Bembridge Airport - EGHJ

Bembridge Airport (IATA: BBP / ICAO: EGHJ) is located 2.3 NM (4.3 km; 2.6 Miles) northeast of Sandown, Isle of Wight. The Airport has been in operation on the Isle of Wight since 1921.

I have flown into this airport several times and it a really nice airport to fly into. The controller, when on, is really welcoming and will provide as much information if needed (Within reason!!) about the airport. This Airport has one difference to Sandown and that is the concrete runway.

This is another great airport to fly into on those summer months and a friendly pub the other side of the runway is seconds away!

Visiting aircraft are welcome but Prior Permission is required (PPR) for any aircraft to land at this airport for Monday to Fridays, or at times outside of the operating hours of Bembridge Radio. Landing will be both at the discretion and risk of the visiting pilot.

Visiting aircraft should be aware that the glider circuit is to the south of the concrete runway so overhead or dead side joins are therefore not permitted.

Power traffic should use the North side of the airfield for circuits, these being 30 Right or 12 Left as appropriate / wind variations.

Bembridge Radio operating hours are between 0930 and 1530 local on Saturdays, Sundays and Public Holidays. Prior Permission to land during operating hours is no longer required.

Visiting aircraft are advised to join either at 1500 feet on the runway centre line (QDM) or downwind on the north side. When Bembridge Radio is not operational then blind radio calls should be made to Bembridge Traffic on frequency 123.250 for safety purposes.

Information: (Subject to change)
The main runway is orientated 300/120 degrees
827 x 12 metres of concrete
Bembridge Radio Frequency: 123.25
Contact: 01983873051 for PPR

Mon – Fri: PPR Blind Calls to traffic.
Saturday, Sunday & Bank Holidays: 9.30 am - 4.30 pm EST

Website: http://www.eghj.co.uk/


Below are examples of what to say for blind traffic calls:
Bembridge Traffic, G-ABCD, 10 miles southwest joining overhead

Bembridge Traffic, G-ABCD, overhead, joining for runway xx
Note: this transmission is optional and may be advisable depending on other traffic in the vicinity.

Bembridge Traffic, G-ABCD, dead side descending runway xx
Note: this transmission is optional and may be advisable depending on other traffic in the vicinity.

Bembridge Traffic, G-ABCD, downwind runway xx

Bembridge Traffic, G-ABCD, base leg runway xx
Note: this transmission is optional and may be advisable depending on other traffic in the vicinity.

Bembridge Traffic, G-ABCD, final runway xx

Converting onto a PA28

After flying many hours on the Cessna 152 I decided to convert onto a PA28 (Piper Aircraft). The Piper or PA28 as commonly known has a tried and tested design, proving a favourite for many pilots. They cruise at 100kts, and can quite happily carry 4 people. They provide stability in the cruise as well as having nice handling characteristics. The PA28 is a family of light aircraft designed for flight training, air taxi, and personal use. They are all-metal, unpressurised, single-engine, piston-powered airplanes with low-mounted wings and tricycle landing gear. They all have a single door on the co-pilot side, which is entered by stepping on the wing.

For me to convert onto this aircraft I went back to my flying school I was with when I undertook my PPL, Sky Leisure. (http://www.skyleisure.co.uk) Most check-outs take can take 2 - 5 hours, or slightly longer if required.

I flew on Thursday 29th March, The weather again was CAVOK (Great)! We had to go over speeds of the aircraft which is important. The PA28 Warrior and Archer have different speeds. I was shown the speeds for the Warrior as this is slower by about 5 knots then archer.
Rotate speed is around 65knots, and climb is about 80knots (with no flap). And Approach speed is 70knots with a glide about 75knots. Once we have gone over the speeds we then had a check of the aircraft (walk around) from the outside and what was different from the Cessna. Once this was done we went over the cockpit and what was different. In this aircraft there is a fuel pump and a tank switch, this is a very important part of this aircraft when flying as fuel management is a must. We then went over the normal checklist for this aircraft but going over each and everything on it. Larger aircraft = larger checklist.

Once we did this we departed, normal procedures with the aircraft and management about/around the airfield. The main things we did in the hour was Straight and level, PFLs, Turning and stalls. (The main things) I had done these well and once we returned to the airport we did a few circuits, All went well so all I have to do next is a few circuits which will be a Glide and flapless and then I will have successfully be converted on a PA28.

G-CDMY (Warrior)

G-BIUY (Archer)

• Crew: 1 Pilot / Co Pilot
• Capacity: 3 Passengers incl Co Pilot
• Number of doors: 1
• Length: 23 Feet
• Wingspan: 35 feet
• Height: 7 feet
• Power : 160BHP
• Max RPM: 2700
• Fuel Consumption: Average 9 gal/hr
• Fuel Capacity: 50 gal (189 Litres)
• Useable Fuel: 48 gal (182 Litres)
• Oil Capacity: 8
• Empty Weight: 1500 lbs
• Max Takeoff weight: 2440 lbs
• Max Baggage: 200lbs
• Cruise speed: 108 knots
• Stall speed: 44 knots
• Take-off speed: 60 knots
• Endurance: 5 hours
• Inspection: Every 50 hours of flight time

Compton Abbas Trip

On Sunday 25th March I flew to Compton Abbas Airfield with My fellow pilot Mike Parsons. Compton is well known as being one of the friendliest and most picturesque airfields, not just in the UK, but around the world. This reputation makes us a popular retreat for everyone, from pilots flying in for some lunch, students learning to fly with us, and members of the public who are looking for a great day out - with good food, fantastic views and perhaps a flight in one of our aircraft! Situated at 800ft above sea level we have spectacular views across an Area of Outstanding Natural Beauty. The airfield restaurant and fully licensed bar is open for 360 days of the year, providing home style breakfasts, morning snacks, lunches and afternoon tea. The large outside terrace area sits adjacent to the runway with a brilliant viewpoint for all the flying activity.

The flight was untaken as a 2 man job so we would share the duties in the aircraft to help lighten of work on this busy section of the UK, from the radio requescies, avoiding controlled areas and general flight and engine management. This was a fantastic day to be flying there as across the south the weaher was “CAVOK” – which is amazing flying weather! (No clouds below 5000 feet, no CBs and visibility in excess of 10kms) and the wind at Shoreham on departure was 225/4kt which is straight down the run way and 4 kt winds, so what a day to be flying. Mike flew on the way to Compton abbas as this would be my first visit there and his 5th and I flew back to Shoreham.
The flight would be would be: Shoreham > Cowes > No higher than 2000 feet, Speaking to Shoreham ATC, Goodwood information then Solent Radar over the Isle of Wight and surrounding areas. In-between Southampton and Bournemouth we would then speak to Bournmouth Radar, then flying via the VRP (visual reference point) Lyminton to Stoney cross. From Stoney Cross we would turn left onto a westerly header and then speaking to Compton.

When we arrived due to the day of the week and weather there was a lot of bikers there as well as aircraft enthusiasts and the general public/familys. It was a fantastic flight and day overall and I will be returning to Compton again soon in the summer.

Sandown Airport - EGHN

On Thursday 19th October I will be visiting Sandown Airport for the first time. (Weather depending) with Owen Rees, a keen flying fanatic and a Instructor of Sky Leisure Aviation. I will be using my share aircraft G-CGFG. This airport is located 1NM (1.9 km / 1.2 mi) west of Sandown on the Isle of Wight.

Today’s weather at Shoreham is looking good so hope this will hold out and also be the same at EGHN:


EGKA 190820Z 33005KT CAVOK 08/05 Q1017


I know a few pilots that have flown here before on many occasions, my friend and sometimes co-pilot Mike Parsons (http://ppllog.blogspot.com) has reviewed this airstrip for me:

“Sandown airfield is a favourite place to visit for myself to take passengers to for a few reasons. The first it's such a short hop from my home airfield (Shoreham - EGKA), flight time is approx 30 minutes which involves a very short hop over water (the Solent) which makes the journey more interesting over to "the island".”

“The actual airfield has come on leaps and bounds since the fire and is now totally rebuilt with a great friendly and family atmosphere, with the same local faces always up for a chat about all things flying.”

“Sandown town is only a 30 minute walk or 10 minute taxi ride, which boasts gorgeous golden sands and a plethora of bars for a cold lemonade (beer or wine for passengers!). Give it a try, but make sure you take the time to venture into town for a stroll.”

“Remember, no hi vis required!”


History and Airfield Information


Sandown Airport is located on the east side of the island and there are good road and public transport links. The airport has had three separate locations over the years and was originally established in 1929 as a simple grass field. The airfield operated as a general aviation field for many years and continues to be popular with visitors to the Isle of Wight but there are no longer any scheduled services from Sandown.

Britten-Norman has now taken over lease for this Airfield (farm strip) and will now be managed over the term of the lease as a fully functioning airfield again. A local farmer decided to close the airfield at Bembridge which had been managed and operated until last year when the farmer’s bales were placed across the taxiways, airstrip and entrance. Britten-Norman hopes to achieve what was at Bembridge airport and has already started some renovation work with the attached buildings and facilities. Britten-Norman will promoting the airfield throughout 2011 and working in partnership with the Isle of Wight council and hopes to introduce a number of ideas that will push tourism in local area and the island as a popular destination for visiting pilots and tourists alike.

Isle of Wight Sandown Aerodrome has a CAA Ordinary License (P883) that allows flights for the public transport of passengers or for flying instruction as authorised by the licensee (Isle of Wight Aviation Limited).

Contact details are below:

Telephone: 0198 340 5125

Address: Isle of Wight (Sandown) Airport,
Newport Road,
Sandown,
Isle of Wight
PO36 9PJ


Britten-Norman website: http://www.eghn.com/

Pilot reviews and Pictures: http://ukga.com/airfield/sandown

Night Qualification (PPL)

Next training I wish to do as the nights will be drawing in soon and to help me continue my licence is this night rating. This added rating will allow you to fly during night hours from 30 minutes after sunset and 30 minutes before sunrise. This rating can be a fantastic addition if you want to continue flying to gaining your commercial licence. Plus if you are ever delayed or running late during a flight and need to land after hours.

The night rating is a minimum 5 hour course which includes 3 hours of dual flight, 2 hours of solo flight and 5 take-off/landings as pilot in command (PIC or P1).

This rating can either be completed during the PPL training or after. Before you begin you should be able to fly straight and Level, Climb and Descend and all turns by only references to instruments only etc.

Once you have this rating and before carrying passengers by night the PIC should have carried out at least 1 take off and landing in the same type of aircraft within 90 days (Unless the pilot is holding a valid IR instrument rating which would make you exempt from the rule). There isn’t a written examination at the end of the training programme so you have nothing to worry about, but would suggest reading up on the original flying training syllabus.

Like before this training will be 5 hours of flight training at night and must include the below:

• 3 hours dual flight under instruction from a instructor and 1 hour of night navigation with a instructor again.

• 5 solo take offs and landings which must each come to a full stop, so it’s good to break these flight into 5 hours.


3 hours of ground schooling covering the flowing subjects during the night:

• Circuits (Touch and Go’s)
• Night Ops
• Emergencies procedures
• Navigation




These details can change so I would advise to check out the LASORS Manuel and or the Night flying syllabus (AOPA) after reading this.

My Aircraft Share - G-CGFG

Now I have my PPL I will be hopefully checked out on my aircraft I have a share in soon. This aircraft is part of Shoreham Sussex Flying Group and they have around 30 members and is a great aircraft to build my hours on. Mike Parsons made me aware of the availability for this aircraft and I had to take it, with a small deposit and a monthly fee this was a perfect opportunity for me. This aircraft is G-CGFG:

Aircraft Details

Mark: G-CGFG (Current Reg)
Previous ID: N94559
Year Built: 1983
Manufacturer: CESSNA AIRCRAFT COMPANY
Type: CESSNA 152
Aircraft Class: FIXED-WING LANDPLANE
Engines (Propellers): 1 x LYCOMING O-235-L2C (MCCAULEY 1A103/TCM6958)
MTOW: 758kg

I passed - I now have my PPL!!

On Saturday 31st July 2011 was the date of my test. The night before I went over everything in my head, from Navigation, Air work from stalls to medium level turns and Emergency procedures.

This flying examination that can only be taken when everything else on the training course has been completed. The flight training school will give you a list of the tasks to be demonstrated on the skills test and they will also carry out practise test to pick up on any points that need refining, this was 3 days before and all I wanted to do was my landings and my stalls.

Before the test, I read the in-depth publication that the CAA produced to show what the skills test would include. There is 6 main sections that the test is broken into.

The main sections are:
• Departure procedurs
• Air work
• En-route procedures
• Approach & Landings
• Abnormal & Emergency Procedures
• Simulated asymmetric flight


The PPL flying skills test last approx: 2 hours, this was exactly what I did and it was very tiring towards the end. This test had to be taken within 6 months of completing all training, for me this was 3 days so it was perfect. All the above sections of the flying skills test must be completed within 6 months of making the first attempt at it, this may be landing due to bad weather on the day or unable to complete the circuits (Flapless & Glide etc).

This test is always carried out by a CAA approved examiner; mine was CFI Martin Blunden, part of my flying school Sky Leisure Aviation. You should know your examiner before your test, as they are often the CFI of the flight school.

The day of the test I spent the whole day at the airport, to arrange weather and graphs needed and to use the aircraft while it was on the ground to fly manoeuvres in my head and I was relaxed come the test and this really helped as I found out no difference between the test and the training I previously completed and practiced. The flight went well, I had a few nervous moments in the flight due to being on a test but all went to plan.

The morning I had to show the examiner that the weather and forecasts would be within limits, for me this was CAVOK (Ceiling and Visibility ok), show him my Plog for our navigation section. This was from Shoreham to Wye (near Ashford) to Biggin Hill. The plog included all ETA’s, degrees the flight would be taken, altitude and fuel needed. This Plog was attached to a weight and balance sheet which I had to show that the aircraft was within limits.
After this I went out and checked the aircraft out to make sure it was flyable. The aircraft on the day was G-BZEC. This aircraft was the one I had flown the last 5 lessons before the test and done my last solo circuits in.

Once we had taken off and we were near to Wye he made me divert to Battle. The day had calm winds so it was easy to gain the directions in degrees and ETA’s for the diversion. I arrived at battle on time but I did have to divert around a active glider site.
Once at battle we started the Air-Work, first it was stalls with flap and a landing configuration, then stalls with 30 degrees flap. After this I went straight in my Steep turns to the left and right. The next main part was instrument flying with out the use of the horizons or site, like you are in clouds. And finally my PFL (practice force landings without power). Once the air work was complete we returned back to Shoreham for glide and flapless landings, with a calm wind this was perfect conditions and rather late in the day so there was no one else in the circuit.

After my landing checks I was advised that I had passed and was over the moon as I worked really hard for this, 13 months this had taken me but hoped it would have been soon but good old English weather didn’t help!!

I will now be in use of my aircraft G-CGFG and will be building my hours up for bigger things.

Kev.