Another taildragging session last night. I wasn’t sure I could make the lesson due to a late meeting, but I managed to get there only to be told that the Cub may not fly again tonight as the left brake failed in the earlier lesson and nearly ground-looped the plane. As we were talking, the engineer appeared and announced that he had fixed the problem by topping up the brake fluid (or something like that).
So my instructor took the earlier student up for a few more circuits followed by a solo circuit while I got ready. It was really hot and humid at about 34 degrees centigrade and ‘god know’ humidity – so performance could be interesting!
Climbed in using my best yoga skills to fold my legs to where they should be and away we went – ‘stop and go’ circuits at Sibson. The airfield was deserted as most of the planes were out on a fly-in to Deauville – due to return later that night.
Performance was interesting. I held it near to the ground to ‘get the wing flying’ as the woods at the end of 24 loomed up. Speed built and we were over the trees. Just remembered the rudder on the first turn this time, but I have to say I was feeling somewhat tense – I think my work was intruding. First circuit higher and wider than normal (I think the locals don’t like small and low circuits). My landing was OK’ish, but I didn’t get the stick right back and the wing lifted a little and I was too slow to correct, but the ground roll was OK. So off again.
Basically, we did five ‘stop and go’ circuits. I could feel James in the back willing me to make a ‘greaser’ and I know he wanted to send me solo again, but for some reason, it wasn’t coming together. I did however learn or reinforce a lot of lessons about handling at very slow speeds with a crosswind.
- Keep the into-wind wing down and react quickly in the flare
- Get the stick right back in the flare
- Get the speed under control then sort the height
- Keep active on the rudder pedals, the landing isn’t over until you switch off
In the end, that is far more important to me than any ‘world-record’ in tailwheel sign-off. I need to know that I know how to handle the aircraft and be confident – if that takes a few more lessons, then that is what it takes!
Having said that, of course the final landing was actually good – it all came together. I was also confident on the ground handling and controlling the landing run. As we taxi’d back he said that he would have sent me solo, but that we had run out of time as his next student was waiting.
We discover that the aircraft the next student needed wasn’t back from Deauville yet but was expected in 15 minutes. On trying to book another lesson, the school told me that the Cub was going to another school for two weeks and the only evening slot James had free was next Friday. James suggested I might like to try the Tiger Moth biplane – although he did concede it was quite different from the Cub – but fun anyway.
I think I will give next week a miss as the wife wonders why I am flying every week during the week on full rental and then again at weekends in my share on the Arrow – Oooops! Brownie points draining away! So what I might do is a quick half-hour in the expensive Tiger Moth in two weeks, then back to the Cub when it is back and go for sign-off.
Friday, July 21, 2006
Sunday, July 16, 2006
Jersey for the night
My friend Dan will be leaving for Canada soon and as part of this, I offered him and his wife a final trip abroad in the plane for a Friday and Saturday. After much ‘where should we go’ he finally settled on Dinard for Mont St Michel and an overnight in Dinan.
I had all the flying planned and even put in the GAR. I spoke to him the week before the trip and he started looking around for car hire and hotels. The bad news was that the dates we had chosen (and the only dates I could get the plane and he was free) was Bastille Day in France and as it was a public holiday, everywhere and everything was booked – simple as that!
So plan B – give up on France, where else did he want to go. Eventually settled on Jersey with an orbit around Mont St Michelle (outside the restricted area of course).
Dan contacted Derek F on Flyer Forum as he lives in Jersey. He gave Dan some excellent suggestions for a luxury hotel – L’Horizon at St Brelades Bay – just over a mile from the airfield. So its off to Jersey!
The firecrew had fuelled the aircraft and pulled it out of the hangar for me on Friday morning, so it was a simple case of a good passenger brief, file the flight plan and up and away. I planned the route to avoid Fairford RIAT, so the routing was:
EGBJ - BATH - WAREHAM - ORTAC – EGJJ
The weather could not have been better – forecast completely cloud free everywhere and 25 degrees. The climb out was a bit bumpy due to thermals starting on such a warm day, but smoothed out at 3200’. I was working the radios and seemed to be very busy working first Filton, then Bristol then Yeovilton. I asked about D026 as I wanted to transit that. Spoke to Plymouth Military and was told D026 was cold and transit approved. I asked for and got permission (I am pretty sure I didn’t need it) to orbit Lulworth Cove to get some photos. The boaties were out in force and anchored in the cove. Lovely view of the Dorset coast while coasting-out.
The channel was lovely and clear with a good horizon. Spoke to Jersey Zone who were all business and efficient as ever. Asked if I would accept FL45 to clear traffic holding over Alderney and I accepted. By now there were some low broken clouds at about 1700’, so we were above these and nearly VMC on top.
I explained I wanted to do an orbit around Mont St Michel and return to land at Jersey. They were happy so contacted Brest Info who were laid back as ever and let us do what we wanted. The visibility was a fair bit murkier but we spotted Mont St Michel and I descended to 1000’ and took up a gentle left-hand orbit being very careful to stay outside the ZIT established around the Mont. Opened the side window and got a couple of nice photos.
Then away and back to Jersey. They gave me a direct to right base join not above 1000’ for 09. I landed long and taxi’d to the Aero Club at the end or runway 09 and parked up. The place looked busy. We unpacked and a very helpful chap in the Aero Club arranged for the plane to be fuelled while we went on our way. We spotted Derek F’s Cherokee 6 parked up, so went and left a note for him.
The hotel was fantastic and we spent a very pleasant afternoon eating and drinking on the veranda overlooking the beach at St Brelades Bay. Had a nice meal in the Brasserie in the evening and Dan insisted as his treat that he pay for me for the trip – I think I saw the bill – he must have a second mortgage!
Next day we wandered along the beach and checked out some old WW2 fortifications. Then back to the airfield by about 1300.
The weather seemed perfect, CAVOK with a light wind at 070/16, but the ATIS was talking about windshear and severe turbulence on approach and climbout, so I took it very carefully. As it turned out I didn’t feel anything much. I suspect it was more aimed at the app[roaches to 09 which come in over a cliff near the approach end of the runway.
Once outside Jersey Zone, we were cleared to climb to 3000’ and had a glorious trip back. All of the military stuff was shut down for the weekend, so stayed with London Info until near Bristol. Bristol were great and suggested we contact Brize as were were going near the Fairford TRA. Brize were fine and had their hands full. About 15 mile south of Gloucester, we said goodbye to Brize and just contacted Gloucester and started out descent when we saw a huge B52 seemingly orbiting around Gloucester and Stroud. I am sure he was a couple of thousand feet above, me but he did look close.
Got a direct to 04 at Gloucester and landed. The weather really does not get any better than we had on this trip and the aircraft behaved very well indeed. The group should be a bit better off what with VAT free fuel at Gloucester and nice cheap Jersey fuel coming back.
Next bit of fun in the Arrow may be a local next weekend for Dan’s visiting nephew. The I really must plan a cross-channel foray with the wife to either Le Touquet or Honfleur. In the meantime, more taildragger training for me!
I had all the flying planned and even put in the GAR. I spoke to him the week before the trip and he started looking around for car hire and hotels. The bad news was that the dates we had chosen (and the only dates I could get the plane and he was free) was Bastille Day in France and as it was a public holiday, everywhere and everything was booked – simple as that!
So plan B – give up on France, where else did he want to go. Eventually settled on Jersey with an orbit around Mont St Michelle (outside the restricted area of course).
Dan contacted Derek F on Flyer Forum as he lives in Jersey. He gave Dan some excellent suggestions for a luxury hotel – L’Horizon at St Brelades Bay – just over a mile from the airfield. So its off to Jersey!
The firecrew had fuelled the aircraft and pulled it out of the hangar for me on Friday morning, so it was a simple case of a good passenger brief, file the flight plan and up and away. I planned the route to avoid Fairford RIAT, so the routing was:
EGBJ - BATH - WAREHAM - ORTAC – EGJJ
The weather could not have been better – forecast completely cloud free everywhere and 25 degrees. The climb out was a bit bumpy due to thermals starting on such a warm day, but smoothed out at 3200’. I was working the radios and seemed to be very busy working first Filton, then Bristol then Yeovilton. I asked about D026 as I wanted to transit that. Spoke to Plymouth Military and was told D026 was cold and transit approved. I asked for and got permission (I am pretty sure I didn’t need it) to orbit Lulworth Cove to get some photos. The boaties were out in force and anchored in the cove. Lovely view of the Dorset coast while coasting-out.
The channel was lovely and clear with a good horizon. Spoke to Jersey Zone who were all business and efficient as ever. Asked if I would accept FL45 to clear traffic holding over Alderney and I accepted. By now there were some low broken clouds at about 1700’, so we were above these and nearly VMC on top.
I explained I wanted to do an orbit around Mont St Michel and return to land at Jersey. They were happy so contacted Brest Info who were laid back as ever and let us do what we wanted. The visibility was a fair bit murkier but we spotted Mont St Michel and I descended to 1000’ and took up a gentle left-hand orbit being very careful to stay outside the ZIT established around the Mont. Opened the side window and got a couple of nice photos.
Then away and back to Jersey. They gave me a direct to right base join not above 1000’ for 09. I landed long and taxi’d to the Aero Club at the end or runway 09 and parked up. The place looked busy. We unpacked and a very helpful chap in the Aero Club arranged for the plane to be fuelled while we went on our way. We spotted Derek F’s Cherokee 6 parked up, so went and left a note for him.
The hotel was fantastic and we spent a very pleasant afternoon eating and drinking on the veranda overlooking the beach at St Brelades Bay. Had a nice meal in the Brasserie in the evening and Dan insisted as his treat that he pay for me for the trip – I think I saw the bill – he must have a second mortgage!
Next day we wandered along the beach and checked out some old WW2 fortifications. Then back to the airfield by about 1300.
The weather seemed perfect, CAVOK with a light wind at 070/16, but the ATIS was talking about windshear and severe turbulence on approach and climbout, so I took it very carefully. As it turned out I didn’t feel anything much. I suspect it was more aimed at the app[roaches to 09 which come in over a cliff near the approach end of the runway.
Once outside Jersey Zone, we were cleared to climb to 3000’ and had a glorious trip back. All of the military stuff was shut down for the weekend, so stayed with London Info until near Bristol. Bristol were great and suggested we contact Brize as were were going near the Fairford TRA. Brize were fine and had their hands full. About 15 mile south of Gloucester, we said goodbye to Brize and just contacted Gloucester and started out descent when we saw a huge B52 seemingly orbiting around Gloucester and Stroud. I am sure he was a couple of thousand feet above, me but he did look close.
Got a direct to 04 at Gloucester and landed. The weather really does not get any better than we had on this trip and the aircraft behaved very well indeed. The group should be a bit better off what with VAT free fuel at Gloucester and nice cheap Jersey fuel coming back.
Next bit of fun in the Arrow may be a local next weekend for Dan’s visiting nephew. The I really must plan a cross-channel foray with the wife to either Le Touquet or Honfleur. In the meantime, more taildragger training for me!
More taildragging
Back at work in Peterborough this week, I had a second lesson booked at Sibson in the Piper Cub. I turned up and my instructor was busy having fun with a student in the Tiger Moth, so I checked the aircraft out.
James joined me and briefed me that we would be doing circuits at Sibson this time. The weather was fantastic, with a light breeze of 220/10 with the runway in use as 24 with left hand circuits, so a small but useful crosswind component.
James did brief me that we would be starting at the very bottom of 24 and that once we went over the ‘hump’ the aircraft may become airborne and that I must NOT push the nose down, hold the stick back and if it flew great, if not it might settle then pick up again. So off we went, tail up and hit the hump which pushed us off the ground, but at a very slow airspeed and yes – of course I started to push the nose down – I have no idea why. James corrected and suggested reasonably forcefully that what I did was not the best idea of all time!
Around we went in the circuit with me re-learning about the use of rudder (only the once though) for a 500’ circuit and a not-too-bad full stop landing. He wanted me to do another full take off from the end of the runway.
Same again please but DO NOT push the nose down if it gets airborne at the hump. So of course we bounce into the air, and while I contest that I didn’t push the nose down (well not much anyway), I certainly didn’t hold the nose up. Another one sided discussion ensued and much chastened, I ran another full stop circuit. Landing not too good as I discovered that there feels like a slight detent in the throttle that needs you to actually pull it fully rearward and hold it there, at the bounce, my hand slipped and a little bit of throttle came in, causing a small balloon, but I got it down off that. Two mistakes, but I really do learn from them, so I absorb the lessons.
In the circuit, I hear a muffled darth vader voice on the radio and I was sure he said ‘Spitfire 1’. I ask James and he says yes, it was a Spitfire as the BBMF are based up the road at RAF Coningsby. The Spitfire pilot was angling for a low pass over the airfield, but says he will call again on his return in half and hour and if the circuit is quiet, fly by.
James shows me and I follow through for the next circuit. Then after that I do a sensible take off, hump and all and a nice circuit, but again, the throttle slips open a bit during the flare. So another full stop circuit – I really have got the take-off with that bloody hump sorted now, but this time the plane feels a little sluggish and is not picking up speed as it was. James notices and takes control. He tries a few things and stays close to the airfield and we do a tight circuit and landing. He power checks it on the ground and it seems to be behaving, so off we go again (maybe a bit of plug fouling).
Take-off again OK and this time a high approach, so I slip this off and get the airspeed down for a better landing with a decent flare, but a bit of wing lift which I sort out with aileron. Two more and James asks me to taxi to the clubhouse and asks if I fancy a solo circuit – DO I? I get a lot of tips about how the plane will handle with only me on board, especially how fast the tail will come up and not to get too nose down, and of course it will be a lot more floaty in the flare. He goes off to the tower the man the radio, watch me with binos and no doubt pray and check the insurance!
I feel like a student on first solo all over again! I taxi out and start the take off run. Yes, the tail comes up quickly. I catch it before it goes too nose down and am easily off at the hump and picking up speed and height far quicker. Around I go and I pull a bit of power off and level out at 500’. I head the far side of the power lines, do the landing checks and call about to turn final. James gives me the wind update and I get the airspeed down and start the descent. I am a wee bit high so I do a brief side-slip to get some height off. James gives me a bit more last minute advice over the radio. Not much of a crosswind and nicely lined up to aim past the hump on the level section of 24. She comes down nicely with good airspeed and I flare and hold a 3 point attitude without ballooning. I hold it for what seems like ages just off the ground, then a wing starts to lift, I counter with aileron and I touch! I can hear James saying ‘Remember, the landing isn’t over in a taildragger until you are parked up!’. So I hold it in a reasonably straight line to slow taxi speed, then wheel around to taxi back and park up.
James is down and greets me as I shut down. He seems relieved and pleased as indeed am I – it really does feel like my first solo all over again! He says it was a nice landing and I don’t think he is just trying to give me a boost – after a lesson where I guess you could say ‘I learned a lot’, it was definitely a highlight.
We fuel up and James asks me to start it up and taxi it around to the hangar – my pleasure! On the way back, I have a chat with his next student who is sat in the Robin – he seems to have enjoyed my landing and we chat for a bit. He is doing the same thing as me – he owns an Arrow based in Ipswich but it getting checked out on the Robin here as he is working in Peterborough during the week.
I get a quick debrief and James suggests that I will assimilate a lot of today while I think about it over the next few days – that is indeed exactly how learn – my old PPL instructor used to say I learned more when I wasn’t flying than when I was.
He thinks next lesson we will do ‘wheelies’ at a nice grass strip just the other side of the A1 and a bit more consolidation and then I should be ready for sign off and bimbles by myself. If I have a good lesson, I probably agree, but I certainly won’t be shy to ask for one more if I feel at all uncomfortable. I am not trying to break records anywhere, I just want to be safe and have fun.
To cap the evening off, when I got back to my B&B (amazingly located 100m from the airfield!!!) and had a shower, I was in my room when I heard the unmistakable noise of a Merlin engine very close by. I dashed to the bedroom window to see a clipped wing Spitfire do a lovely low pass over the airfield, followed a few second later by the Hurricane.
What can I say? The perfect end to a perfect day! I think I am really going to enjoy this taildragging stuff, as well as my touring in the Arrow – they are quite different beasts.
The Arrow is like a comfortable saloon car going at good speed on a clear road with cruise control (OK lets not over do it here), but the Cub is like driving an old Mini with no doors along a dirt track – both great fun in completely different ways!
James joined me and briefed me that we would be doing circuits at Sibson this time. The weather was fantastic, with a light breeze of 220/10 with the runway in use as 24 with left hand circuits, so a small but useful crosswind component.
James did brief me that we would be starting at the very bottom of 24 and that once we went over the ‘hump’ the aircraft may become airborne and that I must NOT push the nose down, hold the stick back and if it flew great, if not it might settle then pick up again. So off we went, tail up and hit the hump which pushed us off the ground, but at a very slow airspeed and yes – of course I started to push the nose down – I have no idea why. James corrected and suggested reasonably forcefully that what I did was not the best idea of all time!
Around we went in the circuit with me re-learning about the use of rudder (only the once though) for a 500’ circuit and a not-too-bad full stop landing. He wanted me to do another full take off from the end of the runway.
Same again please but DO NOT push the nose down if it gets airborne at the hump. So of course we bounce into the air, and while I contest that I didn’t push the nose down (well not much anyway), I certainly didn’t hold the nose up. Another one sided discussion ensued and much chastened, I ran another full stop circuit. Landing not too good as I discovered that there feels like a slight detent in the throttle that needs you to actually pull it fully rearward and hold it there, at the bounce, my hand slipped and a little bit of throttle came in, causing a small balloon, but I got it down off that. Two mistakes, but I really do learn from them, so I absorb the lessons.
In the circuit, I hear a muffled darth vader voice on the radio and I was sure he said ‘Spitfire 1’. I ask James and he says yes, it was a Spitfire as the BBMF are based up the road at RAF Coningsby. The Spitfire pilot was angling for a low pass over the airfield, but says he will call again on his return in half and hour and if the circuit is quiet, fly by.
James shows me and I follow through for the next circuit. Then after that I do a sensible take off, hump and all and a nice circuit, but again, the throttle slips open a bit during the flare. So another full stop circuit – I really have got the take-off with that bloody hump sorted now, but this time the plane feels a little sluggish and is not picking up speed as it was. James notices and takes control. He tries a few things and stays close to the airfield and we do a tight circuit and landing. He power checks it on the ground and it seems to be behaving, so off we go again (maybe a bit of plug fouling).
Take-off again OK and this time a high approach, so I slip this off and get the airspeed down for a better landing with a decent flare, but a bit of wing lift which I sort out with aileron. Two more and James asks me to taxi to the clubhouse and asks if I fancy a solo circuit – DO I? I get a lot of tips about how the plane will handle with only me on board, especially how fast the tail will come up and not to get too nose down, and of course it will be a lot more floaty in the flare. He goes off to the tower the man the radio, watch me with binos and no doubt pray and check the insurance!
I feel like a student on first solo all over again! I taxi out and start the take off run. Yes, the tail comes up quickly. I catch it before it goes too nose down and am easily off at the hump and picking up speed and height far quicker. Around I go and I pull a bit of power off and level out at 500’. I head the far side of the power lines, do the landing checks and call about to turn final. James gives me the wind update and I get the airspeed down and start the descent. I am a wee bit high so I do a brief side-slip to get some height off. James gives me a bit more last minute advice over the radio. Not much of a crosswind and nicely lined up to aim past the hump on the level section of 24. She comes down nicely with good airspeed and I flare and hold a 3 point attitude without ballooning. I hold it for what seems like ages just off the ground, then a wing starts to lift, I counter with aileron and I touch! I can hear James saying ‘Remember, the landing isn’t over in a taildragger until you are parked up!’. So I hold it in a reasonably straight line to slow taxi speed, then wheel around to taxi back and park up.
James is down and greets me as I shut down. He seems relieved and pleased as indeed am I – it really does feel like my first solo all over again! He says it was a nice landing and I don’t think he is just trying to give me a boost – after a lesson where I guess you could say ‘I learned a lot’, it was definitely a highlight.
We fuel up and James asks me to start it up and taxi it around to the hangar – my pleasure! On the way back, I have a chat with his next student who is sat in the Robin – he seems to have enjoyed my landing and we chat for a bit. He is doing the same thing as me – he owns an Arrow based in Ipswich but it getting checked out on the Robin here as he is working in Peterborough during the week.
I get a quick debrief and James suggests that I will assimilate a lot of today while I think about it over the next few days – that is indeed exactly how learn – my old PPL instructor used to say I learned more when I wasn’t flying than when I was.
He thinks next lesson we will do ‘wheelies’ at a nice grass strip just the other side of the A1 and a bit more consolidation and then I should be ready for sign off and bimbles by myself. If I have a good lesson, I probably agree, but I certainly won’t be shy to ask for one more if I feel at all uncomfortable. I am not trying to break records anywhere, I just want to be safe and have fun.
To cap the evening off, when I got back to my B&B (amazingly located 100m from the airfield!!!) and had a shower, I was in my room when I heard the unmistakable noise of a Merlin engine very close by. I dashed to the bedroom window to see a clipped wing Spitfire do a lovely low pass over the airfield, followed a few second later by the Hurricane.
What can I say? The perfect end to a perfect day! I think I am really going to enjoy this taildragging stuff, as well as my touring in the Arrow – they are quite different beasts.
The Arrow is like a comfortable saloon car going at good speed on a clear road with cruise control (OK lets not over do it here), but the Cub is like driving an old Mini with no doors along a dirt track – both great fun in completely different ways!
Friday, July 07, 2006
Deenethorpe Dancing!
Not quite the same as ‘Dirty Dancing’ and certainly without the sexual innuendo, but certainly as much fun as I have had with my clothes on for some time!
As I am now working permanently during the week in Peterborough, I decided to check out the Northamptonshire School of Flying at Peterborough Sibson to see if I could do a taildragger rating there during the week after work. They seem to be open late in the summer on Wednesday, Thursday and Friday, so after a chat with the CFI, I booked my first lesson in the Piper Cub for Thursday evening just after work. In fact, it was on the way home as I normally catch up with paperwork and work from home on Friday (yes, the wife wondered why I was so late back – ‘the traffic couldn’t have been that bad!’).
When I booked, they said ‘oh, you will be with James Bryan – he is quite a character’. I did wonder what that meant until I met him. I am not short at 6’ 2” and 210 lbs, but he is huge! I would guess 6’ 4” and 240 lbs with hands like spades – will the Cub ever take off with the two of us?
He checked my experience and briefed me on what we would do and how to handle the Cub. He wouldn’t give me many of ‘the numbers’ I am used to, other than the approach speed. ‘We don’t do the numbers on this, you’ll know when it wants to fly’. OK – may the force be with me!
The plan was to fly over to nearby Deenethorpe airfield with its 1200m tarmac runway and do circuits but with a twist. We would land as short as possible, then my job was to hold the back wheel off and hold it straight down the runway with the rudder pedals, while he controlled the throttle. When close to the end of the runway, I would take control and do a normal take-off. Then we repeat the process etc. The ideal being to nail a three-point landing and get used to ground handling and ‘dancing on the pedals’ to hold a taildragger straight – which seems to be the hardest part (the dreaded ground-loop in a crosswind at low speed on the ground).
The aircraft itself is a real oldie. Rag and tube and external control wires. High wing and tandem seating. The controls and switches look like they have been positioned with all the care and attention that you might lavish to painting an outside window in a hurricane. There is no real method to actually getting in for big guys like us, so after trying a couple of different ways, I finally discover one that works!
Well, we took off using a technique quite different from the Arrow – full power, stick fully forward until the tail comes up, then ease back gently all the time keeping the tail up until she is flying (while at the same time, dabbing the rudder with either foot to keep it straight down the runway), then hold in ground effect to get the wing really flying (not on the back side of the drag curve) then ease her up over the trees (always a bonus) at the end of the runway.
We levelled out well below 1000’ then did some general handling. It certainly likes the rudder in the turns. Then James urged me to take her down low-level where I flew along woods and fields – fantastic.
We arrived at Deenethorpe and James demonstrated the landing and circuit while I followed through. Of course his was fine. I took over and immediately didn’t put enough rudder in on the turn – lesson learned. All the circuits were low level and very tight in with the finals turn started at the end of the runway with a descending turn all the way to landing – none of this 1 mile final (more like a 30 metre final). This was fun.
My first landing was OK but fast as I held it in the position trying not to balloon. I was harsh on the rudder trying to keep it straight down the runway and probably got ‘Pilot Induced Oscillation’ going nicely. I did the take off, but didn’t hold the stick hard enough forward, so the tail took some time to come up and so it all took more runway than it should.
Next circuit was a better landing, but worse on the ground as I nearly headed off the runway if James hadn’t intervened. Yep – more PIO.
James got us going again and halfway around the third circuit, he said ‘give me your shoes!’ – eh? ‘GIVE ME YOUR SHOES!’. It’s not done to argue with an instructor, so I meekly handed my shoes over my shoulder to James in the back. ‘Now curl your toes around the rudder bars and feel the things – don’t stamp on them!;’. OK – I see the ‘character’ bit now! Nothing at all odd about flying low level circuits in a heavily loaded taildragger with no shoes!
Next time around the approach speed was much better and so was the landing. The ‘tail-up taxi’ exercise was better as I was more gentle, but I was still over-correcting. He explained that I was still going ‘left rudder – right rudder’, what I needed to do was apply rudder then anticipate the correction and take the rudder back to neutral before seeing what other corrections were needed – sort of ‘left – middle – right – middle’ etc. Next time around I tried this and this seemed to do the trick, I was not good, but not bad.
Several more circuits ensued. I have to say, the three point landings were going well, but I really had to concentrate on the taxi exercise (but I guess that is the point).
After about nine circuits, we headed back to Sibson, avoiding the noise sensitive neighbours, while James pointed out ground markings associated with ancient settlements. Apparently he is a ‘metal detector’ in his spare time. Near Sibson, we headed the other side of the power lines and saw the Roman Camp and the part where the Roman road continues straight from the A1.
On final now for 24, I just started the descent until I remembered we were east of the power lines, so I corrected and continued level until over the lines then started the descent. A bit high and fast, so power off and side-slip (no flaps). Aim just past the bump on 24, speed nice, pedals and a bit right wing down for the slight cross-breeze, assume the position and hold off – yes, not a bad three point landing. Now the real work, hold the b*gger straight down the runway ‘dancing on the pedals’ – hmmm… I have got it and it seems not as bad as at Deenethorpe. ‘It’s easier to land a taildragger on grass than tarmac – that’s why we practiced at Deenethorpe’ James replies to my unspoken question. Well I do managed to hold it straight until the last moment when it wants to turn slowly, but I manage to stop it pick it back into the line. We are stopped now - I didn’t fancy doing a graceful and slow groundloop stopping at 90 degrees to my line of travel in front of the entire airfield!
I taxi back to the hangar and then the trial of actually getting out. I manage this after a couple of tries. I have been concentrating very hard and on a hot day sat on vinyl, my back and the seat of my shorts are soaked – it really shows on light coloured shorts!
We head back, complete the tech log and my log and I book another lesson for next Wednesday. I am relieved of one years membership and the cost of the lesson and James reviews the lesson with me. He seems genuinely pleased at the progress and says we will try ‘wheelies’ next (landing on the two main wheels first. My guess is that I will need as good three or four lessons before sign-off, but it isn’t a race and I need to feel that I have it mastered.
All in all a really great time. A huge amount of fun and you really do realise what people mean when they talk about picking up bad habits flying typical modern nosewheel aircraft, they are just so well harmonised, forgiving and easy to handle in the ground. With a tailwheel, you really discover what the rudder is for and the landing isn’t over until the engine is off. I am certainly not having a ‘go’ at spamcans – I still love my Arrow, but it is a different sort of flying and I think I will really enjoy them both.
It is interesting that when I met his next student (who is still doing his PPL in a Robin), he said that he had already flown the Cub a couple of times as James wanted him to know what the rudder was for. I would certainly suggest that every pilot tries one of these, it really is great fun and teaches you loads.
As I am now working permanently during the week in Peterborough, I decided to check out the Northamptonshire School of Flying at Peterborough Sibson to see if I could do a taildragger rating there during the week after work. They seem to be open late in the summer on Wednesday, Thursday and Friday, so after a chat with the CFI, I booked my first lesson in the Piper Cub for Thursday evening just after work. In fact, it was on the way home as I normally catch up with paperwork and work from home on Friday (yes, the wife wondered why I was so late back – ‘the traffic couldn’t have been that bad!’).
When I booked, they said ‘oh, you will be with James Bryan – he is quite a character’. I did wonder what that meant until I met him. I am not short at 6’ 2” and 210 lbs, but he is huge! I would guess 6’ 4” and 240 lbs with hands like spades – will the Cub ever take off with the two of us?
He checked my experience and briefed me on what we would do and how to handle the Cub. He wouldn’t give me many of ‘the numbers’ I am used to, other than the approach speed. ‘We don’t do the numbers on this, you’ll know when it wants to fly’. OK – may the force be with me!
The plan was to fly over to nearby Deenethorpe airfield with its 1200m tarmac runway and do circuits but with a twist. We would land as short as possible, then my job was to hold the back wheel off and hold it straight down the runway with the rudder pedals, while he controlled the throttle. When close to the end of the runway, I would take control and do a normal take-off. Then we repeat the process etc. The ideal being to nail a three-point landing and get used to ground handling and ‘dancing on the pedals’ to hold a taildragger straight – which seems to be the hardest part (the dreaded ground-loop in a crosswind at low speed on the ground).
The aircraft itself is a real oldie. Rag and tube and external control wires. High wing and tandem seating. The controls and switches look like they have been positioned with all the care and attention that you might lavish to painting an outside window in a hurricane. There is no real method to actually getting in for big guys like us, so after trying a couple of different ways, I finally discover one that works!
Well, we took off using a technique quite different from the Arrow – full power, stick fully forward until the tail comes up, then ease back gently all the time keeping the tail up until she is flying (while at the same time, dabbing the rudder with either foot to keep it straight down the runway), then hold in ground effect to get the wing really flying (not on the back side of the drag curve) then ease her up over the trees (always a bonus) at the end of the runway.
We levelled out well below 1000’ then did some general handling. It certainly likes the rudder in the turns. Then James urged me to take her down low-level where I flew along woods and fields – fantastic.
We arrived at Deenethorpe and James demonstrated the landing and circuit while I followed through. Of course his was fine. I took over and immediately didn’t put enough rudder in on the turn – lesson learned. All the circuits were low level and very tight in with the finals turn started at the end of the runway with a descending turn all the way to landing – none of this 1 mile final (more like a 30 metre final). This was fun.
My first landing was OK but fast as I held it in the position trying not to balloon. I was harsh on the rudder trying to keep it straight down the runway and probably got ‘Pilot Induced Oscillation’ going nicely. I did the take off, but didn’t hold the stick hard enough forward, so the tail took some time to come up and so it all took more runway than it should.
Next circuit was a better landing, but worse on the ground as I nearly headed off the runway if James hadn’t intervened. Yep – more PIO.
James got us going again and halfway around the third circuit, he said ‘give me your shoes!’ – eh? ‘GIVE ME YOUR SHOES!’. It’s not done to argue with an instructor, so I meekly handed my shoes over my shoulder to James in the back. ‘Now curl your toes around the rudder bars and feel the things – don’t stamp on them!;’. OK – I see the ‘character’ bit now! Nothing at all odd about flying low level circuits in a heavily loaded taildragger with no shoes!
Next time around the approach speed was much better and so was the landing. The ‘tail-up taxi’ exercise was better as I was more gentle, but I was still over-correcting. He explained that I was still going ‘left rudder – right rudder’, what I needed to do was apply rudder then anticipate the correction and take the rudder back to neutral before seeing what other corrections were needed – sort of ‘left – middle – right – middle’ etc. Next time around I tried this and this seemed to do the trick, I was not good, but not bad.
Several more circuits ensued. I have to say, the three point landings were going well, but I really had to concentrate on the taxi exercise (but I guess that is the point).
After about nine circuits, we headed back to Sibson, avoiding the noise sensitive neighbours, while James pointed out ground markings associated with ancient settlements. Apparently he is a ‘metal detector’ in his spare time. Near Sibson, we headed the other side of the power lines and saw the Roman Camp and the part where the Roman road continues straight from the A1.
On final now for 24, I just started the descent until I remembered we were east of the power lines, so I corrected and continued level until over the lines then started the descent. A bit high and fast, so power off and side-slip (no flaps). Aim just past the bump on 24, speed nice, pedals and a bit right wing down for the slight cross-breeze, assume the position and hold off – yes, not a bad three point landing. Now the real work, hold the b*gger straight down the runway ‘dancing on the pedals’ – hmmm… I have got it and it seems not as bad as at Deenethorpe. ‘It’s easier to land a taildragger on grass than tarmac – that’s why we practiced at Deenethorpe’ James replies to my unspoken question. Well I do managed to hold it straight until the last moment when it wants to turn slowly, but I manage to stop it pick it back into the line. We are stopped now - I didn’t fancy doing a graceful and slow groundloop stopping at 90 degrees to my line of travel in front of the entire airfield!
I taxi back to the hangar and then the trial of actually getting out. I manage this after a couple of tries. I have been concentrating very hard and on a hot day sat on vinyl, my back and the seat of my shorts are soaked – it really shows on light coloured shorts!
We head back, complete the tech log and my log and I book another lesson for next Wednesday. I am relieved of one years membership and the cost of the lesson and James reviews the lesson with me. He seems genuinely pleased at the progress and says we will try ‘wheelies’ next (landing on the two main wheels first. My guess is that I will need as good three or four lessons before sign-off, but it isn’t a race and I need to feel that I have it mastered.
All in all a really great time. A huge amount of fun and you really do realise what people mean when they talk about picking up bad habits flying typical modern nosewheel aircraft, they are just so well harmonised, forgiving and easy to handle in the ground. With a tailwheel, you really discover what the rudder is for and the landing isn’t over until the engine is off. I am certainly not having a ‘go’ at spamcans – I still love my Arrow, but it is a different sort of flying and I think I will really enjoy them both.
It is interesting that when I met his next student (who is still doing his PPL in a Robin), he said that he had already flown the Cub a couple of times as James wanted him to know what the rudder was for. I would certainly suggest that every pilot tries one of these, it really is great fun and teaches you loads.
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