MEMBERS ARTICLES

MEMBERS ARTICLES

 

To Alderney for bacon and brie, and back!

Another ramble from an “oldie” pilot!!

On Friday, 18 August, 2 Cherokees, 2 Tomahawks and a Europa departed Swansea for Alderney, causing a little bemusement with the various service providers we used on the way! (A day out boys??? – we got at one point!!)

There was interesting pre-planning for this trip which was mostly overwater, and required the filing of flight plans (not unusual), and filing of a GAR (General Aviation Report) with the Alderney Authorities (perhaps more so!). We were greatly endebted to Rhys who sorted most of the paperwork and collective PPR out the day before.

I arrive at Fairwood to find all the planes going lined up in front of the Club House fuelled and prepared – thanks to Derek. A brief chat with Derek, Dave and Rhys, and it was completing checks and off we go!

A tad gloupy over the Bristol Channel, but we clawed up to 4000 feet and were coasting at Lynton in no time. We were on course direct to Torbay VOR and the larger Channel! We used London Information after Swansea (others used Cardiff Radar), who handed us over to Exeter Radar plus their squawk. We were to stay with Exeter until well over the English Channel. We coasted out at Torbay, and set course for Skery Reporting Point – this the start of 76 nm over water to Alderney.

The big Channel was particularly murky, with indistinct horizon, but then, we had an artificial one, and good views of water!! The abiding impression was just how busy the Channel was with shipping. Rarely on the crossing could we see less than 2 or 3 ships! That was mildly re-assuring, and we also had the chitty chatty of a few of the other Swansea aircraft to listen to!!!

Just before Skery, we transfer to Jersey Zone, who gave us their squawk and radar service into Alderney, and confirm our Special VFR.

After more ship spotting, a small, indeterminate shape forms up in the gloom on our misty horizon. Like the seven veils being removed, this eventually reveals itself to be Alderney! Within 10 miles we were passed to Guernsey Approach who control all approaches to Guernsey and Alderney, only going to Alderney Tower effectively for the circuit!

We spotted Casquets Lighthouse VRP, and commenced our gentle descent to join for runway 26. We had expected 26L from the AIS, but were given 26R – a lesson to be ready for constant changes and take what we are told not what we assumed!!

Arriving at the coast, downwind for 26R would have taken us right over the only town St Anne’s, so we stayed seaward, in a wide downwind. Only now were we passed to Alderney Tower, before turning base, and lining up for 26 landing – all looks good – and down! Russ and I are the first in – a record we established at Scillies earlier in the year – must work to keep that record intact!!!

We were directed to the grass parking area, where a nice Frenchman was having his Warrior refuelled from the bowser, so we commandeered the bowser driver and got BOMO refuelled immediately after switch off.

We walked across to the diminutive terminal, past the inevitable Aurigny Trilander (just before we took off there were no fewer than 3 on the apron!!). We “signed in” and awaited our colleagues arriving at about 5 minute intervals, before trooping off into St Anne’s. No where is “far” in Alderney! The whole island is about 6 times as long as the main runway!!

Another aviation impression – every other Trilander taking off was freight only, with one pilot. Air must account for practically all transport here, both passenger and freight.

Four of our companions (in one of the Cherokees) were staying overnight, so they dropped their bags off at their B & B. Fortuitously, just opposite was a commodious pavement café, to which we all repaired for refreshment. This is where my bacon and brie baguette and pot of tea came in!!! After a convivial lunch, with good company and some tall (and the odd weird!) stories, we decided to explore further in groups.

Russ and I took the scenic route back around the coast to the airfield, taking in, in that short distance, 4 forts and numerous old WW2 fortifications. It was very warm and sunny, and we began to wish (being delicate flowers) that we had brought our hats with us!!! I was admonished when back home for getting sunburnt!!!! The views from the cliff tops were spectacular and Guernsey could be easily seen, along with numerous ships in the very busy shipping waters.

The other impression of the flight out was just how quickly 140 odd nm’s disappear when you are enjoying yourselves! I hour 40 minutes Swansea to Alderney – can’t imagine what the time for alternate travel would be – not much change out of a day, I guess?

Back at Alderney Airport, checking out with the nice ex-Liverpudlian security man, and with ATC, out to the plane and pre-flight checks, and we started up for our return flight. Take off uneventful – still 26R – and set course for Skery. Jersey Zone restricted us to 2000feet, well below our intended height, but we dutifully complied, and climbed to 4500 after 50 degrees N.

Coasting out at Torbay Head, now back with Exeter Radar, we had to engage in a bit of cloud dodging over South Devon to maintain height, but all well within VFC. “Spotted” Exeter Airport as we passed west of Exeter, after which the cloud cover was higher and we were fine over to the Bristol Channel, coasting out again over Lynton, with a direct line to Swansea, which we “banana-ed” towards Porthcawl and Port Talbot a bit, due to poorer visibility to the west. Arrived at FH 1 hour 50 minutes after leaving Alderney.

An excellent day’s flying again, thanks to Cambrian and Derek. Roll on the next trip.

And – oh yes – I slept well that night!!!!

Musings of an older Cambrian aviator!!!!

Story by Denys Morgan - PPL 

 

 

Impressions of an “Oldie” from Isles of Scilly to Swansea!

After flying out to St Mary’s on Friday 8^th April 2011, and spending a convivial lunchtime in Hugh Town overlooking the harbour, it was time to tramp back to the Airport for our return trip. The gentle uphill walk – past Harold Wilson’s old place and the churchyard where he now resides - St Mary’s Airfield is on the cliff tops, was fascinating. Our first view of the airfield was of a Skybus Twin Otter seemingly parked on top of the hill, on the skyline! Have we really got to climb up there? We also marvelled how the half grass, half concrete 09 runway (the one we were to use), seemed to start half way down the hill, climb up to the top and disappear in its concrete form over the skyline!

A brief visit to the tower to pay our dues, and we were preparing for departure. We abstracted a few tips from the nice man in the tower about how to line up and tackle the steep rolling climb up the first part of the runway! Walk around checks, and set everything up, and then start up. I waited whilst the hourly Penzance helicopter set down and taxied in. The pilot gave a cheery thank you wave as I had been asked to hold station until he taxied in, but then, don’t we always do what ATC say?

I was cleared to taxi to the 09 threshhold, around the still rotating Sea King (it doesn’t shut down at St Mary’s), around the apron to engine checks point. “Just locate between the threshold lights”, the nice man had said “there is more room than there seems from here”! We did, and there was!

Engine checks completed, instruments set, one stage of flaps selected, and straining against the brakes, we were off! The forward view is daunting! You can see the grass half of the runway, the first plateau (bump) the nice man had told us about (“it will get better from there”!), the geotextile transition area from grass to concrete and the first few metres only of the concrete half of the runway was visible as we rolled. (“when you get to the top, you still have the thick end of 200 metres”, he had said!!!)

God! Won’t this Tomahawk go any faster up hill, as I could not get beyond 40 knots! Then the plateau (bump!) arrived and indeed things did pick up! I rattled across the transition geotextile onto the concrete bit – getting there - but still not quite ready for take off! Reached the top, and for the first time I could see the end of the runway – well that’s OK, then!!  Not far past the crest I was just fast enough for  flapped take off, and we were airborne. Not that much of the runway left, though, and the rocks and sea were ready to intervene if I had got it badly wrong!

OK - now that’s done, let’s forget all about that, and concentrate intently on the departing Penzance Sea King and two other aircraft in the transit corridor, as we set course for Land’s End, at my planned 3000 feet. Told to report 18 nm out, I duly did (good these GPS’s aren’t they??!!)  and I was handed over to Land’s End (St Just), who stayed with me until St Ives’s, handing me over to Newquay, who gave us a squawk, and advice about two parallel tracked planes.

I had settled for an “off the coast” route pointing more or less directly at Swansea, so settled down to some quiet “anorakking” i.e. airfield spotting! This coast is great for that activity! First, there is St Just, then a distant view (it was a great day for visibility) of Bodmin, then Portreath, still remarkably intact, then Perranporth, an active GA airfield (as we discovered when passing!), then Newquay, covered by a little lens of cloud, so I couldn’t see it all, with attendant St Eval and St Merryn (how ever did they get three wartime airfields so close together!!!). I then begin to see the sun reflecting on the many aerials at Bude, located on the former RAF Cleave, just to the right of my intended track.  As we get towards them, Lundy hoves into view. We are at 4,500 feet – are they serious when they say you really can land on that overgrown supertanker??

Hartland Point, and visibility is such we can clearly see Port Talbot in all its glory, and the detail of the Gower Peninsula – can even pick out good old FH from Woolacombe – never done that before! Just before crossing the Gower coast near Oxwich, having reported my presence to Swansea, we are pipped by the PA28 who has been stalking us from around Tintagel (he went further inland than me!). I don’t know, put a new engine into a PA28 and they think it is a greyhound!!!

I settle down to join the circuit, “contact one in front”, and set down  on 22R after 100 most enjoyable minutes. A brilliant day away, thanks to Derek and the Club. When is the next trip, guys???

Story by Denys Morgan - PPL

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Learning to Fly

Congratulations to Leia Fee who qualified for her ppl by passing the skills test on 16th July in G-BNHG.

Since qualifying she has been checked out on our four-seat Cessna 172 G-ASWL and has since taken her family in the

aircraft on a camping holiday to Devon.

Whilst learning to fly, Leia kept a diary of all the lessons which she posted on herwebsite 'Diary of a PPL Student' Follow

her progress below:

Diary of a PPL Student  by Leia Fee

Particular thanks are due to many people, including:

Everyone at the Cambrian Flying Club, especially Derek for the endless lifts to and from the railways station, the instructors,

who not only patiently put up with my cack-handedness but also my wurbling about it to the world at large.

The various forumites populating Flyer and UKGA for constant encouragement, in particular those who I daren't name for

fear of missing someone who took me flying, and continue to give so generously of their time and their aeroplanes to

encourage other students.

Part 3: Going Places
Learning to fly to somewhere, ongoing battles with weather, and eventually - the pay off!

 

 

 

Leia Fee (checked shirt) & other members of Cambrian Flying Club on a fly-out to Inis Mor in Ireland, Where a great time

was had by all.

 

 

DISABLILITY ARTICLE by Peter Bishop Your Age and Disability need not be a barrier to learning to flying I woke up one morning earlier this summer, three months short of my 62nd birthday to be precise and decided to fulfil a life long ambition, to learn to fly. ( a brain storm I'm thinking ) Over the next few weeks or so I contacted various agencies and clubs, the BDFA being one of the first and made the usual general enquiries as to the cost etc, and to find out if I would have any trouble with my disability. I have rheumatoid arthritis and didn't know if my two replacement knees, and bent fingers would inhibit me in any way from getting into and out of the cockpit or handling the controls. The replies I received from every source were very positive and full of encouragement. The following Saturday I ventured off to  The Cambrian Flying Club determined to get things moving.  On arrival I was soon put at ease and made welcome by Derek Clyde the owner. Everything was explained to me in  great detail, and a trial flight was booked for the following Sunday. I was given a medical form, which during the week I had to get my GP to sign, as to my fitness to fly. ( it didn't cover mental competency) A week later the long awaited day dawned and after a hearty breakfast I set off for the airfield. On my arrival I was introduced to Karl who was to become my instructor,. He went over the basics of the flight with me and introduced me to the Tomahawk P38, this would be my training machine for the duration of my PPL course. I was time to get started and after carrying out the exterior flight checks on G-LNSB It was time to find out if my 6ft 4in arthritic fingers bionic knees could be teased into such a small cockpit, but once I was shown were to hold onto and how to ease myself in it became quite roomy and comfortable once strapped into the left hand seat. Karl then went over the pre flight checklists with me and before I new it the engine was ticking over nicely. He called for taxi clearance instructions and we were soon moving out onto the apron. Stopping short of the yellow lines, nose into wind for more pre-flight checks, those done we asked for and were given our instructions for departure. We crossed the yellow lines turned right onto runway 22 and back tracked to the far end, Karl turned the Tomahawk left 180deg onto the threshold, one last set of checks, one more r/t call, full throttle and we were rolling, the ground speed picking up with each yard, 40kts 50kts 60kts a very gentle rotation of the yoke and we were airborne. I had like most people flown thousands of miles in big jets around the world, but you never forget that first foray into the air behind the controls of a light aircraft as I'm sure you will all know, it's a memory that will stay with me for life, and the best way to travel. At 500ft we banked gently to the left (port) and continued to climb to 1000ft by this time we could see the Gower Peninsular below to our right, with it's long sandy beaches and green rolling fields. We levelled off at 1000ft and I was instructed to take control of the yoke and found that I was actually flying the plane, it was surprisingly smooth and responsive, not at all how I had imagined. We spent the next 45 minutes cruising around carrying out various manoeuvres, getting the feel of the controls, and not to forget the almost mandatory pass over my house just along the coast. But It seemed that no sooner were we up than we must return to the ground. I was amazed how much time I was given to fly the plane and with my instructors help was able to line it up ( well nearly ) for the landing approach, I got us to about 100ft and I remember thinking " Karl, I hope your going to take over soon" , but he did and we made a smooth landing on runway 22. Something I've been trying to emulate ever since. From that moment I was hooked, and determined to make further bookings for more lessons in the weeks to come. Back on the ground I got my first "Pilots log book" filled in signed and ready for my next entry the following week. That was all back in May 06. I studied hard during that time for my first exam, passed "Air law " in July, and on a Sunday morning in August a week after my 62nd birthday on a nice calm morning having done three touch and goes with my instructor, I was sent off on my first solo flight, around the circuit. It's a one off experience your first solo, you're on your own, you have to do it all for yourself with no instructor advising you. I enjoyed the freedom and thrill off that first flight and each time I repeat it now I still get that same buzz. I made a safe if not perfect landing, this was to be first of many dozens to come. When I landed Karl came out and met me to congratulate me as did everyone I met for several days after. It wasn't until I got in the club house after landing that the nerves kicked in and I found myself shaking as the adrenalin wore off and the coffee took over, and I was gabbering away about the flight. I still go over that first solo reliving it in detail as the days and weeks pass, thanks to Karl my instructor, Derek and my fellow club members for their encouragement and G-LNSB for the privilege. Since then I have found studying for more of the exams on my own hard going, so in September I elected to spend a week at a ground training school, which was very hard work, but interesting and rewarding and I came home having passed 5 more of the CAA exams. I am building up more solo time now ( and landings ) and look forward to leaving the circuit soon for more advanced training in the months ahead. I wish with hind sight I had started flying years ago, but time and money were not available in those days so I aim to enjoy my flying now, and as my next goal it would be great if I could complete my PPL training by my 63rd birthday in 2007. I hope my experience will inspire other disabled people to give flying a try, you don't know what you can do until you try. Find a local Flying club with people like Derek and Karl and you will always be sure that someone will be around to help you fulfil that dream, to experience the step learning curve the thrill and freedom that you can only get from flying. And not to forget the new friends you make along the way who do help and encourage you every step along the way. Peter Bishop ( NPPL Student 2006)   Peter Bishop achieved his 1st Solo on Sunday 20th August & passed his NPPL skills test on 4th September 2007

NEVER TOO OLD - Eric Lamborn

 

Retired head teacher Eric Lamborn has proved you’re never too old to learn.  At 79 he qualified for his PPL with Cambrian Flying Club 

Eric from Port Talbot, is no stranger to flying, however, having originally earned his ‘wings’ with the RAF Reserves.

 His love of flying was fostered in 1943 when he trained as a teacher at Trinity College, Carmarthen and became

a member of the University’s Air Squadron, flying Tiger Moths out of Pembrey Airfield, and later piloting

Spitfires and early jets.

Things have changed quite a bit since then, he says,  “In the old days it was ‘light the fires, kick the tyres and buzz off’. 

You had a map and flew along railway lines and if you got lost, you came down to look at the names of the stations. 

It’s more complicated these days.  In our day you didn’t have GPS!” 

 

 

Club Member Eric has appeared on BBC Wales Today and on BBC Radio Wales and has  been featured in

Today’s Pilot Magazine