The first task was a normal 1000 ft circuit with judging emphasis placed on flying the proper heights, circuit proportions, approach and landing, and of course cockpit checks. In the good conditions this was quite well carried out by all members. The second circuit was a glide approach and for the most part this was also OK.

The engine failure on take off was the third task that was judged and most realised from that height (300 ft), the only option was to go straight ahead and pick the best paddock available from 30 degrees either side of the nose of the aircraft. As we have always said, the main thing to consider in any emergency situation is to fly the aeroplane. In this case adopt the best glide speed and maintain it, and plan the approach to the paddock selected using flap as required. Whilst time does not allow a complete cockpit check, there is time to carry out the basics without detracting from the main task of flying the aircraft. These will vary from aircraft to aircraft, but the important checks should include electric fuel pump on, apply carby heat, change fuel tanks and check the mixture is fully rich. (On a few occasions when flying aircraft with constant speed propellers, I have had students mistake the mixture control for the prop control, which eventually leads to a lack of engine noise when they keep winding the control back thinking that they are adjusting the revs.)

In the case of VH-BAC, I would put the fuel pump on, check mixture control and fuel cut-off valve are in the appropriate positions, and make sure the fuel selector is in the “both” position. I am sure that these checks can be done without detracting from the main task at hand and quite probably may solve the problem.

The steep turns I felt were a bit disappointing, probably because most have not practiced them for awhile. Most were not able to maintain a constant height or bank and in all cases, the aircraft was out of balance, sometimes a full ball width outside, particularly in the turns to the right. Some of the trouble comes from spending too much time looking at the instruments and not picking up your own cues from outside the aircraft and relating the aircraft’s attitude to the natural horizon. Once we have established our bank, stabilise it, a quick check of the instruments to see we have balance, the appropriate bank and are maintaining height and then concentrate on those cues outside. Only quick references should be made inside the cockpit. In using the rudder, we must remember that in turns to the left the engine torque helps us and we don’t need a lot of rudder, but in turns to the right, we need a lot more as we have to overcome the torque effect as well.

Also in a steep turn in the C172 we should use full power to help overcome the extra drag created. Another thing that caused concern was that some were prepared to go straight into the turn without clearing the area for other traffic.

The emergency landing exercise was OK, but once again the majority did not clear the engine on the way down.

The quiz on the area forecast was well done with the lowest mark being 9 out of 10.

The winner on the day was David Bull with 63 points from Kingsley Picker on 62.5 and equal third were Errol Chopping and Rob Conroy on 57.5.

Jerry Trevor-Jones, judge.