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Most of the usual suspects turned up though with some notable absentees making excuses about cylinder head cracks etc. Some people have no sense of adventure! So the cast was G-ASUD with Peter and Robert, and G-RJCC with Bob, Nick and myself; all ready for this dangerous mission to a far away island called the Isle of Man (Ronaldsway).

North Weald friends. Making it pay.

We arrived at North Weald to make ready our aircraft for the day ahead, while Peter and Robert sorted out G-ASUD at Andrewsfield. The weather didn’t look too good as we made our checks and the forecast was for thunderstorms. Undaunted we prepared for departure from our airfields looking forward to a bacon sandwich and a coffee at Ronaldsway, which would have been all we could afford anyway due to the extortionate landing and handling fees they were going to charge us.

Cardigan airship sheds. Santa Pod.

We were to route an almost straight line from North Weald taking us past Shuttleworth, Daventry and Wrexham before coasting out at Colwyn Bay for a 60 mile trip over the sea to Ronaldsway airport. G-ASUD crew had decided to route a similar track, but from Andrewsfield.

We departed North Weald and Nick said goodbye to N/W radio and called Farnborough Radar. All the usual exchanges took place and we were given FIS and were on our way. I was P1 with Nick as P2 and Bob in the back with the back up GPS and camera at hand. I was busy telling myself to keep my eyes off the 2 TV screens on the panel and keep my eyes outside (more of that later). 

Sywell. Pitsford reservoir.

Vis was bloody awful but inside VFR limits and with all the gadgetry on G-CC there would be no excuse for getting lost. After a while Nick called Farnborough and switched to London information. We heard G-UD on frequency and worked out they were about 20 miles behind us. All went well until we got somewhere near Stafford where the vis started to deteriorate. We heard another aircraft call for a weather report, which confirmed heavy showers and lightning over the sea between Colwyn bay and IOM.

The one time RAF Lichfield. Power!.

After about 10 minutes of discussion we decided we would coast out but turn back at the first sign of trouble. Despite our well laid plans in the end the decision was made for us. The vis suddenly became very bad. Hawarden had already been decided on as a possible diversion and this now became a no brainer. Nick changed frequency to Hawarden and explained our intentions and situation. We approached Hawarden from the south east. I am now saying to Nick “I can’t see the airfield” with Nick saying “I caught a glimpse a second ago turn left I’m sure that will take us down wind”. As the runway is 2000m long and I couldn’t see it, it was slightly worrying. Nick then scaled the screen down on the GPS panel, which confirmed we were late downwind. I then turned base at 1000ft circuit height and flew straight into cloud, descended quickly to about 500ft and turned final. Out of the haze appeared the runway all brightly lit and looking good. I managed a reasonable landing considering I had 2000m to choose from and we taxied to the parking area. By now Peter and Robert in G-UD had encountered the bad vis and decided to turn back to Tatenhill, definitely a good decision. Note from Rob: a big thank you to the Hawarden controller who watched us all the way back to Tatenhill to make sure we were safe. I have to say Nick did a brilliant job both on the radio and navigating me to the final approach for 05 and having Bob in the back as a second set of eyes made a slightly tricky situation exciting but safe.

Hawarden-in-the-Mirk. Proud Charlie.

The ground handling guys at Hawarden were excellent (they normally park Airbuses) and the tower controller told them we were a weather diversion and so waved the landing fees. We were directed to a local flying school office. They took pity on us and gave us coffee and Kit Kats.

Modest Harwarden. Monster Harwarden.

We checked the weather and decided to depart Hawarden to the South before it overtook us. We rang Robert and Peter who had already landed and ordered bacon sandwiches at Tatenhill. They mocked our kit Kats. We didn’t care though because we felt like real pilots after landing on a beautiful, fully lit 2000 metre runway and being marshaled to a parking area like we were an airbus. Maybe our shorts and T shirts didn't quite matched the professional dress of the average flight crews who land there, but we were happy. After some discussion with G-UD crew we decided to fly back to Andrewsfield and join up for some food and drink.

Nick practising for his medical. Departing.

We departed Hawarden with Bob P1 and Nick P2. I tucked into the back, checking the cup holders were still working. The tower gave us an excellent FIS back south and after about 20 minutes flying the vis got better and better. We were handed to East Midlands and then, I think, Coventry. We could hear Peter and Robert in G-UD. They were on a similar track and for a while they were flying slightly below and right of track to us. We could see them but they never saw us.

National Armed Forces Memorial. Blots on the landscape.

Once we were near Andrewsfield, Nick called for joining instructions. Instructions came back and we discussed the best approach to join downwind. Thankfully, Nick looked to his right just in time to see what we think was a Diamond Twin Star approaching at 90 degrees to us, at exactly the same height and from the Stansted direction. We all looked in disbelief. Luckily Bob’s brain when into automatic mode and he commenced a very sharp descending left hand turn. I was by now hanging on and looking through the rear screen. I saw the Twin Star pass slightly to the right and about 300ft above us without changing course, heading straight for Wethersfield. I informed Bob and Nick that I had seen the aircraft pass.

Rushden. Bedford.

Bob came back on heading and climbed back to 1300ft whilst mopping his brow with a handkerchief.. We presume the other pilot did not see us as no avoiding action appeared to be taken. If they were talking to Stansted I wonder why they were not advised of conflicting traffic! An airprox has been filed because without doubt that was the closest near miss that I have experienced and if Bob hadn’t acted so quickly I dread to think what may have happened.

Back at Andrewsfield. In the tower.

We landed at Andrewsfield and had the usual banter and bacon rolls. It must be noted that this was the second round of food the G-UD crew had consumed and I personally thought maybe a little too much looking at Rob and Pete’s figures!! We said goodbye to G-UD crew and departed back to our base at North Weald.

We never made it to IOM but at least we tried and it was a bit more experience under our belts with the days unusual events. As always the good company and banter makes the day, roll on the next one.