Here ya go.
THE BIG DAY
My General Skills Test was actually scheduled for Thursday the 22nd June. I had spoken with Alistair Stevenson, the Flying Examiner the previous day and received the route and a briefing over the phone. Unfortunately, the weather was against us and despite being at the Club for most of the day (poor Alistair had to come backwards and forwards from Carlisle twice) until we eventually called it off at 7pm. The winds had been gusting to 40 knots and even in the late evening the ATIS was giving the wind at around 17 knots. The GST was re-scheduled to the 29th June 2006.
This time Alistair called me, as arranged, the night before to make sure I was ok with everything and to give me a few ideas once again as to what the test would involve. On the Thursday at 1.30pm, Alistair called to confirm that all seemed ok and we would rendezvous at the Club at around 2.45 - 3pm. I was feeling ok until Alistair said,
"A beautiful day, great viz, little cloud, no wind....no excuses!"
I had already done the plog from the information supplied by Avbrief and most of the rest of the stuff was done in preparation the week before. so, one last check of my flight bag and I was off to the Club. Only stopping briefly at Tesco for a couple of bottles of cold water, I was at the Club inside half an hour. After saying hello to the instructors and my friend Dave (dogs bollock's dad) who was there for a bimble down to Humberside, I checked the NOTAM's and prepared myself for the flight.
Alistair arrived not long after and we went through to the briefing room to finalise the plan and to fill in a bit of paperwork. Our chariot was heard arriving back from Carlisle and I was told to go and check (Juliet Victor) out. As we were doing the walk around, Andy one of the Flying Instructors came out to say that the pilot who had returned JV mentioned that the rudder seemed 'spongy' and Andy offered to take it for a run around the apron to check things out. With safety in mind, of course, I agreed and Alistair and I went inside to wait for the prognosis.
After 10 minutes, Andy came in to explain that the rudder did seem spongy in its feel but he'd checked all linkages etc and it looked to be fine. I was offered G-BMUZ instead but elected to take Juliet Victor. The booking form was faxed to ATC and the technical log checked to ensure we were within legal aircraft hours. Out we went to finish off the checks and I backtracked a little on my checklist to ensure nothing was missed. Alistair stood at the end of the starboard side wing, in the brilliant sunshine, as I went through the external stuff and as I was climbing in Alistair asked,
"What colour light is at this end of this wing"
"Erm green" I replied, after working out that I was sitting in the doorway facing the rear of the aircraft and the right hand wing was now on my left! I was right, thank heavens. In we got and I slowly, methodically said the checks out loud. Alistair nodded and said all was well before I asked for clearance and we moved to the Foxtrot hold for power checks. Trying hard to remember all the little things I moved through the list and we were ready to go. I gave the passenger brief and the emergency procedure, just in case and called for our departure instructions. When I was ready, I took a couple of deep breaths and a long drink of cool water out of my flight bag.
"Golf Juliet Victor ready for departure"
After a short hold, we backtracked on runway 25 and before we'd turned, received clearance to take off. After checking with Alistair to make sure he was ok and comfortable, power was applied and we accelerated along the tarmac and lifted clear. Climbing to 500 feet, checking the instruments, ensuring that we were at 80 knots, we turned north for the navigation leg of the test. The first leg was to Wooler and at 3500 feet I trimmed and did my first FREDA check.
As I was familiar with this stage, I took time to settle in and arrange the map, plog and get pens ready before the hard work begins. With the aircraft trimmed and staying where it was put, I actually began to enjoy the experience. We arrived two minutes early at Wooler due to stronger than forecast southerly winds pushing us along. We approached my first turning point and we noticed a fast military jet down to our right, hugging the ground at incredible speeds. Just as I was about to say, "They normally come in two's", a second jet passed right across our tail and turned right before descending on our left hand side below the wing and out of view below us....WOW!
Turning at Wooler and re setting my stopwatch, we made for Duns in Scotland. Newcastle asked me to call Scottish FIR and then come back to Newcastle once we return back in to their airspace. My first radio call to someone other than an airport. We got a Flight Information Service and travelled north north west over the Scottish border at Coldstream. The big meandering rivers made navigation easy and before long we were at Duns and turning for Dumfries. Using a large disused airfield on my left, I used a main road to follow to a small town called Earlsdon before Alistair asked me to divert to Beadnell on the North East coast.
"105 degrees, 35 miles, 22 minutes at 3000 feet". And off we went, towards familiar territory again. At this point I noted that the direction indicator was precessing and had to reset it. Good job those FREDA checks worked although I could have done more really. Keeping the Cheviot Hills on my right we passed Millfield and Wooler before sighting the coast in the distance. Holy Island to our left looked fantastic bathed in early evening sunshine. Bamburgh Castle shone like a beacon just a little way down the coastline as we moved towards Beadnell, then on time loomed the small village we'd been aiming for, excellent stuff.
"Confirm it is Beadnell using any aid you wish" asked Alistair.
Using the VOR and DME at St Abbs Head, I confirmed the position with the Vortrack purchased for such an exercise, it was spot on. And we climbed and headed south as Alistair explained that he was now responsible for navigation and radio as the upper air work was going to begin. Then after following the St Abbs VOR at 105 knots, we turned to head south.
We climbed to 4500 feet and started with the three stalls which were good. My steep turns went well as did the spiral dive recovery and steep gliding turns. I had a large mouthful of water before starting a gentle descent to 2500feet to do a PFL. Then after following the St Abbs VOR at 105 knots, we turned to 180 degrees.
The power was pulled and the aircraft was trimmed for 75 knots and a couple of fields pointed out before the restart checks, simulated MAYDAY and an approach was done. Shut down was said out loud and then I realised that I was too high and swapped for a field to the left, further away and a better option. Alistair was really helpful all the way around and he called for a climb away at 500ft satisfied with a "Really good" PFL. On climb out, the power was pulled again.
"Oh no, another engine failure" He smiled as I pushed the nose down and aimed for another field. Again this went as it should and we climbed away to head back towards Morpeth.
"You now have the radio and navigation, take us back and we'll need three circuits".
So, I asked Newcastle Radar for a rejoin and three circuits. The rejoin was given but I was asked to speak to Tower for the circuits. Changing frequency to Tower, I asked them for permission and they were approved. Alistair said that if there was a problem, he'd intervene to "Mark his authority" on them, which gave us a good laugh. With the airfield in sight, a full flap landing was requested. ATC then asked us to get in early as there was another aircraft on a long final. Down went the nose and we shot along towards the runway. When we were close, I pulled back the throttle and got some flap in before turning base. Full flap was put in at 400 ft and down we went. The landing was a little hard but it wasn't too bad at all. Full power and up we went for a flapless approach.
This time the approach was flatter and the landing a really nice one on the centre line. Alistair was happy and up we went again for our last left hand circuit. A comment about how well the circuits had gone without interruption by other aircraft was bound to spoil my last landing, and it did.
"Orbit left as one aircraft on final" requested ATC and we smiled. Ah well, it had to happen, I suppose.
This approach was a glide approach and it was one of the best I'd done. We taxied to Foxtrot, thanked ATC as we vacated and closed down the aircraft. Alistair had said that I'd handled the landing well and then said, "Congratulations" as he offered to shake my hand.
Wow, a lifetime ambition had been achieved, what a feeling. We opened the door and the cooler air was a relief as the aircraft had been incredible. As we walked across the apron, I was grinning like a complete loon! Inside the club house, I was congratulated by Phil and we went to the training room for a de brief and to complete the paperwork.
Alistair pointed out a few things which will improve me as a pilot and the paperwork was finished off before he said "Goodbye" and headed home, after we got Phil to take a celebratory photo.
So, thirty eight years after getting the 'bug' on that flight to Jersey and fifty nine hours in to the training, I'm now a pilot. A lifelong ambition reached and I am incredibly happy that now I am free to explore the skies with and family members or friends brave enough to get in an aircraft with me. What a journey....