GA1366

This is my summary of the incident that I wrote as my personal learning experience and shared it with other members of the aircraft group. Events leading to infringement:

On pre-flight check, I saw that the step onto the wing was cracked and had to find engineers to confirm aircraft was safe to fly, this didn’t leave me in a relaxed frame of mind.

Mistake 1 – Maybe should have cancelled flight at this stage, felt I was rushing as I had given a booking out time to ATC.

I had planned for departure via [Reporting Point 1] and was cleared with this route and taxied to the holding point. A [Aircraft 1] was cleared onto the runway at [RWY entrance point 1] and, at the same time, in front of me at [Runway entrance point 2], a [Aircraft 2] was also cleared onto the runway. [Aircraft 2] took off first planning to turn left, [Aircraft 1] was given take-off clearance with a right turn almost immediately [Aircraft 2] had got airborne. As the [Aircraft 2] was starting to turn left they contacted the tower saying a nose locker had opened and they needed to return to land – stated no immediate danger. I contacted Tower saying I was at [Runway entrance point 2] ready for departure, [Aircraft 2] had only just turned crosswind.

Mistake 2 – I should have been patient and not tried to “push” the controller, just left me feeling frustrated, although I know [Aircraft 2]s don’t fly well with a baggage door flapping about!

[Aircraft 2] landed without incident, and I was cleared onto [RWY] and instructed to backtrack to [Runway entrance point 1] to allow a FOD inspection. Vehicle entered runway to carry out the check. When vehicle cleared the runway, I was given an amended departure via [Reporting Point 2], controller noted my hesitation and stated if I couldn’t accept [Reporting Point 2] I would be delayed. I checked my chart, noted position of [Reporting Point 2], and accepted.

Mistake 3 – I hadn’t figured out how I was going to get from [Reporting Point 2] back onto course to [Airfield 1]. Should have accepted a delay and if necessary vacated runway.

Took off and routed to [Reporting Point 2] – Tower controller asked me to stay with him until I was very close to [Reporting Point 2] when finally handed to Approach. I was told I had left controlled airspace, to squawk Conspicuity, and to route to destination, controller seemed hesitant on who I should contact and eventually suggested [Airfield 2] approach.

Mistake 4 – should have been more assertive with controller and confirmed exactly what he wanted me to do, and I should have just continued flying in a straight line as I had been told at that point, I was clear of controlled airspace.

[Airfield 2] frequency was busy and as I was making my turn, I could see [Aircraft 3] was on final approach to their [RWY] so I continued my left turn to ensure I went behind it, doing this caused me to enter the [Location] restricted zone. I didn’t notice this on the chart at first as I was busy looking out of the window and trying to communicate with [Airfield 2] who did give me a transponder code and Traffic Service; however, he was clear that I had entered the restricted area and they asked me to call on landing at [Airfield 1].

When I landed, I called [Airfield 2] and the controller I spoke to was very understanding and sympathetic but stated he had to make an MOR, which is correct, and I have no complaint. We discussed what had happened and he suggested the best thing I could have done was to continue straight ahead, climbing to a safe altitude, and then contact [Airfield 2] ATC to turn back and fly through their airspace, with hindsight this seems so simple and obvious. Other learning points were:

• If not feeling 100% comfortable don’t fly.
• Don’t accept an amendment to your plan by someone else unless sure you have considered all the consequences. Knowing where a place is, isn’t sufficient.
• Be assertive enough to ask to clear the runway if “threatened” with delay.
• If unsure what to do when in uncontrolled airspace, fly in a straight line and climb to a safe altitude to “sort yourself out.”

As a result of the incident, the CAA asked me to do some ground school with an instructor on: Threat and Error Management (TEM); Pre-flight planning and preparation and contingency planning; Local airspace construct and procedures; Integration of VFR Moving Maps in flight planning; and flight management and decision making associated Human Factors. I did this and it was useful.