Seething-Fenland-Sherburn

Sunday 16th August 2009

In taking a peek at the Russian aerobatics team training at Sherburn the previous Thursday, I found myself in the presence of the best female pilots in the world, Svetlana Kapanina and Elena Kilmovich.

Saturday evening, torn between doing my flight planning for Sunday and a chance of meeting the team over Russian cuisine, I decided to head for the aero club.

There I imposed my rusty Russian on a few patient souls and discovered Svetlana was from Moscow and one of her fellow pilots was from St Petersburg. I asked him how the training was going. He advised "We never get enough practice done before any event, but the weather has been good here this week."

I left early so that I could be up at 6.00 am the next morning to get the weather reports and finish my flight planning for Seething.

The Red Arrows were going to be very active around Britain. At about the time we would be flying from Seething to Fenland they would be en route from Manston to Scarborough via Marham and the Wash.

Back at Sherburn the following morning the Russian team were in the throes of setting up for the day as I took off at 10.30 from 29-grass into a bumpy wind. At 400 feet I raised the flaps before levelling out into smoother air at 1,000 feet.

We left the circuit via Eggborough and skirted underneath Doncaster's CTA which starts at 2,000 feet. As we were routing via Brough and the KIM NDB, co-pilot Steve said goodbye to Sherburn and hello to Humberside.

He advised our route, altitude and location but was challenged regarding the overhead transit. "Not at 1,800 feet!" declared the ATC.

I realised I hadn't fully briefed Steve regarding my flight plan and quickly advised I was going to ascend to 2,500 feet after Goole. Steve re-negotiated the overhead crossing. My ETA for Brough was 10.58 and we arrived at 10.56.

Before taking off I'd set the two VORs: one on the 070° radial from GAM, the other on the 200° radial from OTR to get a position fix for Binbrook, a field Steve was particularly interested in.

As I tracked a 155° heading for Skegness (calculated with an average wind of 255°\29 factored in from the F215) I soon realised the wind was not as strong as the forecast.

The visibility was so good I could see Elsham Wolds VRP as soon as I'd crossed the Humber from Brough; the airfield was just beyond it. I kept to a heading of 145° to keep me on track for Skegness from there.

At Elsham Wolds the Humberside ATC gave us the Humberside QNH of 1006 in order to safely transit above the field. After we crossed he gave us the Barnsley QNH of 1009.

Having cleared Humberside I noticed the GAM VOR radial had come in but the OTR VOR had flipped (i.e. we'd gone through it) without my noticing. "Sorry", I declared, "but I think we've slipped past Binbrook".

Steve was tracking using his GPS and hadn't clocked eyes on it either. He figured the surface had possibly been so churned up that it had become indistinguishable from the rest of the terrain. At this point I did a FREDA check and changed fuel tanks.

After Louth, as we approached Skegness, ATC advised of traffic to the south of it so we decided to skirt around the eastern side of the airfield. Having visited Skegness with another club member earlier in the summer I was able to pick out the grass strips amidst the caravan park this time round.

My ETA for Skegness was 11.18 and we arrived at 11.20. On reaching the Wash Humberside advised us to contact Norwich and Steve said farewell. At the windfarm just off the coast I changed to my heading for Hunstanton which I could just about see through the haze.

As we reached the coast Steve called up Norwich Approach who asked us to squawk 7370 and gave us the Yarmouth QNH of 1012. We arrived on time at 11.30.

About ten minutes later we passed Skulthorpe to the north of us and Steve explained it was an earmarked landing site for the Shuttle (in case of emergency).

Next we passed West Raynham to the south and he explained was "Once home to a Bloodhound missile launch site"

My mind reeled with images of blood hounds homing in on our PA28. To bring my thoughts back to earth I worked out the ETA was now around 11 minutes for Seething.

Several minutes later we could just about make out some sheds and a flat piece of land resembling an airstrip. Mm maybe my calculation was slightly out; my ETA was 11.51.

Steve studied his GPS. "It might be Seething". I decided to descend to 2,000 feet in readiness to join on the dead side of the circuit pattern.

At that point we heard a call on the radio - a TB10 was flying into Seething from Gamston and was at FL070. Norwich quickly advised the pilot of traffic (us) to the north of Seething.

The pilot responded by asking for a Traffic Service on his descent which was granted. Now convinced we had the airfield in sight we requested a radio frequency change to Seething Radio.

As we approached however it became very clear that this wasn't the airfield; just a conglomeration of farm sheds and a level field in front.

Steve indicated the airfield should be in my eleven o'clock but I struggled to make it out amidst the fields and woodland. A few moments later Steve pointed it out; a rust coloured strip amidst all the brown fields post harvest.

I'd already planned to descend on the dead side and cross the end of 06 (for 24 left hand) at 1,000 feet. As I approached I clocked the TB10 ahead of us.

Shortly afterwards I started my descent onto the crosswind leg and followed it onto the downwind leg. A minute or so after completing the pre-landing checks I looked over my shoulder at the airfield; it was time to turn onto base. The TB10 was well ahead of us so I figured he would be down and clear of the runway before our landing.

I slowed down, lowered two stages of flap before turning onto final. The runway perspective was looking good and my airspeed was nailed at 70 knots.

I announced I was on final and Seething Radio advised the wind was 260°\15. "A slight cross-wind from the right hand-side", I thought to myself and crabbed slightly to keep lined up with the runway.

As I came over the threshold I cut the power but flared a few inches too high. A forgiving PA28 gently bounced on reaching the runway.

After landing we were asked to exit left at hold Charlie and taxi up along the disused strip to hold Beta; then across the active runway to hold Alpha and the apron area.

Earlier in the week my friend Brian had warned me the parking was tight. By good fortune a Cessna was just about to vacate so I slid in behind the departing plane.

After I completed the shutdown checks at 12.05, Steve jumped out and pushed Delta Bravo back to the edge of the drainage gully running along the back of the apron, which made for an interesting arrival on terra firma as I exited the plane.

It was a beautiful day and inside the spacious club we were greeted with "What would you like to drink?" We ordered teas and Steve remarked that I must have a GPS secreted somewhere on my person. "I've only met one other pilot who can navigate by dead reckoning as accurately as you!"

I felt flattered, but realised it only comes with experience and trusting my headings (adjusting where necessary, once validated against prevailing conditions) and timings.

We chatted to several other visiting pilots and drank our well earned tea before setting off to Fenland for lunch.

After doing the power checks at Alpha we departed from 24 left-hand. As Steve got onto his heading for Marham I said goodbye to Seething and contacted Norwich Approach who provided a Basic Service and gave us the Chatham QNH 1009.

We noted Hethel airfield on the right-hand side and Steve advised it was the headquarters for Lotus cars.

We tracked up to North Pickenham and then skirted the southern edge of Marham MATZ. Norwich then asked us for our position. "Six miles west of Marham" I advised which was challenged. I straightened up my map "Correction six miles south of Marham".

Steve did a FREDA check and changed fuel tanks. Minutes later we noticed Kings Lynn to the north of us and the canals to the south.

As we crossed the River Nern a few minutes later Steve tried to judge where the airfield should be relative to it. Eventually the airstrip came into view - an oasis of green grass amidst the light brown fields.

With six miles left to run I requested a radio frequency change to Fenland Radio on 122.92 who advised runway 26 left-hand was in use and the circuit height was 800 feet on a QFE of 1003.

"Ask if we should join overhead or straight in", prompted Steve. "Report short final for 26; we have fuel, catering and a westerly wind of 10-12 knots", the radio operator added.

After a splendid and leisurely lunch in the very busy club house we headed back to Delta Bravo. The runway in use was still 26 left-hand, the QFE was 1012 and the wind 250°\16.

On asking where to undertake the power checks I was advised: "Taxi out left at Alpha to the intersection of the two runways".

After the power checks at Bravo, with no one else in the circuit, Steve announced his intention to backtrack 26 for departure.

On saying farewell to Fenland I thanked them for their hospitality (it had been second to none) and changed frequency to Waddington Radar on 127.35.

I explained we were routing overhead Waddington ATZ; then through Doncaster's zone to Eggborough and Sherburn. The ATC gave me a squawk code of 3605, the Barnsley QNH of 1006 and agreed to a Basic Service.

He advised we were cleared to transit overhead Waddington ATZ at 3,000 feet but had to remain clear of Cranwell, Coningsby and Scampton's ATZs.

He then advised he couldn't detect our squawk. I looked down at the transponder which indicated a signal or antenna failure. "I'm afraid the transponder's just failed; negative squawk". "Roger", he acknowledged. I then tried recycling the transponder several times but to no avail.

Meanwhile Steve kept a very close eye on his GPS en route to Waddington to make sure we were exactly on track. As we reached the overhead I reported our position and Waddington acknowledged.

A few minutes later Scampton came into view and, as soon as we'd cleared the MATZ, I said farewell to a very seasoned military air traffic controller and contacted Doncaster Radar. 1 - see feedback on article below 

I advised we were routing Gainsborough, Haxey VRP, Eggborough and Sherburn; requested a zone transit and Basic Service. I was given the Doncaster QNH 1013, asked to squawk 6161 and advised we were clear to enter the zone VFR not above 3,000 feet with a Basic Service.

"Doncaster QNH 1013, negative squawk, cleared to enter zone VFR not above 3,000 feet, Golf Delta Bravo", I responded.

I waited until nearly abeam the Haxey water tower before making a call to Doncaster, but realised I should have made contact sooner.

Doncaster Radar asked if Delta Bravo was just about to enter the zone at Haxey. "Affirm", I replied.

After exiting the zone and reaching Eggborough I said farewell to Doncaster and hello to Church Fenton who provided a MATZ penetration not above 1,500 feet. With Sherburn airfield in sight I said farewell to Church Fenton and requested joining instructions from Sherburn.

The runway in use was 24 left-hand. This left us momentarily scratching our heads as all joins for the duration of the Russian aerobatics training, according to the NOTAM, were on the downwind leg. This would take us straight through the practice area.

After further consultation we discovered the aerobatics training had finished and we could join overhead.

Back on the ground after unloading the plane and heading back to the flight desk, I noticed Darren and Brian out in the garden.

Last time I saw both of them they were in the depths of training for their ATPLs. Darren now was only a week away from completing his training.

Had they enjoyed the aerobatics? Darren quickly explained the training had been cut short because a friend of the team had been killed during a display in Moscow that day.

It was a very sobering end to a wonderful day's flying and impromptu meeting with ATPL pilots Darren and Brian.

Feedback on article

1. Why not ask the Waddington controller to get that for you? It could just save a bit of time on another day when the weather isn't quite as good or there are other time pressures stopping you from making a prompt call to the controlling unit

   The phraseology will go something like this: "Waddington Radar G-DB requests you arrange a zone clearance for Doncaster; altitude 2000 ft Haxey direct Ferrybridge; happy to accept alternative routing"

   When he has it you'll hear this from Waddington: "DONCASTER clears G-DB to cross the zone Haxey to Ferrybridge; altitude 2500 feet DONCASTER QNH 1013 to report entering the zone to Doncaster Radar frequency 126.225"

   You're readback is exactly the line above including the "Doncaster clears etc."

   If you're very lucky he might reply: "G-DB your transit has been approved contact 126.225 for the clearance"

   Worth a go next time!