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Alan Woolley had been looking forward to this trip for months. He was going to fly his Thruster down to the Microlight Trade Fair at Popham, and, whilst in the area was going to visit Old Sarum airfield, have a look at Stonehenge and then go on to the Needles in the Isle of Wight. A landing on the island was an option and then back home. The plan also had Leigh Caudwell go along to assist with the navigation. The decision was that this should be done over two days.
Once the plans had been drawn, nature stepped in to thwart them with the Foot and Mouth epidemic, For weeks leading up to the 5th May 2001 it was a 'will we won't we' situation. At the eleventh hour the organisers of the Popham show announced they were going ahead, the farmer at Watnall was happy for the flight to go out and come back, all we needed now was the weather.
As the weekend approached the long range forecasts were for a high pressure area to settle over the country, it looked perfect for the weekend. By Friday this had the warning of potential high winds added to it, we were back to contemplating binning the trip. Saturday morning and 'proper' weather checks done, it looked OK, we were going!
0700 and Alan and Leigh pulled G-BYPH from the hangar, as Alan pre flighted Leigh stowed away the overnight kit into all the spare corners that could be found. We were joined by Andy Featherstone who was also going to Popham in his new Quantum 912. A little assistance to Andy to manoeuvre his wing out and we could be off. Alan and Leigh in the Thruster, Andy in the 912, though he was going first to Caunton to meet up with a few others who were also going.
With two up, a full tank of fuel and the luggage, the take off roll was longer than usual but we eventually got airborne into wonderfully still air, the omens were good.
Our route to Popham took us around Nottingham, by Leicester and then straight towards our first stopping point at Enstone. Descending into circuit there and we found the first lumpy air, things were obviously picking up. The 25 minutes we spent at Enstone allowed us to check the aircraft over once more, and have a welcome cuppa provided by Heinrich, a German chap who was staying in the club house for a couple of weeks as he worked towards his GFT. Before we left we met a couple who had flown in the night previously and were also going on to Popham, they were still getting their machine ready as we took off.
Immediately after take off Alan had to speak to Brize Norton for a MATZ penetration, this was allowed and we carried on southwards towards Popham. The GPS now was giving us a clue that we had a good tailwind, it was recording a ground speed of around 90 miles per hour. The rest of the journey was pretty uneventful, we expected to see other aircraft, but no, nothing around at all. This was to change as we got near Popham.
Getting within a few miles of Popham and the air seemed to become alive with microlights. At any one time we could see up to a dozen, all obviously heading for the same place, we were just hoping they would not get there at exactly the same time. Alan established contact with Popham and got the airfield information. A descent into circuit was initiated at which time we could see just how many were also in circuit. It appeared that there were about 5 flexwings in the circuit (a very long final circuit) so we adjusted to slot in behind them. We had been warned, and heard the same warning to others about the turbulence that can be expected on landing from all the trees that line the road just before the runway, we were expecting not to be able to line up and float in, Alan knew he had some work to do. On final we could see the size of the airfield and get some idea of the numbers attending, it looked big. As we got to within a few hundred feet of the threshold the turbulence hit and Alan had to work to keep it lined up, descending nicely even though the turbulence seemed to get worse. Beating off sudden wing drops and the like the Thruster touched down safely and we taxied to a chap in a flourescent jacket who marshalled us into a parking area. He was followed shortly after by a lad who wanted the entrance fee, they don't hang about at Popham.
Time for quick leg stretch, secure the valuables and we were off to the other side of the runway where all the stalls and demos were. Standing adjacent to the runway appeared to be one of the main attractions, the numbers flying in and the conditions on approach made each landing a mini air display. There were just a few pilots who did not have the decency to make it look hard. Watching some of the climb outs also made the heart jump, the aircraft would climb nicely then drop a wing at 80 feet. My heart jumped most as a guy flew in with a mosquito, he came slowly over the runway, to about 50 feet and cut the engine, it seemed to just drop down which he converted to forward flight and came in for a running pace landing about 5 feet further forward than where he cut the engine.

 

At times you could see up to 7 or 8 aircraft all on finals. Check the angle of that windsock!

Just a few of the parked aircraft, two hours later and this number had at least doubled.

Alan has a flight in the new Jabiru engined Thruster G-INGE.

 

There were lots of people queuing up for trial flights, I don't know how many would think of taking the sport up having had their first flight in these conditions, not sure I would have. I also have to say I have never seen as many spotters before, with notebooks and pencils they were like ants swarming over every new arrival to get the reg and engine number. I never saw one ask anything of an owner or pilot though, weird. I personally have never seen so many microlights in one place, there were new flexwings, old flexwings, a variety of fixed wings, biplanes, all colours and shapes, it was a very good place to be if you liked microlights, however, by about 1430 we had seen enough, we had met the author of a brand new book about microlighting 'Propellerhead' and got a signed copy with a free hat, we had had a burger, met up with Andy Featherstone and his chums and a couple of others we knew.
We decided that it would probably be better to move over now to Old Sarum and stay the night there. I managed to get a room at the Travelodge at Amesbury and we needed to be there before 1800 to get the keys. We needed petrol before we moved on, we managed to borrow a container from the Thruster demonstrator stand and set off across the field to fill it at a nearby petrol station. I don't know what the folks in cars thought as we, and others, were filling a variety of containers whilst wearing strange outfits, we looked odd to me, and I knew what was happening!
Back to the aircraft and refuel, take back the can to the Thruster chaps, pre-flight, undo the tie downs and strap ourselves in. There was still a constant stream of aircraft taking off and landing. All we could do was taxi into the line of those waiting to leave and take our turn when it came up. Eventually it did and we were off to the west. The view from the air now confirmed that there was loads of visiting aircraft, visiting cars, visiting people!. I think that the organisers would show a profit on this venture at £4 a head.
Boscombe Down was inactive so we were able to get fairly close to it and see what an impressive runway they have, we should be so lucky to have anything like. Old Sarum were contacted and allowed us in, this is a very nice airfield, it has loads of history and is well worth a visit. Our approach took us close to an old Iron Age fort, we knew there were plenty in this area but this was the first we had seen, it was an impressive introduction.

 

The approach to Old Sarum gives good close up view of this Iron Age fort.

The wind on approach was still less than perfect so Alan again had to work all the way in, work he did and we landed and taxied to the Control Tower where we were given the OK to park overnight. We had a free landing fee voucher (from FLYER mag)so there was only the £8 overnight parking to pay. Valuables secured again and tie downs firmly screwed in we went over to the restaurant, (don't call it a cafe here, they don't like it) a very nicely appointed club house with cheerful staff serving hot food and drinks. We had a good cup of tea while we waited for the taxi. It arrived 10 minutes early, which is fortunate as we had finished our drinks 15 minutes early. The taxi driver seemed to have no idea where our hotel was, I had to show him the Travelodge brochure map before he pulled out of his parking place with a cheerful " I think I know now where it is". It was only a few miles away but his clock seemed to have a mind of its own and the bill was £10.70 when we arrived. The hotel was OK, and the meal in the adjacent Little Chef was edible.
Time for a walk into town to find the smartest looking pub. We found one, a really imposing building with signs about how it had been used by a General Fairfax and was featured in a Dickens novel, in we went only to find it was the equivalent of a pub in an area where you would not want to park your car, the incumbents had obviously been at the bar for some time, judging by their inability to stand still or focus.We decided not to stop too long there. Back to the hotel for a rest.

 

The Control Tower and front parking row at Old Sarum.

Next morning and we arrive at the airfield hoping that the previous evenings wind had not caused any problems (they hadn't) and we had even had a Jetranger helicopter land about 25 yards away! Time to explore the Old Sarum airfield. The old guardhouse was still there but was so neglected it had a warning sign on it. The hangars looked massive,one was open so we had a nosey, It had everything from twin engined jobs, a 1944 completely refurbished Tiger Cub in original RAF colours and a selection of microlights. Leaving this hangar we could smell breakfast cooking, the restaurant was open! On entering we found it was already well populated, various flying types having their Sunday morning snap and get together, one young lad (looked about 12) was getting ready for his GFT (if the conversation I heard between him and what sounded like an examiner was anything to go by). We availed ourselves of the chance of food and drink before we headed for the Isle of Wight. Back out to the aircraft and time for a refuel. A fairly ignorant looking type was pottering about on the refuelling pad, checking things on a Cessna 152 he could have done elsewhere, when he did move off it was only a few yards and he did other checks with his engine running, I had to hang onto the wing of the Thruster and mouth obscenities in his general direction. Eventually we were ready to go. We wanted to look at Stonehenge before we went out to the IOW so a minor detour Northwest and we were soon looking for this world famous monument. I had read that whilst it looks good in photos that it is not that impressive when you actually see it, it was actually so unimpressive that we could easily have missed it. It does though bring tourists here so it cannot be all bad, perhaps it will be better when it is finished :)

 

Stonehenge.

Stonehenge visited we were then back on track to head for the Isle of Wight and the first sea crossing either of us have done, whilst the sea was visible for miles it was such an overcast morning that no photos of it were worth putting up here. It was an eye opener as we flew over this entire area to see just how many airfields have been dug up, what a waste. The rest of the landscape looked pretty barren and not the best place to have engine problems.

 

Before we got to the opposite coast we knew that we safe and were able to head straight for the Needles, This is obviously a popular place for light aircraft, we saw and heard quite a few in the same area.

 

As we approached the East coast and made contact we could see the airfield ahead, it had the wind pretty much at 90 degrees to its single runway. Alan has an ambition to make an over the sea approach, luckily the runway we were given gave him that as an option, so once again we were out over the wet stuff, over a variety of small craft and turning round onto finals for a long run in. With the strong cross wind it was another interesting landing but a safe one. There were two other aircraft parked and nothing else around. A few model flyers were busy in a field to the north. Taxiing to a safe parking place we were struck by how smart the terminal building was. It looks very new and has customs facilities. Landing fee paid we were directed to the Propeller Inn, apparently a fine hostelry on the other side of the runway. We had to walk on the roads to get there, fairly dangerous with no pavements but we made it, and saw the sign 'OPEN ALL DAY' it was shut! A quick word with the glider flyers in the adjacent hangar and back to the terminal building where we got drinks from a machine. It was just after this that we were told that no petrol was available. We could see all our plans for the rest of the trip going out of the window. We had a few choices.
1. Ask one of the model flyers to get us some from a local garage.
2. Find an airfield before our next planned stop.
3. Go back to Old Sarum.
We decided that option 3 was our best bet so that's what we went for. By now the wind had shifted slightly so now our take off was towards the sea! two ambitions in one visit. We headed across the Island in a north-westerly direction and got a good view of Osbourne House and then another sea crossing making our way back to Old Sarum where they do have fuel. This time we had to pay the landing fee. A tank full behind us we were off again. We had decided to head towards Enstone where we could stop if either the aircraft or our bodies told us to. A straight line was not an option, there is a danger area just north of Old Sarum so we had to follow the A303 towards Thruxton, at this point we were able to regain the heading to Enstone. This time we had a head wind and our progress varied from 30 to 50 mph. As well as the head wind it was quite thermic and at one stage, just as we were watching gliders a couple of miles to the east, we were grabbed and dragged up at the rate of around 800 feet per minute, quite a nice feeling when that gets both wings, we had a couple of other occasions where it only got one wing and we were violently thrown sideways. Alan kept us straight and level and we kept going. After what seemed an eternity we landed at Leicester where we bought more fuel and then found that they were charging almost £1 per litre.
To give the wind a chance to die down in strength, and because in its present state the wind would be sideways on back at Watnall we decided to sit it out for while. A welcome cup of coffee was provided by the staff at the microlight school there and we had chance to watch a few other trying to fly in these conditions. We heard that a chap on his way back from Popham had tried to land his flexwing earlier and a sudden gust of wind had caused him to pull his shoulder out. I think then paying £1 per litre would also put his back up. Joking apart I hope he is OK now.
Just after 1700 we decided to try for home, we kept the options of stopping at Nottingham open, we were going to look at Watnall, try for a landing and give up if it wasn't nice. As it turned out, although Alan had to side slip it all the way in it was the best landing of the weekend.
Brian came out to meet us and gave us another welcome cup of coffee (it had been a cold day) and helped to put G-BYPH back in the hangar. That was it, the weekend was over, 8 hours 55 minutes flying time at an average speed of around 45knots. Time now to go home, hot bath, food and sleep.

 

Where shall we go next?

Text and ALL pictures © 2001 Leigh Caudwell