Almat News

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FLIGHT TO PRAGUE
(and return)
The view from a PA28, G-BAHF

Jepperson maps are most definitely not the easiest maps to read compared to the familiar CAA charts. As the intended destination (Prague, Czech Republic) needed some careful planning, Keith Miles and I had spent much time planning either by phone or by e-mail making changes when finding yet another parachute site. For two weeks this went on and eventually we knew the route backwards which might have been handy! All eyes were now directed skywards trying to gauge the weather trend leading up to the intended day of departure Thursday 26 May 2005.

The previous Saturday, a final route was chosen, frequencies were checked, the weather forecast looked good and then the realisation, neither of us had life jackets. These might be necessary when over the Channel or even Draycott Water! So on Sunday, a telephone call to the Transair shoppe at Gloucester Airport confirmed the availability of just two jackets. A very accommodating sales assistant promised to put them to one side for me but I had to collect that day! I travelled down by car to the aforementioned fairy grotto for us pilots and collected the jackets. As I was about to spend a considerable sum I hoped for some kind of discount and to back this up I proudly waved my “Flyer” magazine membership card. But this was Transair and the only valid plastic of interest was the one affiliated to my bank account! (I must e-mail Flyer about that!) So that was it, Almat 63 was all set to go.

Knowing the British weather, Keith, Loz, Phil and myself had made ourselves available on Wednesday 25th (just in case) and we found that the early forecast for the 26th was indeed a little “iffy.” However, there had been an engine problem with the AA5 that Loz and Phil were taking to Prague that was still to be diagnosed and rectified. There was a distinct possibility that they would not be able to go. All credit to the engineer, the aircraft was repaired and successfully test flown in a very short while.

Due to the forecasted weather on the proposed departure day it was decided that the Grumman AA5 and the PA28 (Almat 63) crews would definitely make an early start, destination Oostende. Whilst this was being discussed, Richard one element of the crew of “OJ” who was busy flight planning overheard our plans and recommended a hotel in Oostende. I duly rang and explained the situation to a very nice “landlady” (Dell- originally from Birmingham!) and we were booked in there and then. “See you in a few hours” said I and we were now most definitely ready. Glynn. Pam, Pete, Alan, Richard, Warren and Steve would depart the next morning.

So lined up on 23 with very little runway behind we were number 2 to depart behind the Grumman. The intention was for us to go first being slower but ah well, that’s air traffic! We watched as the Grumman having only that morning had an engine repair take to the air and gain height. We followed, turning on course for the Daventry VOR.

En-route, we changed frequency from Coventry to listen out to Luton Approach and it became obvious they were very busy. After making contact, instead of the usual overhead the runway threshold clearance expected we were instead directed to route to Bovingdon where there is a very convenient VOR so we were happy with that.

Then on to the VOR’s at LAM and DVR. Talking to Manston as we neared the south coast we eventually reported “coasting out” and as Dover slid underneath our wings the French coast could be seen very clearly in front of us. Out over the Channel we crossed the London FIR (EGTT) at reporting point “Konan” heading for the Belgium VOR, KOK. We contacted Brussels Info briefly and flew on along the French coast to Oostende. On contacting Oostende we were advised as number one to land (the runway was an immense length) and we taxied in behind the “FOLLOW ME” and parked next to Loz and Phil. I then called Del again to let her know we had arrived.

A short taxi ride and we arrived at the Ocelot Hotel (thanks again Richard) and as we had entered the hotel via the bar that was where we stayed consuming several bevies complete with two side orders of bacon roles. Thirsty work flying!

Next morning with no full English breakfast in sight we had the usual continental and then a walk round the town. A telephone call to Cov confirmed the departure of the remaining Almat aircraft and we were now on a mission to fly to Antwerp to join our fellow club mates who were by now well on their way. On our arrival at Antwerp our troupe was fully assembled and we all eventually departed at our preferred times and routes, destination Mannheim City airport.

Our flight south and then east was fairly uneventful but the scenery was quite awesome especially over Deutschland. There were a great many large forests and castles etc but not so attractive, wind turbines everywhere!

Eventually the Rhein came into view and Mannheim City requested us to follow the Rhein and join finals to land on 09. Trouble was the Rhein appeared to split in three directions ahead of us and whilst Mannheim said they could see us we certainly could not see them even when allegedly quite close! But all of a sudden there it was, on the nose directly behind a number of reasonably tall buildings and to our right were two enormous chimneys all of which was just a little daunting. Just as it was all getting a little fraught Mannheim quoted the wind and offered 27, which with clear approaches was accepted by Keith with a large degree of enthusiasm. The landing duly completed, HF was settled down for the night and the crew of 63 made our way by taxi to the “Rest - Hotel Kaufmann” in Schifferstadt. Once again, our fellow travellers were already installed and had ordered beer and food. We soon caught up and after, with full stomachs we set off for a walk around the “Stadt” and after one more for the “Strasse” we all went off to our rooms.
Sleep was impossible for a number of reasons. The schlaffzimmer (bedroom) was very hot, then a dog started barking nearby, Germans were outside singing drunken ballads in English and there was the glorious sound of nasal “music” from one of the three of us in the room. You shall remain nameless. I think I managed a whole two hours just snoozing and was due to fly the following day!

The sun rose and once again it was going to be hot! This day was to be the final push for Praha Ruzyne Airport, Prague. Flying over a great deal more of Germany in the company of Langen Information we headed east towards our final destination. However HF decided things were going far too well and we were enjoying the scenery far too much, so it introduced the crew of 63 to an unexpected fault. It did not become apparent until shortly after handover from Langen Info to Praha Info who informed 63 that they were not receiving a transponder squawk. Keith began moving the transponder switch through its range but still to no avail. With no transponder, Praha Info advised us Praha/Ruzyne would not accept us in their airspace and we were instructed to contact Karlovy Vary.” With no choice, the airfield was swiftly located on the map just north of our planned track and we gave them a call. They had been made aware of our situation and we were asked to route to the Bravo reporting point and call the field when in sight. My first officer and I scanned all around for a view of the airfield as we flew down a valley towards the reporting point. Then I just happened to catch sight of what might be a runway at roughly the same height as us and as HF rose in a thermal there it was for sure, on top of a mountain! To make an approach, it was necessary to climb in order to make a descent to land! We taxied in and you could almost hear our thoughts. All this way only to fail now – just another 50 miles to go too!

On landing we were requested to pay the tower a visit and on entering a very helpful ATC came to greet us and advised there were no avionics engineers on the field. Discussions followed on how we could get to Prague from here and where to stay etc. Whilst Keith and I considered our options and phoned “the Boss” we watched locals pulling high G manoeuvres above the field in some very slippery aircraft! I did not realise the Czech’s were so into flying!

The option decided upon was to fly to another airfield nearer to Prague and of the numerous alternatives we decided on Ladno. But as is always the case in these situations, they were approx 40 miles away and were just about to close. The “helpful” controller (there wasn’t an ounce of fat on him) managed to persuade the person on the other end of a phone that we were in some need of assistance and suddenly we were on our way with someone prepared to wait at the airfield for our arrival.

We took off and in the subsequent climbing left turn over the radio came “Almat 63, please turn onto a heading of 095 degrees and squawk 7621.” Keith and I looked at each other, then at the transponder on which the light was now blinking. The blinking transponder had miraculously blinking well turned on without us touching the blinking thing) so we swiftly complied. “Almat 63 do you wish to proceed to Praha?” “Almat 63 affirm.” “Almat 63 proceed to Praha on your own navigation and we will inform Ladno you are no longer coming.” “Many thanks – Almat 63!” The unanimous decision in the cockpit was to leave the on/off/standby switch well alone and dial any codes given making sure not to dial an emergency code in the process.

When we called Praha they had our details and we were asked to route to reporting point Sierra, which was to the south west of the airfield. Once there we were requested to orbit in that position. We must have completed eight or more turns when we were finally allowed in to join left base. The runway was not immediately obvious and to compound the adrenalin rush, there was jet traffic all around the circuit. Fortunately just in time we saw a 737 arrive at the hold that then brought to runway into perspective. A hard turn to the left and another to the right was initiated to line up. I would swear the captain of the 737 ducked as we went over the top of his aircraft! Safely parked up and I rang the Boss. “Guess where I am now?”

Glynn provided the info on what to do and a very helpful handling company guy took us to his house, which was also doubled as a guesthouse. The three S’s were initiated and Bond & Miles hit the town! Well, by bus and underground to Wenceslas Square Prague where we met up with our travelling companions, sat outside a bar (our beers were waiting, still cold) opposite Marks & Sparks!! On the other side of the road was to be found the Europa Hotel, which was an impressive looking building, and I wondered why we were not all staying at this magnificent hotel as Loz and Peter were.

Next morning everyone was up with some serious sightseeing to do.
As we walked around the city it certainly was impressive and the architecture is stunning. So many huge sculptures adorned most if not all of the buildings and bridges. It was also very hot and we added to a great throng of tourists who had gathered to witness the figures moving in the famous Prague clock as the hour approached. There was a bar opposite the clock and we were astonished to see the waitresses being hosed down literally in a vain attempt to cool down.
There were also some military style guards outside one of the buildings. With temperatures well into the 90’s these guys were immaculately dressed in uniform wearing a full dress suit, boots, cap, gloves, holding a gun and fixed bayonet rigidly standing in the sunshine. Their only modern day apparel was a pair of sunglasses. It appeared if as much as a single sweat bead trickled down their face they would be on a charge. How they kept remained and kept their cool whilst entire family members stood beside them for a photograph was beyond me! There was a trio of musicians playing classical music nearby, sensibly finding a “stage” which was in the shade. A gathering crowd also enjoyed the music too, or was it the shade?

During a further interlude whilst resting sore feet at the open-air bar opposite the Europa Hotel, Loz invited Keith and myself to view the hotel interior, his room and the toilet that had to be shared with other guests on the same floor. Both were appalling with bedrooms and furniture not changed since the hotel had first opened several decades previously! There was also the structure of the building which was crumbling, lifts had no doors and railings along landings that even a child could fall over and fall five of six floors. I suspect the paint on the outside held the brickwork together!

But all too soon it was time to leave and once more we climbed into a boiling hot cockpit bound for Nurnberg, Germany. On arrival we all went to the airfield flying club for some nosh and a drink and then left to pay our dues etc as the remainder stayed behind to supervise refuelling. Keith was to fly at this point and as there were a number of large expensive aircraft around he confirmed with ATC our taxy route to the hold. “Almat 63, I have told you once” and the previous instruction was repeated in a very offhand manner. However this was nothing compared to the grilling for the two surprised occupants of RT who were first to depart when the controller demanded to know their intended departure route! It is unknown if the controller was having a bad day with his typically teutonic attitude. After advising initial departure to “November” he seemed satisfied at last and we all departed the same way in a northeasterly direction, 63 still with an active transponder!

Once again we enjoyed the scenery along the way talking to Frankfurt and Langen Info making sure to avoid some very high masts along our intended route. On contact with our next destination, Luxembourg we were requested to report at “Sierra” and once again were requested to orbit in this position. Eventually we were called in to land on the northeastern runway. It was strange at Prague, Nurnberg and at Luxembourg to have 747’s and the like in the circuit with you. Imagine that at Coventry!

After claiming bed rights at the hotel and quaffing several litres of beer (Keith & I were gasping due to the heat) we all went into the town to indulge ourselves in the food and drink departments. As with most European cities it is the done thing to eat outside and we were seated in a Square overlooking a bandstand. Whilst those flying next day had a coke, tomorrow’s navigators were having a beer before the meal and suddenly a brass band started playing. This was heaven for Richard being involved in something similar back home.

As the night wore on it was becoming obvious an electrical storm was approaching and the rain started as we set off to return to the Hotel. After another night of nasal serenading and little sleep, we awoke to find the weather had deteriorated for the first time during the trip so far. On arrival at Luxembourg Airport in the gloom we checked the forecast. It was expected to improve later in the day and therefore there was nothing more that could be done but sit and wait. The next leg was to be to Abbeville, France however due to a lack of customs due to our later anticipated time of arrival a new route to Le Touquet was drawn on maps and added to any GPS’s. Eventually a weather window was available and we all rushed to the aircraft courtesy of the handling company bus. Ready to go at the hold I was astonished to see the altimeter reading approx 1800ft and we were still on the ground! We were all saddened to hear Richard and Alan in OJ calling to return to the GA parking area with an engine problem.

On the journey to Le Touquet (LFAT) it suddenly became apparent that it was likely they would be closed at our expected ETA and we raised this with North Paris Info. They advised they would get back to us after making a phone call to them. A long time passed and also the cloud base began to lower all of which was becoming a source of concern. However, N Paris Info asked us if we were meeting other “Almat” at LFAT? We advised this was so and wondered how they knew. Unbeknown to us, Loz and Phil had arrived somewhat earlier and were working behind the scenes to secure our arrival. N Paris Info asked if we could speak French (in order to make blind calls) to which I replied Non! N Paris then advised that unfortunately the airfield would close soon however, we were to proceed to LFAT and “land entirely at our own discretion.” This was gratefully accepted by “63” and N Paris guided us the extended centre line of 32 and recommended we blind call LFAT. As we did a familiar voice came over the radio. Phil sat in the AA5 confirming the runway in use and advising no other known traffic in the vicinity! Keith and I both thought this guy should give up his day job! As we parked up we could hear Phil (“Almat ATC”) talking to Warren and Peter as they arrived on finals and landed too. Loz and Phil had also secured the services of one of the employees of the airport sympathetic to our plight to lock up as we left in a taxi for our hotel.

Suitably refreshed at the Hotel a slightly depleted Almat group (Glynn, Pam and Steve had continued on as they needed to be back in Blighty) we located premises licensed to sell alcoholic beverages and food and a good night was had by all.

Next morning we were met with a low cloud along the coast but whilst waiting for an improvement the local Gendarmerie (one 7ft tall the other with ducks disease) decided to single me out for their undivided attention. They made it plain they wished to examine my documents and those of the aircraft plus inspecting the interior and exterior of HF! Suitably satisfied all was in order the pair left me to continue with preparing to return to good ol England and EGBE. In the meantime, Richard & Alan had arrived in OJ and we were all very relieved to see them. They had stayed a further night in Luxembourg and sorted the aircraft out.

The weather improved and the Almat remnants departed leaving only Keith & myself to get airborne. On achieving 700ft we were in cloud and after due deliberation Keith returned us to the airfield, once this had been re-located and we decided to try again in an hour or so.

The Army were obviously on manoeuvres arriving at LT in a number of Gazelle helicopters. Upon speaking to them they advised that halfway across the Channel coming from the UK they encountered low cloud that persisted all the way to LFAT. The prospects of staying for another night were looking ever more likely however we remained positive.

Whilst sitting in the departure lounge we noted a private jet arrive and looking to see who stepped off, out came Jose Morinho, the Chelsea FC Manager! How the other half live!

It was time to try again so once again the life jackets were donned and we departed 32 and this time we were at approx 1500ft with no cloud of any consequence. However, as we flew alongside the coast towards the BNE VOR, there lay an unending wall of cloud seemingly down on the deck up to about 3000ft. This sight impressed neither of us and knowing we had to turn into it Keith decided to try underneath. Boulogne grew ever larger in the windows as we descended and coasted out from France at 500ft over the water heading for the sanctuary of the English coast and the LYD VOR. The ships looked extremely large at that height!

As we flew further out to sea the cloud above our heads became ever thinner and we were able to climb to a more comfortable height should we suffer an engine failure. However, all the gauges remained “in the green” and we crossed the coast at 2,400ft keeping well clear of the Dungeness Power Station. From this point on it was all plain (or plane if you prefer) sailing, the weather was ideal for flying and eventually we slotted into the Coventry circuit to land on the all too familiar 23.

A trip for the memory and most of it recorded on DVD etc for posterity. Approx 10 hours flying for Keith and myself and we flew in and over five countries in six days! What a trip.

See you next time!

Paul Bond
(50% of 63!)