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Day trip to Cornwall for Pasty and Ice Cream

With forecast weather being great all day Marc, Adrian and Toby arranged to meet at Little Gransden Airfield for the long awaited Cornish Pasty and Ice Cream fiy-in at Bodmin.  Marc arrived very early to tidy up the inside.  We pulled LB out of the hanger and prepared for flight.  With a planned route using Sky Demon we set up a little later than originally planned at about 10:10 (local).  Adrian was P1 and decided to fly from the right hand seat to get a little bit more experience from that side, with Marc in the left seat and Toby in the rear.  The first leg would take us to Compton Abbas.

We initially climbed above Old Warden ATZ and tracked SW keeping under London Luton CTA.  We tuned in to London Information on 124.6 but they were so busy dealing with channel crossing traffic we decide to just listen out and not ask for a basic service.  After coming out from under London Luton CTA we climbed to over 4000 ft. with the intention of staying clear of Benson and Boscombe Down MATZ.  As we approached the Boscombe Down area we could see a lot of white smoke from fires on Salisbury Plain which was blowing some distance across our path and to a height probably in access of 4000 ft and we couldn’t see beyond.  We decided therefore to climb another 500ft or more to pass over the smoke.  Our track would take us over danger areas EGD128 and EGD126 and we were also careful to avoid parachute drop areas Netheravon, Boscombe Down and Old Sarum.  We tried to talk with Boscombe but with no response we made bind calls.  Once we were south west of Bosecombe Down MATZ we tuned into Compton Abbas.  They were very busy which wasn’t surprising on this gorgeous day.  They were using 26 RH so we descended dead-side to circuit height and then joined downwind as per their published procedure.  On base and descending to land it became a little bumpy particularly on final.  Adrian fared was a little high but the landing was fine. Perhaps Adrian can be forgiven as he was still getting use to flying from the right seat.  We went straight to the pumps to fuel up for the next leg.

Compton Abbas is a very pretty airfield on top of a hill with great views.   it is a popular destination for visiting GA pilots and is also used by local people wanting to watch the arriving and departing aircraft, see the views and to visit the lovely restaurant.  Compton has one of the most popular restaurants in the country so can get busy.  They operate a fast track system order for pilots, to skip the queues and be eating within minutes.  We paid for fuel and landing and took advantage of the fast track system to get coffees and a snack. We were walking to our LB by around 12:30 (local).

The next leg was going to be flown by Marc.  After departing Compton Abbas we all noticed that it had become much more turbulent.  This was put down to the day time heating.  Although we were being thrown around somewhat it was well within Marc’s capabilities.  We climbed up to our cruise height and started tracking towards Bodmin airfield.

As we would be going to pass relatively close to Exeter airport Marc thought it best to request a basic service from them.  We listen to Exeter ATIS first to get a heads-up then request the basic service which is readily offered.  After passing Exeter we tracked towards the higher ground of Dartmoor.  As we approached Princetown which is near the centre of Dartmoor we requested frequency change.  The Exeter controller suggested we call Newquay approach.   Princetown is known for it’s famous Dartmoor prison which earlier in the twentieth century contained some of Britain’s most serious offenders. Those large granite walls which can be seen for miles now a contains only category C prisoners.  The prison is owned by the Duchy of Cornwall, and is operated by Her Majesty’s Prison Service. The Prison Service will not be renewing its lease when it expires in 2025.

As we moved to the west side of Dartmoor the ground drops away again.  We tune into Bodmin to listen out.  We were surprise to hear they were using 13RH.  This meant that as we approached from the east we could descend dead-side and it would be relatively easy to enter the right-hand circuit.  We followed a micro light ahead of us and Marc made a good landing on 13 which wasn’t two challenging although you would want to touch down late as the runway drops away from the central point.  It’s quite busy with visiting pilots.  We are marshaled to the parking area where we would shutdown.

We signed in, then we headed to the restaurant to get a lovely Cornish Pasty each only to find they had just sold the last one.  Such a disappointment.  We were offered some cheap factory produced pasties which we reluctantly took.  We subsequently found out that earlier visiting pilots had bought some extra ones to take back home.  Perhaps next time we will put in our order in when we do our PPR.

It was agreed that Marc would fly the third leg with Adrian in the front and Toby in the rear.  As we planned to land at Perranporth airfield we first called to get PPR and to ask if they had fuel. We were told that they did but not after 16:00 (local).  Adrian knows Cornwall well so whilst we had a loose route planned in Sky Demon we could make a few variation to see some interesting landmarks.  The route initially took us northwest to the north side of the Camel estuary towards Rock and Polzeath.  Then on toward the Rumps which is a nice place to see seals not that we could see any at 2000ft.  However the sea looked amazingly clear.  We then turn left heading southwest crossing the mouth of the Camel before turning left again and heading for Padstow (now frequently referred to as Padstein).  Adrian remembers Padstow well having grown up there in his childhood years.

As we wanted to cross over Newquay airport we called Newquay approach for a basic service.  We were asked to climb above their ATZ and to report overhead.  We crossed Newquay perpendicular to arriving and departing traffic.  After leaving the Newquay ATZ beneath us we turn right to head out over the water a little to avoid over flying Perranporth airfield were we knew they were doing parachute jumping.  Once out over the sea we turned right to head toward St Ives.  The rugged coastline in this part of the country is amazing and there are some lovely coves.  At 3000 we could easily see the south coast of Cornwall.

At St Ives we once again over land.  We then frequency change to Lands End.  We listened out on the Lands End frequency.  We then called Lands End.  We were asked our intention.  We explained we would fly overhead and then we would be heading for the Lands End complex where we would orbit and then return to overfly Lands End airfield again

After leaving the Lands End ATZ we requested to change to Perranporth.   After changing frequency we listen out first and found that they were using 27 with RH circuit.  We called and said we would be approaching from the south and would descend deadside before joining downwind.  As there were no parachutes in the air we are able to enter the circuit and land without delay as it was nearly 16:00 and we would need fuel for our return journey.  As Perranporth is on top of a cliff we needed to be a little careful because of the possibility of any unexpected turbulence. On landing we were guided to the pumps.

It was agreed that the return leg would be flown by Adrian with Toby in the front with Marc in the rear.  We were a little delayed because at the time we wanted to start our engine there were parachutes in the air.  After we landed we made quick progress to depart again on runway 27.  At the time they were also using runway 01. Our planned route for our final leg which would be the longest would take us almost direct to Little Gransden.  After departing Perranporth we called Newquay again as we wanted to fly overhead perpendicular to the arriving and departing traffic.  Once we were clear of Newquay we tuned into London Information. As they were not that busy we requested a basic service.

Return leg

The route would take us over Bodmin moor again but this time we would just clip the north edge of Dartmoor.  Continuing we would pass south of Bristol, south of Swindon and overhead Oxford.  We stayed with London Information all the way back and apart from request for position checks there was very little for us to do.  After 2 hrs 40min we arrived safely back at Little Gransden.

We were all on a high after such a amazing days flying, although it is a little pity we missed out on a proper Cornish pasty. We must visit Cornwall again perhaps staying for a night or two.

 

 

News

Day trip to Blackpool

With a great day ahead of us, Marc and Adrian agreed to meet at Little Gransden Airfield.  Our original plan was to fly to and land at: Fenland, Breighton, Bagby, Blackpool and Taterhill before returning to Little Gransden.   It didn’t work out quite like that because we realised into the journey we hadn’t left enough time.

The first leg was flown by Marc to Fenland.  Whilst we have both been there several time why is it so difficult to find.  Anyway Marc joined right base for 08.  The main purpose of this visit was to acquire a 1:500 000 Northern England aeronautical chart.  The last one they had, had been put aside for us.  However, the very helpful chap in the shop couldn’t find it.  Eventually he did so after paying, folding we quickly departed on 08.

Adrian flew the second leg to Breighton, an airfield neither of us had visited before.  We were expecting that they would be using 10 but on hearing on the radio that 28 was being used we joined left base for 28 following another aircraft in the circuit.  After parking up we used our Flyer free landing voucher.  We both had coffees, with bacon roll for Adrian and sausage/egg roll for Marc.  Very tasty.  Breighton was very busy with almost continuous movements.  Unfortunately, we didn’t have time to wonder round.  The regulars were very welcoming.  We need to visit again.

LB at Breighton

LB on the ground at Breighton.

More pictures of out trip can be found by clicking here.

At this point we thought that if we went to Bagby we would run out of time, so decided to cut out Bagby and route direct to Blackpool.  Marc would now fly this leg.  We headed initially in a north northwest direction avoiding the Leeds zone and then when we could turn west southwest towards Blackpool.  This would be the highest ground part of the trip so we flew at an altitude of about 4000ft.  We listened to Blackpool ATIS then contacted Blackpool.  We were routed to join right base for 28.  Warton is very close and we were aware that some pilots and miss identified Blackpool and had mistakenly landed at Warton.  No problem for us on this excellent visibility day.  After landing, refueling and parking we once again use a free landing voucher saving us nearly £20.

We would have liked to made a trip into Blackpool as neither of us had been to the centre, but unfortunately again we would run out of time.  We had a quick soft drink and snack in a bar just outside the airfield before returning and booking out with ATC via a phone.  At this point we also decided to give Taterhill a miss again because of time constraints.

Adrian flew the final leg back to Little Gransden.  This involved navigating the Manchester Low Level Route (LLR), which is in Class D airspace.  Within the LLR aircraft may fly without ATC clearance, subject to the following:

  • They remain clear of cloud and in sight of the ground.
  • Maximum altitude 1300ft on Manchester QNH (available on ATIS 128.175MHz or on the MCT VOR 113.55MHz).
  • Minimum flight visibility 4km

Although carriage of radio is not mandatory for transit it is recommended that you have and you Squawk 7366 and listen out on 118.575.  A good document to view is:

http://flyontrack.co.uk/wp-content/uploads/2016/05/mcr-llr.pdf 

We kept a good lookout as there is expected to be a number of other aircraft using the LLR and we would also flying low over Warrington.  We were overtaken by two other aircraft also heading south in the LLR but essentially uneventful. The rest of the journey back was very pleasant in the late afternoon sun.  On the approach to Little Gransden runway 10 18:25 it was a little turbulent.

The only downside really was returning the Techlog to LB after completing it in LG pilot’s cabin. By this time it was dark.  After closing the door of LB, I mis-judged where the step was as I climbed down from the wing and fell pulling a muscle in my side.  This didn’t distract from fantastic day even though we didn’t do everything we had intended.   We should arrange to leave earlier next time we do a long trip.