ROTTERDAM AND RETURN

A S a comparatively inexperienced airman. A and a complete novice in foreign air touring, I recently undertook a solo trip from Elstree to Rotterdam.

Preparation

Although the outward flight was made on the last day of May, the initial planning began some three months earlier. After discussing the project with our group secretary, Roy Mills, we began the preparation of my trip'

Up to the present time' most of my flying had been trips of short duration of an hour or so, but experience had shown Roy that even a well prepared flight plan was little value when the pilot had out-flown himself. Flights of longer duration were under-taken in which part of the flight was assumed to be I'M'C' Basic instrument flying was also part of the training, should the weather become marginal during the crossing of the " Ditch." Every opportunity of flying in drzzle and poor visibility was made to give me " feel."

At my suggestion, Roy and I went down to Lympne and went through the whole pro- cedure of the clearance for a trip abroad, including crossing the Channel and getting to know the landmarks on the French coast. This last part of my training completely flabbergasted a French pilot, who did his utmost to stop us. I am certain that to him the Channel was one of those emergencies that one rarely has to face and that to do so for pleasure was utterly mad.

A letter requesting permission to use Rotterdam - Zestienhover was sent, giving approximate dates and the fact that I would not have radio. The reply which I received from the airport controller was both courteous and helpful.

Application was also made to the Royal Aero Club for a one journey carnet' together with maps for the flight. Waiting time for the carnet was about ten days, although a personal visit to the Air Touring Department will reward the effort with immediate service.

The only other bit of study that I put in was to run over the route from time to time to become familiar with it. Actually I put it on the waIl so that I could take a look at it at odd moments, although I must admit that the room did look rather like an operations room instead of a bedroom !

Outward Flight

The Surday before the flight, group flying continued as normal, and at the end of the day's activities, Roy went over the Maggie for the second time that day, just to make surs that I got off to a good start. I phoned Northolt and booked a route forecast, to be collected on the morrow.

By this time G-AKKR had been filled to the brim, and a chit to be presented to the customs at Lympne for petrol rebate obtained.

We went through the flight plan together, checking the danger areas and tracks to be taken, and then, after picking up the necessary documents, parted with the good wishes and threats of the group.

Monday dawned clear and bright. The forecast confirmed my optimism, and after vrorking out my flight plan and booking out, tr took my leave of Elstree, and pushed off.

Davidson carrying out a pre-tlight check of his route

The first leg was to Lympne via Gillingham, and was as pleasant as it was uneventful.

On arrival at Lympne, the ritual of booking in and filing a flight plan to Rotterdam.

My next concern was to attend to the needs of the Maggie and then to those of the inner man, whereupon I contacted the Customs Officer, Landing Officer and Emigration Officer.

Having made my peace and donned my gear, including Mae-West, the Maggie and I began the second phase of our journey to Holland.

Half IVay Across

The light-house at Cap Gris Nez came into view about half way across the Channel, and contrary to expectation, the Maggie's engine did not select the rough running that I had been led to expect.

From the Cap my track took me inland on an easterly heading to a river due south of Gravelines, thence to Bergen-op-Zoom on a track of 065o, and finally to Rotterdam.

This inland route was chosen to avoid the control zone of Ostend and the danger area of Ypenburg.

Over France and Belgium, the sky became overcast, with the base down to 2,000 ft. i,', places and accompanied by light drizzle here and there. However, visibility remained good with the check points falling into place on time.

The landing was on the grass area beside the main runway, normally reserved for radio aircraft, including the Boeing 707. A Land Rover guided me to the Customs area, where the process, began at Lympne, was completed.

The infrequent bus service and the lack of exercise during the last three hours gave me the excuse to walk to the nearest local bus service halt, having seen the Maggie safely installed in a large hangar, in the company of several continental machines.

My stay in Holland was pleasant enough, although it involved a certain amount of business.

Return Trip

The return flight was scheduled for Friday morning, but the early start planned was delayed by inclement weather, which later in the morning improved to give a ground visibility of approximately five nautical miles at Rotterdam, dropping in places to 2-3 n.m.

Cloud base was also very variable, and would have been regarded as marginal in England, if not IMC, but were simply regarded at this airfield as difficult.

Flight Costs

Most Successful Rally

" Our most successful rally to date was held at Cranfleld. We were fortunate in having brilliant weather and 60 aircraft attended over the week-end, including 10 from the Continent'

" The Concours d'Elegance and other major prizes were retained by the French entrants anO the prize for the best amateur-designed and constructed British ultra light aircraft went to Mr. John Taylor for his Taylor Monoplane.

The decision was mine. I was clear to go as far as the Dutch controller was concerned' If I did not like what I found, I could return' With this thought in mind I once more struggled into my outfit, and set the Maggie's nose for home.

The met man's predictions were substantially correct and no difficulty was experienced throughout the early part of the run, but towards Cap Gris Nez the cloud base lowered and reduced visibility to about 3 n'm' Before taking the plunge, I back tracked inland from the light-house, and then turned on to my compass course, using the light-house as an aiming point upon which to correct my drift' Soon I found myself cruising along in a haze, with no visible horizon at all, and had to seek the aid of the instrument. Through the murk Folkestone came into view at about one o'clock, and the tension was almost over'

While I am the first to admit that my instrument flying is far from the rating standard, the recent practice had given me confidence to tackle marginal conditions when faced with them, and had given me a sense of security, without which the trip would have been ruined'

I felt that the main task was now accomplished, the Maggie was ba-ck on its own ground again, with Lympne only minutes away'

Clearance through customs and so on we'nt without delay, and I was soon enjoying a cup of tea, before returning to Elstree'

6:

" Initial reservations have been made for the 1961 Rally to be held again at Cranfield and indications are that this one will be equally successful."

From the Chairnr'an's RePort to the Members of the RoYal Aero Club

ERNEST K. GANN

The Hunter

Out of his own Professional exPerience, Ernest Gann has written a most Powerful revelation of the men who flY 'Planes -seen as men alone, living with fear, Pursued bY fate.

Book-of -the-Montlt Club Choice 21s net Hodde t t, Stoughton