First – apologies for this post being a day late, this is due to the fact I didn’t have the time to get it written up because of a family get together. I’ll always try to get a post written up over the weekend and post it on one of the two days, unless my lesson is on one of those days in which case it’ll be the monday the post goes up. Right now to the blog post!

The day started off well, albeit slightly windy, I had checked the weather and there was a little cloud at 3500ft, but nothing to worry about. About 3 hours before my lesson I got a phone call from James at Sussex Flying Club to say unfortunately my lesson today will have to be cancelled due to an aircraft needing maintenance, and that he would ring me later to confirm a new time and date. About 5 minutes later I get another phone call to confirm a new time and date. A few moments after I hang up he rings back and says don’t worry its back to its original time today. Needless to say I was really happy about that because the weather the next day was meant to be quite bad! We headed to the airport about 45 minutes before my lesson was due to start.

I arrived up at the Club room with about 5-10 minutes to spare, checked in and waited for my instructor. I was informed he was just about to land back with another student and would need to debrief when they got back, so would be about 20-30 minutes late – this was fine with me, I had nowhere to be! The club room has a great view over the aerodrome and Runway 24, we saw the instructor bring in the aircraft and land it through a cloud of birds – very interesting to see! He brought the aircraft to the apron and then debriefed his other student before introducing himself to me.

My instructor for this lesson, Dave, came and got me from reception and we headed for briefing room 1 to discuss my previous lesson, my logbook and what would be covered in this lesson. The lesson would cover some of what I covered in the previous lesson, such as PAT, and learning how to climb and descend the aircraft, as well as the different configurations of the aircraft, such as power on descents, power off descents, flapless and with flaps. We also refreshed the power settings of the aircraft at certain settings.

We headed out to the aircraft and put our stuff in the back, I set up my GoPro and audio recorder so it was all ready to go, headed out and performed the walk around, this was working from the checklist to make sure the aircraft was ready for our departure. The walk around consists of checking the aircraft’s skin for any damage, removing all covers, tie-downs and loose items, checking the leading and trailing edges, checking the control surfaces as well as checking the fuel and oil is satisfactory for the flight. We completed this and jumped in the aircraft. The one thing that got me with this aircraft compared to the other aircraft is the fact this one had aerobatic harnesses, it took me a while to get used to how it worked!

When we were in the aircraft, the last time the instructor set the aircraft up, got her started and took off before handing me the controls, this time, Dave got me to prepare the aircraft and start her up from the checklist. Once I got the aircraft set up, and running, my instructor talked me through the request he was about to make to ATC, called them up and requested our departure information.

Shoreham Tower, Good afternoon, G-BFRV, Outbound.

To which we got the reply

G-BFRV, Shoreham Tower, Pass your message.

We then said:

Shoreham Tower, G-BFRV, C152, 2 POB, Line 5, with Juliet, 1002 QNH, VFR local to the West, Requesting taxi to the hold for runway 2 4, G-RV

The Tower then responded

G-RV, Read you 5, Squawk 3763, Taxi to holding point K3 via K, Runway 24.

We then read back the information to the tower and headed off to the hold point K3 for Runway 24.


Taxiing the aircraft was difficult in the wind due to the wind constantly pushing the aircraft to the left or right, on arrival at the holding point we positioned the aircraft in to the wind and performed the necessary power checks and pre-takeoff checks. This was the first time I have flown with a checklist, and checking the instruments and cross checking the checklist, you forget where you got up to, I missed one point, checking the Carb Heat before checking the Magnetos. I started checking the magnetos, when my instructor realised I had missed the Carb Heat check – you check it before the magnetos to make sure there is no ice in the carburetor which would give false readings on the mag check.

We completed the checks and spun the aircraft around and positioned ourselves at the hold point and requested our take-off clearance. We taxied on to the grass runway and increased full power, toes on the brakes, ensuring we had maximum power for the take-off. The yoke was pulled back slightly to pull the nose wheel off of the ground, releasing the brakes and we started rolling down the runway. At around 55kts the aircraft lifted in to the air, we stayed relatively close to the ground until our airspeed was around 70kts before initiating our climb out. We climbed out in to the wind our ground speed was quite slow due to the 25-30kt headwind, we compensated our climb rate for a bit more ground speed. We continued our climb out to 4000ft where I leveled off – started by pulled the power back to around 2300rpm, pitching the nose of the aircraft down slightly and then trimming off any excess pressure on the yoke.

So we started off talking about how the aircraft will return to its original state after a short amount of time if only the pitch was changed, so we could pull back or push on the yoke and the aircraft would eventually settle back at straight and level flight or the pitch attitude that you set it up for. My instructor then changed a few settings such as pitch and power, or trim and power and got me to recover the aircraft back to straight and level flight. We then looked at how the aircraft reacts to pitch and power changes, we then looked at powered descents, powerless descents, powered climbs, as well as with and without flaps for descending. As we were returning to the aerodrome we lowered the flaps as if we were performing an approach, and then looked at how we would perform a go-around, getting the power correct, the correct attitude and maintaining the minimum altitude and making sure the aircraft doesnt sink when the flaps are retracted. This is quite demanding as the aircraft is trimmed for a steady descent at a low power setting, initiating the go-around means adding a load of power and pitching up, however once the aircraft has settled in the pitch up attitude the aircraft will want to over rotate backwards due to the trim of the aircraft, the result is a lot of forward pressure on the yoke. It was quite nice on the way back we managed to get a ground speed of around 111kts due to the strong tailwinds.


We continued on to the aerodrome, as we approached the aerodrome we re-tuned on to the ATIS to get the current weather. Once we got the current weather information we called up Shoreham Tower to get our arrival clearance.

Shoreham Tower, G-BFRV, Inbound.

The tower then acknowledged our call and asked us to pass our message, we then said:

G-BFRV, C152, 2 POB, about 2 miles west of Worthing Pier, 2000ft on 1003 with information Lima, requesting a downwind left-hand join for Runway 24, G-RV

to which Shoreham tower acknowledged our request and approved it, telling us we were number 1 for landing with no height restriction. We flew the approach on the left downwind for runway 24, turned base and got our clearance to land. As we were on short finals we noticed some birds on the runway, as we got closer the birds flew up and we headed straight through them! We flared the aircraft, and as it was a soft-field landing the instructor said to, as we flared, to fly the aircraft as long as possible to increase the aerodynamical braking and also to touch down as smoothly as possible. This didn’t go quite to plan, due to the gusting of the wind, we approached the runway and as we flared a gust of wind caught us, and planted us in the runway, because we had some speed we bounced and then floated along the runway before touching down and rolling out. We exited the runway and performed the after landing checks and taxied to the fuel pumps.

At the debrief the instructor was happy with my progress and recapped what we did in the lesson, as well as the radio calls. We discussed what we would be doing in the next lesson and also had a quick chat about the audio and visual recording set up I had – I will do a separate blog post on this in the future.

ATC Transcript

I also include a transcript of radio calls only below, my aircraft is in Black, ATC is in Red

Initial Call

Shoreham Tower, Good afternoon, G-BFRV, Outbound.

G-BFRV, Shoreham Tower, Pass your message.

Shoreham Tower, G-BFRV, C152, 2 POB, Line 5, with Juliet, 1002 QNH, VFR local to the West, Requesting taxi to the hold for runway 2 4, G-RV

G-RV, Read you 5, Squawk 3763, Taxi to holding point K3 via K, Runway 24.

Read me 5, down to K3, Squawking 3763, G-RV

Departure Call

G-RV at K3 ready for Departure

G-RV, Runway 24 Cleared for Take-Off, Winds 250 at 16kts Gusting 24kts

Cleared for Take-off, G-RV

Climb Out

G-BFRV, apologies may have had our radio turned down, would like to stay with you on a basic service, on 3763

G-RV, basic service, no known traffic.

Basic Service, thanks, working between Arundel and Littlehampton, G-RV

Inbound Call

Shoreham Tower, G-BFRV, Inbound.

G-RV, Pass your message. 

G-RV, C152, 2 POB, about 2 miles west of Worthing Pier, 2000ft on 1003 with information Lima, requesting a downwind left-hand join for Runway 24, G-RV

G-RV, Roger left hand downwind runway 24 is approved, no height restrictions, and report when downwind.

Will join downwind, no height restriction and left hand downwind join for runway 24 approved, G-RV

Downwind Call

G-RV, is joining downwind left hand Runway 24.

G-RV report final, number 1

Call final, Number 1, G-RV

Landing Clearance

G-RV, cleared to land runway 24 winds 260 at 22kts 

Cleared to land runway 24 G-RV

Taxi Clearance

G-RV vacate left on to Alpha, Taxi to pumps or parking?

Left on to Alpha, Will taxi to pumps, G-RV

G-RV, face west in pumps

Face west, are you happy for us to go in the no entry? G-RV

G-RV Affirm.

Flight Map

Like my previous lesson I have included a link for my flight map, which you can see the height, route and speed for my flight, it does have some errors in it, as it hasnt accounted for the wind, so it thinks I am doing slow flight and stalls, however this was due to the headwinds causing a slow groundspeed which is how the app tracks me.

See my route here – Linkroute-2.png


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