The first task was a short field takeoff with obstacle clearance climb. To refresh our memories the aircraft flight manual tells us that we use 10 degrees of flap; hold on the brakes (if surface is ok), increase power to maximum, then release the brakes, rotate at 51 knots and climb at 56 knots until clear of the obstacle and then take up flap and resume the normal climb Most were able to carry out this task successfully.

This takeoff was followed by a 1000 ft. circuit and a short field landing. Once again the tail wind at times caught a few out with the result that they arrived at the threshold too high, and or too fast, to pull off a good short field landing. Getting set up early is the secret of a good short field landing and to do this you must be able to read the perspective of the runway and make the necessary adjustments to your approach. Always remember that your approach starts on base leg, not final. Even turning base you should be able to tell whether you are high or low and react accordingly. You then have plenty of time to set things up and once you have full flap selected and speed back to 61 knots adjust the rest of the approach with power. Should you find yourself too high reduce power, if too low increase power. Many realised that they were too high far too late and reducing power at this stage did not allow enough time to correct the problem. Monitoring the change in the perspective should have alerted them to what was happening.

"Wardell" is a strip, (particularly now that it is much shorter) that the approach must be right and if it is not a decision to go around must be made early. Leaving it until the last minute is just not an option.

The instrument flying was for the most part ok but some tended to make their turns too steep. Turns in instrument flying should be rate one. This equates to 17 degrees of bank in a Cessna 172. Steep turns again were disappointing with the same problems existing. Most, but not all, did have a good look out before rolling into the turn this time but few were able to keep a constant bank at 45 degrees or their altitude within 100 feet. Once again the secret is to look outside the cockpit and obtain the clues from the natural horizon and not head down and eyes glued to the instruments.

The final task was an emergency landing and the tail wind caused some to be high on approach which necessitated some violent manoeuvres to lose height. Checks were ok but once again warming the engine was not always carried out.

Best on the day was Ed Collins with 59.5 points from John Bestwick on 58.5 and Brian Harvey on 56.5.

Congratulations to the place getters.
Jerry Trevor-Jones