one. OK, I get it. Power off a lot earlier than the Arrow, the speed doesn't fall off that quickly and the wing is quite happy to keep on flying. Lesson learned.

We parked up and got out. I spotted a nice Stearman across the apron so said my goodbyes and took a few photos. Apparently, the chap cleaning it was going to fly it to Italy at the end of the month to its new owner.

So another flight in the Bonanza and I am starting to settle in. The controls fell to hand a lot better today and I am starting to get used to the picture. What I need now is a serious solo circuit session to nail the technique. I plan to do this on my return from holiday at the end of March, probably at Oxford or Kemble, who charge a lot less for touch and go's than Gloucester. I really look forward to touring in the Bonanza, it is a lovely machine, a real head-turner, comfortable and fast. Chris has it booked in for its annual while I am away, then I have to do the first of the monthly group accounts, which will be fun.

However, not before I sneak a quick floatplane lesson in in Vancouver on holiday. Can't go on holiday and not try to sneak a crafty one in can I?

Check ride in the Beech Bonanza

Well, my 'official' membership of the Beech Bonanza group started on 1st March, so of course I booked it for the next available weekend! Chris was free and we agreed to go to Tatenhill so I could have a check ride with his favourite instructor.

The weather was excellent, with the odd shower, but mainly cumulus with good visibility and lots of blue bits (sorry, getting a bit 'technical' there). Off we went. Chris flew up there while I watched carefully. I am not used to vernier controls and those in the Bonanza are placed a bit at random and not colour coded, so it will take some getting used to.

Chris asked for and got a zone transit of Birmingham (I was amazed, but then I confess I have never tried it as I assumed there was little point).



Tatenhill was very busy as Pilot magazine had offered free landing vouchers which most of the UK flying community seemed keen to use on the same day!

We met up with Dave, a vastly experienced instructor very familiar with the V-tail Bonanza. We swapped over and I took over the left-hand seat. The Bonanza has a 'throw-over' yoke, so I guess not ideal for instruction, but there you go.

Off we went as I puzzled my way around the controls like a learner driver looking at the gearshift every time they change gears. I was ready for the acceleration and pull to the left and made a reasonable take-off. We were three up with full fuel and it was still climbing at 1000 fpm.

We climbed to over 3000' as I tried to get used to the nose high / coaming low picture. Whenever I relaxed, my 'Arrow' picture took over and we started to climb. But then I did the same going from the TB10 to the Arrow, so it is just practice.

We did a clean stall. I was warned about wing drop as the right wing dropped. I held it with rudder and recovered, although a bit hesitant. So we did it again and I was smoother this time.

Then the stall in landing configuration. I was warned this would be 'interesting' - don't you hate it when instructors say that? As we slowed to a crazy slow speed, with Dave constantly telling me 'UP, UP, UP etc. - nose up), it finally stalled - BIG TIME! Wow - the b*gger heeled over to the right in a heartbeat and started a spiral dive. I tried to correct with rudder, which seemed to stop it getting worse and recovered. I don't recall how much height we lost, but it would have been a lot. Dave was laconic about it and merely commented that 'there were no screms from the back so it can't have been that bad' - personally I think its because Chris was too busy praying! Lesson learned - don't ever do that on approach!

We went back to the airfield to do a couple of circuits. First one was a high workload for me. Looking for controls, strange picture outside, running to catch up to the plane. Amused all present as I called 'downhill' instead of 'downwind'. I don't know where I got that from, I have never said that before! Got settled into an OK 80 kts approach. Chop the power over the threshold just before the flare. Over-controlled it and balooned a bit, the brought it in. Power on then off again.

Next one was better, didn't over control it, but I did 'hunt' for it in the flare a bit.

Last one was to land and this was OK, except that while I was back-tracking, I pulled a little too much throttle off and the engine died. Dave got it going again sharpish as we didn't want to hang around in the middle of the only runway at Tatenhill.

As the aircraft is that much quicker, climbs faster etc. and I was having to look at pretty much everything I was touching to make sure I was pulling back on the right thing, I found the workload pretty high. Familiarity is the key here.

Tatenhill was pretty manic with planes jostling for limited parking as the grass wasn't in use. After some quick refreshment at local tavern (orange juice for me), we mounted up and took off back for Gloucester. I was flying with Chris in the RHS. Again we asked for and received transit of Birmingham at 3000'. I couldn't resist a peek at Liz Hurley's bash at Winchcombe, but as we did an orbit, it looked pretty deserted, only the marquees to show for the wedding.

Back to Gloucester and a standard overhead join for 27. The ciruit went well as did the approach. Went to chop the power in the roundout but instead of pulling out the throttle, I pushed it in. I realised the mistake (as of course did Chris and pulled it out rather quickly, but apparently not all the way back, so I held it off while Chris pulled it back to idle. Of course I landed longer than normal and had to roll to the end to vacate. The landing on the Beech seems to be very smooth, I don't know whether it is me (probably not) or the excellent gear (probably!).

Good lesson learned as I felt somewhat sheepish trundling back to stand.

Overall, a very worthwhile day and a lovely aircraft. Certainly a major step up from the Arrow (although I am certainly still very fond of Arrows). So I will go away and 'internalise' the position and feel of the controls so I am not looking all over the place on the next flight.

Maybe another dual with Chris next weekend, then a few landaways by myself to get really comfortable.

Buying a new share

At the beginning of January, I sold my 1/6 share in the Arrow group. Reluctantly I might add, as the group wanted to admit three new members and with only two shares for sale, was about to vote to expand to seven members. Well, 1/6 is my minimum share, I would have preferred 1/5 or even ¼, so this was going in the wrong direction for me, so I put my share on the table subject to a good offer.

Unfortunately, I got a good offer, so accordingly, sold my share. This left me going back to club rental. My first full rental was towards the end of January, when I rented the club Arrow 2. I flew to Kemble to check on possible shares over there (didn’t see any), then bimbled around to the north of Gloucester at 8000’ VMC on top just for the hell of it. Bottom line is about 1.5 hours airtime for a charge of £GBP265 – OUCH!

I am certainly not panicking and I am very keen to ‘get it right’ and not simply opt for the first vaguely suitable share that presents itself. I had set myself a target of ‘end of April’ to either find something or consider doing it the hard way – forming a group of like minded individuals then buying a plane.

What I was looking for was:

- Good touring aircraft capable of taking two large guys, sensible baggage and sensible fuel (could be two or four seat).
- Not too fussed if CAA or PFA type.
- Some short-ish field capability
- ¼ to 1/6 maximum share
- Share cost up to £15,000 max, monthlies of £150 max and hourlies £70-ish or less
- Established, experienced and stable group
- Good paint, airframe and engine
- Fuel burn say 30-40 lph
- Good availability for one or two ‘big trips’ a year, three weekends and some weekend all day UK bimbles

Yes, of course it is an impossible list (or is it?) and I knew I would either have to compromise somewhere, or try to form a group of like minded people (i.e. do it the hard way).

Well after an intensive look at what is on the local market, I came up with a wide variety of possibilities:

- 1/6 share of an RV6 based Gloucester (established group)
- ¼ to 1/6 share in a Cessna 172 based Gloucester (owner starting a group)
- ¼ share in a Jodel C140D based on a farm strip (established group)
- ¼ share in Robin DR400 based on a grass strip (established group)
- ¼ share in Beech Bonanza based Gloucester (owner starting a group)
- Grumman Cheetah based Kemble
- Other misc shares greater than 1/6th based Gloucester and elsewhere

Quite a lot you might think, but of course the devil is in the detail.

I looked carefully at the RV6. Wonderful aircraft, cheap to run and would be excellent fun to fly, but I simply could not make it work for the two person touring weight I needed and go further than 20 minutes in the air. So a reluctant no.

The Robin was based at a grass strip which was out of use when I visited due to waterlogging (bad sign) and was an eye-watering £30,000 for the share, so err…no.

The Jodel was a ‘late entry’ and potentially very interesting. Excellent range and load lifting capacity. Interesting type, very cheap to run on a farm strip. Slow compared to what I was used to but do-able. Downside was that the engine was on-condition with no appreciable engine fund, the value they indicated for the aircraft seemed very high to me and although I didn’t see it, I knew it had been recently recovered, but may have ancient avionics. So an over-priced aircraft where the engine could go at any time in need of an avionics upgrade…. I would guess that I could discuss price as it seems unrealistically high at the moment, but there are rather a lot of other risk factors, so probably no.

Anything based at Kemble for me would have to be ideal in every other respect to justify the 40-45 minute journey time I would incur, so no.

Buying a smaller share in a PA28 Archer or similar based at Gloucester – no, I want more of a plane not less.

Try to form a group (N-reg?) of like minded individuals? Yes, if I had to, but would take quite a while.

I spoke to the chap who owned the Beech Bonanza and went for a flight. We got on very well and the plane is in great condition for a 1959 vintage. It is relatively low hours TTAF and TTE 200 hours, so new engine. The mechanics that service it confirmed it condition. Excellent paint, leather interior and modern avionics. Lovely plane and fun to fly, a real performer. The issue was that it was right at the top end of my financial pain threshold and threshold at which the wife would go nuts! Love the plane, but would have a serious impact on the wallet.

The Cessna 172 has an excellent paint job (recent respray) and looks good. The engine is low hours. The interior was OK although the avionics were VFR (bit of a pity as I want to keep my IMC rating up). Flew nicely enough, but of course basic Cessna performance. So a tourer and a reasonably priced on at that, but would need some money spending on the avionics. My wallet loves the plane, but it isn’t fair to compare the visceral reaction to flying the Bonanza to flying the C172.

So after some late discussions regarding group rules and how we get from A to B, I decided to go for the Beech Bonanza. I am in the process of working with the current owner (who would then become the 75% shareholder with two further shares to sell) to get the group set up and all the relevant changes made and paper signed. We have agreed all of the major ‘stumbling block’ issues and now merely need to work through the detail where neither of us is particularly precious about one way or the other. So barring disaster, I would expect to be ‘in the group’ by the start of March.

The owner and I see eye to eye on most things and want to keep the shares at a maximum of four experienced pilots to give maximum sense and feel of ownership (rather than a large number of shares, where you feel more like putting a deposit down in order to secure reduced hourly charges on a ‘club’ type aircraft).

This is a serious touring aircraft and not really suitable for recent PPL’s. So we are after experienced pilots who want to do some serious touring in a lovely aircraft you can be proud of.

After all, there can’t be much wrong with an aircraft that they used to call ‘the fork-tailed doctor killer’ and in which Buddy Holly crashed and died can there?

Group Trek - The search for Spock

Well I am on the trail for a group share in a suitable touring Aircraft and this is my story so far.

I was really interested in the RV6 at Gloucester. Following a recent round-the-world flight in the aircraft, Manual Querioz was offering 1/6 shares. A two seat, permit taildragger and a ‘hot ship’ to boot (150 kts). Could be just the job. So I met up with Manuel and had a look around the aircraft. It would certainly be ‘snug’ but do-able. The range would be excellent, the running costs very little. But the big question was, could it take the weight of me (200 lbs) and my buddy (250 lbs)? A quick dabble with the spreadsheet said yes, but only if I took 20 minutes of fuel. The strange thing was that the aircraft was cleared to a higher MAUW with a single pilot than with dual occupancy. If I could have used the higher single MAUW, it would have worked. With great regret, I had to let my head rule my heart and turn this one down.

I trekked over to Bidford to see if any shares were available. Only 10 minutes further away for me than Gloucester and likely to be cheaper for hangarage etc. When I got there the place was deserted and the airfield closed due to water-logging – matbe not such a great base! In the clubhouse was a single notice for a very nice Robin DR400. ¼, built in 2002 and all the toys. Downside was a whopping £30,000 share cost. Perfect plane, airfield probably OK, but eeekkk! The cost!!!

I am resisting looking at Kemble as it is 40 minutes away and that starts to become a bind.

There is a Piper Seneca going at Gloucester. 1/6th for £10,000. Thought briefly about this, but no – two lots of fuel – think of the hourlies! All that for a mere 150 kts to boot. No, too much like hard work – a single it is for me.

There are of course other shares going at Gloucester. One for a PA28 (not sure whether it’s a Warrior or Archer). But it is for 1/10 and that isn’t group ownership for me, it’s a ‘buy in deposit’ on a ‘club aircraft’.

So the favourites are two quite different aircraft where groups are forming where the aircraft is currently 100% owned by the current pilot trying to form the group.

One is a 1964 Cessna 172 with a recent excellent paint job and a low hours engine. It has a VFR instrument fit though. Looking at ¼ to 1/6 for the group and fairly and reasonably priced. A bit of a come down from the Arrow and not my ideal tourer. I think I would also miss the IFR / IMC option that my IMC rating allows.

The other is a 1959 (yes!) Beech Bonanza (V-tail). It has a good paint job, looks very well maintained, has a low hour engine and an excellent avionics fit. Great performance and in many ways an ideal tourer (apart from a four seat permit type that is). Selling ¼. The snag is the initial cost over the top end of my budget and the monthlies won’t be great. That said, the monthlies aren’t a huge amount more than I was paying with the old group. The hourlies are more, but then it is 150 kts as against 130 kts for the Arrow, so I’ll get there that bit quicker.

I’m going to have to have a serious think about this one. It’s a three-way fight – head vs heart vs wallet.

Anyone giving odd as to who will win?

Group Ownership

Many people think that group ownership of an aircraft is a panacea. They look at straight rental rates (say £GBP165 per hour for an Arrow) and compare it to rates for group ownership of £GBP70 – 75 per hour and decide ‘that’s a no-brainer’. Of course that is not the whole story by any means, and I don’t suppose anyone considering buying into a group thinks that is all there is to it either.

On top of the hourly charge, there is typically the fixed monthly charge per member (say £GBP130 for a six man group) and of course the up front buy-in costs (usually a proportion of the value of the aircraft plus money in the bank for the group for accruals for engine funds etc.). OK – most people reckon that between 25 and 35 hours per year is the ‘break-even’ point between renting and group ownership. That said, some may still buy into a group below these hours purely to escape the tyranny of rental timeslots and minimum hours per day.

On top of that of course are the unexpected bills that cannot easily be budgeted for, although you will only pay 1/n th of course, such as vacuum pump failures, replacement cylinders (ouch!) etc. Don't underestimate these or assume that they happen to someone else's plane but not yours!

But over and above all of this is the nature of the group itself. How is it structured? What is the method and proof of ownership? Do you all gel as a group? Are you all happy with the charging structure? What happens when some of the members interest in flying wanes and the monthlies become the significant charge?

The reason I mention this is because regardless of the hard money facts, the ‘soft stuff’ is as, if not more important.

I have recently experienced an example of the above, where I felt compelled to sell my share as the majority of the group were about to vote for an expansion of the group numbers – where I was outvoted. Let’s be very clear, I am not bitter, just disappointed. I really liked the Arrow and the group was going OK. Two of the member had shares for sale (which is a bit worrying and ‘de-stabilising’ in itself). Both for perfectly valid personal reasons - you know, just one of those coincidences.

The group was approached by three individuals who were looking to buy a share of their own at the same airfield, also in an Arrow or similar. Not unreasonably, they approached our group and asked if there may be a third share for sale now or in the near future and if so, they would be interested to buy in ‘en-bloc’. The caveat was that all three wanted to buy in at the same time or not at all. If there wasn’t a third share, then fair enough, they would continue to look their own aircraft.

Well, no one else wanted to sell, so we had a group meeting with a motion to expand the group from six to seven. Personally, I find 1/6th to be an ‘absolute maximum’ for me. I would happily vote for a reduction as I have some ambitious touring plans and am happy to ‘pay’ for good availability – after all, the plane is for fun, it is not a business asset which must be ‘sweated’. However, I was in a minority of one, so rather than agree to a reduced share, I offered my own share for sale as it was clear to me that the group were going in one direction and I was going in the other.

All very amicable, but as I say, disappointing. Now there may or may not be a huge difference between 6 and 7 members. I was simply going on my own instincts and ‘gut feel’ – which I have learned to trust over the years. Availability for our group of six has been excellent, but I feel this is only because the two members selling their shares flew it very little in one case and not at all in the other. It was going to be a bit of a ‘feeding frenzy’ with six active members, let alone a seventh – hence my rationale and my decision.

Anyway, I got a reasonable price (not what I paid, but not too far short) and the new members got a good deal.

I write this as an experience that other may read and understand that there is more to a group than simple financials.

Now on the look out for a group at or near Gloucester (maybe also Kemble, Croft Farm, Bidford?) with a decent touring aircraft and a group size of between 1/4 to 1/6 maximum.

If anyone knows of a group of 4 with a four seat touring aircraft that does 150 kts on Jet A1 at 25 litres per hour with a per hour charge of £GBP50 and monthlies of £GBP100 and endurance of 5 hours then I am your man – no aircraft around like that? What a surprise!! Guess I’ll have to compromise somewhere!!

Flying in Ottawa

I had a trip booked back to my homeland to see my friend in Ottawa over the Christmas and new year period. So of course I checked up on some of the local flying clubs to try to book a quick flight while I was there.

The weather in Ottawa was superb. It had only recently snowed, unusually the first of the year for this area (it is normally much colder – more evidence of global warming?).

I selected Rockcliffe flying club, based at Rockliffe which is about as close to central Ottawa as you can get. We went to the aviation museum which is on the other side of the airfield (which is excellent by the way) and I called in at the club to book a flight. We booked it for the next day, 29th December.

The day dawned clear and crisp, a balmy -5 C (it is usually much colder) with a moderately high pressure and a good covering of snow, so off we went.

I had booked a Cessna 172 as this is a Cessna school. This was only the second time I have flown a Cessna, but of course they are simple enough – I just don’t much like the throttle and mixture controls – I prefer the throttle ‘quadrant’ and low wing of the Piper series, but there you go!



They had just refuelled to the brim and we only just squeezed into the weight and balance limits with me (not small), my friend (a lot more not smaller) and an instructor (mercifully light). I had to go with an instructor as although I have both a JAA and an FAA license, I don’t have a Canadian one (and even if I did, they would sensibly have wanted a check flight).

I asked the instructor to do the radio work, while I flew the plane. I am fine on the radio and would probably have gotten by, but it is always the slight differences that throw you, and being so close to Ottawa controlled airspace (and of course the capital of Canada) I didn’t fancy creating air alerts through misunderstandings!

The runway was cleared of most of the slow by snowblowers, but there was enough about to make it all look white. The instructor advised me to use the soft-field technique because of this. So off we went on Rockcliffe runway 09. I was surprised at how quickly the aircraft accelerated and became light at MAUW and had to ‘hold it down’ in ground effect to gain speed as it really wanted to shoot skywards.



Up we went, a bit too slow, so I checked forward to gain speed. I am always surprised at how quickly C172’s climb and today was the same. Probably due to the flattering met conditions of low temperature and high’ish pressure.

We wanted to see my friend’s house from the air then back for a tour of central Ottawa. So we set course and followed the Outaouais river initially, then cut inland towards Casselman. It took about 20 minutes to find his house over flat, snow covered countryside. We were given a squawk by Ottawa control before take-off and used this, flying at the cleared altitude of 2000’ all the way. A quick orbit of the house, then back to Ottawa.



The countryside looked great in the snow, and with good visibility, this was easy flying indeed.



Unfortunately, due to some poor time calculations on my part, the instructor advised us that we had to go back to Rockcliffe and skip the tour of downtown as the plane was due out for another lesson at 13:30. A shame but not a problem as I am sure I will be back another time – maybe for a Canadian license?



Rockcliffe is an uncontrolled airfield and we joined downwind for 09. This involved flying over the north of the river and over Gatineau, which is in Quebec. Another aircraft was joining at mid-downwind as a 45 degree angle (common in North America). We thought he was well ahead of us, but he wasn’t. So we did a full orbit to allow for spacing until we saw that he was well onto base before continuing.



Did the downwind checks as normal and turned base.

I came onto final and was too high. I did think about a small sideslip, but didn’t think it was that bad, so pulled on the carb heat and dropped the power. I had the approach speed nicely pegged and was still a bit too high but it was starting to come off.



I missed the numbers, but it is a long runway and the exit was at the end. I noticed to airspeed dropping off so put a squirt of power on, then started to flare. I found this harder than normal as the usual visual clues were missing – the whole bloody thing looked white! I did flare and we touched. Not a great landing, but then not one measured on the richter scale either – my first landing in snow!

We taxied back and shut down at precisely 13:30, and yes, the next student was waiting – they run this place like clockwork!

The bill for dual rate wet hire (i.e. me flying with an instructor) was $CAN161 – about £GBP70! Bargain! I highly recommend Rockcliffe Flying Club and the airfield. They were a very friendly and helpful bunch and have reasonable rates (bargain by UK standards).

A really fun flight which could give me a real taste for flying in Canada!

IMC Revalidation

With my IMC rating to be renewed by the end of January, I decided to get some refreshers in and sort my revalidation before Christmas. This is my second revalidation since I gained the rating at the end of 2002.

I do fly in solid IMC and shoot real approaches and I do carry out practice IMC and practice approaches under the hood with a safety pilot – not as often or as many as I would like, but enough that I am current and confident when I feel I might have to use the rating for real. I know of course that it is not valid for flying outside of the UK, but if it all went pear-shaped over France, I could deal with it and sort out the formalities later.

On a number of occasions now, it has ‘saved’ trips. It is funny how the problem is usually always at the UK end and once you get out, while it is not always clear skies and smooth cruising, it is at least VFR – don’t get me started on why we can’t have a JAA IR for private pilots like the FAA IR!!!!!

Anyway, I booked the midday slot with Phil Mathews at Cotswold and rocked up early. Phil was available and had already booked a beacon slot for 13:00, so I went out to the plane the settle down and check it out. Garry was just taxying back from refuel having shown a few potential new shareholders around the plane.

I checked her out and she was good to go. Phil sauntered out and we buttoned up. I got the ATIS and made a taxy call and was told to standby. There was racing on at the nearby Cheltenham National Hunt racecourse and the airfield was buzzing with expensive private jets, twins and helicopters. Glos Tower were manic, but I also noticed the fire truck was out and the firemen all togged up. There was an emergency in progress. We did the power checks there while we held for the best part of 20 minutes. It was no drama in the end as the aircraft with an emergency had an alternator failure and was low on battery.

We eventually got to taxy, then had to wait for a gap in traffic to call ready to copy clearance! Eventually I got this and was cleared to take-off immediate on 27. I goosed her up and took off from a roll. Phil had me under the hood at 600’ on one of the most beautiful flying days I have seen for months – it was perfect, unlimited visibility, mainly clear skies and only a light wind – and here I was under a hood!

As discussed, I climbed straight ahead to 1100’ and did a rate 1 climbing turn to port to a heading of 030. At about 5 miles north of the airfield and still climbing to FL50, I intercepted the required 360 NDB ‘radial’ from Gloucester and tracked north. A 10 degree offset to the left was needed to hold the track as we were getting pushed a bit by the westerly.

I settled into FL50 and carefully trimmed to straight and level, testing this with my hands off the yoke. A lesson I learned the hard way is that perfect trim is critical in instrument flying and lightens the workload hugely. I called at 15 miles north as we agreed and he asked me to track towards DTY VOR. I already had the frequency set and listed and got the ident on the VOR, then did the same on the VOR. I tuned the VOR heading to due east and was virtually bang on the CDI, so it was easy enough to hold it there. My height wobbled a bit, but I got it back to FL50 – yes my first mistake. As I was tracking 090 (i.e. not 089) I should have requested a climb to FL55 for the IFR quadrantal rule. He told me later. I did know this and I have not excuse.

We pottered about with some climbs and descends while still tracking the radial, then the dreadful card to blank to AI and DI came out – here we go! Yes, I was having vacuum failure again, drat, must get that fixed . Anyway, he asked for a climbing turn onto due south on partial panel. This I did and timed the turn, but must have over-cooked it as I rolled out on 200. I corrected this and got and held pretty mush a southerly heading. The climb was fun, as some was climb and some was level – guess who forgot to trim for the climb!

Same again, but this tome to 330 descending and the long way around. I calculated the time and started a timed turn. Quite a challenge doing a descent with a timed rate 1 turn on partial panel as I alternated between 500 fpm to 1000 fpm to nearly level! I rolled out and again overcooked it by about 15 degrees, which I corrected.

The he took control. Yep, I know what’s next! He tossed the plane around a bit and I could feel all sorts of conflicting sensations. The ‘you have control’ – Yep, get out of that one on a partial panel. I managed the first one pretty quickly as he dumped me in the start of a spiral dive to the left. Next once he threw me about a bit more, followed by an unusual and very quick reversal top the other side. All I heard was a laconic ‘we’ve got company up here’. That last manoeuvre was to avoid another aircraft ‘hiding behind the central strip on the screen’ he said. How close I’ll never know as I was sat there with the hood on. Probably a good thing really! A bit more throwing about and I had control in a steep climb and steep turn to the left – I got that one but it took a bit longer as I oscillated between too much nose down and nose up before I caught the height.

The bliss – the vacuum system worked again and I had a luxurious full panel! ‘OK – settle the plane down, decide where you are and ask Gloucester for an SRA for 27’.

I was just figuring out where I was when Gloucester called up and asked me. Rather than be rushed, I gave them a standby. Phil figured it was for good reason so got back to them and told them we were 20 miles to the east and FL50. Unsurprisingly, my own calculations based on the ADF and the DME agreed with this!! I did however explain to Phil how I decided on this by using the ADF as a relative bearing indicator, superimposing the needle onto the AI and reading from the tail of the needle. He knows I know how to do this anyway, I just needed a few seconds to get my ‘sandpapered brain’ to figure it out. Phil asked me to turn towards Gloucester and call for the SRA. I was heading north and was east of the airfield, so like a clot, I turned to the left. I was headed pretty much east when I realised I had turned the wrong way, so I told Phil I had been an idiot and was going the long way around and continued the turn – ‘I did wonder’ was his laconic reply.

We got an SRA for 27 and the controller gave me a turn for identification. He had me identified and gave me the usual schpiel to which I gave the requisite replies. He started vectoring me in. First base, then long final. I was cleared to descend to 2400’ on the QNH and to report passing 3000’. This I did and I was on 270 at 2400’ at about 9 miles. This was going pretty well. At 6 miles I was cleared to descend in the SRA pattern, next stop 2000’ at 5 DME. My calculated minima was 800’ which would be at about 2 miles. I dropped the gear and got three greens. I started a slow ‘one step at a time’ ‘downwind’ check as I continued the descent trying to hold the vectored heading. I pulled on one stage of flap and adjusted the power. The descent was good and I was getting small heading changes from control. At about 3 DME I was a little below the slope so started to arrest the descent and in the process, ‘wobbled’ a bit on the heading, but I did notice it before I was given a correction – damn! It was going really well up to then. Don’t worry, shrug it off and get on with it I told myself. At 2 DME I declared myself at MDA and levelled off. Phil said I could remove the hood as we had gone visual. As I looked about to find the runway I was given clear to land which I acknowledged.

There it was, just off to the right. A little dink to the right and I was nicely lined up if a bit high on the PAPI’s. I pulled on all of the rest of the flaps and did my ‘Red / Green / Blue’ finals check. At 1 DME I had mentally gone visual (it is very disorienting when you lurch from IMC to VMC and takes a couple of seconds to adjust – at least it does for me)!

Over the hedge and speed is good. I am going to land a bit long, but so what. I control the flare and feel her down. I pull back and get a good nose high attitude when the wheels touch. Not a bad landing, and a good way to finish.

We taxy in and shut down. I am pretty sure I passed unless I made a terrible gaff I didn’t realise. Phil ushers me into the office (uh oh!), but only so he could give me a sensible de-brief without loads of other listening. Yes, I was revalidated, but a couple of pointers.

1. I forgot to request a climb for IFR quadrantals when tracking DTY to the East,
2. I was out on my timed turns because by the time I had set them up, the aircraft had drifted to the right. I guess the rudder needed trimming
3. A bit of a wobble at 2 miles on SRA on what was otherwise a good approach

It was quite a workout and my brain felt like it had been sandpapered, like it used to feel after circuits when I was training for the basic PPL and again when learning for my IMC rating. It is hard work, but very rewarding.

The IMC gives you confidence and sharpens you handling skills. There have been a number of occasions in the last four years when I have flown, where I wouldn’t have done so without the IMC rating in my back pocket. I recommend the IMC rating to anyone. I would recommend a JAA version of the very sensible FAA IR if Europe ever manages to come out with one!