Road to the PPL (#26) - Navigation progress test: lost & found towards EBSH - with ATC (Sonaca 200)

See description below (with timestamps at the bottom). Weather: METAR EBCI 261220Z 10008KT CAVOK 07/M01 Q1033 NOSIG METAR EBCI 261250Z 14006KT 080V170 CAVOK 07/M02 Q1033 NOSIG METAR EBCI 261320Z 12007KT 060V150 CAVOK 07/M02 Q1033 NOSIG METAR EBCI 261350Z 10009KT 080V140 CAVOK 07/M02 Q1032 NOSIG METAR EBCI 261420Z 11009KT CAVOK 07/M02 Q1032 NOSIG METAR EBCI 261450Z 13008KT CAVOK 08/M03 Q1031 NOSIG METAR EBCI 261520Z 09007KT 070V130 CAVOK 08/M04 Q1031 NOSIG After weeks of weather cancellations and even a last minute instructor unavailability, the weather gods finally gave me a perfect weekend to fly, so it was time to do my PT2 - the Navigation Progress Test Flight. For this occasion I picked an instructor with whom I had never flown before, mostly because I was simply not allowed to fly with someone that I had already flown a lot with - to make sure an unbiased pair of eyes can judge my progress. I had to prepare a navigation to Spa, but knowing that we will do a diversion at one point to somewhere else. This was a lot of work, because the wind was forecast to be shifting to the Southeast during the day, meaning that there was a good chance that the preferred runway 24 would be changed to 06 at one point. So I had to make two different navigation logs for these potential situations, and also prepare the map in a way that it could be used in any condition... Then of course runway 24 stayed in use throughout the day, with a tailwind component staying just under the limit. Besides the usual flying, I had to do first an engine fire (in flight) exercise, which went very well (especially given how much time has gone by since I looked through the emergency memory items the last time), then halfway to Spa I was told to divert to Saint-Hubert. This I managed to make much more difficult for myself than it could have been, by simply mixing up two towers on the map after folding it around, which meant that for a few minutes I was slightly lost, but then by using the SPI VOR I managed to get back on track. So after all, I managed the diversion well, but drawing on the map while flying (and doing the math) was definitely not a simple task. Then I integrated to the circuit at EBSH perfectly, and we did a low approach and a go around, before starting another diversion back to Charleroi. Fortunately now I was allowed to just follow roads and I did not have to measure and calculate everything once more. On the way back we did an engine failure exercise, which also went well, except for the fact that I had to be reminded to first pith for best glide speed (which I am pretty ashamed of). Then we finished the flight with a flapless landing, which combined with the tailwind (and my less then prefect final speed) resulted in a pretty speedy (but perfectly safe) touchdown. Overall, even with the small mistakes (albeit noticeably more numerous than usual), I passed the progress test just fine, and I was given the green light for my first solo navigation flight! 00:00 Ready for departure EBCI RWY 24 01:56 Flying towards exit point SIERRA, NAV discussion 03:55 Engine fire in flight exercise 04:38 How to correct for a 5 degree drift away from our planned track 06:05 Diversion exercise (getting lost and found - a long case study) 15:05 Preparation to approach EBSH 17:43 Contacting EBSH Radio 19:46 Integrating to the circuit (to the beginning of right hand downwind for RWY 14L) 22:25 Final EBSH RWY 14L (and a planned go around) 27:13 Engine failure exercise 29:01 Descent checklist towards EBCI (then SE, SA) 30:23 Left hand downwind EBCI RWY 24, flapless landing exercise 31:50 Final EBCI RWY 24 (flapless landing) 32:36 Debriefing on the ground 34:23 discussion about the upcoming solo navigation