My ‘big tour’ this year is one I have planned for a while now. This is a visit to my buddy in Ottawa in August to hire a plane and fly from:
1. Ottawa to New York (Westchester / White Plains) via Massena to visit my sister,
2. New York low level city trip, then Niagara Falls and Toronto City Airport,
3. Toronto City to Ottawa.
As part of the preparations, on my last visit in February this year, I had lined up the paperwork and medicals etc. for a written test to get a full Canadian PPL based on my standalone FAA PPL.
This was a mini-performance in itself which I have already written about. Suffice to say that it didn’t end in February and I had to actively chase Transport Canada to persuade them to chase the FAA for an answer to a very simple question (which I was sure the FAA had overlooked – and so it turned out). Anyway, I finally got my Canadian PPL in early June – precisely four months after applying for it.
While I was in Ottawa in February, as part of the preparations, I visited my preferred flying club (where I had flown on a P U/T ‘trial flight’ basis the year before), Rockcliffe and introduced myself to one of the Senior FI’s there. I explained my plan and asked if I could hire one of their C172’s. He agreed in principle (subject to a check ride – of course) and even talked about the relatively complex and fiddly Canada to USA border clearance procedures and where to read up on them (I am a Canadian passport holder, so easier for me to get into the USA than a Brit). He said that he couldn’t actually book a plane for me there and then as their system didn’t load dates that far in advance and advised that I should contact them 8-10 weeks before the trip. So far so good. I had previously checked Rockcliffe out on the internet and noted that they had several write ups on trips their members took to US destinations and made various recommendations for US destinations.
So having done what I thought was ‘all the right things’, including personally introducing myself to a senior Flying Instructor at Rockcliffe, once the actual licence arrived in early June, I called the same FI at Rockcliffe and re-introduced myself and explained again my plans and asked to book a plane for a check ride followed by my planned trip.
There was something in the vague and non-committal way he was responding that made me wonder. It told him about my flying experience (not vast at 400 hours TT, but hardly a beginner either) and again he sounded a bit vague but promised to get back to me. I was left with a somewhat uneasy feeling, but put it down to the fact that English wasn’t his first language (Ottawa is probably the most bi-lingual city in Canada). Two days later I got an email from him saying that he had now spoken to the club CFI (……hmmmmm……that sounds ominous…) who wanted to ‘keep trips to the USA down this year’ and wasn’t keen to rent to ‘someone they don’t know’ to make such a trip!
OK – not happy now! So I emailed back and politely pointed out that I had flown with them before, met their FI in February when he raised no objections at the time. I would be flying with my buddy who lives in Ottawa and was a long-serving member of the Canadian Armed Forces and he would be happy to ‘vouch’ for me. This didn’t cut much (i.e. any!) ice with them and they responded that the USA was out, but they would be happy to rent to me ‘provided I passed the check ride’ (they mentioned this every time and I was getting bored with the repetition). They also asked for copies of both the Canadian and FAA licences (why the FAA one I don’t know), copies of my last few logbook pages (fair do’s) and a note of recent touring and experience in the C172 (OK – fair enough).
I had already carefully planned my trip to New York, bought the maps, marked the routes up, prepared the PLOG’s, prepared flight plans, made enquiries about the trickier stuff (New York low-level city route, Niagara Falls traffic patterns etc.) only to be told that although I had discussed it with them in February, that they would not now rent me the plane for the trip, but I could change plans and do something else purely within Canada – NOT HAPPY! Had they told me this in February, I would probably have gone along with it and planned something else, but now I feel a call to other clubs coming on.
I tentatively booked with Rockcliffe anyway and sent the information requested while at the same time emailing my buddy with the news and suggesting alternatives along the lines of:
- Check with other flying clubs in Ottawa / Montreal / Kingston and see if they all had similar concerns and restrictions – if so then it must be a general rule
- Drive to Massena in the USA and hire an FAA aircraft from there and stay in the USA.
- Do alternative tours in Canada only – like Ottawa to Quebec City or maybe the Bay of Fundy etc.
Well, my buddy is a resourceful kind of guy who sees ‘no’ as the first step on the road to a ‘yes’. He made a few calls and spoke to some other clubs. If I know him, he probably ‘talked me up’ and made me sound like a cross between Charles Lindberg and Chuck Yeager – I hope not! Anyway, the good news is that ‘the other club’ in Ottawa were happy to hire a C172, subject to a checkride (of course!) for the planned trip. They want a substantial deposit on account (I have seen this before when I trained with a school in the US – they are a long established club, so I am not too worried), but it looks like a go-er.
So I will be speaking to this other flying club and sending them no doubt much the same information and a substantial deposit ‘on account’.
What I don’t understand is what I could possibly have done differently and why people say one thing then do another. With hindsight, I suspect that I should have made a point of speaking to the CFI. Needless to say, I will not be doing future business with Rockcliffe Flying Club.
I am hoping to arrange a similar flying holiday next year in the summer. But this should be easier (note ‘should be’) as I hope to fly with my bother-in-law’s brother, who lives in Texas (he is an aircraft owner and an FAA Instructor) and maybe my sister (who lives in New York) and my buddy (who could fly down from Canada). The trip could be entirely in the USA around Texas, New Mexico, Nevada etc. My contact in Texas could easily arrange a rental for me and even do the checkride / combined FAA BFR. Sounds strange to be looking forward to next years trip before I have done this years, but that’s what GA touring is about I guess.
Sunday, June 22, 2008
Saturday, June 07, 2008
Taking the 'War Department' flying!
It had to happen! The wife wanted a trip in my 'new' plane now that I had taken others up and not actually managed to kill them or myself!
Well, I had the plane booked for a local on Saturday afternoon and the weather was excellent. So of course I had to oblige. I was hoping to do a 'landaway', but as one of the other group members booked the plane after me, it didn't leave enough time, so a local it had to be.
She know how long the 'boring bit' takes as I check the aircraft out, book out etc. so brought a book and sat reading it in the hangar while I toiled away! I announced we were ready and she helped me manouevre the aircraft out of the hangar.
I gave her the safety brief, especially the harnesses and canopy opening - she knows the rest already, then away we went.
Gloucester were giving runway 36 with the wind 330 / 05 variable - fine. It is amazing how obsessed you get with the wind in a taildragger - when I flew nosewheels it was 'yeah whatever' unless it was howling a gale!
And yes, it is a snug fit in an RV6 - she was chuckling at how cosy me and the neighbour must be (he is a bit bigger than the wife!).
Off we went on 36 with the aircraft skipping along happily, then flying itself off. Up to about 3800 and I followed my now 'time honoured' local route of the Malverns, Defford, Bredon Hill, Winchcombe, Gotherington then back in the Gloucester - with of course a few turns and steep turns thrown in for fun.
She is an excellent passenger, but wasn't going to take the stick any time soon.
Rejoining, we were still on 36 as I was given a standard overhead join. This was fine, but 36 is narrower than the other runways and the base to final leg heads straight for a hill, so it focuses the mind somewhat.
I was high (as I usually am on 36 for some reason), so side-slipped the height off. My wife has seen me do this before, so was not unduly alarmed by the aircraft sliding sideways.
Good approach gradiant now on short final with the required speed. Over the threshold and roundout. Fly level and back, back, back - no baloon and minimal crosswind. Stall warner chirping, now constant, back more and we touch and stay touched - whoppee - no bounce or hop! I see the wife give a 'startle reflex' as we land - it was a good landing, but the tailwheel makes it noisier and a bit bumpier than the Arrow or the Beech Bonanza she was previously used to - I guess I should have warned her. No matter, she is fine.
She enjoyed the flight and now has a feel for the plane and the touring I have planned withb her to France should go fine.
Another lovely flight. I really want to go touring or at least 'airfield collecting' next time - maybe Southend or Bournemouth, not been there yet.
Well, I had the plane booked for a local on Saturday afternoon and the weather was excellent. So of course I had to oblige. I was hoping to do a 'landaway', but as one of the other group members booked the plane after me, it didn't leave enough time, so a local it had to be.
She know how long the 'boring bit' takes as I check the aircraft out, book out etc. so brought a book and sat reading it in the hangar while I toiled away! I announced we were ready and she helped me manouevre the aircraft out of the hangar.
I gave her the safety brief, especially the harnesses and canopy opening - she knows the rest already, then away we went.
Gloucester were giving runway 36 with the wind 330 / 05 variable - fine. It is amazing how obsessed you get with the wind in a taildragger - when I flew nosewheels it was 'yeah whatever' unless it was howling a gale!
And yes, it is a snug fit in an RV6 - she was chuckling at how cosy me and the neighbour must be (he is a bit bigger than the wife!).
Off we went on 36 with the aircraft skipping along happily, then flying itself off. Up to about 3800 and I followed my now 'time honoured' local route of the Malverns, Defford, Bredon Hill, Winchcombe, Gotherington then back in the Gloucester - with of course a few turns and steep turns thrown in for fun.
She is an excellent passenger, but wasn't going to take the stick any time soon.
Rejoining, we were still on 36 as I was given a standard overhead join. This was fine, but 36 is narrower than the other runways and the base to final leg heads straight for a hill, so it focuses the mind somewhat.
I was high (as I usually am on 36 for some reason), so side-slipped the height off. My wife has seen me do this before, so was not unduly alarmed by the aircraft sliding sideways.
Good approach gradiant now on short final with the required speed. Over the threshold and roundout. Fly level and back, back, back - no baloon and minimal crosswind. Stall warner chirping, now constant, back more and we touch and stay touched - whoppee - no bounce or hop! I see the wife give a 'startle reflex' as we land - it was a good landing, but the tailwheel makes it noisier and a bit bumpier than the Arrow or the Beech Bonanza she was previously used to - I guess I should have warned her. No matter, she is fine.
She enjoyed the flight and now has a feel for the plane and the touring I have planned withb her to France should go fine.
Another lovely flight. I really want to go touring or at least 'airfield collecting' next time - maybe Southend or Bournemouth, not been there yet.
Friday, June 06, 2008
Pleasant evening bimble
On checking the bookings for the plane, it seems that June is pretty popular, with a booking for every weekend now. So I thought I would get in early for July as I am planning on a couple of trips to France. Even so, a couple of weekends in July had already ‘gone’, so I booked two that were left, one for a Caen trip with my neighbour and another for a trip to Honfleur with the wife.
The Caen trip is on the same weekend as the huge RIAT Airshow at Fairford. That’s a pain because they will create a bloody great big RAT (Restricted Airspace) in a huge upside-down layer-cake arrangement directly between Gloucester and the south coast (where I need to head). No matter - a quick look at the charts and I will head south towards the ‘gap’ between Bristol and Lyneham, then coast out at Portland (if the Danger Areas are closed) routing to Cherbourg, then along the east coast of the Cotentin peninsula overflying the invasion beaches headed for Caen – should work nicely.
With the June weekends being heavily booked and things at work being very busy (with a one week business trip to India in early June), I decided to keep my newly-minted taildragger skills up to date with a quick local of an evening after work (blessed be the long summer evenings!).
The weather on Wednesday was pretty good – a bit like to opening sequence of the Simpsons – odd puffy clouds and light winds. Despite the forecast for rain by late afternoon, this had not happened by 15:00, so I checked the on-line booking and booked the plane for the evening. A quick trip back home to see if anyone wanted to come with me as self-loading ballast and my daughter’s boyfriend volunteered.
Drove the 20 minutes to the airfield and parked up. Quick check of the NOTAMS (can’t be too careful, even on a local, especially in the summer – I would hate to blunder into a Red Arrows display).
I booked out and checked the plane out. Amazingly, it had nearly full tanks – great, no trip to the pumps. The plane was in good order and I noted that the brakes had been serviced from the tech log.
Pulled the plane out and got in. Gave Rob another safety brief (he had one last time, but I wanted to go through the key safety points again, especially the seat belts and canopy opening / jettison). Started up and lit up the panel. The ATIS said basically that all runways except 27 were closed due to grass cutting and that the winds were 220 / 10 knots. OK, could be a crosswind here, but I am happy with 10 knots, so we set off.
The brakes were noticeable ‘rumbly’, but we had be warned that this might be so, so no drama.
Power checks OK and I was cleared for take off on 27. The windsock showed very little wind, so the wind had dropped since the ATIS, but be aware of a possible crosswind from the left, so a bit of left aileron and read with right rudder during the take off run. In the event, I didn’t seem to need any more than normal. The tail came up quickly and the RV started hopping merrily down the runway like an excited toddler heading towards the beach. I let her climb gently away which she did with the usual aplomb.
We turned on track to the north west and continued the climb to 3200’ (I always like to avoid round 1000’s and 500’s) and levelled out there. Top of climb checks and lean the mixture. Before I knew it, we were over the Malverns. Time for a few normal and steep turns! The RV handles steep turns really well and is a pleasure to fly.
I let Rob try a ‘normal’ angle of bank turn for a full 360 degrees. He is a keen Flight Simulator ‘pilot’ and it showed! He had his eyes glued to the instruments, especially the altimeter most of the time. I explained visual reference flying to him. I made a similar mistake when I was learning and was ‘rewarded’ by my instructor sticking a piece of paper over all the instruments and making me do a couple of manoeuvres purely visually, only to be rewarded by the ‘reveal’ when he took the paper away to see that I had only lost 100’ – so it can be done!
The visibility was much better than last time and Rob got some much better photographs.
Despite Gloucester being very quiet, I was spotting several aircraft in flight. None close enough to worry, but then if you can see them at all, it is a worry!
Over to Bredon Hill to check it is still there and I played ‘spot Croft Farm’ from a safe 4200’. We spotted it and heard at least two aircraft heading in to Croft Farm. While orbiting Croft Farm, we spotted to twin about 500’ above heading in a Brize Norton direction.
Over to my home village to ‘buzz the town’ (of course from the correct legal altitude – besides the village is so small, I have to turn around the outside). More pictures as I set course to the North East and climbed while getting the latest Gloucester ATIS. Winds had dropped and were minimal and variable (that’s what I like to hear).
Suitably organised, I headed back to base and called for rejoin over Gretton. The airfield had not combined TWR and APP frequencies and were very quiet (apart from turning around the scheduled Dornier commercial flight from the Isle of Man). I was given a direct long final join for 27.
I misjudged the height a bit and was too high and too fast over the racecourse – the RV is very slippery. So I pulled to power and held altitude to slow the plane. Once closed, I put some power in and started a sideslip. Managed to get to a sensible height over the distinctive ‘doughnut’ shaped office building (about 2 mile final). Called final and cleared to land. Speed slowed to flap limiting speed and dropped the flaps. Got 80kts and decayed this to the desired 70kts. I ran through the landing in my mind.
Good approach path, good speed, windsock hanging with the odd flicker at the bottom to show it was still alive – but barely – my kind of wind! Cleared to land and backtrack (they really ARE quiet). Over the hedge for 27, past the displaced threshold. Power off, fly level. Edge back on the stick, tiny movements as the elevators are powerful and sensitive. No balloon, back more, a bit more, stall warner starting to chirp, back more, more, wheels touch – bit of a small hop, back more, touch again and we stay down, stick fully back to anchor the tailwheel. We are down – good landing – pleased with that.
Carefully slowed the aircraft, gentle braking. Now going very slowly, carefully turn the plane around for the backtrack. I am possibly being too careful about this, but rather that than an embarrassing pirouette! Taxied back and shut down.
Lovely flight in good weather. I can’t wait to go touring now. I have two weekends booked in July, both for trips to France (weather permitting of course).
And no Manuel – I didn’t grease the fuel caps!
The Caen trip is on the same weekend as the huge RIAT Airshow at Fairford. That’s a pain because they will create a bloody great big RAT (Restricted Airspace) in a huge upside-down layer-cake arrangement directly between Gloucester and the south coast (where I need to head). No matter - a quick look at the charts and I will head south towards the ‘gap’ between Bristol and Lyneham, then coast out at Portland (if the Danger Areas are closed) routing to Cherbourg, then along the east coast of the Cotentin peninsula overflying the invasion beaches headed for Caen – should work nicely.
With the June weekends being heavily booked and things at work being very busy (with a one week business trip to India in early June), I decided to keep my newly-minted taildragger skills up to date with a quick local of an evening after work (blessed be the long summer evenings!).
The weather on Wednesday was pretty good – a bit like to opening sequence of the Simpsons – odd puffy clouds and light winds. Despite the forecast for rain by late afternoon, this had not happened by 15:00, so I checked the on-line booking and booked the plane for the evening. A quick trip back home to see if anyone wanted to come with me as self-loading ballast and my daughter’s boyfriend volunteered.
Drove the 20 minutes to the airfield and parked up. Quick check of the NOTAMS (can’t be too careful, even on a local, especially in the summer – I would hate to blunder into a Red Arrows display).
I booked out and checked the plane out. Amazingly, it had nearly full tanks – great, no trip to the pumps. The plane was in good order and I noted that the brakes had been serviced from the tech log.
Pulled the plane out and got in. Gave Rob another safety brief (he had one last time, but I wanted to go through the key safety points again, especially the seat belts and canopy opening / jettison). Started up and lit up the panel. The ATIS said basically that all runways except 27 were closed due to grass cutting and that the winds were 220 / 10 knots. OK, could be a crosswind here, but I am happy with 10 knots, so we set off.
The brakes were noticeable ‘rumbly’, but we had be warned that this might be so, so no drama.
Power checks OK and I was cleared for take off on 27. The windsock showed very little wind, so the wind had dropped since the ATIS, but be aware of a possible crosswind from the left, so a bit of left aileron and read with right rudder during the take off run. In the event, I didn’t seem to need any more than normal. The tail came up quickly and the RV started hopping merrily down the runway like an excited toddler heading towards the beach. I let her climb gently away which she did with the usual aplomb.
We turned on track to the north west and continued the climb to 3200’ (I always like to avoid round 1000’s and 500’s) and levelled out there. Top of climb checks and lean the mixture. Before I knew it, we were over the Malverns. Time for a few normal and steep turns! The RV handles steep turns really well and is a pleasure to fly.
I let Rob try a ‘normal’ angle of bank turn for a full 360 degrees. He is a keen Flight Simulator ‘pilot’ and it showed! He had his eyes glued to the instruments, especially the altimeter most of the time. I explained visual reference flying to him. I made a similar mistake when I was learning and was ‘rewarded’ by my instructor sticking a piece of paper over all the instruments and making me do a couple of manoeuvres purely visually, only to be rewarded by the ‘reveal’ when he took the paper away to see that I had only lost 100’ – so it can be done!
The visibility was much better than last time and Rob got some much better photographs.
Despite Gloucester being very quiet, I was spotting several aircraft in flight. None close enough to worry, but then if you can see them at all, it is a worry!
Over to Bredon Hill to check it is still there and I played ‘spot Croft Farm’ from a safe 4200’. We spotted it and heard at least two aircraft heading in to Croft Farm. While orbiting Croft Farm, we spotted to twin about 500’ above heading in a Brize Norton direction.
Over to my home village to ‘buzz the town’ (of course from the correct legal altitude – besides the village is so small, I have to turn around the outside). More pictures as I set course to the North East and climbed while getting the latest Gloucester ATIS. Winds had dropped and were minimal and variable (that’s what I like to hear).
Suitably organised, I headed back to base and called for rejoin over Gretton. The airfield had not combined TWR and APP frequencies and were very quiet (apart from turning around the scheduled Dornier commercial flight from the Isle of Man). I was given a direct long final join for 27.
I misjudged the height a bit and was too high and too fast over the racecourse – the RV is very slippery. So I pulled to power and held altitude to slow the plane. Once closed, I put some power in and started a sideslip. Managed to get to a sensible height over the distinctive ‘doughnut’ shaped office building (about 2 mile final). Called final and cleared to land. Speed slowed to flap limiting speed and dropped the flaps. Got 80kts and decayed this to the desired 70kts. I ran through the landing in my mind.
Good approach path, good speed, windsock hanging with the odd flicker at the bottom to show it was still alive – but barely – my kind of wind! Cleared to land and backtrack (they really ARE quiet). Over the hedge for 27, past the displaced threshold. Power off, fly level. Edge back on the stick, tiny movements as the elevators are powerful and sensitive. No balloon, back more, a bit more, stall warner starting to chirp, back more, more, wheels touch – bit of a small hop, back more, touch again and we stay down, stick fully back to anchor the tailwheel. We are down – good landing – pleased with that.
Carefully slowed the aircraft, gentle braking. Now going very slowly, carefully turn the plane around for the backtrack. I am possibly being too careful about this, but rather that than an embarrassing pirouette! Taxied back and shut down.
Lovely flight in good weather. I can’t wait to go touring now. I have two weekends booked in July, both for trips to France (weather permitting of course).
And no Manuel – I didn’t grease the fuel caps!
Subscribe to:
Posts (Atom)
