What a bummer!

Well – on the basis that I know that I learn more from my mistakes than from what I do well – todays taildragging lesson ranks as one of my most ‘successful’ learning session yet! Yep – what a b*tch of a session!

To be fair(and to make excuses), the weather was not ideal (when is it ever) with the wind at 40 degrees from the runway and varying between 4kts and 16kts in the space of a few seconds – not ideal for taildragging but the sort of experience I need (and yes, I would laugh at such conditions in the Arrow – ‘that’s not a crosswind – it’s just a bit of a giggle!’).

This is now my third instructor (in less than 5 hours) and this time it was the club CFI. He had some quite different ground handling ‘learning points’ for me and my taxy speed was now reduced to a ‘fast crawl’.

On my first circuit, the take-off run wasn’t wonderful, but I managed. I followed the ‘tight and low’ circuit my original instructor had shown me, which was commented on by the CFI saying that I must climb straight ahead to 600’ before turning crosswind, avoid this village etc. to the new 1000’ circuit height. OK – none of this is a problem, but by the time he had finished, I missed my normal turning point and had to extend downwind to avoid overflying a NIMBY village. By the time I had done this I had ‘lost’ the airfield and had to have it gently pointed out to me! The approach was OK but not great and the landing was not great but I made it.

The second take-off was better, but still not good. The circuit was a far more normal ‘spamcan’ circuit which gave me loads more time to settle. The approach was much better, but I obviously mucked up the landing as I bounced it pretty big-time and the CFI initiated a go-around.

Next circuit was the same and the approach was actually very nice. My landing was acceptable and I controlled the run.

The evening gloom was closing in, but time for one more. The take-off was actually quite good this time and I started to settle in, thinking ‘let’s make this a good one’. A nice circuit and a good approach – all the right ingredients. But the landing was horrible as again I bounced it in and the CFI initiated a go-around. This time he flew a low level circuit to land as a few minutes later would mean a night landing on the other runway.

He was very kind and said it was coming (yeah – so’s Christmas!) and I needed more practice and that the crosswind was not particularly easy. All very nice, but it did dent my confidence.

Basically I did not relax into it, was gripping the stick pretty hard on the approach and I think I was trying too hard and not ‘feeling’ the plane. I honest did learn a lot this time. Next time I will forget about trying to impress anyone or whether and if I might get signed-off and simply enjoy it for what it is – oh, and book an earlier slot so I am not trying to land in gloom – so yes, I have booked 16:00 on Friday the 13th October – strangely, not many bookings on that day – wonder why?

I’ll get there, but I have to be far more ‘Zen’ like and ‘feel the force’.

IWM Duxford

Despite missing both my taildragging lesson and work on Wednesday, Thursday and Friday due to a heavy cold / temperature / cough etc., I was confident I would be OK by the weekend and with the Sunday unexpectedly free, I booked it hoping I felt better.

I asked the neighbour, who is a history and military buff, if he fancied a flight to Duxford air museum. He jumped at the chance and I prayed for my health and the weather!

Sunday dawned in bright blue sunny skies for Cheltenham, with some hill fog clearing as the sun raised the temperature, but a dubious forecast for the day. So we set off anyway. At Gloucester, I got a verbal update from Duxford – not good news – 2000m visibility with a 1000’ cloudbase in murk! However, the forecast was for the weather to move east, so I thought I would do a leisurely A-Check, mooch around a bit and give it a go to see what would happen.

We set off about 10:40 and climbed to 3400’ in clear skies and good visibility. Martin handled the aircraft once I got it level and trimmed up. I explained a few more instruments and re-explained some I had gone through before – I’ll make a good ‘Auto-pilot’ of him yet! I routed direct to DTY and changed to Coventry Approach. They were busy as usual, but I got a call in a got FIS with a 0250 skwawk. I routed south of DTY and kept a careful lookout, but no aircraft.

As I switched to Cranfield, Martin remarked on the ‘wall of fog’ we seemed to be heading into. Well it wasn’t, but it certainly looked like a classic inversion layer at 3200’ topped with scattered cumulus – clear above that but very murky underneath. So I set course for Duxford and reduced height to about 1500’ and grovelled along in maybe 4km visibility – flying a mixture of visual with reference to the AI. I gave Duxford a call and as I expected they weren’t rushed off their feet. They gave 3-4km and clouds at 1500’ – so I figured I would give it a go.

I recognised Fowlmere so followed the road in to Duxford for a downwind join for runway 24. I flew a wide circuit to avoid Duxford village and turning base lost the airfield, but as I knew where I was, I picked up the road and the BP roundabout then spotted the runway. I think this taildragging stuff is paying dividends as the landing was again a good one. I rolled to the end and taxied under instructions to a bay next to the one seemingly used by the Sally B. We parked up and shutdown – a good run!

Off we went to pay for the fee at the admissions hall and buy our tickets. To my astonishment, on the way to the American Hangar, I saw a chap with an expensive telephoto lens camera taking pictures of my plane – PICTURES OF A PIPER ARROW WHEN YOU HAVE EVERY CONCEIVABLE WARBIRD AROUND YOU!!! MADNESS!! I really don’t get it – sorry!

So we checked out the hangars from the American hangar working back.



Great they were as always for me, but of course a first time for Martin and his step-son Jackie. I particularly enjoyed looking at the ‘flyers’ – the warbirds that regularly fly – and the Corsair – what a lovely plane!

By nearly 15:00 we had seen all we wanted and headed back. It was now a lovely, warm and sunny day, with vis still not fantastic but certainly several km. We took off and I climbed to 3100’ and gained track for DTY.

Same again in reverse really. Difference was I has Jackie in the front this time and handed the controls to him. However, he is only 12 and I didn’t put booster cushions in so he was struggling to see over the coaming! So he didn’t ‘steer’ for long.



Closing in on DTY and we started to hear about and spot aircraft. Martin spotted one below and to the right which swung around under us to the left the made a wide arc around in front of us, all the time well below, but worth watching in case he thought it would be fun to do a zoom climb! Then Jackie spotted a biplane above us heading across and behind. I didn’t see him emerge the other side, so I can only assume he dropped in behind us following a similar track.

For Jackies benefit, once well clear of the DTY honeypot (probably around Stow on the Wold), I did a steep turn to either side – this is the closest I can get in the Arrow to aerobatics – it seems to impress my young passenger anyway though.

I got the ATIS and called Gloucester. They were quiet, so I asked for and got a straight in approach to final for 22. Got the plane slowed down and the gear down with three miles to run and started a descent and completed the ‘downwind’ checks. The approach was a bit high and I overdid the throttle cut and got a bit slow in flare and as a result bumped it down – I am sure I would have been proud of one like that as a student, but not now – still, you can’t win them all.

Taxi back and shutdown. The plane is running very smoothly and there were no problems. Martin and Jackie seemed to enjoy the trip and it was a fun day out.

Next up, a taildragging lesson on Wednesday.

Taildragging

I had my last taildragging lesson nearly three weeks ago. That was a very good lesson and the instructor wanted me to go up again in a few days for solo consolidation, then some crosswind landing prior to sign-off.

Unfortunately, due to a mix up on bookings and my availability in the evening only, this meant that the earliest next lesson was Wednesday 6th September at 19:00. Also, my normal instructor wasn’t available so I was going up with a South African lady instead. None of which is of course any problem, just a shame about the lay-off.

So I turned up and had a chat. The evening was very nice with a gentle wind straight down runway 24. So we were going to do more stop and gos, followed hopefully by more solo stop and gos.

I got in the plane with my usual ‘origami / yoga’ approach of pulling my legs into weird positions! The instructor was fairly small and light – certainly compared to 6’ 4” James, so I anticipated a slightly more sprightly performance from the Cub!

There were already two in the circuit and I was going to make it number 3. So after start-up and taxy, I waited at the hold for a suitable gap, the started my take-off run. This went well as I held it straight. The tail was up sooner than normal and it was very light, possibly even flying before the ‘hump’ on 24 launched the Cub into the air. I held it low to get the wing working and build speed before starting a climb to clear the trees at the end of the runway (always a bonus!).

I was careful to remember to use co-ordinated stick and rudder – you really do get lazy in the Arrow. The circuit height has increased recently from 800’ to 1000’ due to noise complaints from the local NIMBY’s, so I was climbing until late downwind (which is pretty dumb when you think about it). The approach looked good to me and I think my normal instructor would have been happy, but my new instructor seems to like to keep it higher and steeper. The landing was OK, safe, but nothing to write home about.

Around we went again. Same deal, but this time, I stayed high and slipped some of the height off. However, I didn’t really get the speed under control and as a result came in with too much energy. There was a small balloon, not bad and a bit of a hop on landing. What is it they say? A good landing usually results from a good approach.

Around for a third and better this time. It was however a bit more interesting when the seat started to slide back in the hold-off! Fortunately, I didn't pull the stick with it and told the instructor that my seat was adrift. I still landed it and latched it properly during taxy. Actually, a safe but not great landing.

So around for a fourth with Heather taking over on base leg for a demonstration. She really was quite high and slipped it off with quite a pronounced forward slip before establishing a normal approach at about 100m out. I thought she was a bit fast and so it turned out. She had to hold it in the flare for some time and drifted off the centreline, but it was a good demonstration of hold-off and three point landing.

She asked how I felt about two solo circuit stop and gos and I said I was fine. Out she hopped and off I went. The take-off I have to say was the best I have done so far, it felt very smooth. The circuits was good and as I did the downwind checks, I noted it was now 19:40 and I thought to myself the next circuit might need night-vision goggles – it really was starting to get very gloomy very quickly. The approach was better but not great, still a bit fast and a bit high, so I slipped for bit then re-established the approach and held her in the flare. Still a bit too much energy though, so although no balloon, I had to hold off for some time then bounced a bit then settled.

As I was taxying, I was not surprised to be told to come in on the radio as the light was fading fast.

I got a good de-brief and two instructors aid my solo landing actually looked good and the bounce was only a couple of feet. I guess they are the experts and they know me well enough to know that I don’t need to be humoured.

I am now really quite confident in my ground handling, take-off and general handling. Personally, I think I just need a few more decent stop and gos and I hope to be ready for sign-off. Next lesson is next week and the earlier slot at 17:30, so I will have plenty of light and time. I really look forward to it and I WILL sort a nice stable, steady and slow approach and grease the bugger on!

It really is a good, fun aircraft and I really enjoy it! I am looking forward to my tailwheel sign-off.

Bouncing along to Shobdon

The plane is going in for its annual on Monday 4th, so as maintenance member, I had to bring the logs up to date. So to kill two birds with one stone, I booked the plane on the Sunday afternoon before the annual so I would be the last person to fly.

Brought the logs up to date (except of course for the Sunday flight) and again invited Martin along. I made the mistake of confirming the arrangement on Saturday evening and took a couple of beers over – suffice to say it was gone midnight before I stumbled back to my house, negotiating the tricky 15 metres or so across the drive before collapsing into bed – I could tell the wife was impressed!

Fortunately, by Sunday early afternoon, I was feeling a lot better as I booked us out for a short hop to Shobdon. It was breezy with Gloucester giving 240/15G25. So off we went in the gusts towards Shobdon following a Cessna 182 who was going to the same place about 2 minutes ahead of us, fortunately with his retractable gear, that is pretty much where he stayed – I didn’t fancy trying to spot him to overtake.

The weather turned solid overcast past the Malverns, but still fine at 2600’. I was showing Martin how to follow a course, how to trim and explaining the instruments. We were approaching Shobdon in no time, so I took control and started the descent for a direct left base join for 27. I have been there once before and knew pretty much where it was, but by 5 mile I still hadn’t spotted the airfield, the both Martin and I spotted it at the same time.

Good approach and a nice landing. I was a bit dozy so sailed past the mid-point turn off when I could easily have made it, so probably annoyed people by taxying to the end before vacating the runway. We parked up and sauntered over to the café.

Horror! No toasted bacon sandwiches! They are on a Sunday menu, so can’t use the frying pan but could do grilled sausage sandwich (ever heard of grilled bacon?? No, never mind – sausage sandwich will be fine!). Martin is on a steep learning curve and finds ‘customer service UK style’ hard to understand after Canada!



We sit around watching the world go by. One of the local Cessnas is doing circuits with the pilot flaring and holding off consistently too high in my view, then stalling it on the gear – that has got to hurt! Only she does it time after time. I think she could hold off a good five feet lower. I know everyone is an armchair critic watching landings – maybe mine don’t look so clever either. We also spot an R22 doing hover practice and turning on the spot in the gusty conditions, that must be a hell of a challenge! There is a fair bit of gliding as a tug tows three off while we are there.

We saddle up and move out. I am delayed at the hold waiting for a glider to land on the grass, so I get the camera out and snap a nice photo.



I follow the noise abatement procedure while keeping a close eye on the R22 ahead. I move above him as he continues around in the circuit, then off the Gloucester. On the way, I give Martin control and get him to do a couple of normal VMC turns. He does OK for a first attempt and also learns to trim properly.

I pick up the ATIS around Malvern and give Gloucester a call. They are not busy and eventually I get a right base join for 27. This is Martin’s chance to take some pictures of his office in Cheltenham as we fly over it.

We land on 27 and I taxy in. Quite a nice flight in gusty condition and Martin still seems to love it. I bring the logs up to date and hand them in over the desk at Aeros for maintenance on Monday.

Such a simple couple of hours with a modest landaway, but I am reminded how fortunate I am to be able to do something like this. It really is great fun and very satisfying.

Next up, hopefully more taildragger lessons next week at Sibson.

New neighbour

In the little cul-de-sac where I live, three of the five neighbours are renting their houses (hmmmm... is it me?). I now have a new Canadian neighbour called Martin with his two kids and his wife joining him a few weeks. So what better way to introduce myself, than offer them a flight around the local area to build their geographic knowledge?

Turns out he is very keen and we meet up at the airfield on Saturday with his step-son.

It is one of those showery days with good visibility and fortunately, easy to see and avoid showers. So I do the walk around slowly, explaining what I am doing and why. I give them a detailed safety brief then we load up. I plan on a short hop to Kemble, but via the overhead of Fairford (where Martin gets his shopping at the airbase).



Gloucester is busy, but I get away from 27 with a left turnout. I change to Brize Radar just before the ridge and tell them my plans. They give me clearance to clip the western edge of their zone and overfly Fairford as long as I remain clear of South Cernety (who are 'meat-bombing' as usual). I then set course for Kemble via the Cotswold water park to stay well south of South Cerney, but out of Lyneham zone. I call Kemble who are very good as usual and join left base for 26 with a curving, descending approach to stay inside and away from Kemble village. There is a bit of crosswind, so I crab into it and kick it off in the flare for a nice landing. Taxi and park up and over the the AV8 for coffee and aircraft watching.

Unfortunately, no jets at Kemble today. Only bit of fun was Ultimate High doing a formation take-off in the Extra 300's.

So we load up and take off for a bimble around the area before going back to Gloucester. I level out at 2200' over Stroud and as Martin to take the controls. He is a bit reluctant and I think I can see a 'death grip' as we start climbing slightly. So I tell him the 'think of the yoke as dog t*rds covered in tissue - that is how tight you should be holding it!'. I think he gets the picture!



After that and a chat about the picture of the horizon and flying visually, he holds a good height and heading. We fly over the Severn south of Gloucester, then head to Ledbury. We orbit around the iron age fort on the Malverns then I head to the west of the Malverns for some general handling. I check that they are both happy if I try some steep turns and sweep the area - I may as well have some fun! So I set myself a challenge to do a complete 360 turn each way, holding the height to within 50' either side of 2500', cranking in at least 50 degree AOB if not more and roll out on the original heading. First to the left which went very well, then to the right when I gained then had to lose 100' during the turn and rolled out 5-10 degrees before the chosen heading - well 50% isn't bad I suppose! Jackie in the back is enjoying it as he lets out some whoops in the steep turns.

We wander across to the north of Bredon Hill to Evesham. Along the way, I show Martin the primary and secondary effect of rudder and he has a go. Then we fly along the Cotswold ridge to Winchcombe then along to where we both live for a 'spot the house' orbit.

I get the ATIS then call Gloucester for rejoin. I hear on the ATIS that despite a wind at 260 they are giving runway 22 and saying runway 27 is out of action - sounds ominous!

I do a standard overhead join for 22 and crab into the crosswind. A bit fast in the flare so I float a while, then kick the crab off for a very soft landing (more luck than judgement I think!). Martin was pretty good and can hold height and a heading. Next time i'll show him turns and holding height in those.

We park up and get a few pictures. I ask at reception what the story was with 27 and was told that a 'Tiger' (Moth or AA5??) had an 'incident' and goudged the runway, so it was close until inspection and repair. No trace of a damaged aircraft or ambulances, so I hope everyone was OK.

On the way out I drop into Transair. Annie is sorting the new south of England maps which have just arrived - great, i'll have one! I recognise Manuel Queiroz (the round the world record attempt from Gloucester in an RV8) and have a chat. He is selling shares in his aircraft. 1/6th for £10000 plus monthlies. I am sorely tempted, but as there are two shares for sale in my current group, it is hardly the time to sell. But I will bear this in mind for the future as shares are bound to come up - 170kts in a two seat taildragger would be great fun!

Well, I now have the aircraft booked in for its annual on 4th September and will start the task of updating the logbooks. Next flying is hopefully more taildragging next week - hopefully some crosswind handling.

Solo Taildragging

Since I now work away from home during the week in Peterborough, I decided to give taildragging a try at the Northamptonshire School of Flying based at Sibson. So far I had managed three lessons, followed by an enforced break for the last three weeks while the Cub was on loan to another school and then for a further week due to a 28 kt crosswind.

On the last lesson I took three weeks ago, it really didn’t click. I arrived still stressed from work and frankly fought the aircraft around the circuit feeling it was a mortal enemy. I really should have known better and not gone up. As a result, my landings weren’t great except of course for the last one when I began to relax a little. It doesn’t matter how many hours you have, you can still screw yourself up! Anyway, I went away and thought long and hard about that. I swore that no matter how busy the day at work, I would relax on the way to the airfield and look forward to meeting my cuddly yellow friend, the Cub.

Well, I did just about managed that and was in a good and confident frame of mind and looked forward to feeling the aircraft and being part of it rather than at war! James was his usual self and gave me a thorough ‘remember this’ brief. Although there were CB’s about and a big one had passed half an hour earlier, they were easy to see looming up and the air was quite still, so we decided to go from the short runway 15 (at 550 m).

The first take off was OK, the run was not perfectly straight, but I caught it and James corrected me and got the nose further down, but I felt it was OK and off we went. James carefully directed me around the circuit to avoid any of the villages as most of the villages around Sibson obviously have residents who have lived there for 50 years or more and pre-date the founding of the airfield, so have every right to complain about the noise :-o. I have to say I felt I was ‘feeling’ the plane and got some reasonable co-ordinated use of controls.

The approach was good and I kept 70 mph on the way down and 65 mph over the hedge. As a result, I floated a lot, but held it off fine and didn’t balloon it for a nice landing. That reinforced my confidence and we trundled back for another take off. James encouraged me to approach at an even slower speed and blip the power if we were sinking too fast. This I did and the next landing was good. Two more and James (and I) was starting to believe that maybe this wasn’t a fluke and sent me off on a local. He said to bimble around Morborne TV mast area and experiment with the aircraft for a bit then come back and do two circuits. He wanted to see me stopped by the intersection – probably 150 metres or so – no pressure then!

So out he hopped and off I went. Of course the plane was very much lighter and far more responsive, so the tail was up quickly and before I knew it, we were flying. Hold it low to let the speed build and the wing start to work, then up into a climb to the south. I couldn’t resist a childish ‘wooo hoooo!’ on the radio – ‘Glad you’re enjoying it’ came the response. I climbed to 1200’ (funny how that seems high in the Cub, but low in the Arrow!) then tried some sustained slow flight on the back of the drag curve. This seemed to work well nicely nose high with power at 50 mph. Then I tried three stalls. Power off and nose up and up to sustain height, then at 40 mph, it mushed down and the height dropped off – no wing drop at all. Power on, nose down and recover. I was surprised at how little height was lost after the recovery.

I bimbled around where my wife used to live when I first met her (in Folksworth), the picked up the A1 and avoiding the dreaded villages, tracked it north back to Sibson. As I joined downwind for 15, another aircraft was due to take-off on 06. So I called as I passed through his extended centreline as I saw him start the take-off run – so civilised these ‘Radio’ fields and pilots seem to try so hard to make them work!

The first approach was nice, this time slower at 65 and 60 or slightly less over the hedge for a nice flare and a fairly long hold-off. I was light and obviously still a bit fast. Even so, I was amazed to see myself stopped at the intersection. James congratulated me on the radio and gave me a very generous 9/10 and said do it again. Off I went again and this time tried hard to park it on the numbers. Perhaps I tried a bit too hard as I came in at the low 50’s with a bit too much sink – a blip of power would have served nicely. Nevertheless, it was firm but fair and I was stopped pretty quickly and taxied to the hangar.

James was very kind and encouraging and remarked that he knew I was ready for a ‘proper’ solo when I was taxying out and that I was far more relaxed and in tune with the plane – high praise indeed.

Anyway, I marked up the logbook and was relieved of about £100. While James has not formally signed me off, he said he wanted me to go up again very soon by myself to consolidate today. So I agreed to tomorrow afternoon weather permitting. He said he would be happy for me to fly solo in light winds but wants to do one more lesson on crosswind and wheelers, then will sign me off ‘proper’.

I now have a total of 3.5 hours on the Cub and I am feeling good about it. Once signed-off, I’ll do a few locals and general handling then take up some of the braver work colleagues. I did comment on the Tiger Moth in the hangar and said that once I was signed off on the Cub, I fancied stepping up to a go in that. James surprised me when he said ‘If you can fly the Cub, the Moth is easy’. I certainly wouldn’t be that cocky about it, but I will give it a go – something about a biplane with an open cockpit and a sheepskin jacket really appeals!

I thoroughly enjoyed myself today and again learned the lesson of the value of relaxing into it while still concentrating.

Yours truly is a very happy camper tonight!


PS - My instructor made the local papers the following day because earlier in the day a nasty cell came over and a tornado touched down in nearby Baston. He was of course airborne at the time in the Tiger Moth and did a precautionary landing in a field and waited for the strom to pass.

Low, slow and draggy

I hadn’t flown the Arrow for a couple of weeks so I booked it for Saturday morning. The early weekend forecasts sounded good, with high pressure and nice clear skies. So imagine my surprise to open the curtains on Saturday morning to see drizzle and very low cloud. A quick look at the charts showed a weak warm front crossing very slowly with improving weather behind. So off I went to the airfield, planning a leisurely walk-round and maybe a late morning flight to nearby Upfield Farm and back.

Visibility wasn’t good but it was the cloudbase that was poor – giving scattered at 800’. So I waited and waited. Some fine drizzle sent the visibility to probably 2km and while I was waiting, the scheduled flight from Jersey did a go-around on instruments because they didn’t become visual and MDA. I spotted it going through the overhead through odd breaks in the cloud. Ten minutes or so later it came in.

By now the drizzle had stopped and clouds, though still low, had started to become more ‘hard-edged’ – so I thought, great, it is slowly starting to lift. I had long ago abandoned plans for Upfield Farm and booked out for circuits. The desk checked with the tower who said that low level circuits were all that was on offer and if the base was less than 500’, they would call me back in – no arguments from me!

So I started up and got going. I was ready for departure and got the speil from the tower, saying currently reported as 700’ and 5km visibility but that drizzle wascoming in from the north. I elected to go and off I went. All went well and I turned crosswind and climbed to nearly 800’ before getting very near the cloud. As I turned downwind I realised I couldn’t see the airfield – 5km?? You must be joking! I guess the drizzle came in faster than they thought. I would estimate it was 2km max. Anyway, I knew where I was and was clear of cloud with decent downward visibility. I called downwind to land – no point in circuits in this soup – unless I fancied inadvertent IMC and rusty NDB / DME approaches for real at minimums – no thanks!

On base, I caught sight of a distinctive, large ‘doughnut’ shaped building and knew that was a decent turning point for final on 27. So I did this and at about 1.5 mile final, spotted the PAPI’s on 27 in the murk. I was nicely lined up and good height with nil wind. Though I say it myself, it was my best landing for some time. With no one else about, I was given a backtrack and asked about conditions. I confirmed I broke off the circuits not due to cloudbase, but due to poor visibility in the drizzle.

So I got back and shutdown. I had the plane until 14:00 and could see the drizzle would pass soon, so I thought IO would use the time to give the plane a quick was and rinse on the upper surfaces, which were looking a little grubby following another members trek to Spain.

I went to the airport café for lunch and uh-oh! There was some sort of classic American car rally going on with country and western bands and US rebel flags etc. Not my cup of tea, so I grabbed a bacon baguette and a cup of tea and tried to sit as far away as I could. I was half-expecting to meet up with chap from Flyer Forum so I hung around until 13:00, but no show – he probably wouldn’t find me in the crowd anyway.



The weather was better now, with nice ‘hard-edged’ but low clouds and decent visibility, so I decided on a quick local to blow the cobwebs away. I started up, trundled out and was away from runway 27.

I decided on a quick round trip of the Malverns then back. I managed 1500’ easily and was up around 1800’ eventually with only the very odd, small cloud below me on occasions. Around about Bishops Camp (iron age fort) on the south of the Malverns, I spotted a huge gathering of tents and cars. I later found out this was ‘The Big Chill’ concert near Eastnor Castle. I gave it a wide berth and rounded the Malverns.

So I called up Gloucester at about 14 miles north and they offered a direct right base join for 27 with report at five mile. I established a gentle cruise descent to keep the power up and the engine temperature up (we are running it hard for the next 50 hours as one of the cylinders is new).

Came into an empty circuit heading for the doughnut at the right height as I lowered the gear and pulled flaps on to slow the plane down. Did the ‘Red / Green / Blue’ checks and turned final. Good angle, maybe a bit high, but no problem. Nice approach and hold it over the large displaced threshold. About the right height, start the round-out and flare – hold-off, more yet, more and down. A bit long but not bad. Given another backtrack and taxied back to shut down.

One of the other members is going up later, so I tidy it up and leave it out. I grab photocopies of the log so I can bash them into the spreadsheet than update the proper engine and airframe logs with the hours later.

The plane is running nicely and while it could use a proper clean and polish to get rid of all the fly-splats, it still looks good. The annual is due in mid-September, so I will leave it until after that.

Next up, some more taildragger training at Sibson – look forward to that!

Assdragging

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.

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!

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!

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.

I'm not flying on business anymore!

I had to be in East Anglia today on business and as it is an awkward car journey, I thought I would fly if the weather was good enough. Sure enough, the predictions last night were perfect. High pressure all over England and a glorious sunny day predicted. Just to make sure, I set the alarm for a time where I could re-check the weather and if necessary still drive and get there.

Checked the 215 in the morning and again – clear skies all round. No point in calling the destination airfield as they wouldn’t be open just yet, so off to the airfield I went a very happy and smug bunny!

The plane was pulled out by the fire crew, fully fuelled and ready to go. I did the customary and thorough A-check and no problems there. Booked out. Lateral visibility a bit hazy, probably as the sun burns the moisture off, so I figure I’ll go to FL40 and maybe get above any inversion.

I start up, taxi out and am airborne by 08:30 and headed for Peterborough / Conington via DTY. I speak to Brize Radar and Coventry Approach en-route. As I pass the M1 heading towards Sywell, I can see cloud below me. Blast. Never mind, I’ll do a cruise descent and orbit here to lose height so I can get below the clouds for the last 30 miles to Conington. I am down to 1600’ but the clouds still seem a lot further down – them’s ain’t clouds! them’s fog lifting into low cloud! Oh B*ll*cks!

Nevertheless, I proceed at 1700’ to Conington, hoping (as once happened top me) for a cloud break or at least a local observation from Conington. I get through to Conington who give 2 km visibility and an unknown cloud base. I decide to go in the soup and try to 1000’. This I do near the airfield heading in the direction of their runway 28, but absolutely no chance at 1000’ so I climb back up and ponder. Looks pretty solid further east even though Conington said the last person to try this a few minutes earlier diverted to Fenland. I can’t see how Fenland will be any different, so divert back in the direction of Sywell. I climb to 3000’ and head to Sywell while considering my options.

I decide I don’t really have any as the meeting is in an hour an nothing is close enough to allow me to make it. So I ‘divert’ all the way back to my point of origin at Gloucester. I climb to FL40 and route via DTY. Although I was getting a FIS and had a squawk, very near to the VOR, I noticed movement out of the corner of my eye and just spotted a big twin crossing underneath right to left. Hard to say how far below, but thankfully not so close that new underpants are required. I also hear another aircraft (or was it a helicopter) on his way back to Gloucester also having to abandon Lincolnshire for the same reasons,

I pick up the ATIS for Gloucester and they are on 36. Coming in, I call at 4 miles at 2000’ as requested and am warned of opposite direction traffic – a twin on instrument go-around from a nearby well known training school. While Gloucester are briefing the twin on the radio, I spot him climbing towards me but off to my right and no conflict, so I waggle my wings to show I had seen him. The twin then bravely tells Gloucester that he is visual and turning to avoid. Well, no he wasn’t and he didn’t turn, I saw him first and we weren’t close enough to need to take any avoiding action - but hey! he sure did sound professional and heroic didn't he!

Anyway, I am given a downwind join for 36, call final and land on 36. Not one of my better landings, but adequate. I find myself distracted by the need for a weather diversion and the ‘heroic twin’ preying on my mind. What they say is true, forget about what‘s happened and concentrate on what is going to happen!

I land feeling pretty frustrated and realise that I won’t be flying anymore today, not in this frame of mind. I cheer myself up with a bacon baguette (hang the calories) and do some retail therapy in Transair and buy a north of England map (I really must use that one day!).

It really goes to show that the weather can’t be trusted. A couple of weeks ago, a look at the forecast would have convinced me that the Flyer Safari was a no-hoper, but I gave it a go and it was OK, not great, but not as miserable as forecast. Today the forecast could not have been better, but I was defeated by the greatest enemy of all, fog and very low cloud. Who would have thought it.

It really isn't bullsh*t - you really never do stop learning!

Top Guns!

Boy - what an overdose I am having of flying at the moment (can there really be such a thing?)!

A few months ago, Dan (neighbour and flying buddy) had generously bought me half an hour flight in a Harvard at Transport Command in Shoreham as a birthday present. When his birthday came, I could hardly buy him a pair of socks, so I bought him half and hour or aerobatics at the Ultimate High in Kemble (in a Bulldog – he is a bit too heavy for an Extra 300). Since Dan is due to be posted back to Canada at the end of July, we thought we had better get on arranging these flights. Dan suggested that we could do them both on the same day if we flew – good idea! So I booked the Ultimate High for 10:00 and Transport Command for 14:00.

So we booked Thursday 1st June and prayed for the weather (which had been truly awful virtually every day in May). The forecast was OK and the day dawned, cloudy, but fairly high cloud and forecast to clear progressively during the day. So we saddled up and headed off to Gloucester at 08:30. On arrival at the airfield, the fire crew had already pulled G-GYMM out and all that was left was to do the A-Check and fuel-up. We were off by 09:15 for the very short 15 minute hop to Kemble. No sooner had I cleared the ridge at 2000’ than I put a call into Kemble. I got a right base join for 26 (avoiding Kemble village). Did a tight right base and floated down for a good landing at Kemble. We taxied and parked up on the grass outside the AV8 and paid the £16 landing fee.

Dan was straight in to the Ultimate High and I was continually clicking digital pictures. After filling in various forms and generally signing his life away, he was stripped of all loose items (watch and sunglasses excepted) and given a thorough brief on safety and the various manoeuvres they would carry out. Now Dan is a big chap and they had to carefully select the flight suit for him. The hardest part of the preparations was Dan selecting his ‘handle’ for the flight suit from a number on the board. Personally, I wanted him to go for ‘Limpwrist’, but surprisingly, he went for ‘Shadow’.



We trooped outside with the dispatcher to the pumps while ‘Nitro’ (his instructor) wandered off to get the Bulldog from the hangar and taxi to the fuel pumps while we waited at the pumps. The dispatcher got Dan kitted out with his parachute, then we fuelled up and Dan carefully clambered into the Bulldog and got strapped in. His instructor (as they all are Ultimate High) is immensely experienced and turned out to be 68 years old (he used to fly Canberra’s etc.). They lined up on 26 and were off in short order. While Dan is away, I make the most of the time and order a coffee and sandwich from the AV8 as I don’t want to be cramming something down at Shoreham immediately prior to doing aerobatics!



Dan tells me that at a suitable height, they did the time honours ‘monkey see, monkey do’ training where the instructor showed Dan a manoeuvre with Dan following through, then Dan did it by himself. Although it was only half and hour, they did aileron rolls, barrel rolls, loops and a Cuban eight. The next I saw of them was when they roared overhead at 90 degrees to the runway and did an abbreviated run and break with a tight low level descending turn to bang the plane on the numbers at 26 – that was one very impressive ‘final’!

Dan unstraps and is all smiles – wot – no sick bag? Dan regales me with tales of derring do. The instructor was apparently impressed Dan flew through his own wake turbulence in the loop twice (i.e. not a fluke the first time). Dan gets his logbook completed and signed. He now has two entries in his logbook – the first being circuits at Aeros and the second being aerobatics at the Ultimate High – some first two lessons! He of course has many ‘unofficial hours’ (SNY) flying with me and is perfectly competent in many aspects of general handling. He does confide that he was starting to feel a little green and that another 10 minutes might have yielded results. However, he was suspicious as Nitro was constantly asking him how he felt and only in the last part of the flight did the air blower mysteriously start to work – hmmmm…..!

He changes back and we trooped back to my now boring Arrow and head off to Shoreham. I route CPT DCT GWC DCT and speak to Brize, then Farnborough, then Goodwood. We easily manager 3200’ but have to duck under a line of clag at 2000’ about 15 miles north of Chichester. I speak to Shoreham who are busy as ever and get a standard overhead join for 02 with left hand circuits. On the downwind leg I am number two, until another aircraft calls ‘rough running one one of the mags’ and is rightly given priority. The aircraft on final is ordered to go around and I am told to extend downwind. The chap gets down and of course the rough running clears on the ground, meanwhile I am three miles out to sea and advised that I can now turn final. I shoot the long final with the wind at 300/12. I try to crab in, but over the narrow runway, I start to drift, so I drop the wing in the flare and carry out a ‘wing-down’ landing, one wheel at a time.

I pay the £14 fee and we head to the café where Dan has his overdue lunch. We troop off to Transport Command, which is not far from Transair near the 02 threshold. Karen is expecting me and I am suited and booted while they try to find a suitable helmet (one that fits). My instructor for the flight is Craig McKinnon, a young chap who seems to fly short-haul for British Airways and instructs on tailwheelers. Dan is the photographer this time. The aircraft is actually a T6 as it is American built. It is in lovely US Navy colours and first went into service in 1941. It has recently completed an full ‘annual’ and Stuart wisely takes his time on the walk-around. It really is a huge beast although only a two seater. Many people have told me how light it is on the controls and a delight to fly, but I am sceptical at this stage.

Karen gets me seated, adjusted and briefs me as to where everything it. It is all huge, robust and agricultural compared to my Arrow – I swear the trim wheel alone is a foot in diameter and solid metal! It really is an earlier generation, but of course charming for that. I have a lot of problem with the intercom and eventually, we change helmets, which does the trick.

Now we can hear each other, we start up and taxi out. Stuart explains that we won’t go full power on take-off as it upsets the neighbours (What! – aircraft noise when you move to a house near an airport? How unexpected and outrageous!).

Nevertheless, the big radial hauls the T6 very smoothly off the ground in very short order. We are climbing away and Stuart hands over to me. I climb the aircraft at the required 110 mph (this is all in mph and many of the key speeds are slower than my Arrow). I do a climbing turn to take us to the west heading for Ford disused airfield for some aerobatics. On the way, Stuart suggests I do a couple of normal turns to get the feel of the aircraft and the adverse yaw. He is right that modern aircraft are usually so well designed that you forget what the rudder is for and rarely use it in turns. I do the turns, trying to co-ordinate with the rudder as required. I think I do this pretty well as they feel nicely co-ordinated. I am really surprised by how light and responsive the aircraft is – they weren’t lying you know! We try some turns on ailerons alone and I can immediately see the difference the adverse yaw make – looks like I was getting it about right!

Next up, steep turns! So I pull it over into probably a 55 degree AOB and hold it there with good height. Stuart encourages me to go for a really steep turn, so I pull it over to the other side and I swear it must have been 70 degrees plus. I add power and pull back and hold height while the wingtip stays stapled to a point on the ground as we pivot around it – most satisfying! What a lovely plane!
We gain height to nearly 4000’. Stuart demonstrates the aileron roll. A bit different to both the Extra 300 and the Jet Provost that I have done these on before, in that he dives to pick up 140 mph, then pulls it up to quite a nose high attitude, then does the roll. I try these myself in both directions and it really is a respectable rate of roll for such a bit aircraft.



Then of course he asks if I fancy a loop – absolutely! Stuart shows me. Back up to a safe height, nose down to pick up 160mph, then haul back and keep pulling – head back at the top so you can see where you are going and down again. Then I have as I recall two loops. Both very nice, while Stuart works the throttle. The G is nowhere near what I felt in the Extra 300, probably we pulled 3 or 4 G maximum, but great fun nevertheless.

Unfortunately, my short time is up and we head back to Shoreham, while I put it into a cruise descent to 2000’. Stuart gets a standard overhead join for grass runway 31. He asks for and gets an aileron roll in the overhead (has to be done!) then approaches 31. A helicopter and another aircraft coming in on 02 at the same time persuade Stuart that we need a low level orbit on short final so he powers up and even though we are flaps and gear down and draggy, the T6 and the mighty radial obliged happily. We come back in to 31 and he adopted the classic ‘3-point’ attitude and correct airspeed and the laws of physics do the rest, we touch gently, get a bit of a ‘Spitfire bounce’ then are down again. Stuart invites me to taxi back to get a feel for tailwheel ground handling. This takes a lot more thought and work than a nosewheel. As we approach the narrow tarmac taxiway with aircraft on both sides, I ask him to take control as I have virtually no forward visibility from the back and would have to chop up a spamcan!

We get back to stand and Dan is still happily clicking away. I unplug and clamber down. I am all smiles and clearly have some adrenaline circulating, nowhere near the overdose I got with the Extra 300, but then I didn’t expect to.



What a great aircraft. A real delight to fly and yes, surprisingly light and responsive on the control – far more so than the TB10 I used to fly. I come away with the view that yes, I could definitely fly the T6 with a few more lessons on tailwheel handling and would love to do so, but would have to win the lottery first to afford it! I feel privileged to have flown the T6 and experienced what virtually every allied WW2 pilot did during their training – I can only imagine that it would have been an excellent stepping stone to a Spitfire, Typhoon or a Mustang – dream on!

The flight back in the Arrow is of course pedestrian in comparison, but I have to be careful, because complacency is where things start to go wrong. We arrive back at Gloucester and while I am on final, a visiting aircraft decides to try to follow the aircraft ahead onto the runway and technically causes an infringement. He is shepherded back to behind the hold, while the aircraft ahead takes off and I approach to short final. I know it can be confusing at new airfields, but most holds are clearly signed and easily visible – sometimes people seem to just stop thinking. I land and am aware of a twin behind me doing a low level circuit (for practice), but I am going too fast to make the intersection turn-off without hammering the brakes, so I roll to the end – not worth wearing the brakes out for.

I shut down and we pack up. What a fantastic days flying and what a great boys day out. I would have to put Air Combat in the USA as first, my flight in the Jet Provost second and this as the third best aviation experience ever (all of them of course behind my first solo though!).

Next scheduled aviation excitement might be a business trip to Peterborough next week and most certainly will be Project Propeller on the 25th June where I will fly some WW2 veterans to Wolverhampton and back for their reunion. The Europe Flying Safari has seriously denuded my fund and my stock of goodwill from the wife, but I do have a couple of cross-channel forays still planned for 2006 – nothing ambitious though.

Flyer Forum Safari - Summary

As a summary of the trip:

Friday 19th May
Gloucester to Lille = 2.0 flying hours
Lille to Dijon = 2.2 flying hours

Saturday 20th May
No flying - sightseeing around Dijon

Sunday 21st May
Dijon to Cannes = 2.6 flying hours

Monday 22nd May
Cannes to Lucca = 2.2 flying hours
Lucca to Aprilia = 2.0 flying hours

Tuesday 23rd May
No flying - sightseeing in the area and eating loads

Wednesday 24th May
Aprilia to Ajaccio (Corsica) = 2.3 flying hours

Thursday 25th May
Ajaccio to Carcassonne = 3.4 flying hours

Friday 26th May
Carcassonne to Bergerac (diversion) = 1.7 flying hours
Bergerac to Dinard (St Malo) = 2.6 flying hours

Saturday 27th May
Dinard to Gloucester = 2.6 flying hours

Total flying time for the trip = 23.6 hours
New airports visited = 8

Aside from the facts and figures, what other flying related things were firsts?
• Well, it is the further I have been from my base in Gloucester
• It is the first time I have flown (myself that is) to Italy
• It is the first time I have flown in mountains (UK does not count)
• First time I have flown in the Mediterranean

What did I learn from this trip?
• How to scud run!
• Make your own go/no go decisions.
• Be prepared to give it a try, you can always do a circuit and land or divert
• That the Piper Arrow DOES fly in a 45 kt tailwind
• To call my aircraft type a P28R as controllers did'nt understand 'Arrow’
• How to do 'wing down’ crosswind landings
• Short-field grass strip take-off techniques (for real)
• Mobile computing, WiFi and AvBrief is definitely the way to go
• It would help refuelling if I could get a French credit card
• Too many destinations on a trip are more tiring that flying long ‘two-leg’ days
• I must brush up my IMC skills (Timothy has offered me ILS coaching)
• The Arrow runs nicely at 36 lph and can easily do 3.5 hours with reserves

That is my big trip for 2006. I will do a couple of cross-channel weekends and maybe a long weekend Scotland trip and I must do my IMC revalidation, but other than locals, that will be it for 2006.

Several possibilities for 2007, but I will change jobs and have a far less generous holiday entitlement, so I must use my holidays wisely – I will be joining the ‘cash-rich, time-poor’ brigade. The options are:

• One week ‘fly-fly’ holiday in west coast USA
• See what Flyer Forum are doing next year for a Safari
• Do my own trip to Morocco (Marrakesh?)
• Do my own Nordic trip to the three Nordic capitals

Hmmm…. decisions, decisions!

Flyer Forum Safari - 27th May

Dinard to Gloucester

Route: LFRD – GV – MP – KATHY – GWC - EGBJ

Up early for breakfast but the ‘mobile computing and Avbrief’ crowd were already poring over the weather. Bad news – the forecasts for Blighty were for very low cloud or fog, rain and crap visibility, BUT getting ‘less bad’ in the afternoon – probably do-able for a scud run or an IMC approach.

So we decided to go into St Malo for a wander and coffee. Dan looked destroyed and needed no further encouragement to return to his bed.

We walked into town and wandered the ramparts. The sky was solid cloud, but not very thick and it looked to me like 1500’ base. Then shopping. Timothy bought 16 or so croissants for his gang back in the UK and for reasons best known to themselves, the Teeside guys bought some animated seagulls to hand from their ceilings.

We settled down to a coffee and croissant in St Malo and watched while the clouds broke up to reveal glorious blue sky.

Having killed time, we wandered back to the hotel at 11:30 and I roused Dan. Derek (the pilot from Jersey) has a people carrier car permanently based at Dinard airport and kindly left his wife and guests at the hotel while he ferried us all to Dinard. The hydro-electric tidal barrage was up so there was a traffic jam on the way.

We got to the airport and again, Dan loaded and checked the aircraft while I filed the flight plan. I planned to route up the Cotentin peninsula and out over the MP NDB at Cherbourg using the VFR route to the Isle of Wight and then to the GWC VOR.

I rang Gloucester and the weather at Gloucester was still truly horrible, but do-able for an NBD/DME approach. I spoke to the tower who had nothing to do and only to happy for me to do an NDB/DME approach any time I liked today! Alternatively, I had the plates for both Cardiff and Filton and it was clearer in the east of the country. Anyway, if worst came to worst, I could fly all the way back to Dinard and land in bright sunshine! So off we went at about 13:30 local.


I climbed in VFR to FL50 and was handed over to Deauville Information. Half way up the Cotentin peninsula, the clear skies gave way to a broken undercast (still see some of the ground and could descend if required) and I elected to continue, as I knew we were heading into ‘not-very-nice’ weather.

By mid-channel, the undercast had become solid and I was flying VMC on top. I climbed to FL55 to abide by IFR rules and contacted London Information. They were as quiet as I have ever heard them and very helpful indeed. They warned me about the Class A airspace north of GWC at FL45 and various airways further north. I explained that on that track I would descend to FL45 for IFR rules and would therefore remain clear of controlled airspace. On the way from GWC to Gloucester, the GPS showed 100kts groundspeed – so we were hitting a 25 – 30kt headwind – oh great!


Approaching GWC, we turned and I descended to FL45 and was from then on in and out of the soup. I was in it and flying on instruments most of the time, when I was out, I was just out at the top of the layer and between another layer. I got the latest weather for Gloucester and it was pretty much unchanged – FEW007, SCT008, OVC010. However, I also heard the weather for Southend (air show) was OVC at 3000’ – so I mentally noted that if I couldn’t get in anywhere locally, I should head east.

As we trundled along, I noted some broken cloud with ground visible through holes big enough to get down over Popham. I stored this in memory in case I needed it later.

I reported at Newbury and changed to Brize Radar. Again, they were quiet and helpful. At one point I missed a bit of their transmission, but heard something like ‘multiple contacts in your 12 o’clock’. Thinking ‘who the hell would be up here in this weather?’ I asked for height information and was about to ask for vectors to avoid, when the controller said ‘no, the radar is picking up rain and showers’. Right on que, rain started spattering the windscreen but fortunately little turbulence. Dan noted some small holes around Cirencester, but I wasn’t going to try them as the ground is too high at this point.


I got the ATIS for Gloucester who were giving runway 22 in use and wind as 200/12. OK, so I can now look forward to a crosswind NDB/DME approach – this just gets better and better!

I contacted Gloucester and was offered my choice of approaches. I opted for the full approach without the hold and had to report beacon out. I descended to 3000’ on the QNH. As we closed in to the beacon, we both noted sensible sized holes with good views of the ground, but what the hell – I haven’t shot and NDB/DME for a while, so lets get some practice.

Reported beacon out and told to report base turn complete. Established on 095, I descended in the procedure to 2300’ then left rate 1 turn to establish 264. Base turn complete, I descended in the procedure. I confess, I had to re-establish 264 track twice as the crosswind toyed with me. Gear down, flaps on and landing checks complete, I was now below 1000’ with the odd tantalising glimpse of the ground. Closer now and 800’ – nearly out, then 700’ and yes – I am out. Now where the hell is the runway – oh there it is over to the right (crabbing due to crosswind threw me for a second or two).


Gloucester did offer me a circle to land 22, but I opted for the crosswind on 27.

Final stage of flaps, MP is right, PAPI’s look good, in we come. Over the displaced threshold and down. Not the most elegant of landings, but hey - we are down!

We taxi in and switch off. There is only one other aircraft flying and that comes in shortly after us. Gloucester is very quite, but a very welcome sight.

Dan unpacks while I sort out the tech log, the locker and the paperwork. The plane is a bit dusty despite the rain, so Dan sets about it with a bucket and car shampoo. We hose it down and get the worst of it off, along with all of the bug-splats. I will leave the oil and fuel for Tim to do tomorrow as he is due to take the plane up then.

We stagger with all our luggage and loot back through the terminal and the lady on the desk remembers us from ‘those crazy people that went last Friday’ and says we look a lot more tanned now.

The car is till there and we load up and drive home. Marion is out, so I start to unpack and upload the photos to the computer etc.

What a great trip! But I am tired and will sleep well tonight (after I have bored the wife to death over a beer in the pub of course)!

Flyer Forum Safari - 26th May

Carcassonne to Dinard / St Malo via Bergerac (as it turned out)!

Route:
Leg 1: LFMK – GAI – SAU – LFBE
Leg 2: LFBE – CNA – NTS – REN – LFRD

Up early again, but this time, buoyed by my long trip to Carcassonne and the fuel left, I decided to try for a direct to Dinard, weather permitting and unless there was a howling headwind.

Well, the weather kind of settled that one. The back of a warm front was still crossing the west coast of France and the cloud base was horrible and only lifting in the afternoon. So change of plan – we could all go to La Rochelle for a leisurely lunch then onto Dinard for the late afternoon.


So off we went. Did an orbit of the old town for some pictures then set track to 2500’ for GAU. The height of the hills on track and the cloud base made me change my mind in flight and asked Tolouse Information to be routed via the overhead of LFIT (and lower ground). They agreed after a while but advised us to fly east of LFCX due to aerobatics.


I was beginning to wonder what the fuss was about the weather as we started to see blue skies with scattered lower clouds. As we approached SAU, I changed to Aquitaine Information and advised them of our plans. They asked if I wanted the weather for La Rochelle – uh oh! They told me it was 200’ cloudbase in 300m visibility! I guess a VFR approach is out then? I asked about Royan (one of my alternates) and that was worse. OK, looks like the coast is out and so is a run for Dinard. Then the helpful controller advises me that another G registered aircraft had diverted to Bergerac – inland and to the east. I checked the weather and it was OK – 1500’ cloudbase with good vis. So that settled it – lunch in Bergerac.


We diverted and landed on runway 28. As we taxied in we spotted G-BRCD and G-BBSA already on the stand – looks like we all made the same decision – but where was N2923N? It turns out that Derek had made it into La Rochelle (FAA IR) and now felt like one of the kids at school that no-one else liked!

Bergerac is a nice field. Fairly primitive arrivals and departures buildings, but an excellent runway. We taxied over to the pumps (may as well fill up) and caught up with G-BRCD and G-BBSA there as they had also diverted to Bergerac. We parked up and decided on a leisurely lunch with a check of the Meteo, hoping the clag would blow through by the afternoon as predicted.

We trudged over to the Meteo office which was manned by a very helpful guy, who printed out all of the synoptics, TAF’s and METAR’s for us to analyse over lunch. We went to the restaurant and I ordered a Tuna salad. The service was friendly enough, but erratic and painfully slow! The meteo again suggested mid-afternoon would be OK with a bit of scud running and clearer on the northern coast.

We started to wander back to the planes and on the way, both Dan and I bought a ‘three-pack’ of the local Bergerac wine for EUR15. We made our way through departures, where some low-cost FlyBe passengers were waiting for the call. Dan and I had our hi-vis ‘captioned’ T-shirts on again and as we passed, I overheard a woman passenger read the back of our shorts and say ‘thank god we’re not flying with them1’ – Damn – how did she figure me out so quickly! The security people were amused with our shirts and decided not to bother asking for my flying license – good, coz I left it in the bloody plane didn’t I?

We saddled up and taxied out behind a lo-cost BAE125. Pretty cool! Off we went into an easy 2000’ cloudbase and headed north. Timothy first in G-BRCD, followed by Geoff in G-BBSA, then us.

Soon after departure however, we were forced down to 1200’ or so to stay VMC by a broken low layer. I was hoping it was a band of cloud that we would break out of as it looked like it.


I tuned to the Cognac military frequency just in time to hear Geoff get an automated announcement to say that zone transits were approved but flights though the overhead must be at least 1000’ (yep – Friday afternoon and the military have packed up). By now I was struggling to maintain 1100’ on the QNH, so decided to route east around the airfield.

Once past, I called Poitier Information, but was obviously too low for contact. I did however get an air-to-air from Timothy and for a good ten minutes, our three aircraft used Poitier Information as an air-to-air frequency to work out where each other was, as we were all scraping our heads on tops of the cloud and following identical routes with the last two aircraft all scheduled to overtake each other – gets a bit uncomfortable, certainly Dan wasn’t too happy.

Later, still at 1000’ in and out of light thin cloud, but still in sight of the ground, I established that I had overtaken both of them and felt happier. I changed to Nantes Information and requested routing through their overhead (we were VOR hopping). They asked me to continue and would advise me later. As we got nearer, the cloud started to break and lift and I thought ‘great – we are starting to come out of this’. The now broken overcast was pretty thin and I thought I would be on-top by 3000’, but resisted the urge on the basis that it looked like it was clearing up anyway. How wrong I was. The clearing bit was a tease and soon disappeared with me at 1000’ scraping my head on the cloud approaching Nantes.

I was not surprised when they refused overhead transit at that altitude and I routed around the east of the zone. Having been here before, something was nagging at me and on checking the map, I recalled what it was. Buried on the map at the junction of the zone and the approach area was a bloody great big TV mast, right on my track. I spotted it about 2 nm away and started to turn right just as Nantes came on warning me of it – thanks. By this time, I was getting pretty fed up with this and when G-BBSA came on and said they were VMC on top, that was it.


I requested and got authority to climb and the next ‘hole’ I spotted, I also went VMC on top to 3000’ (yes, with glimpses of the ground). Aaahhhh – blisssss! Now that is much better! We headed on to Rennes and changed to Rennes Information. We were granted transit through the overhead and relayed Dinard weather, which seems fine – basically a 2500’ cloudbase and good VFR. I have to say that both Nantes and Rennes Information were very on-the-ball and helpful.

Shortly after passing Rennes, I got an air-to-air from Timothy asking me (as I was now no 1 in our gaggle of three aircraft) to confirm if Dinard was definitely VFR (as he was concerned about fuel in the event of a diversion back to Rennes or elsewhere). By now, the clouds were thickening and we would have to either climb to 5000’ or descend. The holes we came across seemed to show the base of the lowest layer was lifting, so I circled and descended in a hole to 1700’ and was below the cloud. As I went on towards Dinard, we could climb to 2500 with excellent forward visibility. Just to be sure, I picked up the Dinard ATIS which confirmed VFR and I relayed a message through Rennes to Timothy that it was definitely VFR-able.
As we approached, Dinard airfield was clearly visible with Dinard on the left and St Malo on the right of the estuary. We were given a right base join for runway 35 with only a minor crosswind. We were quickly cleared to land and I happily brought the plane in for probably the next best landing of the trip (the best being at Lille where I honestly didn’t realise the wheel were already touching).


We taxied up to the fuel and Dan went off to get the key and ‘do his French stuff’. We struggled with the instructions while both Timothy and Geoff landed and pulled in behind us. Eventually, we called a pompier over who casually flicked the handle on the pump over to reset the litres dispensed reading to zero, whereupon the pump came to life (It says to do this in the French version of the instructions, but not the English version!).

We fuelled up and parked and were starting unload as a Ryanair jet came in to land. This added some urgency on our part as we were determined to beat the passengers to the taxis. I paid the firecrew and walked smartly through a deserted arrivals, where four of us piled into a cab for St Malo. We were lucky that the barrage wasn’t up and we quickly got across the hydro-electric tidal barrage and into St Malo. We were deposited at the Mercure on the sea front within easy walk of the town. A quick shower then Dan and I took off into town by 18:00 for a look-see and a few beers while the rest caught us up and we RV’d at a café at 20:00.


When we met at the restaurant we had booked, it was quite posh, but did not understand vegetarian. Timothy was justly outraged when he was offered only fish or that universal panacea – le omelette! (‘since when was a fish a vegetable’ he queried in his best English accented French!). He decided that he couldn’t eat here and would see us all later. The general feeling was that we should stay together for our last meal of the trip so we all trooped out. Maybe one day the French will cater for vegetarians properly – I have great sympathy as we struggled with this with our vegetarian daughter.

We didn’t have to go far to find a very nice Pizza and other stuff restaurant just inside the main gate on the left. Dan ordered the one-litre beers for a few of us and got stuck in. Dan eventually successfully bartered his ‘Canada’ baseball hat for the beer mug with the waitress. This collection of beer glasses is getting pretty huge I can tell you.

Suitably replete and becoming increasingly boisterous, we wandered back to the Mercure where I collapsed into a semi-drunken snoring heap.

Flyer Forum Safari - 25th May

Ajaccio (Corsica) to Carcassonne

Route: LFKJ – CV – LONSU – STP – TLN COAST FG – LFMK

Up and out to the airport reasonably early. I am beginning to think we may have tried for too many overnight stops, when it might have been better to go for fewer stays and two nights at each. Something to consider for future trips.

We check the met courtesy of various laptops, Avbrief and WiFi etc (I have got to get some of this stuff). Looks good to go. I am already fuelled up (rule no 1 – always fuel up on arrival and not on departure) and ready to go.

Dan loads up and checks the plane out while I file the flight plan. Timothy has to fuel up, so we start up and taxi out and are the first of the now reduced group to take-off. We are routed out via the VRP’s (they are very keen on these in Corsica) and head up the coast to Calvi. We climb to FL45 and are routed again via VRP’s at Calvi out to sea.


Blue sky and excellent visibility – I could get used to this Mediterranean flying lark you know!

We trundle along and are handed over to Nice Information. We coast in near STP and descend to 1000’ to follow the required altitude and trail of VRP’s that mark the low level VFR route around the south coast of France (again, clearly marked on the Jeppesen charts).


In short order we are handed over to Hyeres Tower, who release us to Marseilles Information. They advise us of opposite direction traffic also following the VFR route as a Cessna 210 at 1200’. We descend to 700’ and spot him shortly afterwards.

We are handed over to Montpelier Information and start to transit the Carmargue – a series of salt lakes and marshes long ago converted into salt drying pans for sea salt.


Just past Montpelier, I ask for and am granted a climb to 3000’ and direct track to Carcassonne. We try to raise Toulouse Approach as instructed on the Carcassonne plates, but even at 3000’ we are apparently out of line of sight. A helpful aircraft relays my message that I am changing to Carcassonne Tower and this is approved.

As we approach Carcassonne, I am struggling to make out the famous walled old town – and then I spot it – WOW!! I hope our hotel is near there.


I seem to be racing a German registered aircraft in (he is joining from the north) but I appear to have won as I get a right base join for runway 28 with a wind something like 260 / 20. I come in for a nice landing and can see what they mean about the wind.


We taxi over to the pumps and join a queue of about four planes in front of us – all German. I speak to one of the pilots and it is a club flyout to Spain. The fuelling takes some time and as I wait, Derek Fage and Paul Venton and wives land in their Cherokee 6 – they were behind us all the way but didn’t catch up – shame – I was hoping for some air-to-air pictures. This is one of the few airfields that take the BP Fuel Card I have and the pompier is delighted to see it. He tells Dan that it is so much quicker to process.

We are instructed to park on the hard apron to the east of the tower and they are disappointed when I tell them that we are down to some four aircraft.

Dan and I secure the plane and make for the terminal. We get a taxi just before a Ryanair comes in to land. Our hotel is right by the old city and only a 100m walk – and a nice modern and clean hotel to boot.

I have a quick shower and we meet up and head into the old walled city. It is a bank holiday in France and the place is crowded on such a nice sunny day. We beat our way though crowds to find a slightly more out of the way bar and grab a beer – EUR5 for a half a litre of beer!

Dan and I then go sightseeing around the old town and find a really nice looking restaurant for the evening – wood-smoke fire for cooking, live music – great! We bump into Derek and Tammy and they check out the restaurant and we book it for all of us for the evening.


We grab another beer in the main square – this time an even more outrageous EUR6 for half a litre!

We head back to the hotel, shower, changed and head into town as a group for the evening.

The restaurant does not disappoint (well, not me anyway – I had the casoulet). The live music is local folk played by a very enthusiastic and animated guy, but it certainly does not meet with approval from Timothy (who is more accustomed to opera and classical).

A good day, with a nice long trip (3.4 hour leg) from Corsica to Carcassonne along the French Riviera in glorious sunshine. This is the life!