Biggin Hill 02

Second lesson at EFG. Same airplane, same instructor !
This time, I was asked to plan a nav. Sevenoaks->Bewl Water->Maidstone->Sevenoaks.

Done the preparation before the flight, in a bit of a hurry (that hurt me later). Never had to plan a nav for this part of the world (apart form the nav exam), so few novelties.

Arrived in plenty of time. The instructor told me he won't go through my plog. Yes it was suspicious.
I did a preflight, still trying to get used to the different setup. It will pass. No problems on the radio this time, altho tower gave me clearance to take off before one aircraft landed, and another took off before me. Bit odd. But all safe.
We took off, and I almost forgot to turn and follow M25 to Seven Oaks. I was so indulged in the flying bit :D Ooops.
Switched over to Farnborough, asked them for Traffic Service (just to keep it more interesting). And I got it ! At least for the 1/3 of the trip.
Made few mistakes, like calling Maidstone Maidenhead. Oppsies. New area, new names. Controller asked me if I want zone clearance or something like that - which sounded suspicious enough, so I managed to fix my mistake. Other then that no drama.
First leg went dead on. We arrived on time, track was ok.
It was also around here that I was told, that our service is reduced to Basic. Can't remember the reason.

Things got interesting when I set on heading 70 deg, towards - what I think would be - Maidstone. Well, I didn't catch the issue first. The instructor got worried that we might go somewhere close to another airfield and make some people unhappy. So after some corrections - we set more or less in northerly direction. It was time to try something new, and I got to fix our position using a VOR and NDB. Never used either before. So it was interesting, but I managed to more or less see where we are. More or less, because by the time I was done with plotting and finding our position on the chart - we were already 3 miles closer and I could already see that Maidstone is ahead. The VOR is just behind it.

I made sure I am where I think I am, took note about need to improve my cockpit organisation skills, and set course towards Sevenoaks.

This is a short leg and after ensuring that I am indeed on the track - instructor asked me to make a practice position fix request to the controller. Farnborough controller asked me then, in reference to what I want the fix. I asked for Sevenoaks. And I was given a nice direction and distance. All beautiful.

Overhead Sevenoaks we switched back to Biggin, asked for inbound directions. I forgot to drop down to circuit height when we were on our way to Biggin. That caused some issues, as we were told there's traffic behind us - but we could not spot them. They could see us tho, so all was not lost.

After that, just a RH circuit for 21 with a nice landing by yours truly. No shimmy on the nose wheel this time, but bit grind noise wheels make when rolling on the ground is bit new to me. I told the instructor about it, he says it is normal for this aircraft.

The taxying instructions are always odd at Biggin. There's a runway we have to cross, and we just get a taxy instruction including clearance to cross it. However, I always feel bad for not stopping,  looking around and then announcing to the world that I cleared the runway. So I do stop, look around. I don't say anything on the radio tho - guys are busy, it's not Newtownards ;)

All in all good lesson. I made few mistakes, all dully noted. Instructor was right for not going through my preparation. I proved to myself, with him being a backup - how badly a fuckup like that can go if undiscovered. Lesson learned. Next one in a week. This time, rejoin procedures. Probably in preparation for some solo work. Yay.

Gee, flying at this place feels so relaxed and easy. For whatever reason. Odd, I know - as it is all new, area is far more busy, and it's a full ATC airfield.

Complimentary GPS trace:

Tim's Video Blog

Fellow Northerner started training at UFC some time ago and decided to take blogging to another level, with video blogging. 

Here's his promo video, with more bits available from his channel. I think you will rather enjoy it.

For me it is especially great, as I'm able to hear once again all the familiar voices of my instructors and look at the beautiful sceneries I flew around.

Please support Tim and subscribe to his channel. 

Thanks. 

Biggin Hill 01

So 6 months ago I moved to London. Obviously, I knew that my training is going to be put on hold - again. Plan of course was to finish at the UFC, way before end of the summer holidays 2013, but shhh happened. To be more precise, I was forced to switch to C172 due to an accident of one of Tecnams, low availability of the remaining one etc.

As soon as I moved to London, I knew I had few options - one of them, is to resume the training here. And so I set on a search of a place where I could do it. And whilst there was quite few options, I had to pick a place that is relatively close to my home - driving over an 1h one way to airfield is just simply not practical.

Closest place is Biggin Hill, however I was initially sceptical - due to the opinions voiced at different public forums, about draconian policies implemented (allegedly) at EGKB. Well, in the end - I decided to try it out anyway, of all the schools - I picked EFG. I wanted to see how things are done at a school. Club's being laid back, and such, I wanted to pick a place where my goal will be to finish things, not just piss around for fun. Don't get me wrong, having fun is in itself goal in life here, but things have to be done, in order to have more fun, right ;)

And so I booked a 'trial lesson', after a lengthy chat with an instructor at EFG. Very nice chap, very patient and seemed very professional and genuinely kind throughout the session.

After one weather cancellation, next booking was all green. Wind -12 kt, and a bit of gust, was rather calm compared to gusting 40kt+ week before. 

I did a preflight of rather nice C152, G-BMGG. Carefully observing different habits of new instructor. Jumped in, got strapped in, and it was pretty much smooth sailing from there. It is amazing how these things get back to you very quickly. 

Of course, Biggin Hill being full ATC airfield - I had to get familiar with local procedures. I did fly twice from full ATC airport before (Prestwick and Belfast International), so I knew what's involved - but details differed. No start up permission required, fire 'er up, tune in ATIS, and then ask for taxy instructions. No need to book out over the phone either, so all details are passed on the first radio contact. It's been a while since I had to chat on the radio, but all things considered, I think I've done pretty well. 

Next on the agenda is the actual taxy, time to re-learn how to use feet and steer the C152. Always a challenge, when switching aircraft - but not to a new one this time. 

Once I got to the taxy way A1 (I think), we observed nice landing by a jet, followed by PA28 who seemed to be all over the show on approach. I knew that there's a bit of a wind shear there, or gust closer to the ground. So take off will be fun. 

"Line up and wait", "clear for take off". I ask the usual "you ready?" to the instructor, which always takes them by surprise btw ;) And off we go.

As suspected, bit of a struggle on climb out in keeping the aircraft on the straight track. There's a noise abatement procedure at EBKG (and pretty much most greater London area airports!) . In this case, the idea is to not overfly Biggin Hill village, so keep a straight 2nm track after take off. Nicely done, by utilising DME btw :-) After that, Seven Oaks, and switch over to Farnborough. Another name, that doesn't get a good press on forums. This time instructor took over radio, as it would take me a lot of time to repeat all the names of places we were suppose to overfly. 

We got basic service and started the sight seeing session. The idea was to look outside, and see how different places that I would use during training look like from up there. Unlike NI, where you fly from Einneskillen to place like Clogh, and virtually nothing happens on the way - Greater South London is full of features. Only problem, it's all flats and there's far too many motorways and roads to use as navigation points.

Seven Oaks is nicely identifiable, road features (junction over M25), 3 lakes, etc. Next, Tonbridge. Again, Large town - hard to miss. But not obvious. We returned back, and this time I flew bit north, following the east edge of M25. Not to be crossed over - complicated bits of airspace around - you see.

Up the North East over Thames and then east towards Cliffe .There's marshes over there, where all steep turns, stalls and such exercises are done. 

The way back was rather tricky, with us flying pretty much into the sun. So I suggested a little zig-zag. That worked out rather well. The procedure on the way back is rather simple. Call in Biggin Hill about 6-7 miles out (as far as I remember). They told us to report 3 miles out. Again, it only makes sense to do that with the airport in sight - where the sun didn't help. It was already afternoon, so sun wasn't at its highest, and there was quite a haze. Once I got the airport in sight, with some help from my instructor - I called them up, reported my position and got instructions to join downwind RH for runway 21. 

Very uneventful approach and landing. Again, rather large circuit, due to the local rules. Approach felt rather long, probably due to the wind. It was also very odd to land with just single stage of flaps on. But due to the wind, and to speed things up - that's what was requested of me. Oh, the runway is massive as well. I felt spoiled.

All in all very nice lesson. Apart from me loosing height on few occasions (and always recovering as soon as I noticed), and the fact that I didn't trimmed it on climb out - I think I did rather well. The low sun and haze was rather annoying, but that happens from time to time. 

The aircraft's abbreviated call sign is a mouthful too: G-GG :-) But I managed ;)

Next lesson already booked, this time apparently I'm to do a nav in the area. Seven Oaks->Bewl Water (no lochs in around here :D )->Maidstone->Seven Oaks, and back to Biggin Hill. Should be rather nice nav. Similar distance to Comber->Hillsborough->Bishop Court->Comber. 

All in all, the time spent very nice. I was rather relaxed afterwards and rather chuffed. The airspace around here is far more complicated tho. For instance, the long cross country puts one flying around Gatwick airspace. Makes for a rather interesting flight. But lets not get ahead or ourselves, shall we. 

Customary bread crumbs:

Dual Long Cross Country

I was hoping for some solo circuits Today. But instructor suggested that I should plan long cross country anyway - and see what we could do once I'm at the airfield.
So I went ahead and did that. Phoned up Enniskillen and Aldergrove (in that order, just in case) - and everything was fine. In the end, I decided to go ahead with the cross country - after all, it means progress !

We took off 04, right hand. Departed circuit to the south via Comber. Belfast Approach were rather quiet, and we got the requested zone transit to Aldergrove to land. I got the zone transit (yay), and they were nice enough to pass my details over to Aldergrove.

Instructor in the mean time went on to tell me how to lean the mixture - to save up a bit of fuel. Not that I pay for the fuel, the hourly fee is the same regardless of how much fuel I use. But more fuel means more safety up in the air, and more options. That's priceless.

Once closer to Aldergrove, I tuned in to the ATIS. Apparently they are happy for people coming over in small aircraft without the 'information', but I wanted to be professional here.

Aldergrove told me that I'm the number 2 to land - runway 25. The approach and landing were rather uneventful. Big deal for me - second landing away from Newtownards. Papi showed were were a bit low, but we were on stable path - instructor seconded.

The Aldergrove Tower voice was very fast and rather hard to understand, but I managed somehow with help of the instructor to repeat the instructions. Names of the taxi ways were very hard to read on the airport chart, especially since I had to shrink it down to fit on a single page. Lesson learned.

Parked at the GA apron, and went to settle the landing fee. Then back to the aircraft, and set on our way to Enniskillen. We were both a bit hungry and Enniskillen has a little cafe on site, where we could have some lunch.

Next leg was suppose to be long (27 minutes, afair) - and rather dull in terms of features.

Once I got started up, pen ready - first contact with the ground is usually where you get loads of info. But I was just told to just taxy to A1 hold. On our way there, we observed Easy Jet landing, with a nice landing - bit of a smoke from tyres. But I'm guessing for such a large airplane its normal.

I did my power checks, and then said 'holding short A1 runway 25, ready for departure'.
This is where we got a mouthful to repeat, but not as much as I thought. 'Lineup 25, after departure turn north west, not above 2000 ft'.

Once up in the air, approach told us about aircraft that was over head us, but we couldn't see it. Once clear of it, I resumed the climb to 1500, towards Toome. That place is clearly visible, with distinguishable Lough edge, and bridge right over it.

Once over it, I reported it - where our service was reduced to Basic, and we set our way towards Enniskillen.

The leg to Enniskillen was rather uneventful. The views are stunning - quite a lot of windfarms, makes it bit confusing - but high ground and sparse towns - make for easy features.

When we were closer to Omagh - I noticed we were a bit off track, decided to correct it about 7+7 to the left. We were already past the half way point, but by not much - so I thought this will work too. And it did !.
I think this was because of DI alignment earlier on. I'm sure mistake was my own, plus a bit of a wind from rain and such maybe. On this leg we had few clouds here and there, and some rain in the area. Luckily our path was rather clear.

Closer to Enniskillen and in sight of the Lough - I started looking for the airfield. Which as it turned out was right over the nose - one place over which the visibility is rather poor ;). Also, the airfield is perpendicular to the path - covered by trees and such. Hard to spot. If I couldn't spot it on my own I'd climb to 2000ft and join overhead. Safety and such !

The runway 33 was active. I looked around, and we joined cross wind for 33, with a heli taking off underneath us - but clearance was sufficient and I made a call to let him know that I'm overhead and can see him. The circuit takes you over some really nice scenery, so this and the unfamiliarity with the airfield made me want to extend the circuit a bit.

The approach is over some higher ground - with a church on the left hand side. I decided to take a bit of an S turn around that church and the hill - to keep it on the safe side. Again, the runway was huge - and landing was rather nice. At least as far as student standards are concerned.

We decided to go for some lunch first, before settling the landing fee. Lunch was pretty good. Not often do you get a chance to talk to the instructor about things other then your upcoming lesson, or things you just did wrong :-) I settled the bill, to pay for all the problems I caused ever before to this particular Instructor.

Landing fee at the Enniskillen is half of that at Aldergrove, with a cafe - it makes a very nice place to go for a bimble.

Next, the longest leg yet - and one that takes us home. Again, rather uneventful - once past Dromore, we were passed over to Belfast Approach, again not much happening there. Closer to Ballynahinch we decided to dive down to 1400 ft, just to make sure we're not busting the zone - there's a small extension down to 1500ft over there.

Ballynahich was very clearly visible - so once overhead, I turned towards Comber - again, very nice visibility, uneventful leg. Comber, overhead join for 04 RH at Newtownards, and down - for what was the worse landing of the day. And that's at an airfield I know very well. I blamed it on a gust picking me up at the last minute - but we all know I could have done better. Nevertheless we got on the ground in one piece and without much drama.

Instructor did not have much to say about my flying, he said that I pretty much done everything by myself and apart from few things on the radio that he suggested - it was all good. One of these times where I don't fsck up anything. Amazing. Rare event.

2.5h of flying, rather huge bill to settle - but overall - I'm pretty pleased with myself here.

I actually felt pretty well, usually I'm very tired after an hour of a nav. But I think what helped here, was that the instructor let me do things myself, and didn't say much. If anything, he was very positive, and never took over from me.
It is stressful when instructor has to take over, or sits there - letting steam out of his ears - so to speak.
And trust me, when it comes to testing the boundaries - I practically have PHD in it .

Add caption

Circuits :-)

I was late. The instructor had called me whilst I was on my way. He was obviously unhappy about it. I was too. 30 minutes late. Didn't plan my nav upfront, another issue. Horrible stuff on my part.

Once I'm through the training, few instructors really should expect some expressions of gratitude for their patience. I am sometimes a massive pain in the arse. :-|

Whilst I was planning the long cross country nav, instructor started phoning up the destinations. Turned out there's an event of some sort at Enniskillen airfield. So no go.

Next on the plan is circuits. Day looked nice, I don't have enough solo circuits anyway in C172 to be sent solo for long QXC - so it made sense.

Went out, to prefly the aircraft. Sitting inside at the end, crash alarm sounded. Turned out, one of the arriving aircraft overshoot the runway. In the end everything was ok, nothing big - but it was nice to see the fire cover guys being scrambled very fast and arriving at the opposite end of the airfield in just over a minute. Impressive.

The runway for the day was 33, with approach over the sea wall. Haven't done that in a while, circuit wise. At least as far as I remember.

The circuit is pretty nice, takes you around Scrabo hill.

Rather uneventful (apart from some people using 22 instead of 33, and bitching about others on the radio..). First two normal, another two flapless. However instructor for some reason decided not to send me solo, even tho I haven't done so bad according to him. There was a changing cross wind - runway 33 is tricky as it is and the incident with someone overshooting the runway a bit.

All in all, rather short lesson - 0.8, circuits in C172.

Tomorrow more coming, hopefully I'll be let out of my leash - I need to do at least few circuits in C172 solo.

Gps trace, as always.

Nav theory exam passed

Le misurabile 76%, but that's a pass.
My brain is fried, and I feel mentally challenged afterwards.

To anyone who is going to approach this - pickup south of England chart - and have a good look. Because there's an airfield on an airfield in there. Quite a busy airspace.

First Nav in 172

Quite an odd day weather wise. Showers in vicinity, gusty strong wind changing direction every minute (at least on the ground).

I was also late, slept in. Blamed in my birthday, truth is - haven't had a party or nothing - just stayed up late night before. Folks at the club were suppose to go on a flyout, and I thought - chances are - there won't be any aircraft to fly in anyway, so I won't have to get up.

I was wrong.

Luckily the instructor was nice enough to accommodate me. We spent quite a bit of time talking about what to do - but in the end we settled on a nav. At some stage, radio navigation was also mentioned, and I stupidly said something like "I'ver heard its easy". But in the end we didn't do any of that. I guess the instructor thought I was busy enough as it is, without a position fix being thrown at me.

Comber->Rathfriland->Clough->Comber.

Did my preflight prematurely, before lunch. For some reason I thought instructor said 12:30 not 13:30, doh !

After lunch it rained briefly so we stayed in, and chatted about options even more. But we settled back on a nav that I already planned.

So off we went, take off from 22 - the climbout was interesting - I managed to stay next to the runway's centreline on climb out (could see the runway on the left) - but it was quite a workout. Once over 1000ft, and fair distance away from the Scrabo Hill - the air was far more stable. Still, bumpy as hell. And wind was very strong indeed.

Switched over to Belfast Approach, and gave them the usual call.

Time, turn, and all that done. It was nice to be able to use a DI Bug on 172. Tecnam's one doesn't have it. Bummer - it makes things easier.

First freeda was ok. But looking around on the map and outside - I noticed my altitude keeping wasn't great. Blame it on the weather, but also plenty of bad habits on my side. I really need to concentrate on this bit more.

Once we were away from the D Class Belfast City airspace stub (we were flying undeneeth, below 1500ft) - I climbed up to 2000ft. But that didn't last long, I think I was up and down between 1700 and 2100. Obvious fail on a test, but this was me looking out the window. Had to be prompted few times to keep my heading too. Funny thing, this was all because I looked outside a lot. And on the chart few times. ! doh !

I managed to find Rathfriland fine, altho it didn't pop up Today as much as it did previous times. Perhaps it was to do with me being up at 2000ft not usual 1500. Dunno. Maybe the murky day did that. Need to fly at 2000ft or higher bit more, and get used to the different picture. So far the impression is - everything is so effin green ! Dunno what the environmentalists are all about - they need to get up some more !

Turned towards Clough - and made a position call, even tho controller didn't ask. The instructor then told me, he will throw a diversion at me. Closer to the Clough I was told to divert us to Ballywalter, I asked where is it - and drew a line to it. Instructor helped me with some mental calculations, giving me some options - and it was obvious to me that not having wind arrow on the chart was a mistake.

I was also shown how to keep the aircraft straight using just rudder pedals. For some reason this felt much safer in C172 then it did in Tecnam.

Once over Clough (which is easily identifiable from the air - because there's some weird steel shiny statue in the middle of it's main round about) - I turned towards Ballwalter - and in a minute or so it was obvious my wind calculations were rubbish. So correction 10 deg to left, and off we went.

Funny thing is, I checked 214 before leaving - 260/25, local Metars were saying 260/15, and so was SkyDemon. However the wind turned out to be even stronger then 214 have said. I was under impression that 214 is suppose to be the worse source of wind information, but in the ballpark. Oh well..

Ballywalters appeared very nicely in front of us, so I was given a quick debrief about number of screw ups on the way - such as maintaining altitude and what I did wrong with the diversion. I need to practice doing that mental calculation on the ground first - even more then I did in the past, and perhaps using one of these diversion spreadsheets I was given by one of my instructors.

Switched back to Newtownards, and was told to join overhead for 22.

The OHJ was ok, for once - but it started to be very busy on finals. Thermals over Ards and the Scrabo Hill make it interesting. At some stage instructor just said 'Let me know if its too much and you want me to take over'. I was obviously struggling with the approach.

But I decided to carry on - I knew instructor would take over if I did something stupid. Keeping the speed was very hard, gust and cross wind. I ended up bit lowish, with still a trickle of power when I attempted to flare. Took the power off, but we ballooned a bit, and landed on the left wheel first. Cross wind landing with a balloon - not recommended, but that's what happens when you got too much energy on flare. It was then that I realised that I actually preferred the stick over yoke. Just a thought.

There was another aircraft on finals behind us, so I exited nicely via triangle, and once he landed, checked the finals for anything - and assuring there's nobody there - taxied back to the apron.

The instructor asked me actually during landing, if I wanted to do few more circuits - but I had enough. Don't get me wrong, I'd love to do some challenging circuits and landings, and wasn't even close to exhaustion that I encountered at the end of few flights in the past - but I wanted to stay out of that if possible. He also asked me if I'd be happy to do some solo Today, of course with a tad of sarcasm.

Well, to be fair - if I had to land in conditions like these - I probably would, but the safety margin was very low there. It's one thing to do it by myself, but with instructor sitting by with his hands folded, and another thing to be by myself without any backup to fall onto if something goes wrong.

At least as far as I can remember, I've never done a nav in 172. Done one in 152 once before, and then it was Tecnam.

So this was one of these firsts, where workload is huge - because of new things. Good. Keeps me on my toes !.

Also the landing conditions were interesting.
Good experience overall, and glad I did it.

I keep on booking for dual long cross country every weekend, but the weather doesn't want to play ball.
Booked it for next week again, but they moved the fly out.

So I won't do it either way it seems. If the weather is crap, or if it's good. Oh well, there's always time in December…