Nav-Extranaganza

Between the storms

So I ended 2013 with a couple of different navigation exercises with varying levels of success. Firstly my regular Friday slot with a four leg flight via Tilehurst, Lambourn and Overton. There was a 40 knot wind at 2000ft which on paper made for some big corrections. I was late starting the first leg which was only corrected because I could see the water tower in Tilehurst. The leg to Lambourn was better. I underestimated timing and thought I was late at the half-way point, but thing weren't all that bad in fact. I correctly arrived at Lambourn but Barrie wasn't particularly happy with my identification. We turned for Overton and that's when things started to go awry. We climbed and descended, went off course and corrected poorly and arrived at what I assumed was Overton. In fact it was too close to Basingstoke, too big and had a major railway line fork - Oakley in fact. Barrie corrected me and pointed out the identifying points. We then flew back to Blackbushe and quite flustered I messed up the approach and circuit though the landing was quite sweet - turns out there was no wind at all!

Lesson from that one? I really have to remember Aviate, Navigate, Communicate.


The last flight was moved forward to a Sunday. Barrie spotted that there was another storm coming in and would stop the booked flight on the Monday. He gave me a call and worked specially on the Sunday. This flight was via Grove and Overton (much error correction needed!)


The first leg went very smoothly with only a little prompt from Barrie to start navigating. (Follow the the mantra Aviate, Navigate, Communicate!). We flew at 2600ft to go over the restricted airspace at Burghfield and also the prohibited airspace at RAL. My flying was straight, level and on-course. I even managed a FREDA check.

Barrie de-icing Alpha-November

I flew a few laps around Wantage and identified Grove airfield, the railway line an a couple of roads. Barrie thought I lacked confidence in pronouncing it was Grove, I think I was just trying to demonstrate that I was looking at features. Still it proves one thing - I need to study the map before I take off.

The second leg to Overton was less disastrous than last time, though my inclination to descend and then have to climb to re-gain altitude was still there. Again a course correction really screwed with everything, though we did arrive further west than last time and I knew Overton and Oakley by sight.

Route plotting with leg identifiers

Again the final leg was all over with the approach being too high and the descent being too swift. We again plunged through the 800ft circuit height, again approached at a terrible angle. This time I made an awful bounced landing which as Barrie later pointed out started with my terrible descent.

And so into 2014 with nothing on my account, a new flying school owner and everything to play for. I really want to do this, not sure where it goes after that, but I'm looking forward to it!

NavEx? No.

For the past couple of weeks Barrie had got me to plan navigation exercises. I'd carefully plotted them out and done the weather and winds to get to Blackbushe for him to decide to do local area familiarisation. I'm not complaining - good practice and last week after a quick check flight I flew solo over Reading and to Theale - awesome! Weather has been great autumn with blue skies. We're firmly back in Alpha November - just got to get used to an HSI that doesn't slave properly!

The re-join has been a bit crappy - must do better there. I should be arriving at 800ft, perpendicular to the runway, just inside the numbers. I shouldn't have the tower calling me to check I've set Qfe when I have - I'm just a couple of hundred feet low.

Lakes beside Theale

Theale on the nose

West Berkshire farmland

Refueling after the detail at the new pumps

More Navigation and an Amazing Autumn Day

I flew this week on Wednesday - curse those work commitments. Work might prove to be inconvenient for the next few weeks too. It was as fine a day as one could hope for, very light winds, blue skies and reasonable visibility. Barrie had asked me to plan a route from Blackbushe via Membury to Overton near Basingstoke and back to Blackbushe.

I'd has some frustration with the flight computer - so many terrible instructions and bad videos trying to "help".  Before my lesson I checked the winds aloft via form 214 and the weather with METAR and TAF on the Met Office web site (rather than relying on Apps!). I filled out my PLOG with info I was a bit uncertain about - both which F214 area to use and dodgy calculations. I didn't think there would be many problems since the wind was a very light 5kts at 2000ft. I did the common sense checks with wind direction and that seemed reasonable, though speeds seemed odd. I cross checked with Flight Demon but they had different answers. So I headed off to the airfield for real advice.

Once again we were in Tango-Echo, the runway was 25 and for a change the surface winds were calm.

Another solid briefing session glossed over the flight computer stuff, pointed me to the correct area of the F214 wind chart (between Heathrow and Bristol - which we are, rather than Jersey...). The winds for this region were much stronger, 20kts, so a swift re-calculation with dodgy flight computer technique and we were off.

As planned we departed overhead and again I wobbled around the airspace. We were running today via heading, speed and timings. As you can see from the map segment above we should have been north of R101, sadly no, we were too far south! Already very wrong, though Barrie did point out that the wind wasn't as strong as advertised so we adjusted the correction (halved our calculated amount (was 10º adjusted to 5º). We got back on the new heading and pressed on, checking out waypoints based on time as we went. I'd divided the legs into quarters before we started and calculated times. So now it was in action - so many minutes into the leg - what can we see here? What should we see? We pressed on to Membury. Today Barrie made sure I did my radio and FREDA checks as we went along. Again a bit of random turning when all of that happened.

I wasn't very positive in my corrections and I could see the motorway way to the north when in fact we should have crossed it. Eventually I spotted the tall aerial at Membury again way north of our position. I turned the plane that way and after a bit of circling above the services and airfield we set off on the second leg.

This leg I made more adjustments based on the ground below. The Kingsclere masts were very useful again and we arrived at Overton on time and as planned. The only problem was it was right under the nose and had to have it pointed out to me!

We circled Overton familiarising with features - using a country road isn't much use because they're difficult to spot from the air.

Finally we headed back again using timings and features until we once again had to head north for the appropriate Blackbushe join.

Barrie said we'd practice a variation via Reading next time and if he thought I was up to the radio, FREDA and flying I'd be off for my first solo cross country!

First Navigation Exercise

This week I launched into a new chapter of flying - navigation. From my initial lesson there seems to be as much to do as there was running up to the solo!

It was a strange day for weather. The forecast indicated a front arriving later in the day, but we were currently experiencing rain from an extended finger which was to clear to the North in the next hour - just time for a briefing. Barrie ran though the brief for this exercise and there's a write up of my notes at the end, though for this exercise we estimated headings and timings. As predicted the sky brightened and we headed off with some haste. Once again we were in Tango-Echo - not sign of Alpha-November though Barrie mentioned the possibility of new aircraft with the take-over. Runway 25 was in use and the wind was calm. We did the power checks on taxiway Hotel - a Twin Otter was coming in and we were keeping clear.

We took off and entered the circuit pattern, though rather than maintain 80ft we turned short on downwind and continued to climb, finally over the runway but climbing 1000-2000ft. I radioed Farnborough - not very smooth considering last month's practice and we began the first leg.

Accuracy of flight is important doing this and I'm not very accurate! Every glimpse into the cockpit or radio call and we start turning. We did a little kink to the south in our outward flight to avoid reastricted airspace R101 - AWE.

We'd passed AWE and there was a great grey wall of rain and cloud in front of us in the distance blocking the view of Greenham and Newbury - time for a change of plan. We flew a little closer and Barrie pointed out Greenam and then he positioned the aircraft over Kingsclere so that we could join the second leg.

Here we did some landmark spotting - identifying Basingstoke by the railway line and motorway. After a few minutes of this we took up our new heading - this time for home.

All approaches to Blackbushe are from the North, so we diverted to finally arrive dead-side.

An amazing lesson with some spectacular weather visuals. There were even a few scattered clouds at 800ft over Blackbushe which we had to dodge.

Notes

There are two major things to think about in a flight - Planning and the Flight.

Planning

1. Weather

This must be relevant to the route and should be check via the following Met Office services

• TAF - forecast
• METAR - weather 
• Form 215 - significant weather chart

2. Plot route on the chart

• Track
• Minimum Safe Altitude (MSA) - large purple numbers e.g. 13 = 1300 ft
• Planned Altitude - add 1000ft to MSA
• Danger / Restricted Areas e.g. R101 2.4 - choose to fly around

3. Decide TAS & Power Settings

• Affected by temperature and altitude
• Work out leg times

4. Complete PLOG

5. Fuel Plan

• Required
• Onboard

6. Weights and Balances

• Gross weight
• Passengers
• Fuel
• Baggage

7. Landing Away

• Destination airfield details

8. NOTAMS 

• Normally done with the weather as could inform a go/no-go decision.

9. Check Aircraft

Flight

1. Cockpit organisation

• Maps
• Knee board

2. Departure procedure

• Overhead Departure

3. En-Route 

• Maintain heading & height
• Lookout 
• LAI
• FREDA
• Radio
• Update & ref PLOG
• Destination & turning

Keeping my hand in

I did a few circuits last week with 1200 ft clouds and failing visibility. We started late to let some showers pass. I hadn't flown for a month so it felt good to be back. The runway was 25 and the plane was Tango Echo. Wind was very light though there was the odd gust and some turbulence from the close clouds above. My landing were quite gentle, but off centre.

I also did a practice rejoin dead side, just for Barrie's entertainment I think.

Once again I've booked a double lesson next to tray and start navigation.

Leaving the Circuit

The weather was looking a bit touch and go (no pun intended!) last week, but it cleared up enough to have a somewhat gusty but bright lesson. When I arrived the wind was all over the place and 10-15 knots - I swear it changed 180 degrees while I was watching. Friday's aircraft was Tango Echo, back from having a transponder fitted - at last! Only the air speed indicator to replace to get rid of the bleedin' MPH scale. The runway in use was 25.

Steve carried though on Barrie's briefing last week to leave the circuit, get the basic radar service from Farnborough, fly to Reading and then re-join Blackbushe. Slightly different RT from Steve, but the result was the same.

Blackbushe Information, G-TE changing to Farnborough 125 decimal 25

G-TE Roger

Farnborough Radar - G-BPTE, request Basic Service

G-BPTE, pass your message

G-BPTE, PA28, 2 POB
Blackbushe to Blackbushe via Reading
3 Miles from Blackbushe
2000 feet on QNH 1011
Request Basic Service

G-BPTE Squawk 0441, Farnborough QNH 1011, Basic Service

Squawk 0441 QNH 1011 Basic Service, G-BPTE

Rejoining:

Farnborough Radio - G-BPTE has Blackbushe in sight, request frequency change 122 decimal 3

G-BXWO Squawk 7000, 122 decimal 3

7000, 122 decimal 3 G-BXWO

Blackbushe Information G-BPTE is 5 miles North requesting rejoin information

G-BPTE Runway 07R QFE 1007 report downwind.

Runway 07R QFE 1007 report downwind, G-BXWO

The transponder was set 0447 (Blackbushe departures) before take-off. He also pointed out the DME (Distance Measuring Equipment) which showed the range from Blackbushe - so useful! DME Frequency was 116.20 MHz. We've also got to watch the Qnh settings as there is Class A restricted airspace at 2500ft in this area.

The first run was quite the most nerve racking thing I've done for a while - all the radio work! It was amazing to be flying over Reading on a clear day - from Green Park to the M4 / A329 motorway junction and the directly South back to Blackbushe for the re-join. Steve pointed out various landmarks and also that the Heathrow airspace at this level starts at Bracknell. Jamie in the tower commented on how quickly we came back. I was quite flustered and made several mistakes in the circuit - forgot the downwind checks for example. Steve pointed out that ideally we re-join so that we only have to turn left to join the circuit.

South East of Reading

I asked if we could go again and Steve arranged a low pass over the runway which we flew at 200ft. We were off again, Steve said he'd remain quiet unless I made any stupid mistakes. It all went fine until we had to re-join Blackbushe. Farnborough were very busy and I couldn't get a word in edge-ways. We were getting closer and closer to Blackbushe ATZ and Steve took control, flying us in a 360 until I'd done the radio work. We were about to infringe the Blackbushe airspace and I think his point was made.

Then it was my turn. The wind had dropped enough so that Steve was happy I could solo, so I was off on my own. I fluffed the first call to Farnborough "Student G-BPTE, Farnborough Radar" and I swear heard the Farnborough lady chuckle as she replied. Things were a bit quieter on the radio but there was a bunch of traffic to watch out for - an R22 on take-off and somebody else joined ahead of me. My approach was a bit off and I was on the verge of going around when things seemed to fall into place. However a gust of wind on landing meant a scrappy affair, landing on the right hand side of the runway and not straight.

Solo Circuits and Local Briefing

With the end of my holiday year I booked an additional lesson last week so I was due to fly on Thursday afternoon as well as Friday.

Holding point Echo for Runway 07 - by myself!

Thursday wasn't perfect weather-wise so it was into the circuit for some practise with Barrie followed by four solo circuits. Today's aircraft was once again Whiskey Oscar - Alpha November is having her annual service and hopefully having the wiring, starter motor and battery replaced. Tango Echo is having a transponder fitted which is proving more difficult than it should be.

This week's runway was 07 for a change and my circuits were a little less tidy than they should have been. Barrie fumed at my climbing when I turned again but once I started to pay attention to it, things improved. After three circuits I was on my own again. It was nice to fly by myself but I did notice my tendency to allow her to get too slow on finals - I must fix this.

For the Friday I once again arrived to find my aircraft being booked out with the tower. Someone had booked the 13:30 slot for a navigation exam. He was running late to say the least. I hung around for a while but he was gone well over the intended 1.5 hours so I decided to go and do something else. Just as I said my goodbyes they joined the circuit from the dead side. Never mind - next week.

Barrie took some time to brief me on leaving the airfield airspace, talking to Farnborough Radar, going into the local area and the returning to Blackbushe Information control.

Leaving:

Blackbushe Information, G-WO changing to Farnborough 125 decimal 25

G-WO Roger

Farnborough Radar - G-BXWO, request Basic Service

G-BXWO, pass your message

G-BXWO PA28 
Blackbushe to Blackbushe
On General Handling to the West
3 Miles from Blackbushe
2300 feet on QNH 1011
Squawking 0447
Request Basic Service

G-BXWO Squawk 044X, Farnborough QNH 1011, Basic Service

Squawk 044X QNH 1011 Basic Service, G-BXWO

Rejoining:

Farnborough Radio - G-BXWO has Blackbushe in sight, request frequency change 122 decimal 3

G-BXWO Squawk 7000, 122 decimal 3

7000, 122 decimal 3 G-BXWO

G-BXWO Blackbushe Information G-BXWO is 5 miles North requesting rejoin information

G-BXWO Runway 07R QFE 1007 report on leaving Dead Side

Runway 07R QFE 1007 report on leaving Dead Side, G-BXWO

More Solo Action

I finally flew again after my first solo - two missed weeks with weather and work. Friday had been a great day so far, I'd had the morning off as well and got my hands on an iPhone 5s. It was a bright day with variable light winds and runway 25 was in use. As I arrived I noticed there were none of the familiar PA28's parked. Normally this means someone is having a lesson and probably one of them is off for a service. There was a stranger, G-BXWO was parked in the club's space.

Inside only Barrie was around - he said he'd be doing the lesson as Steve was engaged. Steve had mentioned beginning the navigation exercises which I loved the idea of, but Barrie said we'd do some circuits and most importantly if he was happy he'd send me solo again! The mysterious new bird was to be our aircraft so off I went to Alpha check her. She'd just arrived that morning and he warned me that the pilot who had delivered her had flown his whole journey on one tank. Whisky Oscar has a few more niceties than my regular pair of PA28's. She's fitted with door stops, sun visors, a transponder (!), her air speed indicator is in knots and she is in a much tidier condition. It looked to me like she'd been operating from a farm strip - grass in the tire tread and bird droppings all over the stabilator.

I flew three circuits with Barrie and after dropping him back at the club was send off on my own for another three. The crosswind caught me out on the first circuit with Barrie and my landing was a bit messy, but the wind dropped entirely for every other circuit and I had a great flight with Barrie praising the neatness of my circuits. The airspace was a little more crowded than my solo day but nothing that made me uncomfortable.

Barrie recommended that next time I go solo into the local area to get a feel for that! That would be awesome. I have some holiday to burn so I'll try to get an additional lesson in this week.

I'm pretty sure that this is a shot of me taxiing out with Barrie clearly visible in the right seat.