A TALE OF TWO CIRCUITS

Tuesday 15th November

They say a week is a long time in politics.  Well, I think I showed today that a circuit is a long time in aviation.

I had flown over to Tauranga to have another bash in the Stearman.  Before that, I bumped into Euan ("FlyinKiwi") at the club who was about to depart for a check-out at Waiheke Island.  The Waikato fog had been causing a few delays - hope your flight went OK, Euan =)

I got over to the Bay of Plenty via the Waihi Gap doing a bit of cloud dodging on the way and, as usual, it was a magnificent day the other side of the Kaimais.

Well, to cut a long story short, I got up in the Steaman for a few turns over Katikati which was all good then it was back into the circuit.  Duty runway was 07 which I had not flown off for some while and it took me a couple of laps to get re-oriented.  There was also a 6-8 knot crosswind from the North (Seaward side) - not much in a tricycle undercarriage plane but enough to keep you alert in a taildragger.  On about the third circuit, I thought I had it all sorted - speed and attitude about right, 500' at the marina and got the rudder and ailerons just right for a pretty good landing with no word of instruction at all for the whole of that approach from Pete in the front cockpit.  I was so darned pleased with myself that I just about forgot all I had ever learned on the next approach: too wide at the end of downwind, so a long base leg and too low on turning final, so that I was struggling a bit with power and attitude on short final.  Crosswind technique? - what crosswind technique??  I rounded out still crabbed into wind, a little (well, maybe quite a lot) high and smacked down on the grass pretty hard, bounced high and at that point Pete took over.  After a bit of inward cursing I flew the next and last circuit to end with a short approach (Pete took over briefly to set me up on final) and an averagely good landing.

Back to Classic Flyers for a debrief.  A suitably humbling experience and good for the soul (or something like that).  Good job the Stearman can take that sort of abuse!! 

Finally, as I was walking out to WIT to preflight a big bird flew out of the haze and onto the tarmac for a touch and go.  I just had time to grab the camera and shoot a couple of frames:

Orion arrives through the mist for a touch.....

...... and go

     

THE MAGICIAN'S ENGINE

Thought it about time for an addition to the old Hall of Fame.  Not a person this time but a bit of hardware.  27 litre V-12, liquid cooled, 740HP (prototype) to 2060HP (130/1 version).  May not have had the sheer grunt of the later RR Griffon, Napier Sabre or the Bristol Centaurus but the ROLLS-ROYCE MERLIN was THE engine of the early years of WWII and without it the RAF would have been up the proverbial creek with only a prayer for a paddle.  Powered more aircraft types than I can mention here but the Spitfire, Hurricane and Lancaster spring to mind first.  Also, of course, is the Packard 1650 which was the licence built version the other side of the Atlantic - the P-51 Mustang only came into its own at altitude when this engine was fitted (same for the P-40).

Pratt and Who?, Alliwhat??  =)

SIX OF THE BEST (WELL, ALMOST)

Tuesday 8th November

In spite of clear skies forecast by Jim Hickey last night on the 6 o'clock news it was rather cool and cloudy at the airport today as I "unwrapped" Archer III, "WIT" to go fly.  Given the cloud, I decided that some circuits would be the total of the day's entertainment with the challenge to be as "perfect' as possible.  As at Tauranga last Sunday there was enough wind to make it a little challenging, the windsock positions somewhat variable around the field.

So, it was six circuits off 18, taking off on 18R (the little, short one), five touch and goes on 18L (the big, long one) and final landing on 18R.  The first circuit was all pretty good but I elected to use full flap (the windsock appeared to be straight down the runway when I was on early final) so was a tad slow over the threshold and was moved off the centreline by the wind (which was definitely right to left at this point).  Second circuit was fine until the flare and throttle close; I bounced, but sorted it out straight away with a bit of throttle and nose lowered a touch and the second touchdown was smooth and straight (wouldn't have worked so well in a Cessna, I reckon).  

Next lap - flapless approach; I kept a shallow approach profile and a smooth landing after 75 knots over the threshold despite a bit of a struggle to get the speed down whilst on base and final.  Fourth circuit, a glide approach; very happy with this, I was looking a bit low at one point but easily made the runway, even needing a bit of flap to touch at my mental "point".  Two "normal" circuits to finish, the last right hand for 18R so it was an attempted precision landing.  This was the least satisfactory; in my attempt to be as close to the threshold as possible I kept a bit more power on than I needed and, with only 2 notches of flap because of the crosswind, I drifted along a wee bit before touching down but, at least I was on the seal, straight, right wing down a bit into the wind, and easily stopped with a bit of brake in about 2/3 of the length.
So, very happy with my efforts, I taxied back to shut down and think about lunch!

STEARMAN LINE-UP

Sunday 6th November

I arrived at Classic Flyers late this morning for another session of circuits in "03".  I had heard a few weeks previously of two other Stearmans (?Stearmen) imported from the USA which were to be based at Tauranga and there they were, lined up and ready to go.  I watched them start up and leave, one for a few circuits and the other to taxi to its hangar.  The noise of two radials starting up was fantastic!  Glad I had the (little) camera with me:

Biplane line up: Classic Flyers' Agcat "RTA" with Stearmen "262" and "343"

Wooden prop on "343"

Start up for "343"

To make any American reader(s) proud

Then it was down to business for me; some circuits with Pete.  There was enough wind to make it "interesting" - about 10-12 knots on the surface, a little variable with an intermittent crosswind, but 20 knots or so at 500' and on my first circuit I was reminded to widen out my crosswind turn to compensate.  Generally, my flying was OK, the first take-off a bit rough but a second go after a stop and go (for wake turbulence) was much better.  However, we did encounter a radio problem after 3 circuits, on the fourth approach not being able to hear the tower at all so after touching down Pete told me to make it a full stop.  I could near him perfectly via my helmet so that wasn't the problem.  The fault seemed intermittent and dependent on volume position so maybe a "dirty" potentiometer.  Never mind, I was pretty pleased with my efforts =)