Logbook Summary

I’d had a yearning to fly since the age of 13, when I was a cadet in the ATC. I started studying for a group D licence, i.e. microlights, in 1991 and had clocked up less than 4 hours when I suddenly found myself out of a job for around 9 months. In the years that followed, I found another job, moved to the south coast of England, changed jobs again, met the girl who would later become my wife, got a mortgage, had 2 children, etc, etc, etc. Before I knew what was going on, more than 10 years had passed and I had almost forgotten all about flying, until my 40th birthday arrived…

This is how my flying experience stands at present. The full JAA-PPL is just too expensive for me to contemplate at this point, so it”s back to microlighting for me! The minimum requirement for a NPPL with microlight rating is 25 hours and very few people manage it in the minimum time. I”ll just keep telling myself that…


  • Last Lesson: 26 June 2011
  • Total Time: 11h 10m
  • Next Lesson: n/a


What an amazing way to spend 30 minutes on a sunny Sunday.

I was given a voucher at christmas time by SWMBO for a short flight in a Stampe SV4 at Shoreham. An irritating combination of bookings cancelled due bad wx, work commitments and the aircraft being away for an extended period for maintenance meant that I didn’t get to use my voucher until today.

All I can say is that it was well worth waiting for!

After strapping in and watching while the prop was hand swung, I had my first go at taxying a tail dragger. It seemed to take an age to get any response when pushing the pedals, but when it finally did start to turn, it turned like a dodgem car. Is this common to all tail wheel aeroplanes, or more likley to be just my lack of experience?

We took off and pottered along the coast, heading for Brighton Marina. I took the opportunity to get the feel of the controls, starting with some gentle turns. As I began to feel a bit more confident, the bank angles started to increase until the instructor was happy for me to be twirling us round each wingtip at 60 degrees or more of bank. Great fun and probably not something I’d be allowed to do in the C42 that I’m more used to.

The first aerobatic maneouver was a loop. Using Brighton pier to orient ourselves, the instructor pushed the nose down and let the airspeed build up to 110 knots, then smoothly pulled back. The sensation as we went over the top and I looked up at the sea was incredible! A reasonably tight turn out to sea, climbing back up to about 1800 feet and we pointed back at the pier to have another go. This time I was asked to follow through on the controls to get the feel of the stick forces involved. Paying slightly more attention this time, I noticed the wind singing in the wires next to me as the airspeed bled off at the top and found myself looking straight down at a matchbox sized model of a yacht as we pulled through and back up to level flight. For the 3rd loop, I got to work the stick and throttle myself with the instructor following me and correcting for any mistakes – I’m sure there were several!

We continued along the coast and did the usual ‘ooh, I can see my house from here’ bit. Turning slightly inland, a roll was the next order of the day. Apparently the Stampe has a tendency for the engine to cut on a roll if you’re too ham fisted with it. 99 times out of 100, it starts up again without any problems just by the propellor rotating in the airflow, but the instructor wanted us over the dry bit rather than the wet bit, just in case…

The roll wasn’t quite how I’d imagined it to be. Dive slightly, pull up and stick over to the left and roughly half way forward until we came back round to level again. I’m sure there was something going on with the rudder pedals, too, but it all seemed to happen so quickly I wasn’t sure. We did another 2 of those as well just for good measure, but I didn’t make a particularly good job of following the control inputs.

I was surprised to find that despite this being my first time doing aerobatics, I wasn’t feeling even a tiny bit queasy. Having too much fun I guess!

Regrettably, that was almost the end of the half hour. I was told ‘your aircraft’ and the instructor asked me to fly us along the ridge of the downs back towards Shoreham for a right base join into the circuit for runway 13. As we approached the circuit I handed the controls back and just enjoyed the view as we settled gently onto the grass, then taxy’d back to our little parking spot near the pumps and the fire station.

It was perfect weather today for an introduction to the slighly more hooliganistic corners of the flight envelope. The grin still hasn’t quite worn off, nearly 5 hours later. A big thumbs up for Ian and the rest of the guys/girls at PerryAir and, of course, to my wife for having the idea in the first place!

Now, who wants to demonstrate a stall turn or 3 for me…? 😀

Getting My Mojo Back

After the debacle that was my last lesson, I was keen to get back in the air to try and redeem myself a little. Once again, however, a combination of work and domestic commitments, bad weather and straight forward lack of cash meant that another 8 weeks went by with no aviation being committed. I tried to pass the time constructively, spending my lunch breaks with my head in my books, staring intently at cloud formations and plotting pretend cross countries on my quarter mil chart.

The weather on Thursday and Friday looked decidedly un-cooperative. It started to look a little more hopeful on Friday night, with a long cold front passing from west to east over the south of the country, promising better weather behind it. The forecast winds were still at around 25 knots gusting to 30, so I had to wait until the morning to see what transpired.

I got up at 8:15 on Saturday morning to find a bright day, slightly damp on the ground where there had been rain just after sunrise and a light breeze from just south of west. As the sun climbed higher up in the sky, heating the ground and stirring the air up, the wind picked up a little. I called Keith at just after 9:30. He lives about 10 miles to the north of me and after comparing what we could each see in terms of weather, the verdict was that we wouldn’t be able to get over to Headcorn for circuits but a local training flight might be do-able.

I arrived at Deanland just as Keith did. We opened up the portakabin, put the kettle on and walked out to the middle of the runway to see what was happening. The instability in the air was obvious from looking at some of the cumulus clouds to the north and east of us. You could actually see the tops billowing upwards in the heat from the ground. To the north of the field there was a rainbow arching over the Downs, and the rain falling in the distance was clear to see. We decided to get the aeroplane out of the hangar and get it pre-flighted, then see what the weather was doing. As we were doing this, and as if to confirm the rain that we’d seen earlier, Keiths wife rang to let him know that the heavens had opened and it was pouring down over his house. By the time we’d done that, things had calmed down slightly, although there was now a fairly stiff breeze whipping almost straight down runway 24. To add to the indecision, the windsocks at either end of the runway were pointing in different directions, which I’m told isn’t at all unusual at Deanland.

We made coffee and went over the briefing for a navex to Headcorn, even though it was highly unlikely that we’d be able to make it over there. As we talked, the airfield itself gradually came to life around us, with people arriving and poking their heads round the portakabin door to say hello, grumble about the weather and offer their opinions on what was likely to happen over the next couple of hours. That took up the best part of 45 minutes, by which time the cloud tops had stabilised and the wind had dropped slightly and wasn’t so gusty. Keith pushed his chair back from the desk and said, “Come on then, lets do some flying while we can!”.

Keith pumped a jerry can full of fuel into the C42 and we climbed in. As per usual, it started on the first press of the button and I taxied to the end of the runway and turned into the wind for the run-up checks. I had to be reasonably brisk about getting us lined up and off the ground, as there was someone in the circuit on mid-downwind, so I didn’t want to either have to wait for him or force him to go around by not being quick enough.

The climb out was a little bumpy but not too bad, with the air smoothing out considerably as soon as we got above 1,000 feet. When we briefed the actual lesson we were going to fly, Keith had stressed that he wanted to see me taking more care over attitude and airspeed and at the same time not let my look out suffer as a result. I levelled us off at about 1,800 feet and let the aircraft find its own way through the patches of sink and lift while I concentrated on keeping the nose in the right place and the wings level. I was pleased to find that despite not having flown for 8 weeks, I was nicely relaxed on the controls and able to keep us on heading and track without having to think too hard about what I was doing before I needed to do it. It’s difficult to describe exactly what I mean, but the whole act of flying today just seemed to ‘flow’ more smoothly. The gliding site to the north of the field was active, so we headed off towards the coast for some of what I believe is termed ‘general handling’, i.e. chucking the aeroplane about just for the fun of it! Keith then had me climb up to about 3,200 feet chasing holes in the clouds. By this time we were just out over the sea, so we turned into a gentle descending spiral to the left down to 1,700 feet, heading off to Pevensey marshes to see if I could remember how to carry out a forced landing. Again, I found that it all came fairly easily, there was the usual concentration on keeping the aiming point in sight, adjusting the turn to keep the constant aspect, and I found that as soon as I was thinking, “Bit low, roll out a bit”, or “Wind is pushing me away from the field, turn in a bit more”, Keith would say the same thing half a second later. It seems like I’m actually starting to learn how to fly!

As we climbed back up, I pointed out to Keith that I’d passed a flying milestone about 5 minutes previously. The total number of hours in my log book is now into double figures at last! It’s taken 19 years from the very first entry to the one that I put in today. I wonder how long it will take before I get into triple figures?

We did some steep turns (which I must admit I always enjoy!) and slow flight next, pulling the power right back to get us down to 60 knots with the first stage of flaps then keep hauling the stick back until we got down to 50 knots, then holding it there, paddling on the rudder pedals to keep us in a straight line. Keith asked me to get the aircraft into a descent at 60 knots, aiming for a point on the horizon, so I pushed the power back up, pulled the nose up a touch and did another little dance on the pedals as we went down at 500 feet per minute. As we levelled out at just under 1,000 feet, we noticed a fairly expensive looking helicopter on a curving path in towards us from the west, descending as he went. He made a pass over a large-ish field at about 500 fet below us and turned back onto a downwind heading just as he passed almost to the limit of where I could see him out of the right hand window. Keith asked me to turn to the left to get us pointing in roughly the right direction for Deanland. To my great surprise, I decided I didn’t want to do that. I said, “Actually if you don’t mind, I’m going to make a right turn instead. If I go left, I’ll be turning my back on that helicopter and I won’t be able to see what he’s up to”. With that, and without waiting for Keith to say anything, I rolled us about 20 degrees to the right, at which point I could see the helicopter again, this time he had descended more and was lining up for an into wind landing in some farmers field at the back of a house that I hadn’t seen earlier. Satisfied that he wasn’t in a position where I had to worry about him any more, I turned back to the left and we headed off to Arlington reservoir to join the circuit downwind. I think that that may possibly count as my first totally independent command decision in an aeroplane.

Back in the circuit, we started getting bounced about a bit on the late downwind leg, with the chop getting worse on the base leg. Reducing speed to 60 knots again, I turned onto final and immediately had to get on the rudder pedals to keep the gusting cross wind from pushing me towards the adjacent field. I’m still having trouble judging height on the approach, so Keith had to prompt me a couple of times to increase power to allow for the gusting wind and the turbulence. As we descended to just a couple of hundred feet off the ground, we hit a patch of sink over the edge of the trees, causing the aeroplane to suddenly drop about 20 feet all at once, prompting a “Whoah” from me and a “Bleedin hell!” from Keith. The landing was seriously hard work on both stick and rudder, I was fighting with the crosswind all the way down to about 10 feet off he ground, where it all smoothed out again. We settled onto the grass, but the C42 clearly wasnt quite ready to stop flying yet, as it did a very gentle bounce and climbed a couple of feet back up into the air. I held the stick whre it was and let it settle again, this time we stayed on the ground and rolled out in perfect time to pull off to the left at the very end of the runway and taxi down to the hangar. We shut down and went back to the portakabin for a well earned (in my opinion anyway!) coffee together with a short debrief. I couldn’t help feeling pleased with myself when Keith said I’d been flying brilliantly.

So, I’ve still not got to Headcorn for circuit practice, but today was a great lesson, very enjoyable and just what I needed to boost my confidence again.