The weather was fine and we did not have to battle the winds that had been evident during the week. Taking off from runway 35 we proceeded to “Wardell” conducting instrument flying on the way across. Cockpit checks were ok but I don’t think any were 100 percent complete and I still wonder why the check list provided is not used.

Takeoffs were ok and all maintained runway heading accurately until making the turn, instrument flying was good. On arrival at ‘Wardell” we discussed what should be carried out in a precautionary search and inspect. There are many reasons why we may have to carry out this procedure: running low on fuel, running out of daylight, running into bad weather, mechanical problems, etc. Whatever the reason the object of the exercise is to find a suitable place to put down and in doing so it is important to carefully check the area. Once a possible site is selected we descend to 500 feet and carry out a run over the area at a lower speed (say 65-70 knots in BAC and 10 degrees of flap) and keeping the proposed area on the left hand side. At this stage we should have determined the wind direction so make the run into wind if possible. What we should be looking for in this first inspection is the size ( is it long enough, and don’t forget we will have to get out of there at some point in time) the slope ( is it a one way strip like “Wardell” ) the surrounds ( obstacles, power lines, trees, fences, towers etc) finally the condition of the surface. If the area passes the test we should make a second pass and this time at a lower level. This lower level will depend on the terrain and it may well be that we can not descend much below the 500 feet but if the area is ok come down to a safe height (say 200 feet) for this inspection which will give you a better appreciation of the surface, slope, and the surrounds and also the wind speed and drift can be checked. During this inspection select a touch down point. If happy with the field climb back to 500 feet and carry out a short field approach and landing. If still not certain of the site it may be necessary to carry out a further inspection or go look for a more suitable area. The important thing if you should be placed in the position of having to carry out an out landing leave yourself plenty of time to conduct the search. A PAN call would also be advisable. The landings and takeoffs at ‘Wardell” were carried out quite well.

On return to Bathurst we carried out a straight-in approach on to 35. The requirement here is to be established 5 miles out (and advising your intentions of carrying out the straight-in approach) and then giving a 3 mile call and a 1 mile call. We must remember circuit traffic have right of way. The main problem with this exercise was the failure to carry out pre-landing checks. Many pilots have come unstuck with straight-in approaches and to their dismay have discovered too late that they have not put their wheels down.

The quiz relating to the weather forecast could have been done better.

Question 1: The validity period of the forecast in local time was from 6am to 7pm on the 14th October.

Question 2: A Metar is a Meteorological Aerodrome Report and is used to identify routine observations (hourly or half hourly) when conditions are at or above specific levels.

Question 3: These are the QNH forecasts for the 3 hourly periods of a 12 hour TAF.

Question 4: A rule of thumb is that when a wind is 30 degrees off runway direction the crosswind component will be 50% of wind strength, 45 degrees off runway direction will be 70% of wind strength, and 60 degrees off runway direction will be 90% of wind strength and above 60 degrees will be 100% of wind strength. Pilot operating handbooks also have a graph that will enable you to determine both headwind and cross wind components.

In this question we had a wind 70 degree off runway direction. The answer, using the rule of thumb came to 32 knots and by the graph it was 30 knots. Both answers were accepted. The crosswind was from the left.

Question 5: The answer was that from 10 am local time on the 14th October the wind would be from 280 degrees at 22 knots gusting to 32 knots, visibility 10 km plus, light showers of rain, cloud base above aerodrome elevation scattered at 3000ft ( 3 to 4 octas ) and broken cloud at 6000ft ( 5 to 7 octas).

Best on the day was Kingsley Picker with 61 points from Ed Collins on 57.5 with Glen Thompson on 56.5. Congratulations to the placegetters.