I infringed today . . .
I'm feeling pretty crappy right now, after screwing up badly ... I think I've learned a big lesson and maybe it can help others too . Here's what happened.
I was flying my first solo navex land away, and infringed Luton ATZ.
Briefly, the circumstances were as follows: my route was from Blackbushe to Cranfield via Westcott and Woburn. Everything was going fine approaching Westcott, where there was intense glider activity - I had seen 3 or 4 in the vicinity. As I approached Westcott, it was necessary to make a turn to give the gliders plenty of room. Consequently, I was unable to actually turn toward Woburn, precisely where I had intended. I thought I was now north of Westcott so turned 090 to intercept my intended heading of 056.
I was receiving a FIS from Cranfield Approach, who requested I report overhead Woburn. As the leg progressed, I saw a town in my 10 o'clock (I took as Milton Keynes), another in my 2 o'clock (which I took as Leighton Buzzard). I made out a disused field abeam on my LHS, around my half way point. (I took this as the disused field at Little Horwood). As everything seemed to ‘fit’, I maintained the heading. Unfortunately, the towns were in fact Leighton Buzzard to my left, and Hemel Hempstead to my right. The disused field was Wing. As the ETA to Woburn approached I was concerned that I did not have the abbey or village in sight, but soon made out a manor with a lake ahead. The conurbation to my left was larger than it should have been and the manor did not look right. . (I had flown the leg dual the previous week). 'Alarm' bells started ringing in my head. Despite this, I reported 'overhead Woburn' and was asked to report downwind. My heading now was planned as 358, but the field I could see was more like 030 . . . the 'alarm bells got louder'. Cranfield asked my position and I think it was at this point, I told them I was uncertain. Another aircraft on frequency reported they believed me to be overhead 'the brickworks' although I could not confirm that. Cranfield believed they had me visual, but by this time I could make out the field much more clearly and it was definitely not Cranfield. I reported that I could see jets on ‘’rwy 06’’, and it was now blatantly obvious I was in the Luton ATZ.
Cranfield passed me on to Luton ATC who vectored me to my intended destination. I was mortified with my error and very nervous. I joined the circuit at Cranfield from left base and landed safely. Unsurprisingly, it was far from my best effort in a circuit.
Luton ATC had been splendid - very calm, helpful and no hint of chastisement, only a request to telephone the ATC supervisor at Luton upon landing. This I did, and gave a brief account, explaining I must have become disoriented after avoiding gliders around Westcott. It seemed a poor excuse, and it is only now, sat at home with my chart on the desk can I understand how I let this happen.
After telephoning the school, I flew the return leg, nervously but without any difficulty. I was very happy to touch down at ‘home’.
My experience so far ? I'm a 35 hour JARPPL student. I fly two or three times a week subject to weather. I've passed all but the RT exams. I was feeling quietly confident about this part of the training, but this has 'knocked me for six'. My FI is being very supportive, I'm going in tommorrow to talk it over again and weather permitting, fly it dual again. (although at the moment - I'm not sure how I feel about that !)
It is a bit late in the day now, but I can see how I got into the situation. Reasons, rather than excuses: - the geography was uncannily like my intended route; perhaps the westerly wind was stronger than planned for; but mainly, I was not north of Wescott after my manoeuvring turns? My lesson from all this is to trust my training more and be more proactive. The minute those ''alarm bells'' began to ring I should have acted. I should've requested a position fix there and then, rather than taking comfort in ATC’s supposition that they had me in sight of their field. I was the pilot - it was my responsibility.
I'm not sure what happens next . . .