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.
