Part Two: First solo nav!
I was informed when I arrived at the airport that I would be able to go off on my own after the low level circuits. The route was Cambridge - Spalding - Downham Market - Cambridge, so I planned the route and filled in a plog - doing it all properly with the whizz wheel. There would a couple of MATZ penetrations (Marham and Lakenheath) plus overflight of Fenland's ATZ, total flight time estimated around 55 minutes. I wrote the appropriate radio frequencies on the map near the points where I'd need to change to them, completed the fuel planning and checked NOTAMs, and then we were good to go with the low-level circuits.
After the low-level circuits and refueling the aeroplane, my instructor left me to do the solo nav. I had decided that some human refueling was also in order so finished off the packet of crisps that I'd brought with me. This turned out to be a crucial error, as the 2 minute delay thus introduced meant that I was taxiing behind a DA42 and a C130 Hercules. The DA42 departed while I was doing my engine checks, and then as I called for further taxi (at this point remembering my "Student" prefix for the radio callsign) the Hercules started backtracking. They got their IFR route clearance and wanted to do a circuit and low-level approach before departing properly, so this ended up being a 10 minute wait at the hold for me! At least it gave me plenty of time to make sure everything was arranged nicely in the cockpit. I also put the carb heat on for a short while, just to be sure there was no carb ice. When the Hercules departed the ATZ, I was cleared for takeoff.
The first part was easy enough - left turn out (cleared to not above 2000' due to traffic in the area) and handed over to Cambridge Approach, I followed the A14 around the north of Cambridge to get to the M11 junction. This was my departure point for the turn towards Spalding. As the altitude restriction was removed, I went up to the planned cruising altitude of 2300' and did some FREDA checks after making sure I was on the right heading and noting the time. At Benwick I switched to Wittering for a basic service, I had to ask to confirm the squawk (didn't hear the last digit properly the first time) but other than that, this went OK. Was asked to report turning at Spalding which was straightforward enough! There was a bit of updraft and downdraft beneath the cloud layer but not too much. One thing that threw me off was that the Chatham QNH given was a good 7 or 8 hPa lower than the Cambridge QNH, which meant winding off a couple of hundred feet!
After turning at Spalding, I requested a change to Fenland as I would be transiting just above their ATZ. Asked for the QNH from Fenland Radio which was more like the Cambridge QNH that I'd departed from, which seemed like a better option than the regional pressure setting. They had an aeroplane taking off as I went overhead but it was good to know that everyone was visual with everyone else! Once past Fenland I switched to Marham in preparation for the MATZ penetration. This was approved - I think when asked to "pass my message" I gave my current position as a couple of miles further back than I actually was at the time, but other than this it was OK, something to do better next time though.
Turned at Downham Market within the Marham MATZ and was greeted with the long straight line of the Great Ouse and the railway all the way back to Cambridge! Maybe this was the chosen route for Solo Nav 1 for a reason... it would have been very difficult to get lost! As I left the Marham MATZ they asked me to freecall Lakenheath, which was already queued up on the radio - as always Lakenheath Approach were a model of efficiency, I was given a squawk, and then MATZ penetration approved without even having to ask. I think because I was "Student G-CLNB" they spoke a bit more slowly for my benefit - it was certainly very clear and easy. Had a great view of Ely Cathedral on the way home, then switched to Cambridge Approach as soon as Lakenheath ended their radar control and asked me to freecall.
I requested a Basic Service from Cambridge Approach and then was asked whether I was inbound or staying out for some handling exercises. I said I was inbound and asked for a crosswind join, at which point they reminded me that this was something I should be asking Cambridge Tower and asked me to call them instead! I should have really just asked for rejoin (or recovery) on my initial call to Approach rather than asking for a basic service - never mind, another thing to remember for next time. Anyway, switching to Tower I asked the right question, although got a bit confused between west and east when describing my position - quickly corrected it, but without saying "correction", so another reminder to think before pressing PTT! They had some outbound traffic so asked me to hold position at Waterbeach - this was fine, as there was no-one else around I decided to use this time to practice some steep turns, which went fairly well! After a couple of minutes I was visual with the traffic departing and in the circuit, and a crosswind join was approved. This went smoothly and soon I was downwind behind another school C152 who was doing solo circuits. As I turned downwind they were turning base, so I was reasonably close, but the spacing looked like it should be sufficient for them to do a touch and go and me to land after. I did the usual pre landing checks, turned base and then final. The C152 ahead was just touching down, ATC told me to continue approach and expect a late clearance, which was fine. There was a fair amount more crosswind than when I had departed, but it was all quite manageable - I got the clearance to land on very short final, and made a decent enough landing on the stall warner. Taxied back and parked up at the end of a long but very satisfying flight!
Looking forward to more solo nav at the weekend... all these long lessons are quite expensive but the progress definitely feels worth it.