Exams and the Welford Navex

I've now completed all bar one exam with Derek Davidson. This was an intense few days learning from an old aviator. It was very much a exam cramming session but there were some great anecdotes illustrating many of the points he was making. I've also finally learned the wind-down method on the flight computer which seems much easier!

The week after that I arrived to do a navex via Welford and Overton as I discussed with Barrie a couple of weeks before. We were in Alpha-November as usual and since it was first thing in the morning I did the alpha-check. Actually I mostly alpha-check every time I fly. Oil was fine but I spotted we needed fuel (and the landing light was still out...) we trundled over to fill up where Barrie checked the oil again (left) before hitting runway 25 to begin the detail. I was fairly well together for this flight, climbing to the overhead at 2300ft,  establishing the heading and power, changing to Farnborough radar (once I could get through on a busy radio day). We were about 10 minutes into the flight and I wasn't entirely sure my heading was right and so was checking ground features when Barrie alerted me to the fact that the oil inspection flap wasn't latched and was flapping around. After a minute or so Barrie decided we should return, he didn't want it coming loose and damaging something else, particularly the propeller. I turned us around and Barrie did the rest. At least it was a cheap lesson!

The next week we tried again. For a change runway 07 was in use with the slightly trickier right hand circuit. We had a quick briefing to think through the slight change in departure which hadn't even crossed my mind. Doh. The plan was to climb to 2300ft and depart above the base leg. Alpha-November had a little modification shown right. Barrie has checked the aircraft so without delay we were off. Winds were very light so there weren't any difficulties taking off. I set course, did the ETA and spoke to Farnborough all without a hitch. After a bit of Ian's famous left hand down action and steering to avoid AWE we were bang on course at Welford. I actually found it a bit tricky to identify it as a disused airfield, though it is very visible and I was pretty sure it was Welford having seen it from a distance before. I should have studied the map for identifying features more thoroughly. I had to climb to regain altitude lost while circling Welford and set course for Overton, giving Farnborough a quick call with location and ETA for the next leg. There was a bit of accidentally descending and climbing to get back the altitude - we were crossing Kingsclere which has some of the areas highest ground and a couple of tall masts too. Must keep and eye on power as well as heading. We arrived to the west of Overton but it was quickly identified and the new heading was set. Once again Farnborough were updated with the ETA and I requested MATZ penetration for Odiham which we would hit just after Basingstoke. All well and good and we very soon had Blackbushe in sight. Barrie made it clear that it was my decision when we turned north to make our approach. The Blackbushe approach was a bit messy again - almost overflying Yateley (naughty - noise abatement). Re-join went okay but my first attempt at a landing was awful - too high and tried to lose too much height too quickly meant we were too steep and we bounced hard and went around. Barrie said I should have gone around once I'd realised I was too high because it is difficult to judge the flare at that angle. The second try was much, much better.

Next week - the same Navex but this time solo!

Daftlogic's Distance Calculator for this route