Long solo nav

I'm rather short on solo time, either because guys at UFC weren't so happy to send me solo (because I did fsck up too many times ?) - or for whatever other reasons.
So the instructor at EFG is rather happy to send me solo as much as can, and as much as it makes sense. He was keen on letting me do circuits on the other day - when weather enroute wasn't so great to do a nav, but with the circuits cost at Biggin - I had to say no. Nearly £100 just for landing fee and touch and goes is rather steep for few circuits - £21 landing, £8 per t&g.

It's been few days since my last lesson - dual to Lydd, so I was rather looking forward to a solo nav, that would get me nearly as far as Lydd and back. The route is Sevenoaks->Bewl Water->Fairlight Cove (east of Hastings)->Ashford->Maidstone->Sevenoaks.
Since I got in rather late, due to horrible traffic queues on the way - I got quickly into the planning.

Instructor went through the 'before solo' checklist, went through my planning and praised me for rather neat lines on the chart. That's thanks to my new pen - much thinner then the previous one. We went through all the possibilities in case weather goes bad, or donkey quits, etc. The usual brief before flight.

Off I went to the aircraft, that odd feeling when you get to do all of it yourself - like an adult. Yay.
The airfield was rather quiet, some jet doing engine testing in the middle of one of the taxyways - so I was asked to do my power checks at A1 stop (last stop before runway). Off I went again, to Seven oaks. Very nice and clear day so far. This time I decided to plan from the intersection at Sevenoaks, not the town itself. Switched over to helpful as always Farnborough East. Nice female voice greeted me, and since the frequency was rather quiet - I requested Traffic service. Which they were nice enough to give to me. Despite the lack of traffic on frequency controller insisted for some reason to repeat full call sign prefixed by 'student' all the times.

Approaching Bewl Water

As I approached Bewl Water - I would get the only traffic information on the whole nav. Some guy was doing some manoeuvring 7 miles to the right of my track.
After that my service was reduced down to Basic, since that's where the radar coverage ends. I was happily tracking down to the coast. Hastings on my right. I did some nice tight turns over Fairlight and set onto the course to Ashford. It was funny to approach the edge of land and stare into the blue sky and water ahead. Part of me did wonder - what lies ahead. One of these days I'll just carry on :-) Of course once I get licence and prepare for crossing.

My turning point on the coast

This was rather interesting leg, I got blown off the track a bit. And again, the fact that there's very little in a way of standing out features here - it wasn't easy to find myself. But I knew I was going in the correct direction roughly - so trust the planning - was my motto. There's a nice canal that stands out and Ashford was visible clearly from the distance with the white roofs over terminal there. So I corrected my heading nicely by 10 deg to the left - and that turned out to be spot on.

Rye and wind turbines in the distance. Visible for miles. 

Sun and taste of what's to come when I'll route west

Approaching Ashford, with the white building visible for miles

Over Ashford it was time to turn towards Maidstone. At this point sun was already lower on the horizon and straight on. So this part of nav was rather shabby - but I kept the heading again and made sure that the motorway is on my right. I could have done better probably - but it's hard to do it when you can't see as much ahead as you would love to.

South of motorway - right sort of towns to my Left - check.

I did check my heading using Biggin VOR (identified) and the distance made sense as well - so I wasn't much worried. But I have to say, there was part of me doubting my position more then on the other legs. Lesson learned - if possible, don't route direct towards sun (west) in the evenings. It's rather harder to do in practice in this part of the world - due to the relatively small gaps that I can use for navigation. Plenty of small and larger airfields below (Headcorn, Rochester) - LTMA above at 2500ft, will need to discuss options there with my instructor. Also, note to self - set the Skills test time for mid-day-ish. To avoid any of these corner cases where my performance might not be at its peak.

Anyway - Maidstone identified, at this stage few people started talking on the radio - this time controller has changed to a guy. It wasn't the usual guy with Scottish/Irish accent, some new fella. He did not upgrade my service to Traffic - and I didn't thought of asking. Perhaps I should have. I was rather hoping it will be upgraded again automagically once I'm back in the range of the radar. I was also surprised that the controller didn't hand me over to any other station earlier on - like London Area, or Manston, etc. Lydd was of course closed by the time I routed west of it - so no point even talking to them.

After Maidstone there's a nice junction to the north visible clearly and I started seeing clearly Sevenoaks (well, as clearly as you can into the sun). Time to let Farnborough known where I am and request frequency change.
The aircraft I flew doesn't have dual radios - so I can't listen to ATIS and monitor frequency at the same time unfortunately. ATIS at Biggin hasn't changed much, I gave them a call - screwing up less then previously. They were rather quiet as well.

Reported 3 miles out, dropped down to the circuit height. The usual. Joined downwind - nobody in the circuit, so took few photos. It was a rather long nav, very quiet - so I took few photos to keep some memories. Also, by now - I'm rather less stressed during solo flights - leaves me plenty of mental capacity to take few photos every so often. And there was tons of opportunities on this nav - which took bit over an hour flight time. Very happy with myself. Ended up higher on finals again, but nothing I couldn't fix - and requested taxy down the end of runway. Someone else was told to line up and wait - so I nicely told the ATC that I have vacated the runway - so they could let the other guy go. Parked and put the plane "to bed". Not much to debrief about, instructor wasn't unhappy about my radio work - said that it has improved, nice. That's the point.  I was grinning for whole day next day. Dunno why.. :-D

Still plenty bright - but sun decided to hide behind the cloud - I could see terrain for miles now!

And the party is over.. Go west.. 

Approaching Biggin

Short finals 21

GPS breadcrumbs

To Lydd and back

So as part of the QXC in this school, I will have to visit Goodwoods and Lydd. However, instead of flying the actual QXC route with students dual - the instructor instead flies to each destination separately. Whether that is for educational purposes, or just to get instructor more hours in his log book - dunno. But I like that approach. Lessons are shorter and cost is spread bit more. Also, weather requirements are not as tough - so progress and currency are better.

I was rather looking to it, since we as students don't get to do many land-aways per curriculum - every little adventure like this is really good. If it was up to me, I wouldn't mind to do a solo land away at a single airport as part of curriculum before embarking on QXC, but well, - I can't change it. Unless CAA is reading this and will agree.

It's a rather simple nav -> Sevenoaks -> Bewl Water and then over to the Lydd. I read the Lydd's AIP - but the information about VFR arrivals is rather well embedded in remarks and such. Very strange overhead join procedure there, no idea why - one has to arrive over circuit height over the runway, and then turn downwind - and only then descent to the circuit height. If someone knows reasons - please email me or comment here.
Another difficulty is the danger area and nuclear power plant to the south. The latter being very close to the airport, so base and finals are rather short. No worries, the runway is rather massive.

The first time we set off to do this, one of mags was running rough - so possibly power checks saved us rather interesting flight. Next time everything was working ok - and we set off.
The day was rather hazy, and it was already late in the afternoon. Lydd closes at 7, so instructor insisted that we take off in rather expeditious manner. As luck might have it, as we set off to taxy to the runway hold point - so did about 5 other aircraft. Radio became very busy. This is where not being very precise on radio on that day, bite me back. I forgot to mention to the ATC that we're departing to Lydd, and he I think assumed 'local' flight, meaning - we will be landing here. Almost right. ATC asked me that question as a follow up, but then radio becomes so busy with incoming traffic and other aircraft trying to depart before us - that it took good 10 minutes before I could answer that question. Note to self, do it next time per CAP413 - and give all that information on first contact, for instance: "Biggin, G-CPFJ, C152 at EFG VFR to Lydd ,Information V, QNH 1022 request taxi information". So far I've been doing the 'short' initial call, like 'Biggin, G-CPFJ at EFG requesting taxi information'. Followed by 'G-FJ pass your message'. I think I can do better next time :-)

Anyway - we did set off nicely into the blue yonder. Day was a bit hazy, which always makes navigation rather tricky - but departure to Lydd wasn't that bad - mainly due to the fact that sun was behind us. 

Past Bewl Water the landscape becomes rather flat - and there isn't many features to go about really. Plenty towns and small roads to confuse. However, west of Lydd between Rye and Lydd there's a large wind turbine farm. And also, coast line is rather uniquely shaped. So finding the relevant place was rather easy. Instructor suggested I should report over town north of Rye - which wasn't as easy to spot to me. But I think 'between rye and whatever' was enough to the Lydd controller. Btw, if you want to listen to their ATIS first - tune in about 15 miles out - it is veeeery slow and takes rather long to get the important bits, like runway, frequency and qnh. We used NDB at the airfield and VOR next to it to fix our position even better - which is always helpful.

Once overhead, I turned right for runway 03, very tight base and finals. I slowed us down on late downwind and then quick descent on finals. I think the landing wasn't too bad. 

Bit of a confusion on the radio, as I thought the controller said 'apron Charlie One', but it was obvious that there's no such place - so I vacated via Charlie to the Charlie Apron. 

I shut down the beast and requested a photo should be taken of me in front of the aircraft. Why not. It does not identify the place as Lydd, but nice to have. 

The Chariot and Me

Once inside I paid the landing fee and since the shop was open - purchased another whizz wheel - 3rd one in my long career as a student pilot - as the last one I had got misplaced somewhere. Once all things got paid, we went on a quick tour of rather quiet and deserted terminal and dived into the supply of small sausage rolls I purchased few days before. It was really nice to have something to eat after the 30 minute flight :-) 

No need to book out apparently, so went back, quickly checked the aircraft and off we went. As per AIP remarks - power checks are need to be done before hold point Charlie, so that's were I did them. Then quick taxy to Delta (one ?). No need to backtrack, strong head wind and massive runway. Off we went. 
This leg was rather untidy, due to the wind, sun and inversion. For some reason, whenever I fly in the evening into the sun my navs become very untidy, with my heading all over the show and height holding issues. I blame it on the wind too in this instance :-) 
Despite the difficulties we got over to the Bewl water and then Sevenoaks fine. Another 'interesting' landing, due to the wind. I am ending up rather high on finals and have to bring it down quicker by pulling power almost to idle and nosing down to keep the speed. Dunno, I think it is safer that way - but if there's a cross wind - it makes my feet rather busy. But I did it. My instructor doesn't like that - because he does not get a chance to land it - but hey, that's the whole point - innit :-) 

Shut down and debriefed nicely. Next one, long solo nav. Looking forward to that one ! Almost as much as to the land away. 

GPS track

Solo nav Biggin->Bewl Water->Maidstone->Biggin

So following the solo rejoin - the instructor was happy to send me on a solo short nav. It was our second lesson I believe - dual nav between Biggin, Bewl Water Maidstone and back to EGKB.

This time I was to do it on my own, so no pressure :-) Day was nice, I booked the lesson for early morning. Planned everything very meticulously, asking tons of questions, etc. I was aware of all the little airfields on the way, including Rochester and Headcorn. Day was nice, so I did expect fair amount of traffic.

Went on with the aircraft checkout, everything looked fine, 3/4 fuel tanks - so plenty of fuel if something goes wrong. That's the way we like it.

That day Biggin were using Tower and Approach frequencies. This is the first time I've seen that happening since I started flying here. No worries, I do note both down in my plog anyway.  Just a matter of putting the approach frequency in the standby instead of the Farnborough West.

I went off, and as soon as I changed frequency to LARS - it was obvious, every man and his dog with wings was out flying. Few airplanes around Sevenoaks, so I decided to drop down to 1800 ft and climb out upon departing to the south. Around the Bewl Water there was a cessna 172 doing exactly same route I just done the other way - at the same level. I did spot it rather early, however it was nice of the Farnborough to tell us that we should alter our courses - unless we want to be united. And personally I like to have a dinner at least first, before close encounters. So again, I dropped down to 1800 ft.

Almost nailed the altitude

Next leg was rather uneventful. I advised Farnborough that I'll be climbing up to 3000ft. This is due to all the traffic underneeth from Microlight sites and Rochester, Headcorn. LTMA boundary here goes up from 3500ft, so plenty of headroom. As expected, there were quite few aircraft routing west underneath me - so I think this was a good call. There was another aircraft on the frequency with the same last two letters, and it took controller few requests to realise that he was indeed not talking to me, but other guy. So when approaching Maidstone I had to start using my full call sign.

Overhead Maidstone, I turned west - and noticed a R22 or R44 hovering over the city, not talking to the controllers - and pretty much in my way. I had the right of way, however I decided to turn right anyway, just in case. Well, he did go the same way, so we had this dance for a while - until I finally had to descend and do a weird turn to keep him in sight. This is a downside to flying high-winged aircraft, but on the plus side - I could clearly see everyone underneath me. This of course screwed up my nav completely - but this is the easiest leg - just follow M20, M26 to Sevenoaks. Besides, I had the biggin VOR tuned in - so I did orientate myself pretty quickly using it and DME. I was still on the good track - so all good. Joined back overhead for 03, and went back to the club. My instructor was flying a trial lesson at the same time - and I caught him joining over Sevenoaks at the same time. So I just did follow his aircraft back to the club. Overall, nice 1h and few minutes solo nav.

I did hang around the club, as I we were suppose to fly to Lydd that evening. However, after refuelling turned out that the engine was running rough on Right magneto - the engine wanted to jump out of the cowling. Instructor tried to clean plugs, etc. - and I think was waiting for me to say something - so I just said to him "If I was solo doing this, I wouldn't leave." I think he was rather pleased that I said that, and told me "We're lucky it didn't happen at Lydd, there's nothing out there - not even McDonnalds".

Didn't take as many photos this time and no GPS track. Sorry.

Biggin, Southend ATZ Transit Nav

Southend airport is the default alternate for EFG students. This is a bit odd, even to me - since there's few alternatives closer by - but I can understand why it would be useful to low hour students. Southend has big runway, lights, radar, etc. Other alternatives, Redhill, Rochester, Headcorn - grass, A/G, shorter runways. Etc.
So as part of the training, I knew I'll be going over to Southend at some stage. Turns out, we didn't went there to land - just to see the place, and also as an excuse for me to practice diversions, position fix, and just to talk to a different controller. Throw me out of my comfort zone a bit.

I planned a nav to Hanningfield, Southend ATz transit and Faversham. I knew that at some stage, the instructor will throw a diversion at me. But he won't do this before ATZ Transit, so it was obvious when it is going to happen really. But that's ok.
I did embarrass myself a bit, because I came rather unprepared - the morning was bit hectic and I forgot my wizzwheel (turns out, I did lose it somewhere). Did I mention that I have a very nice instructor ? The guy is really a temple of zen. So I borrowed his, he was very patiently waiting for me to finish all my planning - and off we went to do the preflight. As a matter of precaution and also good practice - he is always checking things like fuel and oil himself, even tho student has done it. I like his approach.

We went off this time to the east, so not via Sevenoaks as usual - but through Swanley. Of course doing a big circle around Orpington first.

Routing to the North East is rather simple. There's a big bridge on Thames - that you cannot miss out even if you're as blind as Ozzy Osbourne. After that - I adjusted my ETA a bit, I think by 2 minutes - and kept same heading. Turned out my adjustment was just fine - as we were overhead Hanninfield reservoir exactly at the time. There was a temptation to call it - when I saw it, but we had quite a head wind, so it took us a bit to get from seeing edge of it underneath cowling till we were just overhead.

After that, I just turned dead East. I didn't plan this leg. The goal was to report overhead South Woodham Ferrers and then turn south east to cross ATZ. Controller asked us if we are happy to drop down below 2000ft (even tho it is class G) - due to departing traffic and we were happy to oblige. We had their DME tuned in already. Controller asked us to climb back to 2000ft and report overhead. And then told us to resume navigation. Pretty cool. Southend's frequency was rather busy - but the controller was extremely helpful - can't complain. There's a gas venting site on the south bank of Thames - so I asked controller if it's active. I did screw up the D number, but I think he got it - and said that the gas venting danger area is not active. Good :-)

Instructor told me to plan diversion from Sheerness to Swanley. I expected diversion at this point, so no worries. It actually went rather well. Altho C152 is not as stable as C172, so flying with just a rudder for prolonged periods of time is not possible - but I did manage. Due to the wind, I had to make a small adjustment - but we ended up very close to our destination.

After that, I just asked Biggin for rejoin from Swanley - and we landed nicely on 21. We ended the whole thing rather late - lights were already on at Biggin - so as a bonus I got fully lighted up runway, even tho it was pretty bright still. Unfortunately taxy ways are not lighted - so it is a bit more confusing at dusk, with the night vision trying to kick in, and the day vision still on the edge of it's capabilities on the ground. I remembered the taxy ways at Prestwick lit nicely blue. Oh well, Biggin doesn't have 737's traffic and such, so I suppose they don't need it.

Nice lesson, I was rather chuffed with the progress - and I think a lot of it is thank to the instructor and his patience. Not a shred of rushing or judgmental attitude on his side - even tho I can see few other instructors I know doing it in the same situation. Sometimes even a grim face for few seconds is enough to change atmosphere.

This time I did record a nice brad crumb for all of you's. Yay.

Biggin Solo Sevenoaks rejoin

To build up mine and more importantly instructor's confidence before he sends me on my QXC, I knew that one of the things I have to do will be a solo rejoin from Sevenoaks.
Weather was good, instructor looked happy - he didn't shook his head when I did the superman pose, claiming that I just left my cape at home. All systems good then :-)

I was briefed about all possibilities, we went through solo checklist. Since the QXC route for EFG is Biggin->Goodwoods->Lydd->Biggin, I'll be joining from Sevenoaks. I've done this few times already on dual navs - so this was mainly a recap and bunch of safety tips.

Sevenoaks is pretty clearly visible, with big town, three large bodies of water and a massive junction on M25. The junction is rather important, as it's the edge of the Gatwick zone - same with M25 west to it.

Runway 03 was in use again Today, so we took off. Standard departure - 1nm and then right turn to the west. This keeps us just on the edge of Orpington, by by now we're 2000ft AMSL or more. On initial climb out I went up to 2500ft, before realising that LTMA is just about to start. Ooops.
We got to Sevenoaks and started routing slightly to the east - instructor demonstrated me how I can use VOR at Biggin to to make sure I won't bust LTMA to the north and how I could find my way back if I get lost, just by following 270 radial TO Biggin. That 'TO' is rather important :-)
We also practiced QDM, which I of course screwed up by saying "Practice QDM G-XXXX Practice QDM", rather then the expected  "G-XXXX Practice QDM G-XXXX". But it worked, we got back the heading back to Biggin from where we were, so we just started following it back.
After landing, I dropped the ballast (i.e. the instructor) and went on to do it by myself. Instructor just told me to "have fun, go to the east and practice some turns etc". I was happy to oblige.

Same thing on the way out - this time by myself. I decided to stay at 2000ft. Went to the east, had a bit of a play with VOR. The rejoin itself would make the flight be about 10 minutes, and I need some solo time. Followed some turns and some heading changes, etc. Just basic stuff - but it was nice to do it by myself. All my previous navs or circuits were aimed at fulfilling a certain mission. So it was nice to do few general manoeuvres instead. I did the whole HASELL checklist and went on to do some steeper turns. Picking reference on the ground and trying to circle it evenly around. Worked rather well. I also managed to take some photos - because why not.

After about 20 minutes I had enough and decided to turn back with uneventful return to the apron. This time I asked for backtrack on main runway. Instructor wasn't expecting me so early, and in any case - he said that I should have enjoyed full taxy back - since this still counts to my solo time. Good point, but I think I can taxy well enough - thanks very much :-)

I just remember being extremely elated followed by feeling of extreme tiredness. I pretty much went to sleep once I got home and ate something for dinner. Apparently it's normal - and in any case, I've done full day of work before - even if it was just a desk job.

Three lakes at Sevenoaks

The massive M25 junction. We're just turning back to Biggin

Beautiful views with sun hiding behind clouds.

Overhead biggin, about to turn Downwind for 03

I was rather pleased with myself

Biggin 03-05

So I got lazy lately and stopped writing - sorry guys.
Quick catch up.

So far I've done few lessons at Biggin - and I have to say, my instructor is an absolute Zen master. I never had someone who was so patient and calm as an instructor. Even the most patient ones in the past, would at some stage let some steam out of their ears.

So to date I've done some circuits - including solo circuits (yay). Also PFLs and stalls (before solo circuits of course). Solo circuits were quite a milestone - as you can imagine. First time solo at Biggin. ATC, etc. And eye watering cost as well.

I knew the instructor will send me solo, every student wants to get out on his/her own. It was bit odd, having to ask for permission to do stuff - but oddly enough, I find that ATC airfield actually requires you to say less. I'm crossing runway 29 every time I taxy in and out, and usually get clearance through it - so I don't even have to say that I'm entering and leaving it. Very odd feeling. Would get major slap for doing that at Newtownards :-)

So I line up there, waiting for clearance to take off - and there's a 3-4 minutes of silence on the radio. The guy who just landed, didn't say he vacated, you can't see other end of the runway, as it's on the other side of the hill. I had to remind ATC of my existence. I reckon, the guy landing should have said that he vacated the runway - but I'll never find out what happened. Prompting ATC helped.
I went and did 4 circuits by myself, hoping/expecting some extra challenge to do with incoming jets, etc. But it turned out to be very boring session that way. Botched one landing, flared too high - but other then that, it wasn't so bad.

Today - after one cancellation due to the weather - we went to the west. So far all my flying here was to the East of Biggin. Blissful and quiet. West is different. Also, it's Sunday - anything that could go up - went up.

I did fair bit of planning with the instructor, we were to go to guildford, and turn around - use VOR, etc to find our way back. This is to prepare me for solo land away at Goodwoods, and need to turn around in case something goes south.

Active runway was 03, that was new. I prepared all frequencies in the PLOG, including VOR at Biggin (BIG). After departure, we were to keep straight for 1nm, and then turn left. Keep well clear of Kenley - these pesky Gliders have no radios, and also have the right of way. In many respects they are cyclists of the sky. Except that cyclists don't have right of away, but they think they do - so..
We have seen few winched out of Kenley. Apparently they do 0-60 mph in about 3s in these things - so it's a rapid acceleration. Also, since winch is used - you don't want to be anywhere close to the place - in case the cable starts flying around.

I tunned Farnborough West and couldn't get word in for a long long time. So I just started the nav. At some stage we crossed M25 - and only about there I was able to get Basic Service. Carrying on, on the same heading - we started following M25, and the VOR radial that we set to 270 - to warn us of the LTMA started creeping in towards the middle of the instrument. It was obvious that the wind is blowing us off course, so instructor quickly suggested the correction. I would have just guessed what the correction should be. The chart for this part of the world is littered with data - so it would take me 5-10s every time I picked up the chart to even orientate myself.

We went on, after the correction - Both Guildford and Woking were clearly visible. So we circled around Guildford and started playing with VOR :-)

On our way back, things started really get interesting - again, lot more playing with VOR and NDB, to fix my position, and also to find the track back to Biggin. Loads of new sceneries to take in - I of course never flew over this bit - and some local familiarity makes learning much easier. Lot of traffic on our way back, including a Heli that was flying towards London about 500ft underneath us and quite few gliders well outside their ATZ at Keston - and also - I think busting LTMA, as we were at 2400, and these guys were well overhead, and drifting towards Redhill. I had to make few aggressive turns to avoid them - as obviously they have the right of way - and no radios.

I switched back to Biggin about 8 miles out - only to be told to stand by. After few minutes orbiting - I reminded of my existence and was met with 'G-FC standby' again. In the mean time, absolute silence on the radio. Obviously controller was busy phoning up someone about some traffic. My read backs were horrible, I made a horrible mess - I have no idea why. But controller patiently did repeat all stuff over and over again, until I got it right.
We were cleared for Left Base for 03, and to report 5 miles out. When we were about 5 miles out - I noticed paragliders to my right, luckily not chancing it as much as the Gliders did.

In for a straight nice long finals for 03, I purposely did stay bit high to avoid anything that could be moving underneath - such as paragliders. Quite nice landing, even tho I had to loose a bit of extra height, which turned into bit more speed then required (75 instead of 65). But runway is long, there's a run up area - so I used that to slow down and aim for numbers. Taxied back, shut down, and paid hefty fee for an hour and landing. This time the ATC earned that monies, being patient with me, and having to repeat everything so many times.

All in all, very exhausting lesson - but I learned a lot. Instructor was very patient as always - despite me being clumsy in the morning and forgetting few things.

And The customary breadcrumb for ya.