Sherburn - Gamston - Humberside - Sherburn

Friday 2nd January

Following several days of freezing fog that had hung over most of the Yorkshire region since our aborted flight the previous Tuesday, Thursday night's weather promised to bring a refreshing cold front that could possibly enable a trip to DTV and Carlisle on the Friday. I got up at 6.15, went immediately to the dining room and looked down the Shibden valley to find out whether I could see the two tall masts just south of the M62. I could, so forward visibility at 1,000 ft was at least 8 nautical miles. I then downloaded the F215 report, but this showed a range of FG and FZFG, icing etc. I figured if we couldn't go north we might be able to head south and got ready. When I reached the M606 the Emley Moor mast was looking curiously ethereal - the top part clearly visible; the bottom part shrouded in grey misty cloud.

On meeting up at the club the first thing we did was exchange DVDs. Fortunately Brian had remembered the Jetmagic Embraer DVD. Having lost count of the number of times I'd flown in one back and forth to Scotland courtesy of BMI, over the last 5 years, I was keen to find out more about how it operated. Then we discussed the route to DTV and pondered the thick band of cloud to the north of us. We considered all the scenarios (how high the cloud was looking, getting above the cloud, getting down again, potential showers and icing etc.). We were not warming to the idea of heading north so phoned Midwest (the DTV handlers) for the current weather and decided in the end to head south to Gamston and consider going to DTV later that day if the weather improved towards the north.

Having externally checked out Delta Echo we climbed into the plane and started settling in, at which point I discovered a fundamental problem in the back seat - no seat belts. We checked under the seat and found them wedged into part of the framework so called Joe, one of the engineering staff, over to help. They were jammed. He very kindly and speedily sorted us out with another Warrior - Oscar Hotel. Having done all the checks again we set off for the power checks and eventually took off from 11 at 11.27 on a QFE of 1031.

While Darren routed initially to Ferrybridge, Brian quickly said farewell to Sherburn and hello to Doncaster in order to secure a zone transit as soon as possible. We were provided with a FIS, zone transit not above 2,000 feet on the Doncaster QNH 1034, asked to squawk 6160 and report at the Wadworth VRP. At that point we noted a 737-800 jet was on approach to Doncaster for an ILS landing. Meanwhile Darren set up the VOR to track the 330° radial from GAM. At 14 nm on the DME we would arrive at the VRP. However he then discovered the DME wasn't working correctly and therefore the RNAV (dependent on the DME) wasn't working either.

Wadworth VRP eventually loomed up ahead and Brian reported our arrival. Several minutes later he requested a radio frequency change to Gamston given we had approximately seven miles to run and Waddington was probably closed. Doncaster confirmed that Waddington wasn't active and agreed the change. Gamston advised the runway in use was 03 left-hand with a QFE of 1028 and Brian requested a downwind join at 1,000 feet. We tracked onwards and as usual Gamston airfield proved difficult to spot despite the fact the runway is just north of the A1 and just south of Retford. Then suddenly Darren spotted it and keeping the runway on his left joined on the downwind leg. On base we discovered there was a plane on final. Brian clocked it for a moment and then lost it. Darren slowed down as far as possible and was considering a go around when Brian spotted it at the threshold. Fortunately it cleared the runway in time for Darren to execute one fine landing.

While Brian and Darren started planning the next leg to Humberside I went upstairs to the tower to pay the landing fee. There I was greeted by the flight desk staff. The radio operator advised me he used to be a committee member at Sherburn and asked how we were all getting on. I reflected these were difficult times with the weather, cost of fuel and now the credit crunch! He then advised that their new cafe would be opening at the end of January so we might consider coming back and visit them?

Prior to departure, as we backtracked 21 for 03, I noticed the airport was expanding (new hangers were being built), hence the need for a new eatery. After take off Brian turned before the village and raised the flaps at 400 feet. He decided to maintain an altitude of 1,500 feet to avoid Doncaster's air space. Darren changed straight away to Humberside's frequency and set up the VOR to track the 053° radial from Gamston. He contacted the ATIS initially and then ATC with Information Whiskey. We were advised the runways in use were 03 or 09, instructed to squawk 4272 and report at Brigg VRP.

At this point the weather appeared to be deteriorating, with grey blue skies ahead and a squall to the south of us. As we passed Sturgate on our right hand side Darren noticed it had started to rain slightly and checked the weather to the north of us which looked relatively clear at that point. 'We can always leg it north if we need to!' he reflected.

However we persevered to Brigg VRP where we were given clearance to join on left base for 03. There was just one problem - we couldn't see the airfield in the gloom! As Brian applied the carburettor heat and started his descent the tell-tale flat green terrain pattern began to loom and finally the PAPI lights were just discernable in the distance. We were handed over to tower who asked us to report on left base for 03. On left base we were instructed to 'Report final, you're number one; surface wind 050°/08kts'. It was quite a long final, but Brian made a measured descent. As the wheels kissed the runway tower asked us to keep up our speed until after the runway intersection, then to vacate left through alpha and park up on the southern apron.

Humberside - Sherburn

We decided to stop for a drink before heading back to Sherburn (having now discounted the trip to Durham Tees that day) and managed to order three cups of tea before the restaurant closed. Two subsequent travellers were not so lucky and were advised it didn't open again until the next day. On our way back, having stopped at the information desk to pay the landing fee, we bumped into Jonathan and his student who was doing a practice run for his QXC in Charlie Tango. At the reporting point we just made it through security in front of two sets of crew for the Humberside Airport Fire Service.

Once inside Oscar Echo, after the external checks, we listened to the ATIS - the weather was getting worse with CB at 4,500 feet forecast. With information Xray Brian requested engine start up which was approved and we were asked squawk 4263 and taxi to Bravo holding point. In view of the weather Brian requested a route direct to the Humber Bridge (rather than OTR) which was copied. Finally we were cleared to take off.

Several minutes later we had still not been handed over to Humberside Approach so Brian advised we were levelling out at 2,000 feet and approaching the Humber Bridge. After some delay we were greeted with a 'Roger' and decided the ATC was possibly handing over to another controller. This didn't detract from the quality of service. At Trent Falls we were advised of traffic 7 miles north west that should pass down our left hand side. Sure enough a few moments later a light aircraft at the same altitude skidded past us on the left. Seconds later we were advised of traffic at 11 o'clock tracking east with no height information and watched a plane fly past us to the north of the Humber.

We were then handed over to Approach. A pilot on his way to Full Sutton reported a glider just north of Pocklington. The ATC replied 'thought you were going to Blackpool - ah got my letters mixed up!' (EGNU vs. EGNH). Another pilot requested a hand over to Doncaster. The ATC advised 'Not an art they are particularly expert at, but I'll give it a try!' Each of us was familiar with this ATC and could recollect at least one conversation with him. I recalled requesting a radio frequency change to Church Fenton one Saturday afternoon (on approach to Selby) and he'd replied along the lines of 'You'll be lucky, but be my guest'!

On changing frequency to Sherburn at Selby (there was no point in trying Church Fenton over the New Year holiday) another aircraft heading for Sherburn reported he was overhead Selby. The alarm bells started ringing and we immediately scanned the skies. Darren challenged him on his position. The pilot was adamant he was overhead Selby. Then Darren spotted him - to the south of Selby and decided to orbit. He radioed his intentions (that we were holding over Selby for inbound traffic) and we then pondered whether this would have been acceptable if Church Fenton was active. Two orbits later we heard a plane announce he was joining overhead followed seconds later by the plane we had avoided announcing he was joining overhead. The first plane quickly advised they were about to join the crosswind leg.

Confident that we could now proceed unhindered, Darren flew over to the airfield and joined overhead for a landing on 11. Back at the club we had a late lunch and got chatting to another pilot who had in fact flown up to Durham Tees, around it and back down the coast that day. With hindsight we figured we should have gone that way too. The weather, it seemed had been much better towards the north!