Flying diary part 2. Lessons 26 to 42

The 1st June 2007 was a day that i'll never forget... "Ready to do one yourself then?" I hesitated for a moment and then the penny dropped, this was to be the day of my first flight in a helicopter, ON MY OWN!

Read about Gus's first solo flight on the my first solo page.

Lesson 26, 29th August 2001 Lesson 27, 3rd September 2001 Lesson 28, 10th September 2001
Abandoned Lesson, 19th September 2001 Lesson 29, 26th September 2001 Lesson 30, 3rd October 2001
Lesson 31, 10th October 2001 Lesson 32, 17th October 2001 Lesson 33, 19th October 2001
Lesson 34, 24th October 2001 Lesson 35, 31st October 2001 Lesson 36, 1st November 2001
Lesson 37, 7th November 2001 Lesson 38, 9th November 2001 Lesson 39, 14th November 2001
Lesson 40, 15th November 2001 Lesson 41, 23rd November 2001 Lesson 42, 23rd November 2001
First solo Nav Ex

 

 

29th August 2001 Lesson 26 G-TINK

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Today's weather was as fine as the last couple of weeks. A short briefing, and I went out and started up. As my instructor needed to be back by a certain time, he had already checked over the aircraft, so to save time, I omitted that!

I called for clearance, then took off, and transitioned to the east where we were to do some autorotation practice. We did several Autorotations with turns into the wind, and selecting a handy empty field to see if we would make it. I found it useful as my instructor was discussing sensible criteria to use for selecting the field to give you the best chance, and also to get a better idea of the range of the aircraft in autorotation. After a while, we flew towards Nottingham airport, and my instructor allowed me to approach and land, unaided. We then practiced engine off landings from the hover and hover taxi. The hover taxi engine failures are tough, and you really have to work hard with the pedals to keep the helicopter straight. After spending some time on this, we flew a couple of circuits, with my instructor giving me plenty of things to think about by forcing me to practice engine failures every few seconds!!!

It's all good practice, but I was disappointed when it was time to return, and I hadn't flown around on my own. Plenty more time for that, I'm sure. More autorotation practice on the way back to Costock, of course!
Flying time: 1.3 hours Total flying time: 28.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


3rd September 2001 Lesson 27 G-TINK

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The weather often does seem to dictate the activities of the day. Today it was breezy and with plenty of cloud around, so my instructor decided that we should do some advanced Autorotations. I started up before my instructor joined me. I took-off, and flew us to the east of East Midlands airspace, over Kinoulton and Hickling area.

My instructor pointed out a series of fields over which we would practise various different techniques for autorotation and decreasing or increasing the range. By increasing speed, you can get slightly further, but the rate of descent increases, too, so it isn't so pronounced. Also, by maintaining the RRPM at 90% (i.e. fairly low) then you gain a bit of lift, which increases the range even further. However, if the engine did fail, I really don't think I'd be worried about chasing the RRPM all the time! Nevertheless, still useful to know; it might mean the difference between clearing the hedge, or hitting it! We then progressed onto Autorotations with 360° turns, such that we autorotate onto an area which was below us when entering the autorotation. My instructor demonstrated, then I had a go. There was confusion over which field I was aiming for, and I managed to get into the one I thought I wanted, but my instructor had chosen a different one, so I was way off! My next attempt, we were in agreement on the field, I had turned, but not appreciated the downwind drift, so fell very short. One more go before we returned home, and I was better.

I flew the short distance back to Costock, and was impressed by my approach - it was very straight on, but I executed it really quite precisely, bringing us to the hover at the end of the Costock airfield, with a nice shallow approach. I hover taxied back to the parking area, and shut down.
Flying time: 0.9 hours Total flying time: 29.1 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


10th September 2001 Lesson 28 G-TINK

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I was given a pre-flight briefing which was really just a check of what I already knew - FREDA/FREDAST checks, HASEL checks, etc. etc. I checked over the aircraft, started up, my instructor joined me, and I flew to the north east to practice some Autorotations. Not the prettiest Autorotations I've ever done. We then joined the Nottingham 03 circuit, with a predominantly north by north west wind, which rather threw my approaches. I just couldn't seem to get them right today.

After flying several circuits, time was up, and so I flew back to Costock. And approached the Costock airfield faultlessly, wouldn't you know it!
Flying time: 1.1 hours Total flying time: 30.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


19th September 2001 Abandoned Lesson

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Summer's definitely been and gone. The heating was on at work today. And outside, it was dull, wet and miserable. Which was entirely forecast. For the last couple of weeks, I've been trying to get some time to sit some more exams. Given the forecast, I spent last night revising for Meteorology. I arrived with the full intention of taking the radiotelephony exam - I've been ready for that for a couple of weeks. First though, I was introduced to a new instructor at EMH, who supervised me today.

I settled down to the R/T exam, 30 minutes to answer 30 questions. I got 80% - and made some somewhat embarrassing errors where I simply hadn't read the question properly, or in the right context! Anyway, after the success there, I decided to spend 30 minutes more revising the meteorology paper. I took it (20 questions in 1 hour), and passed again with 80%! I thought it was a good paper, actually, and got some satisfaction of doing some working out! So that's three exams down, 4 to go. I purchased the Air Navigation book to have a go at next.
Flying time: 0.0 hours Total flying time: 30.2 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


26th September 2001 Lesson 29 G-TINK

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Today started very foggy in the East Midlands, my lesson was scheduled for 1030, but I had a call 45 minutes or so before, postponing it, but my instructor said he would call if he thought we could get a flight. The fog cleared around lunchtime, and we managed to get out at around 1300. My instructor had checked over the craft, so it was down to me to start up. I took off whilst in fairly close proximity to the fuel bowsers and LongRanger. Revered slightly, turned around, got clearance from ATC, and transitioned off towards Nottingham.

With a new instructor, I think some of today was really just about consolidation, and us finding out a bit about each other. I flew several circuits around Nottingham, each one I thought pretty good, given the inadvertent 16 day break I've had from flying! Then my instructor said that he was going to give me some autorotation practice, with that, I started making errors. A horrible transition, and being too restrictive when following him through on the controls. I practiced a couple of Autorotations - coming down to the airfield, flaring at around 50ft or so (which is much much closer than is comfortable, when you're approaching it in excess of 1500ft per minute!). After practising this a few times, we headed back to Costock.

After I shut down, my instructor said that generally my flying was good, and entry into autorotation was fine; I was given quick (de)briefing about why the helicopter is flared on entry to autorotation, and how and why rotor RPMs change with speed and direction changes. He suggested next time around, I should go solo again, and start building some solo time!
Flying time: 1.1 hours Total flying time: 31.3 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


3rd October 2001 Lesson 30 G-TINK

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Winds were up today, quite a fresh breeze, so my instructor decided we should do practice forced landings. I was given a full briefing about what to do - enter autorotation and turn into wind (aviate); select a landing site paying attention to Size, Surface, Slope, Shape and Surroundings (navigate); mayday calls (communicate); and shutdown procedures.

I started up, took off, and we flew south towards Leicester, for a change. We were working in the area between Melton Mowbray and Leicester. My instructor first demonstrated a 35 knot autorotation, then after climbing back up again, we started the first of several practice forced landings. Some I was flying downwind, some I was flying crosswind, some into wind. I thought I was good at selecting a fields, turning into wind. The bit I was generally forgetting was the mayday calls!

On the way back to Costock, my instructor invited me to call a PFL for him to deal with. Unfortunately, he was flying in such a way to make it difficult for me to make it difficult for him! Anyway, after that, I took control, and returned us to Costock. I felt particularly high on approach today, but I think the wind had a lot to do with that.
Flying time: 1.1 hours Total flying time: 32.4 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


10th October 2001 Lesson 31 G-CHIS

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The weather once again influenced today's lesson. We were using CHIS today, and my instructor had every intention of sending me solo, the weather first thing was quite bright, and fairly still! However, before we left, he commented on the wind, and would see what it was like at Leicester.

I flew us south towards Leicester airfield, and the cloud base was getting lower. We arrived, flew a circuit, and my instructor decided that the cloud and wind weren't really favourable to solo, so instead we covered precision transitions, and quick stops. The precision transition is where you transition, and climb to about 20 feet or so, and maintain about 40 knots. A quick way to cross an active runway. To stop, you simply follow the last bit of an ordinary approach. We flew a circuit to check the weather conditions. The cloud base hadn't really improved, and the wind was still fairly gusty. So, on to quick stops. A quick stop is as it sounds. To practise this, we performed a precision transition, climbed to nearer 30 ft at 40-50 knots. To stop, lower the lever, and flare the aircraft to maintain the height. Once stopped, feed the collective back in, whilst levelling out with the cyclic. My instructor demonstrated the first, and then invited me to have a go. Really, an exercise in co-ordination, and something that requires practise. My first few weren't terribly good - I kept sinking rather than maintaining the height; not flaring quickly enough! However, after a few times around, I started to get the hang of it. My instructor demonstrated a turn and flare quick stop, and flare and turn as well. There was enough time for me to have a go at a turn and flare, before we headed back to Costock.

I made a lovely approach to the Costock airfield, and hover taxied downwind back to the parking area. I turned the helicopter back into wind, and started over controlling the hover, so my instructor took control to land. The weather is starting to annoy me, as it forcing me to not go solo again. Grrr.
Flying time: 1.4 hours Total flying time: 33.8 hours
Of which Solo time: 0.0 hours Total Solo time: 0.4 hours


17th October 2001 Lesson 32 G-TINK

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FINALLY, today the weather was good enough for solo flight! (What? Mid-October, and the weather's good? Crumbs!) However, this week I had been feeling particularly unwell, but decided to go to Costock, and to see how I felt at the time, rather than cancelling way in advance. My instructor said that we would fly to Nottingham, and he would let me go solo. So, I checked over the helicopter, my instructor joined me, I started up, took off, called for clearance, and flew us to Nottingham.

Twice around a normal circuit, before my instructor gave me some autorotation practice. Three of those, then he got out, and let me fly around in circles for half an hour! I completed five circuits! All incident free. I had forgotten several things from last time; how different the helicopter feels without the weight of two people, and how quickly the helicopter climbs without the weight. I was at circuit height before even turning crosswind! On one approach, I forgot to put the carb. heat away, but on a misty damp day like today, I don't think that was a bad thing! On completing my penultimate circuit, I decided that I had just about had enough time to do one more, so quickly transitioned away again!

Alas, the thirty minutes was up, and time to collect my instructor from the apron outside the tower. He commented that I just sneaked a final circuit in with just 4-5 minutes to spare! I took off, and flew us back to Costock, making all the radio calls on the way. I felt particularly pleased with today's work, I seemed to be pretty much captain of the helicopter for just about all of the lesson, rather than just the solo half hour!
Flying time: 1.5 hours Total flying time: 35.3 hours
Of which Solo time: 0.5 hours Total Solo time: 0.9 hours


19th October 2001 Lesson 33 G-TINK

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Fog started the day (so much for weather forecasts!), but about an hour after I awoke, I thought the fog had lifted a fair bit! So, I drove down to EMH, and it did look fairly bright. The ATIS suggested visibility was about 6km, so we decided to uncover the aircraft, and check over it. My instructor called Nottingham airfield, to check on the weather. It was looking good, so off we went.

Once in the air, we were cruising at about 600ft or so, as the cloud appeared to be so low. Got to Nottingham, and flew around a circuit at about 500ft. My instructor suggested that perhaps solo circuits were out, due to the cloud. So, he let me go solo doing some low level work. We practised precision transitions, and quick stops some more. My instructor then left me to it for half an hour, and I flew backwards and forwards parallel to an inactive runway. Precision transition into the wind, and hover taxi back. Some spot turns, and landings and take-offs.

Half an hour was soon up, and I returned to the grass in front of the tower to pick my instructor up and flew back to Costock. The weather had closed in a little in the hour we were out, as we were flying back, my instructor commented that it looked particularly murky! I approached Costock, and came in very shallow, I don't think I adjusted for not having the height to lose. I thought my approach was pretty good, I transitioned and hover taxied back to the parking area, and landed. I felt I was a lot more confident with the helicopter today, I'm sure that confidence will continue to steadily grow as my solo time builds up some more!
Flying time: 1.3 hours Total flying time: 36.6 hours
Of which Solo time: 0.5 hours Total Solo time: 1.4 hours


24th October 2001 Lesson 34 G-TINK

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From now on, I think I have to get lucky with the weather. Today was a bright autumn day, and a moderate breeze blowing. Today was going to be a repeat of the last lesson. I had a discussion with my instructor about various different ratings on a licence (night, IMC, instrument rating, etc.) and about the remainder of my course. I checked over the helicopter, started up, and flew us to Nottingham.

With my instructor aboard, I made one circuit, and one autorotation as practice. I then dropped off my instructor outside the tower, and hover taxied back across the active runway and departed for five circuits (I think - I lost count!) I think my mind may have been elsewhere today - perhaps concentrating more on the bright weather, and looking around more than concentrating on the task in hand. I felt my flying wasn't terribly accurate, my speed wavering all over the place! Anyway, time was soon up, so I landed and waited for two planes to depart, before hover taxiing back to the tower to pick up my instructor.

I can't have been that bad, as my instructor didn't say anything. I flew us back to Costock, and parked the helicopter up. My instructor suggested that when I'm up to about five solo hours, we can move on to look at things like navigation! With the progress I've made in the last couple of weeks, I think I can just sense the possibility of a licence on the horizon!
Flying time: 1.4 hours Total flying time: 38.0 hours
Of which Solo time: 0.7 hours Total Solo time: 2.1 hours


31st October 2001 Lesson 35 G-TINK

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A windy and gusty day today, too windy for solo, so my instructor decided that we should go and do some steep turns. I had a full briefing on the different bank angles. 15 degrees, 30 degrees and 45 degrees. Generally, a turn would use a 15 degree angle of bank, but for tighter turns, one increases that angle. At the same time, more power is required to keep the helicopter in level flight, due to the amount of thrust used for turning. It seemed straightforward, so we went to have a go.

We flew to the south east, and my instructor demonstrated 15, 30 and 45 degree turns both right and left to allow me to see what they looked like. The Artificial Horizon (AH) was not working, so I had to rely on my instructor's feel for the angles. I had a go at the gentle 15 degree turns in either direction. All seemed straightforward, so progressed onto the 30 degree turns. These took more work, I found maintaining the speed quite difficult, and as a result my altitude was fluctuating all over the place. After a few attempts, I managed to control the speed much more accurately, so the power application was smoother, and the flight more level. My instructor did comment that in today's conditions, I had done quite well to only fluctuate by 50 feet or so! I had a couple of attempts at the 45 degree angle, and was generally successful. My instructor didn't feel it necessary to concentrate on 45 degrees for long, though.

We then moved onto autorotative steep turns. When turning in autorotation, the resultant effect is for the rotor RPM to increase, thus requiring application of collective pitch to arrest that acceleration. In effect, the actual operation of the controls is very similar. However, one thing that is very obvious to me, is that settling the autorotation (airspeed and rotor RPM) quickly is very important, as this gives you much more time to concentrate on the turns, and in the case of PFL, navigation and communication too! Anyway, our time was soon up, and we returned to Costock. My instructor was totally silent on the approach, and afterwards, commented that he was particularly impressed by it, as it was more or less perfect! All those solo circuits and precision transitions are paying dividends now!
Flying time: 1.2 hours Total flying time: 39.2 hours
Of which Solo time: 0.0 hours Total Solo time: 2.1 hours


1st November 2001 Lesson 36 G-TINK

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Okay, so perhaps I'm riding my luck with the weather a bit! What a difference a day makes. A fairly still day today, and the sky was pretty clear too. I knew there was a free slot this afternoon, and managed to find some free time, so called up, and sure enough, I could go and fly!

I arrived, my instructor had already checked over the aircraft, so after a quick coffee, he went to book us out, while I started the aircraft. We were somewhat against the clock today as sunset was around 5pm. Nottingham airfield has been closed for the last few days, as the fire appliance has broken down, so we were off to Leicester. We approached from the north, crossed the runway, and my instructor flew around a circuit with me. There was lots of other aircraft around, so the radio seemed fairly busy. I landed, and allowed my instructor to alight, backtracked slightly and set to work on flying 5 circuits solo. I had my work cut out today, trying to keep track of all the traffic around, and flying the new circuit, and the new scenery to look at!

Far too quickly, as is always the case, the agreed end time had arrived, the fuel was running out and the light was failing, I landed and picked up my instructor, and we set off for our return to Costock. Once I had settled into the cruise, the helicopter seemed particularly stable today, I even commented as much to my instructor! I think the comparatively light wind conditions helped immensely! I made another good approach to Costock - although I thought I was a bit high and steep at the end, my instructor didn't seem to think so. Parked up on the concrete apron, and shutdown. Another 0.6 hours solo - a couple more weeks, and I'll be navigating! Eek!
Flying time: 1.3 hours Total flying time: 40.5 hours
Of which Solo time: 0.6 hours Total Solo time: 2.7 hours


7th November 2001 Lesson 37 G-TINK

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Today's weather looked poor, but on closer examination, wasn't too bad. The cloud base was quite high, a bit of drizzle/light rain in the air, but not too prohibitive. I arrived at Costock, and it was raining, so I poured myself a coffee, and sat down with my instructor, and had a quick chat about navigation. We very briefly planned a leg of a journey to Leicester airfield, just to reinforce what I had read about in the book.

Eventually, it brightened up a little, and we flew off to Nottingham. I could see my instructor looking at fields out of the corner of my eye, and was half expecting a PFL, however, it didn't materialise, and I smoothly(ish) approached and landed at Nottingham. I hover taxied over to the triangle, and my instructor disembarked. I took off on my own, and transitioned into the circuit. All was good, turned crosswind, and noticed my speed was slightly low, turned onto the downwind leg, and checked the speed again, which had almost completely gone. All very strange, the wind was blowing me, and I was out of balance, whilst I concentrated on that, I climbed to over 1000ft! After that somewhat scary moment, everything else settled down, and I flew 4 solo circuits before the time ran out. I felt they weren't perfect, in fact quite twitchy a lot of the time, but all safe, I think.

I picked up my instructor again, and flew us back to Costock. Again, I was fully expecting some PFL on the way, but again, it didn't happen. Perhaps because I was too aware of it happening! I also noticed today, that I don't think my instructor touched the controls once during the lesson.
Flying time: 1.1 hours Total flying time: 41.6 hours
Of which Solo time: 0.7 hours Total Solo time: 3.4 hours


9th November 2001 Lesson 38 G-TINK

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The north wind doth blow, and the temperature doth plummet! A northerly wind blowing some very clear air in, today - one of those cold, crisp and clear wintry days that I adore! Fortunately, the wind wasn't as strong as forecast, so the weather was ideal for solo.

Usual thing then, started up, took off, flew to Nottingham. My instructor did spring a PFL on me on the way, today, and I thought I coped fairly well! I joined Nottingham, lovely approach, and landed. My instructor then went around a circuit with me, before I dropped him off. I felt much happier with the helicopter today, everything seemed a lot smoother than Wednesday. I flew six circuits in total. As I transitioned away on the third circuit, my adrenaline started pumping hard. I looked up, and a rather clueless seagull must have been only a few feet from the rotor disc! I was really expecting to hear a thonking great bang as it got induced through the rotor disc - somewhat fortunately, it must have been able to fly away, as no such bang occurred. The rest of that circuit was a little jumpy!

Another 0.8 hours solo was up, so picked up my instructor and flew back to Costock. I actually commented to my instructor on the way back, that he had a cool job where he is doing nothing when his students reach a similar stage to me - apparently, when I'm flying around Nottingham airfield solo, there is really nothing for instructors to see or do there, it must be very boring!
Flying time: 1.2 hours Total flying time: 42.8 hours
Of which Solo time: 0.8 hours Total Solo time: 4.2 hours


14th November 2001 Lesson 39 G-TINK

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Another bitingly cold day, today, and when I arrived at Costock, it was very bright and clear and only a couple of knots of northerly wind. Ideal weather for more solo - so that's what it was to be. No real briefing necessary, I started up, and flew my instructor to Nottingham and dropped him off for an hour while I flew in circles around the airfield!

I made a conscious effort today, to try and practice my landings - I think that's one of the more nervous things about my flying, so practice would do me good. So, after each circuit, I landed. Quite an uneventful hour, actually, it's difficult to know what to write; a dark cloud passed over head at one point, and deposited a few spots of drizzle on the windshield, but nothing to worry about. I was in the circuit with one plane, and we were pretty much opposite each other, so wasn't a big problem.

The clock ticked around to the time that I had agreed to pick up my instructor, so I did so, and flew back to Costock. Now I've reached the 5 hour solo mark, tomorrow (weather dependant) I should be flying my first navigation exercise, so I have to plan the trip before then.
Flying time: 1.4 hours Total flying time: 44.2 hours
Of which Solo time: 1.0 hours Total Solo time: 5.2 hours


15th November 2001 Lesson 40 G-TINK

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Today seemed to be a similar day to yesterday, weather wise, so I was surprised to see the East Midlands METAR reading only 8km visibility. I had planned my trip from Costock to Costock via Melton Mowbray and Leicester, so when I got to Costock, my instructor went through putting the wind correction angles onto the flight plan with me. Again, today's wind was pretty much negligible, but a slight breeze meant we could incorporate it into the planning as a useful exercise.

I asked my instructor to do many of the radio calls, as lots of it was new to me. We took off and headed for our start point of Wymeswold (disused airfield). We started the clock, and I set roughly the heading we had planned. It was very murky and misty, and the horizontal visibility was really quite poor. I would have preferred to have a very clear day, so I could see more of the surroundings to work out where I was more easily. That said, for a first Nav Ex, I think that a misty day has probably showed me one of the fundamental points of navigation - trust the headings and times, it'll be roughly right! At one point, I simply couldn't see where we were, but I followed the heading, and sure enough, at the calculated time, Melton's disused airfield came into view. My instructor then showed me how to make the "teardrop" turn over the airfield, so that you can start the clock when you are over the point, heading on the desired track.

The rest of the journey was much the same, we headed south towards Leicester, and climbed so that we would turn in the Leicester overhead at 1500 feet. After which I set course back for Costock. My instructor had spotted Wymeswold airfield long before I did, in fact, I had a bit of trouble finding Costock in the mist - I had become slightly disoriented, and was looking in the wrong place!
Flying time: 0.8 hours Total flying time: 45.0 hours
Of which Solo time: 0.0 hours Total Solo time: 5.2 hours


23rd November 2001 Lesson 41 G-TINK

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Today's weather was cold and fairly clear, so today would be more navigation exercises. My instructor identified two places to route via, and I planned the NavEx - Nottingham to Nottingham via Bottesford (disused) and Melton Mowbray (disused). The wind was negligible, but my instructor said to use 10 knots - really that only made a couple of degrees difference to the headings, and for a comparatively short trip, probably doesn't alter the track too much. Obviously if it were a longer trip, a couple of degrees error would make a lot of difference.

We took off, and flew the route - first flying to Nottingham, then turning through the overhead to set our course for Bottesford. The weather was so different to last week - today, I could see several miles ahead, and it made all the difference to my general sense of direction! Over Bottesford, we turned for Melton, setting on the next leg of the journey. It was all largely uneventful - which in aviation, I think is a good thing! My speed was a little erratic, which throws the timings out - I guess as long as I'm aware that I'm travelling faster or slower, then I can guess when the next landmark will appear. Over Melton Mowbray, we turned a 'teardrop' and set our return course for Nottingham.

We duly arrived overhead, and then headed back for Costock. My instructor said that if the weather later this afternoon was still as good, then he would send me solo to fly the course!
Flying time: 1.0 hours Total flying time: 46.0 hours
Of which Solo time: 0.0 hours Total Solo time: 5.2 hours


23rd November 2001 Lesson 42 G-TINK - FIRST SOLO NAVEX

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Well, the weather deteriorated, but not by much. There was more cloud, but it's base was still the same, and some hints of rain in the air. So, without much briefing my instructor said he would be happy for me to fly the NavEx solo!

Off to Nottingham first, where I casually deposited my instructor on the airfield, then took off into the circuit and departed to the east trying my best to ensure I was on track! Fortunately, after flying the route earlier, and knowing the road network fairly well, it all seemed easy and straightforward! When I got to Bottesford, it was raining, and it affected visibility such that I couldn't see the transmitter mast at Waltham (north of Melton Mowbray) that I had used as my navigation guide earlier. However, I duly set the course, and after straying left slightly, the transmitter appeared out of the gloom, and confirmed my track was good! A turn over Melton Mowbray, and a call to East Midlands Approach to transit their zone for my return to Nottingham. Again, the road network proved particularly helpful, as a large part of my track was around the A606. Sure enough, Nottingham airfield came into view, and I approached and landed on the triangle and picked up my instructor.

Back to Costock in some light rain, and parked up for the day! Afterwards, my instructor invited me on some night flying he was needing to do for his ATPL licence, and wanted some company. I won't be able to log the time, but I think it will be a valuable experience in flying, and it would be nice to see the area I'm flying around at night!
Flying time: 1.1 hours Total flying time: 47.1 hours
Of which Solo time: 0.7 hours Total Solo time: 5.9 hours


go to part 3 of the 60 lesson diary