Ski's Flying Blog - January 2007
last updated 29 January 2007
This blog is an ongoing account of my flying career. The opinions expressed within do not necessarily represent those of Cabair, BCUC or OFT.
Following on from the celebrations (and haggis!) of Burns Night in the Clubhouse the previous night, today seemed to be the day for magneto problems….the woes of Hotel India aside (stranded at Compton Abbas), another aircraft went tech with a magneto problem this morning, forcing cancellation of a local jolly & also a re-allocation of aircraft for a skills test. But that wasn’t the end of it – read on….
Today was the final lesson in my tailwheel conversion. Since I started it in September, that’s some going! Having completed circuit work, stalls etc, the logical next step & nice conclusion was to fly into a farmstrip. This was not a mandatory part of the course; however it was something I had in mind to do anyway, at some point. It also looked like fun….
This would be the first time I’d flown a cross-country route since last October, but a very short route at that, to Chilbolton, a farm strip on the east edge of the Middle Wallop/Boscombe MATZ. I planned the route on the quarter-mil chart, but took along the half-mil as well. My instructor provided me with information about Chilbolton, although on reflection I could have found this myself in the guide. Fortunately we didn’t have any magneto problems on startup, and takeoff was uneventful. My navigation thereafter could be described as “rusty”! Although I didn’t make any huge cockups, I will admit that it was a very easy, short route with an instructor. On the other hand, I’m now more confident that I could safely navigate myself, having not had much practice recently.
Upon arrival, we conducted a (admittedly sloppy) overhead join, during which the windsock proved itself difficult to spot. However, it was there, and the airstrip was clear. Following noise abatement procedures (we want farm strips to stay open!) we lined up for 24, but as we did so, I spotted another aircraft, on a steady bearing. This aircraft appeared to be on approach too. We therefore went around, but were slightly surprised to see the aircraft loitering in the approach area (or, as we expressed it at the time, “cocking about”). On the plus side, this go-around did give me a chance to observe the strip, with special reference to the power lines just below the approach path.
My second approach was a lot better, and the other aircraft had by this time landed & taxied out of the way. Avoiding the power lines by a sufficient but not excessive height, I really nailed the speed, and managed a good landing, using up only about half of the 440m published runway length. After we’d touched down, I noted that the strip was a) a lot narrower than Old Sarum b) the grass was noticeably longer and that c) it was surrounded by crops one side, and rough ground the other. Truly we’d gone agricultural! For someone who used to have trouble plonking a C172 down onto Kemble’s vast tracts of tarmac, it was a good feeling to realize I’d expanded my options somewhat.
After a friendly chat with a local aviator, a chocolate biscuit in the caravan (where we left the £3 landing fee in the honesty box) we started up again. To our slight surprise, we had a magneto problem! Specifically, the right magneto was experiencing a consistent drop of about 250 rpm, together with noticeable shuddering. However, my instructor was a technically-minded person, and we removed the cowling & had a look. No immediate problems were forthcoming (although we did discover a missing nut! This was not such an immediate problem however, and was not related to the right mag). My instructor therefore decided to accept the fault & fly back, with him handling the takeoffs/landings just in case. As he quite rightly pointed out, some aircraft only have the one mag anyway, and the odds of a problem developing were low.
After a spot of further navigation, we conducted a (slightly fast) glide approach into Old Sarum. And with that, my tailwheel conversion is complete! Very satisfied – I only wish I could have soloed in the Cub, but I can do this to follow. In any case, getting a few cross-countries in using the C-152 TT might be a better idea at first, with the Cub (and its lack of navaids) to follow.
Next target – night rating. Back to Top
Looking out of my window this morning, I could see nothing but blue skies…always nice to have a positive reason to get out of bed on the weekends! I was particularly looking forward to getting back into a Cessna 152….when I was in Florida, completing my PPL I found them more fun to fly than the PA-28s I flew in the earlier stages of training. Especially since G-DRAG looked much more well maintained (it even had a parking brake & fuel dipstick! Luxury..) & clean, both inside & out.
Once we were in the (rather busy) circuit, my landings & takeoffs got steadily better, with a few persistent points cropping up, mainly remembering that this aircraft didn't need to have it's nosewheel checked forward onto the ground (duh) during the landing roll, as it doesn't have one…bit of an automatic response I think, but one soon overcome by patient coaching by my instructor. Also my tendency to "rotate" almost yanking the aircraft into the sky, which is a bit embarrassing as I remember doing the same thing on previous occasions, had to be kicked again. Although once I'd settled down & started to let her fly off the ground when she was ready, and then accelerate in ground effect, it got much better. I was fairly happy with my last landing, and more importantly so was the learned gentleman sitting next to me. The only real problem was the number of people in the circuit, up to 6 at one point I believe, and having to go around a few times. After a number of circuits, my intrepid instructor announced that I was ready to solo (just like being back in a C-152 in Florida….if not for the grass & cold it might have been déjà vu for a few seconds there).
Blimey did she climb fast with only one aboard! No offense to my instructor, who I suspect weighs significantly less than me, but without the weight of another onboard the C-152 decreases by an appreciable percentage (must be around 10% or so) and you can certainly tell the difference in rate of climb, without using the instruments. I didn't really notice this effect in Florida (or I can't remember), and I wonder if the combination of a lower temperature (especially on a clear January morning) & reduced drag with the elimination of the nosewheel conspired to make it feel like I was climbing "like a homesick angel with a rocket up it's arse". Well probably not quite that fast, but you get the idea of the sensation.
To my faint surprise I didn't have to go around on finals, but the circuit traffic level necessitated a rather swift line-up & departure between two landing aircraft. I didn't think much of my landing, but I didn't groundloop it & my instructor said it looked fine from the tower, so that's good enough for me!
After (eventually) finding a parking space – lots of aircraft out today – we retired to the rather good clubhouse for another excellent baguette & good conversation. After which we proceeded to cover flapless, glide & shortfield landing techniques, which all went well with the possible exception of the shortfield, which I feel I need a bit more practice before I can go off farmstripping on my own. With that in mind, my instructor & I booked another slot, in which we shall go and land away at a handy, interesting farmstrip nearby. I then spent a few hours (until sunset, in fact) talking to people in the clubhouse.
All in all a good day….I wish I could say I'd mastered a new aircraft type & soloed in one day, but since it was something I'd flown a lot of with a significant modification I'd had training to use, that would be a tad misleading. I'll just be happy with saying it went well today. Cos it did. Back to Top
Well despite the rather sketchy weather reports, there was the possibility that there would be a window of clear weather in which I could take to the skies. And when I got to Old Sarum, there were not one but two Cubs out today! All good then. After my instructor and I had briefed, he flew a few currency flights in the SuperCub (I reflected that this was actually the first time I’d seen the Cub airborne from the outside). After he’d done that (and incidentally given me the chance to see an externally-viewed demonstration of the techniques I was reviewing in my head) we proceeded to taxi the aircraft out to the hold.
Since the last time I flew the Cub was almost a month ago, and the last time I taxied it was over 2 weeks ago, I kept forgetting the small but important details, like correct stick position, and a little bit of finesse on starting, but overall things went well. However….once we lined up on 24 and advanced the power, we had to abort the takeoff run due to the engine rpms not increasing beyond 2000 rpm – 200 rpm less than we’d expected & needed. As this happened again after we aborted the first take-off & gave the second one a good blast of carb heat before we selected full power, we decided not to push it & taxied back.
As luck would have it, G-DRAG, the club’s Cessna 152 taildragger conversion, was free, and since most of my training was on C-152s, I was quite willing to give her a go. But the weather was not going to be quite so helpful! – the visibility was steadily decreasing, from “marginal, but good enough for circuits” to “officially pants”.
Since Old Sarum has a very good clubhouse, complete with many interesting people to sit & talk with, the day was far from lost however (they also do very good chilli baguettes…!) I could have happily spent a lot more time talking with everyone, and I hope I seem them again, especially tomorrow as the weather is forecast to be very good & I’ve got 2 slots on the C-152 Taildragger booked!
Back to Top
So it’s the New Year. Once again, various types of cider have been consumed by myself, along with numerous chocolates and pies (not all at once, although it was close), which overall requires a number of trips to the gym to shift. But traditionally, this is the time for New Years Resolutions, and so, as I have already broken at least 3 of mine, I am going to indulge myself and outline my flying training plan “resolutions” for 2007. I know there’s at least 3 people out there who read this (maybe even 4!), so bear with me….
- Complete Taildragger conversion
In January I hope to go solo & complete this. After that I intend to start flying the aircraft cross-country as part of my hourbuilding (but not exclusively). I know some people may be aghast at this (no transponder, navaids etc) but I think it’ll be worthwhile to do some nav in a taildragger, relying on map, compass and watch (no DI see!). As long as I don’t cock up too much. I shall be leaving the night nav/worse weather/CAS stuff to the other part of my hourbuilding (see below) and concentrating on handling, short-field landings/takeoffs and basic navigation in the Cub. Oh, and I’m hoping my tailwheel experience, as it is, will be useful later too.
- Complete Night rating
This I need for obvious reasons, if I want to entertain the idea of having a CPL, plus it will be very useful for safety & flexibility reasons. I’m going to do it before I start hourbuilding for the same.
- Complete IMC rating
Again, safety, flexibility, increased capacity & capability, all that good stuff. Plus, whilst it’s not mandatory for the IR, nor does it reduce the hours (yet, some say) required for said Instrument Rating, it can only be a step in the right direction. It will also increase the number of days I’ll be able to fly per year, although how much & when I don’t know yet.
- Start distance learning ATPL course
I’m going distance learning with the ATPLs, even though it will take longer (I’ve allowed a year, studying 2 to 3 days per week). Some may hold the opinion that classroom learning would be better, but I think this will suit me the best. I am certain that there are going to be parts I’m not going to get straight off, and others that I’ll fly past, so why not tailor my study to accommodate this? Yes I know that there will be times in the future where I won’t be able to do this, but I can do the ATPLs this way, so why not? It will take longer; but as I’m working/hourbuilding the other two days per week, I think it’ll be advantageous to spread out the learning. It will also be cheaper than my friends on the Cabair course; by around 2 to 3 thousand pounds I think. And I will be attending a two-week residential revision phase before each set of exams.
- Hourbuild on the Super Cub, Archer & Arrow
With the Frequent flyer scheme from Old Sarum Flying Club, excluding landing fees but including club/FF club fees plus a 2-hour checkout, I’ve calculated that 52 Arrow hours (that’s a PA-28R) plus 26 Super Cub hours will end up costing me around £7K. That’s 78 hours at an average of £90 per hour (overall). This should put me just over the 100hr PIC magical figure for the CPL course, and my total when I finish the CPL should be well over the 200hrs total required. I’m not quite sure how this compares to what I’d have spent/flown/done had I stayed on the BCUC course (anyone on that course, let me know if you like), but as it’s tailored to what I want to do, I’m going with this. Bearing in mind it’s in the UK, it's going to be more expensive than the US, but I can work here too.
I haven’t quite planned out all of what I’m going to do with those hours, but so far I'm planning for visits to Leeds, Scotland, Cornwall/The Isles of Scilly, France & Poland in the Arrow, and a number of grass airstrips in the Cub. So far my wish list includes Duxford, Sandown (that’s the Isle of Wight) Land’s End & Lundy Island! Some of that may be a pretty tall order, especially the Poland trip, but I consider it worth aiming for even if I fall short. Again, comments or advice (as long as it’s constructive) welcome. 28 January 07 - Farmstrip Fun
14 January 07 - Solo Taildragging
13 January 07 - Taildraggers Ain’t Happening Today
01 January 07 - New Year's Resolutions (Flying)