Caernarfon-Blackpool-Sherburn-Caernarfon

Tuesday, 16th March

Tuesday's weather proved to be excellent. We'd decided that Blackpool and Sherburn-In-Elmet were today's destinations reached by predictably direct routings. I planned the flight including the charts, performance and the mass and balance calculations; the latter are essential on the Bulldog, which has only a four inch centre of gravity envelope!

We elected to fly up the Menai Strait to Prestatyn and then direct to Blackpool at 1500 feet. During the week when RAF Valley are operational the transit height in the Strait is 1500 feet. This would also keep us below Liverpool's controlled airspace although we both knew that if we did have to climb obtaining a clearance to cross the Liverpool's airspace would be no problem: Phil and I have both done it many times before.

Departing Caernarfon at 1045 we followed the Menai Strait to Puffin Island in the morning sunshine. As is usual at low-level near the Great Orme's Head we arranged what we would do if lost communications with Valley, because communications with them can sometimes be difficult in this area. Very soon we had Prestatyn in sight and were passing Rhyl, so we said goodbye to Valley Radar and established contact with Liverpool Radar. We did not need to speak to Liverpool for long; just long enough to confirm our routing and that we'd be remaining clear of controlled airspace. Once Liverpool were aware of us and our intention to pass beneath their zone and remain clear of Woodvale airfield, they were happy to release us to Warton Radar whose military airspace (MATZ) we would need to cross to reach Blackpool.

In between times we picked up the Blackpool automated terminal information service (ATIS), which describes important details about the current weather and operational information about the airfield. With only one radio on the Bulldog things were happening quickly. Within the space of a minute, we'd said goodbye to Liverpool, tuned and copied the Blackpool ATIS, and now we asked Warton for permission to cross their airspace.

The view out to sea was spectacular and the Isle of Man was just visible even from our relatively low altitude. We also passed the large offshore wind farm and an oil rig which lies about 10 miles off the Southport coast.

Warton were happy with our plan to transit their airspace and suggested that with only 10 miles to run to our destination we should call Blackpool Approach as Blackpool were quite busy. On initial contact with Blackpool Approach we were immediately advised that if we had the field in sight we should contact the Tower controller for our joining instructions and that we should expect runway 28 for landing. We responded that we did indeed have the field in sight, and that we would change to the Tower frequency.

We duly contacted the Tower controller and, slightly unusually, we were instructed to climb to 2000 feet and take up an orbit in the Blackpool overhead, ready for an overhead join for runway 28. We reported "climbing 2000 feet, orbit in the overhead with right turns". We orbited right because this was the circuit direction and meant that should a window open in the traffic pattern we could slot directly into the downwind leg.

We were aware that the controller was very busy, he barely had time to pause for breath between calls. He instructed an aircraft to orbit at "the tall tower" which is the phrase used by Blackpool controllers to instruct aircraft to orbit at Blackpool Tower. There have been instances of aircraft that were told to orbit at Blackpool Tower proceeding directly to the airfield and orbiting at the Blackpool Airport control tower, and this is why the phrase "tall tower" is now used.

After we'd completed about five orbits, Phil and I began to wonder if there was ever going to be a gap that we could get into to land. An almost continuous stream of earlier arrivals, interspersed with the odd departure, meant that we were staying above the airfield for a few minutes more. Then, as we were facing downwind came the call: "G-DS from present position descend into the downwind for runway 28, level at 1000 feet by the end of the runway, you're number two for runway 28 following the Cessna short final". By this time Phil had the Cessna in sight and we were descending quickly to meet the 1000 feet restriction. At 1000 feet I levelled the aircraft to fly the remainder of the downwind leg, although very soon I was descending again on the base leg. The first stage of flap was selected and I made the necessary trim change. We were now 90 knots on base leg, and I made time for a quick glance up the approach to double check all was clear. Upon turning final I asked Phil for the second (landing) stage of flaps, and he flicked the switch. The flaps, which are electric on the Bulldog, ran to the down position and we confirmed they'd deployed symmetrically. With the second stage of flap the trim change is quite significant in the Bulldog, and adding some power also helps. With the second stage set, and the speed pegged at 80 knots I made the final landing checks: mixture fully rich, propeller fully fine, flaps set and clearance received.

At 1140 we landed on runway 28 and followed the marshaller to our parking area. Unfortunately the batteries in Phil's noise reduction headset had failed during the flight, and so we left the airport, after paying the fees, to find a replacement. Fortunately a friendly local shop had just the battery we needed and a short walk in Blackpool was nice to stretch our legs. After getting back to the airport, we reviewed the weather situation, and decided that Blackpool to Sherburn via the Pole Hill VOR radio aid was the smart choice of routing.

Unfortunately the delays at Blackpool were far from over. Having been approved to start we requested taxi clearance. We were told to standby, and were unable to taxi for quite a long time due to other traffic taxiing. I admitted to Phil that I was a little disappointed in the controller. We had started promptly on receiving our start clearance and then been unable to taxi due to traffic that was known about before we started. I felt that our start should not have been approved until such a time as we could be cleared to taxi without such a long delay: it seems I was thinking commercially as Phil had always taught me. After about eight minutes I reminded the controller that we were ready to go with an unintentionally snappy "G-DS taxi", and the taxi clearance, albeit to an intermediate holding point, was approved. Of course it was likely that because Blackpool radar is understaffed they had to handle instrument flight rules (IFR) traffic procedurally. This always causes delays to visual flight rules (VFR) traffic as the controllers have to apply time-based separation, and this is usually ten minutes. Whatever the reasons for the delay, at least we were moving now.

At the intermediate hold we were again delayed due to traffic taxiing inbound. The cockpit was now getting very warm with the sun shining on the glass and no airflow through the cooling ducts. Phil and I simultaneously reached for the canopy release handle open the canopy an inch or so and let in some cooler air. At the same time we were discussing the small group of photographers who'd gathered on the airport boundary and were snapping pictures of the Bulldog with their cameras, all of which seemed to be outfitted with enormous telephoto lenses!

We now received further clearance to the runway 25 holding point where we would complete the power checks. Whilst moving to the holding point we gave a wave to the photographers through the slightly ajar canopy.

We lined up on runway 25 for a short field takeoff. Full power with the aircraft held on the brakes followed by a rapid acceleration down the runway to the 60 knots we needed to get airborne. After lifting the Bulldog off the ground I maintained a level attitude to accelerate to the best angle of climb speed and we were quickly over the sea climbing through 300 feet. I elected to not set climb power until I was in the turn back towards the coast to ensure we gained the maximum height in case of an engine failure over the sea. On turning back towards the coast I set the manifold pressure to 25 inches of mercury and the propeller RPM to 2500 and settled into the climb: this time to 3000 feet.

As we continued East we passed the Springfields nuclear fuel manufacturing plant where I had worked before returning to Leeds University two years ago. This was the first time I've had the opportunity to see Springfields from the air and my memories of the functions of the various buildings on the site came flooding back to me.

We were now flying towards the higher ground of the Pennines and had decided to work Leeds Radar as we approached Pole Hill. I asked Leeds for a transit of their controlled airspace from Pole Hill direct to Sherburn, which was duly approved at 3000 feet on the Leeds pressure setting.

Shortly after entering the zone the controller informed us that we were now receiving a radar control service and that she was about to release a departure from runway 14 at Leeds-Bradford to climb towards and above us. After the other aircraft departed and made contact with the radar controller, she also passed traffic information to them: "KLM1496 you may see traffic in the climbout, it's a Bulldog at 3000 feet over the city and under my control". The KLM crew acknowledged this and advised the controller that their traffic collision avoidance system (TCAS) was showing our position and that they were clear of us.

As we passed over Leeds city centre I looked for the distinctive outline of Parkinson Tower, one of the main buildings of Leeds University. From there I was able to find the building that I work in, and was almost able to follow the road plan of my journey from the railway station to work. Having had Ferrybridge power station's steam plume in my gaze for some time now, I glimpsed the first sight of the Sherburn industrial estate through the slightly hazy atmosphere.

We were just emerging from the Leeds control zone so I informed the controller that we would be changing to Church Fenton. At this point I also handed control over to Phil for the approach and landing as we had agreed in our briefing at Blackpool. I have landed at Sherburn many times, and Phil relatively few, so we'd agreed that he would handle the approach landing. I reported to Church Fenton that we were departing the Leeds zone inbound to Sherburn and that I had Sherburn in sight. Fenton were happy for us to join the Sherburn circuit and I immediately contacted Sherburn to get the latest airfield information. Runway 11 tarmac was in use, and so Phil set up for the appropriate overhead join in readiness for me to talk him through the noise abatement circuit.

Phil was inch perfect with the circuit and landed on runway 11 near to the threshold. We rolled out to the first turning, where a Cessna 172 seemed a little uncertain of his position. He appeared to turn left towards runway 29 and then went straight ahead for a little while. Having seen this I quickly said "stop, stop" to Phil so as to avoid a head-on situation if the Cessna didn't make the turn onto the taxiway that I expected he would. Fortunately, he did turn towards the runway 11 hold and so we vacated left towards the fuel bay both desperately in need of food.

Having had a jacket potato and talked to several people on the airfield who were mainly asking questions about the Bulldog and it's history, Phil and I were ready for our flight back to Caernarfon. We were routing to the South to the Trent VOR, and then West past Snowdon to Caernarfon. First however, I had promised my parents a fly-by so we routed towards Wakefield to honour the agreement. I found the house straight away using the Wakefield Trinity rugby ground as a reference. With a few orbits of the house and wing wave completed we set out heading for the Trent VOR at 3000 feet. Now later afternoon the sun was low in the sky and making the visibility in the haze even worse. We could still see where we were however, and we had the VOR needles centred as we proceeded South tracking to the Trent VOR radio aid. We flew past Chatsworth House and in doing so visited our second stately home in as many days having flown over Blenheim the day before.

Exactly on time, and by now talking to East Midlands Radar, we turned at the Trent for Snowdon, and also took a little time to admire Carsington Water, which is a very prominent landmark near to the Trent VOR. We also looked for the Trent VOR itself but we could not see it at first. Then, as we turned, we just caught a glimpse of it on the left hand side of the aircraft.

Passing abeam Stoke-On-Trent East Midlands informed us that we were passing out of their area and that we were free to change radio frequency if we wished. We accepted the offer and had elected to call Hawarden Radar for their usually excellent service. We had observed in the notices to airmen (NOTAMs) that Hawarden Radar was operating irregular hours due to staff shortages, and unfortunately there was no reply to our calls. London information was a possibility, but did we have any better options? We elected instead for Shawbury Zone but this presented a problem. Both Phil and I were working from the CAA Northern area chart, which does not contain the radio frequencies for Shawbury. The Southern charts were in the baggage compartment, so with Phil temporarily in control, I unlatched my shoulder straps and shuffled myself into a position where I could reach a Southern chart. The Shawbury frequency was located, dialled into the radio, and the controller promptly informed of our identity, location and intentions. As always, Shawbury provided a valuable service as we transited the Welsh countryside towards Snowdon. We were now clear of all controlled airspace and able to climb to FL65 to transit the Snowdonian mountain range.

In the climb we looked for the disused airfield at Wrexham, which is marked on the chart but neither of us had ever seen. It's quite a difficult to spot, mainly because a trading estate has been built over it, but there are a few clues with dirt patches that look like the ends of runways and the odd taxiway partly visible outside the estate boundaries.

Upon passing Wrexham we flew towards Llyn Brenig, a large lake South of Denbigh. The sun was catching the water in the most sublime way and the opportunity of a photograph could not be missed. The scenery was amazing in the setting sun and we were alone in the air and very relaxed as we returned home at the end of a long day out!

By now we were working Valley Radar once again, which was particularly important as valley were on night flying meaning that, unusually, there could be significant military flying activity in the evening twilight. Just the night before I'd been awoken suddenly when first a Hawk, and later a Hercules, had flown over my hotel! In the event Valley had no traffic known to affect us in the descent towards Caernarfon, and we began the initial descent near Snowdon.

The sun was now setting fast as we passed abeam Snowdon but we had Caernarfon in sight and were descending through 4000 feet as we contacted Caernarfon Radio. To our surprise Caernarfon Radio was still operational. From our position we estimated that we could make a left base join for runway 20 if we made an effort to get the height off quickly, and we were made aware that there would be one departure ahead of us.

With the departing aircraft in sight we continued the final approach, and touched down at 1735. The journey from Sherburn had taken us two hours exactly although it has to be said we weren't exactly rushing! We'd taken a detour via Wakefield and had used the very efficient economy cruise once again.

After we had touched down we taxied to the engineering hangar to get the nose landing gear tyre pressure checked as we thought that the tyre might be getting a little soft. After the checks were made and the aircraft parked for the night, we enjoyed some brief banter with the engineers and relaxed with a cup of tea after our second long day out.