The three circuits that were flown were a normal 1,000ft. circuit followed by a second one with a flapless landing and the final one with a spot landing.

The most noticeable feature of all the circuits was the lack of or incomplete down wind checks. As I have mentioned before the best way to remember down wind checks is the word BUMFISH. “B” being for brakes (check pressure) “U” for undercarriage (down and locked) “M” is for mixture (fully rich) “F”is for fuel (correct tank and sufficient for go-around if required) “I” is for instruments (all in the green) “S” is for switches (all in the correct position for landing) and “H” is for hatches and harness.

Some tended to be high on the flapless landing but only two used the sideslip to adjust the approach. Sideslipping does the same job as flaps (it enables you to loose height without picking up forward speed) so why not use it when you have not got flaps.

Landings for the most part were ok but only two managed to hit the target in the spot landing (in this case the piano keys on 35). Once again the secret is to be set up early.

The short quiz was not particularly well done and easy points were missed by some. All the information was to be found in the aircraft flight manual, two copies were available to be used.

The maximum takeoff and landing weight in BAC is 1156 kg’s, not the ramp weight of 1160 KG’s as some used. The total fuel capacity is 212.8 litres with 11.4 litres of that unusable. The stalling speed in the landing configuration in KIAS (in knots indicated airspeed) is 40knots and not 48 knots (this is the stalling speed in KCAS )

All got the VNE correct as 163 knots. The answers to the final question could be found in the cruise performance charts and the answer was 115knots and 9.5 US gallons per hour. To convert US gallons to litres we multiply by 3.8 ie 36.1 litres.

Best on the day was Jonathon Mar with 63 points from Kingsley Picker on 60 points and Frank Wells on 59.5.