Sherburn - Norwich - Sherburn

Wednesday 21st January, 2009

On travelling back from London the day before I received a text from Darren: he was planning to undertake his CPL QXC the next day and would I like to come along with him and Brian? After a few phone calls I booked a day's leave and returned an affirmative message.

We met up at the club at around 9.15. Darren had emailed the route the evening before: out to Trent Falls, KIM NDB (overhead Humberside Airport), Skegness, over the Wash to Hunstanton light house, Norwich, CLN VOR, SND NDB (to keep out of D136/D138, note Class A down to 3500ft), Whistable Harbour VRP (tracking to DVR VOR) and MTN NDB. The aim was to fly a minimum of 300 nautical miles with at least two landings away from base with PPR. I phoned Norwich, booked us in as a CPL qualifying cross country and was advised the weather was quite clear with no significant cloud, just a few broken at 800 feet. Visibility was approximately 7km.

Once inside the plane Darren went through a pre-flight brief. Although we would be flying over water we'd be high enough to glide to land in case of engine failure. Brian was tasked with unlatching the door if the event should arise. I tightened up the straps on my life-jacket. Darren started up the engine at 10.10 and noted the ignition seemed a tad unstable on fire up. Did we have a dodgy magneto? Mike instructed us to use 11 right hand tarmac on a QFE of 997 and we taxied for the power checks - fortunately both magnetos tested okay. On taxiing to the runway, Brian confirmed with our captain that he would obtain a Radar Information Service if possible en route. We took off into the skies at 10.20.

As a result of the wind shear I'd experienced the previous week on final for 29 (when the stall warning was triggered after a gust of wind!) Darren decided to keeps the flaps lowered until well over the hill next to the mine. Brian made initial contact with Church Fenton who asked us to squawk 4540 and use the Barnsley QNH 994. At this point the KIM NDB was identified and Darren warned us we were about to get bumped by Drax whose steam was billowing towards us at a rapid rate. Church Fenton then instructed us to Freecall Humberside on 119.12 and squawk 7000. Brian changed frequency to Humberside and requested a RIS. We were asked to squawk 4271 and pass our message: 'PA28 out of Sherburn, routing Kilo India Mike (KIM NDB) - Skegness and Norwich'. Humberside ATC advised us we'd been identified 3 miles north-west of Goole, the Humberside QNH was 1000 and instructed us to report overhead Kilo India Mike.

We reached Trent Falls at 10.33, just one minute late (this was well within the ± 3 minutes tolerance for the QXC) and turned onto a heading for the KIM NDB. As we crossed the Humber we noticed the Flixborough haze - Brian remarked it was like anti-cyclonic gloom without the anti-cyclone! Darren pondered whether it could possibly turn into fog, being low level and over cold ground. As we approached Humberside Airport we noticed it had all gone very quiet on the radio so Brian reported our position: 'overhead at 2,900 feet'.

Darren suddenly declared he could murder a cup of tea. His First Officer advised that this was Brianair and there was no tea on board! He pointed out the large square reservoir to our left and noted Louth on the nose at which point ATC advised of traffic, a Dauphin helicopter to the north west of us. This was followed by a request for a FIS by a micro-light heading for Beverley. It was time for a FREDA check and Darren changed fuel tanks. Then we were asked to squawk 1774 and having done so the ATC advised they could no longer see us on radar. Brian advised he'd recycle. Still nothing. Despite switching the transponder off and on, again nothing, so he reported it u\s to ATC who then asked us to Freecall Coningsby Radar on 120.80. 'Let's see what Coningsby say', advised Darren.

Coningsby initially couldn't see us either, so Brian tried re-cycling one more time. The ATC advised 'we have you on radar'. Brian quickly requested a service upgrade to a RIS. 'Good idea, given the haze', reflected Darren. 'Better note the intermittent transponder as a defect'. The ATC advised there was traffic in-bound 15 miles south of us and that they could only provide a limited radar service ahead of us due to interference from the Skegness wind farm. Brian then asked whether the danger area D308 was in use at the moment. 'Delta Bravo, Delta 308 is cold'.

As we flew over Skegness Brian pointed out some kiddies in a pool below us and reflected that it was a bit nippy for swimming today! The wind was somewhat stronger over the Wash and we were out of range of the Ottringham VOR by the time we reached the Hunstanton light house at 11.12. At this point we were able to identify and use the November Whiskey India NDB which would take us to Norwich Airport. Also the haze was improving. At this point we were asked to squawk 7000 and Freecall Norwich on 119.35. In between Brian tuned into the Norwich ATIS: 'Information Juliet, 11.12, runway 27, 230°/7knots variable 200°-260°, visibility 8km, few 1,600 feet, temperature +5°, dew point +2°, QNH 1003, runway damp, damp, damp'.

Darren put the landing light on and Brian made the initial call to Norwich Approach advising we were an inbound PA 28 with Juliet. We were instructed to squawk 7351 and pass our message: '7351, Golf Delta Bravo, Sherburn in Elmet to Norwich, just coasted in at Hunstanton'. ATC responded: 'Join downwind right hand for 27, QNH 1003, report airfield in sight, traffic on ILS slow approach'. Brian checked the aerodrome chart for Norwich and figured we'd probably be asked to exit at Charlie 1 or 2 while Darren began a descent to 2,000 feet to avoid cloud.

The airfield, set in amidst a bland landscape, soon became visible through the haze. On reporting that we had the airfield in sight we were asked to contact Norwich Tower on 124.125 who advised us we were number two to land after a Fokker 70 (a KLM City Hopper), to be aware of the 4 mile wake turbulence and report base. Darren advised we would do an extended downwind leg to stay clear of the wake turbulence and I caught the Fokker 70 on its final approach. As we descended on base the air started to get very bumpy with the thermals and Brian noted we didn't have clearance to land yet. The final approach was a long one so Darren had to adjust his descent accordingly and used the ILS as his guide. Finally clearance to land was given with a wind check - 220°/8 knots. As the wheels gently met the runway, we were instructed to exit right at the other end at Delta 1 and park up on the western apron next to Echo 1!

We were greeted by the Saxon Air Operations marshaller and directed to our parking space. Inside the office we had a break and Darren paid the landing fee. Brian checked the TAFs and METARS for Manston and Southend (our alternate) while I PPR'd Manston. Meanwhile one of my colleagues, Andy, fellow writer sent me a text: 'Nice day for it? Jealous? Moi?'. I quickly responded with a message that we were just about to leave Norwich for Manston.

We were escorted back to our plane by the handler who wished us a safe onward journey. After Darren had undertaken the external checks, Brian obtained the ATIS for Norwich: 'Information Lima, runway 27, 220°/9 knots, 9km, few 1,600 feet. QNH 1002' and then requested start up clearance. Darren cursed the fact that the keys were inside his back pocket and that he was sitting on them (something we all seem to do) and proceeded to retrieve them within the confines of the cockpit! After completion of the internal checks, Brian announced 'Golf Bravo Oscar Delta Bravo, taxi'. 'Golf Delta Bravo, holding point Tango'. Darren started taxiing out. Delta 1 was on our left and Tango was towards the right. This gave us a breathing space to undertake the power checks. The ATC advised that we had to wait for the KLM ahead of us so power checks were approved. Meanwhile Brian set up the VOR to track the Charlie Lima November 188° outbound radial. On announcing the power checks were completed, we were instructed to taxi to and hold at Alpha 2, virtually the other side of the airport. 'Does he know how much this taxing is costing me!?', exclaimed Darren.

Whilst facing east we watched the Fokker 70 line up on the runway and Darren noted the weather was looking quite different towards the south and west compared with the bright blue sky to the north of us. The Fokker 70 eventually took off and Brian remarked the it had very quickly disappeared into cloud. We were told to line up on 27 and wait. Eventually we were cleared for take-off having been instructed to undertake a left turn VFR and track the Manston VOR. By this time a grey layer of cloud was clearly visible spreading from the west and on turning towards the south we discovered the cloud base was down to little over 1,000 feet. Darren quickly assessed the situation. There was no way up and over it under VFR. Brian advised Norwich Tower of the situation and that we were currently avoiding weather. We would let them know our intentions in a moment.

As there was no safe way through the murky skies routing south Darren decided to abandon the QXC and undertake the planned route back from Norwich. Brian advised ATC accordingly and requested a transit through their ATZ at 1,000 feet which was approved. Darren then began his track towards November Whiskey India. Though deflated, experience had taught us all that this was by far the safest thing to do. En route to Fakenham Darren and Brian debated the options. They could possibly route to Gamston or Sandtoft and take a call on DTV?

'This weather's coming in off the sea and moving inland, which is a concern', reflected Darren. 'The British weather just doesn't allow for a 300 mile cross country in one day!' As the ghostly white columns comprising the wind farm emerged through the blue haze, Brian and Darren re-considered routing back via Gamston and possibly flying to DTV from there. They concluded that it would be too drastic change of plan plus there were no guarantees they'd get to Durham Tees Valley.

As we came in off the sea at Skegness the visibility improved and Marham handed us over to Coningsby. Further north Darren looked out for the Belmont mast, the most significant obstacle en route at almost 1700 feet ASL. At this point Coningsby asked us to squawk 4274 and contact Humberside Radar. Humberside identified us close to Manby and provided a RIS. Shortly afterwards the ATC advised us of south bound traffic at 3 o'clock, 3 miles at 1,000 feet, but we couldn't see it. 'Golf Delta Bravo, report level and Brian duly did. '3,000 feet on 999 milibars is approved'.

Overhead Humberside Darren noted the moist air was possibly going to sink after sunset and produce fog. On crossing the Humber we were advised there was no altitude restriction on 992 milibars. A few miles later we were asked to report our altitude: '3,300 descending 3,000.' 'Delta Bravo there is a Robinson 22 above Mount Airy, 1,000 below you'. 'Looking out, Golf Delta Bravo'. As we approached Breighton the ATC announced: 'All stations, the Barnsley QNH is 991 milibars'. Just past Breighton Darren started his descent to 1,500 feet and Brian requested a radio frequency change to Fenton. Fenton asked us to squawk standby and report Sherburn in sight.

Abeam Drax, the air became quite bumpy and we felt a noticeable sink. On changing frequency to Sherburn we were advised that the runway in use was 11 right-hand tarmac and the QFE was 997.

Back at the club house we reflected on the day's events. Although disappointed that we'd had to abort the QXC, Darren had now reached a major milestone in his flying career having clocked up over 150 hours (the minimum requirement for his CPL). In addition we had all visited a new and interesting neck of the woods, namely Norwich!