Surprisingly, the aircraft wasn’t booked at all over the weekend, until that is it was booked late in the week for Saturday for its 25 hour service. Sunday was a great day weather-wise – sunny and warm with scattered ‘fair-weather cumulus’. Unfortunately, I had flown it on Friday evening and had to paint the front window. However, I did this in short order and my thoughts turned to flying again at about mid-afternoon. A quick check of the booking system showed it was booked for one hour between 16:00 and 17:00 with a note to say the person wasn’t going to fly, but just wanted to take the GPS unit out of the plane and home so he could program the flight plans for a coming trip.
Great, so I booked it for 2 hours from 17:15! I gave Mark, my neighbour a shout to see if he was interested in a local as he hasn’t flown in this plane yet (and I owe him a trip to the D-Day beaches). He was up for it, so we piled in the car and off for the 20 minute drive to the airfield.
We got there about 16:30 and there was no trace of the other group member and the GPS was still in place. No matter, I checked the plane over in the hangar then pulled it out onto the ramp. I gave Mark the safety brief, especially how the canopy releases and seat belts worked. It was approaching 17:00, but to while away the time, Mark and I watched someone at the pumps trying to ‘hand-prop’ start a biplane. He was having a few problems with a couple of trips to look under the engine covers and tinker. What surprised me was that he was doing all this without anyone in the cockpit (I thought it was a ‘golden rule’ to have someone competent at the controls?). I guess if I was a gentleman, I would have walked the 100 m or so and helped out? Well, he got it going eventually, but I suspect he was a bit hot and bothered.
Hmmmmm…..17:00 and still no show by the guy who wanted the GPS. I wasn’t certain how to remove it. Managed to pull it out, but it had a serial port connector (which I could easily take off) and a brass connector that looked like it was screwed in – well that was too much for me, so rather than tinker with something I wasn’t certain about, I refitted it and assumed it was a ‘no show’ by the earlier booking. Just in case, I left a note on the locker and booked the plane out.
Of course it needed more fuel, so we refuelled and added some 64 litres. By now it was 17:20. I checked the hangar and still no show by the other group member, so we mounted up and called for taxi clearance. It was runway 04, so off to B1 for 04 crossing 36.
I pointed out to Mark the restricted forward view while taxying and that I could just see forward without having to resort to weaving. We pulled up to B1 as I did the power checks. The plane was fine and all readings were as expected. I called ‘ready for departure’.
I had previously explained to Mark about the differences between taildraggers and the nosewheel aircraft he had previously flown with me in. I checked the windsock, minimal wind, maybe a little from the right, then I applied power, stick slightly forward of neutral to raise the tail. Tail up, modest dance on the pedals and the plane started to ‘skip’ happily along the runway – she was getting ready to fly. Ease back a bit and off she went, happily climbing away at 1000 fpm with two big guys and a decent fuel load. Mark was amazed at how little ground run it needed.
I flew straight ahead until past the noise-sensitive Staverton village (I kid you not, there is a lady there that sits outside with a clock and binoculars recording the registration of every aircraft that overflies the village and sends the list into the airfield as a noise complaint!), then set course to see if the Malverns were still there. We climbed to about 4000’ then set the plane up for the cruise as I allowed the speed to build, pulled the throttle back to cruise and leaned the mixture. This gave a very reasonable 23 lph and 135 kts airspeed.
I showed Mark a few normal turns then a few steep turns. He flies model aircraft, so has some idea of the forces involved and what is going on. I gave him the controls and he managed straight and level and some modest turns. He quickly adapted to the very sensitive controls and immediately declared it ‘like a fighter’.
We flew down the Wye Valley at 3000’ and checked that the two Severn bridges were still there – they were! Then we headed back to the airfield IFR (I Follow the River) up the Severn. I got the ATIS and called Gloster Approach overhead Lydney. They gave me a straight-in approach to long final for 04 and asked me to report at 4 miles.
Overhead the bends in the Servern, a helicopter called and reported at the same position as me. I didn’t catch his altitude, so asked Gloster – it was fine, he was only at 1000’ and shortly he reported visual with me.
I played with the GPS and for fun set ‘direct to’ Gloster – well, it would also give me the range so I could accurately report my 4 miles. I do find this unit not as easy as the Garmin 430’s I am used to, but I will have to get use to it I guess.
I had a cruise descent on, but was still pretty high. I reported 4 miles and was cleared to land – circuit not busy then! I was way high and fast, so power back and started side-slipping. This worked well as I unwound from the sideslip and brought the speed back by flying level with the throttle close. Once in flap limiting speed, dropped one stage of flap, then the second and set up for about 80 kts. Two mile final now. At one mile, brought the speed back to 70kts. Good altitude now with one pinky red and one white from the PAPI’s. Tower reported wind agreed with the windsock – 050 / 05 kts – almost perfect!
I had earlier briefed Mark on what to expect on landing and not only NOT to be alarmed if the stall warner went off before we touched, but to be alarmed if it didn’t – coz it would mean we could well bounce! Fortunately, he is an experience passenger and used to my dry humour!
Rounded out and flew level as she eased down. Gently back on the stick, back a bit more, a bit more, more yet….. chirp of the stall warner, back more, stall warner now constant, more yet and the wheels touch – and stay touched! Back more on the stick to nail the tailwheel – stick fully back, ride the landing roll with the pedals (not much needed and she slows to an easy taxi without any braking (I find I rarely use brakes with this aircraft, only really for engine start, occasional turns and power checks).
A good landing and again I say as much to Mark – not to brag, but to ‘condition his expectations’ for future landings in less than ideal conditions like today.
Taxi in and shut down. The other group member has turned up and is quite understanding that I took the plane after his booking slot. He shows me how to undo the GPS unit (which of course is simplicity itself) and heads off with it to program in his flight plans for a Scotland trip starting tomorrow.
Mark thoroughly enjoyed the flight and the handling of the aircraft. I remind him that he needs to come back to me with one or two weekends that he is free for this D-Day beaches trip so I can book the plane.
Well, another good flight in near ideal conditions. I am now looking forward to ‘breaking out’ of the local area. Maybe I should book a weekend for myself and the wife for one of my long overdue trips with her to one of the channel ports – this time either Etaples or Honfleur.
Monday, May 19, 2008
Saturday, May 17, 2008
Flying with passengers again
Since I am now signed off, I retained the additional booking I had for Friday late afternoon / early evening so I could go for a bimble if the weather was OK.
All week it had been great, sunny and warm. But Thursday was cloudy, windy and rainy and Fridays forecast wasn't good. I had promised my daughter's boyfriend, Rob a local flight once I was signed off, so he was ready and waiting and praying for the weather. I warned him not to pay too much attention to the forecast as it was often wrong.
Sure enough, although Friday was forecast as rain, all it turned out to be was low-ish cloud with the odd spit of rain. Very little wind and reasonable visibility. So after work I picked Rob up and we headed off to the airfield. To save time at the airfield, I gave him part of the passenger brief in the car and finished that off in the plane with the aircraft specific bits. He had not been up in a small plane before.
I did the A-check - of course fuel needed - and pulled her out past the biz-jets that we share a hangar with. I sent Rob over to the pumps while I started up and taxi'd over. Once that was done, we buttoned up and requested taxi. Gloster gave me 04 with a wind of 050/05 - perfect!
The take-off was smooth and the plane climbed at it's customary 1000' fpm. Unfortunately, the METARs of 1800' cloudbase were optimistic as it was early evening and the cloudbase was starting to drop. The most I gor was 1500', but as we headed north, I was around 1200' with poor visibility. Still, it would be OK for a local as I know the area well.
I pulled a steep turn or two just to show Rob what it was like then let him handle the stick for a few munites. He did very well and didn't make the usual novice mistakes.
We flew around my village and took the mandatory photos of the house, the flew around the local secondary school where Rob works. I wandered over to Bredon hill and flew around the back of it, but with the top now in the cloudbase, I thought it prudent to head back to the airfield.
We scuttled back at 1200' and I was given a direct to downwind join for 04. The scheduled flight for the Isle of Man was getting ready to head out from Gloster.
A good approach to 04 as I called final and was given late clearance as the scheduled flight positioned for departure on 09. I got the approach speed right and flared, maybe a fraction too much with a slight baloon, but easily controlled for, though I say it myself, a very smooth landing - but then again, the conditions don't often come much better - 050 / 05 on runway 04. I did tell Rob that that was a good landing - not to brag, but to condition his expectations for future flights. I made that mistake once before when I pulled a near greaser a few years ago flying with Dan when I landed at Caen on one of my first flights with him - well he measured every other landing against that assuming my Caen landing was 'normal' - it took me years to convince him what was 'normal' in small plane!
Rob really enjoyed it and made it clear that he would very much like to go up again. He was amazed that we had been airborne for 30 minutes as it felt so short.
Nice to have an appreciative passenger who enjoys it so much, it really makes you feel pretty good too!
All week it had been great, sunny and warm. But Thursday was cloudy, windy and rainy and Fridays forecast wasn't good. I had promised my daughter's boyfriend, Rob a local flight once I was signed off, so he was ready and waiting and praying for the weather. I warned him not to pay too much attention to the forecast as it was often wrong.
Sure enough, although Friday was forecast as rain, all it turned out to be was low-ish cloud with the odd spit of rain. Very little wind and reasonable visibility. So after work I picked Rob up and we headed off to the airfield. To save time at the airfield, I gave him part of the passenger brief in the car and finished that off in the plane with the aircraft specific bits. He had not been up in a small plane before.
I did the A-check - of course fuel needed - and pulled her out past the biz-jets that we share a hangar with. I sent Rob over to the pumps while I started up and taxi'd over. Once that was done, we buttoned up and requested taxi. Gloster gave me 04 with a wind of 050/05 - perfect!
The take-off was smooth and the plane climbed at it's customary 1000' fpm. Unfortunately, the METARs of 1800' cloudbase were optimistic as it was early evening and the cloudbase was starting to drop. The most I gor was 1500', but as we headed north, I was around 1200' with poor visibility. Still, it would be OK for a local as I know the area well.
I pulled a steep turn or two just to show Rob what it was like then let him handle the stick for a few munites. He did very well and didn't make the usual novice mistakes.
We flew around my village and took the mandatory photos of the house, the flew around the local secondary school where Rob works. I wandered over to Bredon hill and flew around the back of it, but with the top now in the cloudbase, I thought it prudent to head back to the airfield.
We scuttled back at 1200' and I was given a direct to downwind join for 04. The scheduled flight for the Isle of Man was getting ready to head out from Gloster.
A good approach to 04 as I called final and was given late clearance as the scheduled flight positioned for departure on 09. I got the approach speed right and flared, maybe a fraction too much with a slight baloon, but easily controlled for, though I say it myself, a very smooth landing - but then again, the conditions don't often come much better - 050 / 05 on runway 04. I did tell Rob that that was a good landing - not to brag, but to condition his expectations for future flights. I made that mistake once before when I pulled a near greaser a few years ago flying with Dan when I landed at Caen on one of my first flights with him - well he measured every other landing against that assuming my Caen landing was 'normal' - it took me years to convince him what was 'normal' in small plane!
Rob really enjoyed it and made it clear that he would very much like to go up again. He was amazed that we had been airborne for 30 minutes as it felt so short.
Nice to have an appreciative passenger who enjoys it so much, it really makes you feel pretty good too!
Tuesday, May 13, 2008
Taildragger sign off!
It seemed pretty odd to be looking out of the window on Monday hoping for a decent wind, but that is exactly what I was doing! What I really need now is a nice 10-15kt wind so I can do crosswind tailwheel circuits as the final part of my tailwheel complexity sign-off.
I called the airfield at 15:00 and they confirmed a wind of 050 / 12kts. Now I wasn’t scheduled to fly until 18:00 and the wind typically dies down of an evening, but it was enough for me to at least turn up and expect to fly. So it turned out. The wind was still reasonable at 18:00, so Phil agreed we did crosswind circuits.
I booked out and told the tower we wanted crosswind, so they advised that although 04 was in use, that they would put me on 09 with left hand circuits – oh great – the ‘long march of death’ again on a very warm, sunny day under the RV’s bubble canopy!
Away we trundled as I carefully positioned the stick according to the wind position for the taxi. Lined up at 09 and did a crosswind take off, with the crosswind coming from the left (so even more right rudder than normal once the tail came up). Take off was OK, a bit too much into wind aileron, so we started to turn once I got airborne, but soon corrected that and climbed away.
Did four landings on 09 (with right rudder and left aileron), the last one was fun as Phil realised that we didn’t have time for a normal height circuit before the scheduled metroliner flight to IOM wanted to take off and we would end up being held, so he took control and with tower consent, did a VERY low level circuit and handed back to me on a normal looking approach on short final for 09 – you know, he could have asked me to do the low level circuit, but NO – he wants to have all the fun himself!! Spoilsport! (well, it isn’t much fun for an instructor otherwise is it?).
Then we switched to 36 so the wind was from the right – so left rudder and right aileron (it is preferable to have the wind from this side as you have more rudder authority – not that the moderate crosswind of 12kts was taxing this).
Did four landings on 36.
One or two of the landings were good with very little, if any bounce and the rest had a modest bounce or two, but of course it was my job and good training to control and cope with this, which I guess I did do. I think it is fair to say my movements aren’t entirely fluid, but I do know what I am trying to do and I do it, but obviously not as fluidly as Phil or Roly.
Phil’s comments were that I know what I am doing and that I am safe, but not expert and that I need is to do crosswind landings myself now and build my confidence and personal limits. To my great pleasure, he signed me off for tailwheel in the logbook.
So now I am fully signed off – at long last! It will be nice because from now on, my monthly group bills for landing fees will be less than the bill for the hourly rates! I can’t wait to ‘catch-up’ on the ‘backlog’ of flying I want to do. I already have passengers chomping at the bit for one or two locals and a promised weekend in Caen – not to mention weekend breaks in Honfleur with the wife.
Well, better get on with it then!
I called the airfield at 15:00 and they confirmed a wind of 050 / 12kts. Now I wasn’t scheduled to fly until 18:00 and the wind typically dies down of an evening, but it was enough for me to at least turn up and expect to fly. So it turned out. The wind was still reasonable at 18:00, so Phil agreed we did crosswind circuits.
I booked out and told the tower we wanted crosswind, so they advised that although 04 was in use, that they would put me on 09 with left hand circuits – oh great – the ‘long march of death’ again on a very warm, sunny day under the RV’s bubble canopy!
Away we trundled as I carefully positioned the stick according to the wind position for the taxi. Lined up at 09 and did a crosswind take off, with the crosswind coming from the left (so even more right rudder than normal once the tail came up). Take off was OK, a bit too much into wind aileron, so we started to turn once I got airborne, but soon corrected that and climbed away.
Did four landings on 09 (with right rudder and left aileron), the last one was fun as Phil realised that we didn’t have time for a normal height circuit before the scheduled metroliner flight to IOM wanted to take off and we would end up being held, so he took control and with tower consent, did a VERY low level circuit and handed back to me on a normal looking approach on short final for 09 – you know, he could have asked me to do the low level circuit, but NO – he wants to have all the fun himself!! Spoilsport! (well, it isn’t much fun for an instructor otherwise is it?).
Then we switched to 36 so the wind was from the right – so left rudder and right aileron (it is preferable to have the wind from this side as you have more rudder authority – not that the moderate crosswind of 12kts was taxing this).
Did four landings on 36.
One or two of the landings were good with very little, if any bounce and the rest had a modest bounce or two, but of course it was my job and good training to control and cope with this, which I guess I did do. I think it is fair to say my movements aren’t entirely fluid, but I do know what I am trying to do and I do it, but obviously not as fluidly as Phil or Roly.
Phil’s comments were that I know what I am doing and that I am safe, but not expert and that I need is to do crosswind landings myself now and build my confidence and personal limits. To my great pleasure, he signed me off for tailwheel in the logbook.
So now I am fully signed off – at long last! It will be nice because from now on, my monthly group bills for landing fees will be less than the bill for the hourly rates! I can’t wait to ‘catch-up’ on the ‘backlog’ of flying I want to do. I already have passengers chomping at the bit for one or two locals and a promised weekend in Caen – not to mention weekend breaks in Honfleur with the wife.
Well, better get on with it then!
Monday, May 12, 2008
Pray for bad weather!
With a nasty combination of pilot availability, instructor availability, aircraft availability and weather, I am still trying to get signed off on my tailwheel complexity for the RV6. Last time, I found out my instructor was off on a three week holiday and not back until 19th May. Well, that was too much, so I contacted the CFI at Cotswold and Phil was astonished that I wasn’t yet signed off and was happy to take up the reins. So I booked three sessions with him, the first on Saturday 10th May.
I am OK with ‘into wind’ landings, so I was looking for a decent wind so we could do crosswind landings. But again the weather was ‘unkind’ – by that I mean it was a lovely, sunny day, warm and without a breath of wind – ideal flying weather, except when you want to do crosswind training!
I bumped into Phil inbound from one of his lessons as I was checking the plane over. He asked if I still wanted to go. I said yes, may as well refresh myself (and demonstrate to Phil) with a few normal landings.
Listening to the tower in the clubhouse I was astounded. The guy in the tower could barely take a breath and there were people ‘stepping on’ each other with multiple transmissions. The circuit was full and people were going around – it sounded like Heathrow on a bad day! What the hell was going on – was it really just the weather? Phil advised me that it was the LAA ‘Young Eagles’ day where pilots volunteer to give youngsters their first taste of small aircraft flying – OK that explains it – hope they still allow us to book out for circuits!
They did and we set off. Unfortunately we were on runway 09, which mans the long march from the apron around to the other side of the airfield – all that with the bubble canopy of the RV buttoned up – so we were getting warm pretty quickly!
We seemed to have hit a quiet patch as I took off for circuits. The take-off was good and we climbed away. With the warmer air and a heavier instructor (my other instructor is quite small and light), I noticed the difference in performance and it occurred to me that this aircraft was very weight sensitive compared to the production aircraft I was used to, where weight seems to make little difference.
My first landing was at the same airspeed as I use with my lighter instructor and the plane definitely had a higher stalling speed this time. Still a good landing, but not so much time to fly level and bleed the speed back. Phil suggested I try for 70kts next time and that worked fine as I held off for longer and was rewarded with another good landing.
Basically, after three good and one (dare I say it) very good landing, Phil suggested we call it a day as I he agreed, I really needed crosswind and wasn’t particularly learning anything in these conditions.
On my final circuit, there was a Robin flying a VERY close circuit (I swear he was flying along the runway centre-line), so with ATC permission, I turned the long way around onto base. As I was joining base, I could see a TB20 on converging course from downwind – so a quick reduction in power and we passed safely underneath him – no drama, definitely not danger close, but could have been interesting if we didn’t have our wits about us.
Good approach and in view of the traffic behind us, I did try to land ‘long’ (which we did), but the runway is still so long and I really needed a slowly taxying aircraft to steer off the end of the runway, that I had to slow on the runway to walking pace. The tower were switched on and gave the TB20 a ‘land after’. This didn’t bother either me or him as the runway is plenty long enough and I was very close to the turnoff.
Well, a good session. What I learned today was that the RV is very sensitive to weight which in turn affects stall and therefore approach speeds. This explains why when flying solo and using the same ‘numbers’, the aircraft still has waaayyyy too much energy. Now we all know that from our flying exams, but it is the first time I have actually experienced it in practice – but then this is by far the lightest aircraft I have flown, so maybe no surprise. I am now confident of nil or into wind landings.
Well, pray for windy weather – next session booked for Monday 12th May after work.
I am OK with ‘into wind’ landings, so I was looking for a decent wind so we could do crosswind landings. But again the weather was ‘unkind’ – by that I mean it was a lovely, sunny day, warm and without a breath of wind – ideal flying weather, except when you want to do crosswind training!
I bumped into Phil inbound from one of his lessons as I was checking the plane over. He asked if I still wanted to go. I said yes, may as well refresh myself (and demonstrate to Phil) with a few normal landings.
Listening to the tower in the clubhouse I was astounded. The guy in the tower could barely take a breath and there were people ‘stepping on’ each other with multiple transmissions. The circuit was full and people were going around – it sounded like Heathrow on a bad day! What the hell was going on – was it really just the weather? Phil advised me that it was the LAA ‘Young Eagles’ day where pilots volunteer to give youngsters their first taste of small aircraft flying – OK that explains it – hope they still allow us to book out for circuits!
They did and we set off. Unfortunately we were on runway 09, which mans the long march from the apron around to the other side of the airfield – all that with the bubble canopy of the RV buttoned up – so we were getting warm pretty quickly!
We seemed to have hit a quiet patch as I took off for circuits. The take-off was good and we climbed away. With the warmer air and a heavier instructor (my other instructor is quite small and light), I noticed the difference in performance and it occurred to me that this aircraft was very weight sensitive compared to the production aircraft I was used to, where weight seems to make little difference.
My first landing was at the same airspeed as I use with my lighter instructor and the plane definitely had a higher stalling speed this time. Still a good landing, but not so much time to fly level and bleed the speed back. Phil suggested I try for 70kts next time and that worked fine as I held off for longer and was rewarded with another good landing.
Basically, after three good and one (dare I say it) very good landing, Phil suggested we call it a day as I he agreed, I really needed crosswind and wasn’t particularly learning anything in these conditions.
On my final circuit, there was a Robin flying a VERY close circuit (I swear he was flying along the runway centre-line), so with ATC permission, I turned the long way around onto base. As I was joining base, I could see a TB20 on converging course from downwind – so a quick reduction in power and we passed safely underneath him – no drama, definitely not danger close, but could have been interesting if we didn’t have our wits about us.
Good approach and in view of the traffic behind us, I did try to land ‘long’ (which we did), but the runway is still so long and I really needed a slowly taxying aircraft to steer off the end of the runway, that I had to slow on the runway to walking pace. The tower were switched on and gave the TB20 a ‘land after’. This didn’t bother either me or him as the runway is plenty long enough and I was very close to the turnoff.
Well, a good session. What I learned today was that the RV is very sensitive to weight which in turn affects stall and therefore approach speeds. This explains why when flying solo and using the same ‘numbers’, the aircraft still has waaayyyy too much energy. Now we all know that from our flying exams, but it is the first time I have actually experienced it in practice – but then this is by far the lightest aircraft I have flown, so maybe no surprise. I am now confident of nil or into wind landings.
Well, pray for windy weather – next session booked for Monday 12th May after work.
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