We were going to fly to St Mary's Marsh, on the north Kent coast. There are no buildings, roads and very few people in this area. Tim reminded me of the details of the 500ft rule.
Tim has a method for teaching this called "constant aspect". The diagram for the exercise is below:
The field, located on St Mary's Marsh is approximately rectangular, but a bit squidged at its western end. There is a line at an angle across the western end of the field, which made for easier identification of the field.
In the field, there are 3 aiming points: number 1 is the initial aiming point, then as certainty increases that the plane makes the aiming point, the aiming point progressively moves back.
The lettered points on the diagram relate to the following items:
A = At 2,000ft, Carb Heat on, throttle closed, adopt glide attitude at 65kts.
B = Check for reasons of engine failure:
- Fuel = on & sufficient
- Mixture = fully rich
- Throttle = open
- Carb Heat = on
- Mags = both
- Master = on
- Primer = locked
C = fly aircraft, check airspeed, descent, heading, etc.
D = Mayday call: "Mayday, Mayday, Mayday. G-BNFR. Engine failure. St Mary's Marsh. 2 persons on board. Intention is to make a forced landing."
E = Fly aircraft. Is flap needed, should the turn be tighter or longer to make the glide to point 1 in the field.
F = Secure the aircraft for landing:
- Fuel = off
- Mixture = Idle Cut Off
- Throttle = closed
- Mags = both off
- Harnesses = secure
- Doors = both open (this will allow easier escape from the aircraft, in case the aircraft deforms on landing and the doors won't open)
- Advise passengers to "Brace, brace, brace"
G = Continue to fly the aircraft - watch out for airspeed. Use higher flap settings to increase the rate of descent.
On the exercise itself, Tim flew a demo first and we were both surprised by the strength of the headwind we had around F and G, meaning that we dialled in very little flap until quite late.
I then executed the go-around, making sure I had a positive rate of climb, before I brought the flaps up. We climbed circling back to where we had been at 2,000ft flying along the Thames, parallel to the field. I then did the next three descents.
On the first one, I started at 1,900ft (not 2,000) and took some time to set the aircraft into the glide, which meant that we were drifting away from the field. This meant I had my work cut out to get back, and in the end we decided to go for a slightly nearer field to be sure.
The second one was much better although I did miss the secure for landing checks, as we were much tighter for the field and I ended up bringing in full flap in order to have made the field.
The third approach was spot on.
It was very different to be flying that low without a runway below us and I did breathe a sigh of relief every time Tim gave me the order to go-around! All of the go-arounds were fine.
Flying back to Southend, we asked and were given permission to do a PFL at the airfield, overflying the runway at 2,000ft. This time the wind was the other way and we were blown along base leg, rather than into a headwind. However we made the runway successfully with no drama!
This was a lesson I really needed to concentrate on, but as with all the others, I thoroughly enjoyed it!
| Stats at end of lesson 22 | ||||
| Description | Hours as P2 | Hours as P1 | Take Offs | Landings |
| Lesson | 1:00 | 0:00 | 1 | 1 |
| Total | 20:15 | 3:10 | 58 | 50 |
