TECNAM TO TE KOWHAI

Monday 6th December

A beautiful afternoon with sunshine and scattered cloud at 4000 feet so it was good to go up with Chief FI, Roger in Tecnam, WHZ (my fifth time in the Tecnams).  The only slight trouble was the wind which was 250º at 10 knots.  Could be a little challenging for me off runway 18 then which was the duty runway.  After preflighting and starting we got the ATIS which was as above and Roger reckoned we could use 25 for some circuits as it was now about 1545 and the circuit looking quieter (if not, said Roger, there was the option to go to Te Kowhai).  We requested taxi to hold at G1 (just west of the threshold of 18R and north of the 07/25 runways) where we did our run-up and pre-takeoff bits.
I requested circuits off 25 and was told that was approved with a "rider" that we could expect some delays due to IFR traffic.  Roger didn't say anything but his "body language" said, "Stuff that for a game of soldiers" and he said to me that Plan B was now in operation and I asked for a West departure over the city and that was given.  For those of you who don't know, Te Kowhai is a small grass airfield (705m; oriented 05/23) at the opposite end (more or less) of the city from Hamilton International and about the same distance from the centre.   
It didn't take long to get over to Te Kowhai and we joined left base for 23 for a touch and go and into the circuit (left hand).  My first touch and go was by no means perfect but felt acceptable.  On the next I drifted a bit high on late downwind trying to lose speed down to flap operating velocity and was far to high on final.  What to do, asked Roger - well, full flap to start with and when that wasn't enough we tried a side slip with Roger setting it up and then letting me keep it going.  The Tecnam sideslips pretty well and we lost enough height for me to fly onto the runway a short distance from the threshold - not bad.  The next one was OK, too with Roger talking me through and then, as we took off he said, "Now comes the hard bit, do it again without me saying anything"!
So I did and all went well and on final on the circuit after that Roger asked if I wanted to have a go on my own.  Wow!! Goodo!!  We did a full stop and taxied off, Roger doing the tight turn needed to backtrack to the western end taxiway where he got out and told me to a touch and go, then a full stop and pick him up at the same place.
I will admit I was a bit nervous but the first circuit went really well.  I managed to wash off the speed OK on late final to get the first stage of flap down as I turned base and keep it at 60 knots all the way down to about 50' up using a little throttle control to keep on target and after crossing the fence at about 55 knots I guess I touched down at 45-50 and had the flaps back to 15º and the plane in the air less than halfway down the strip.  I allowed myself a little inward smile but not too much - still one more to go.  The full stop landing wasn't such a good approach - I let the nose come up a bit on short final and lost a bit of speed but sorted it out and was able to do a fairly precise landing to stop at the first exit and taxi the short way to pick Roger up.  He said it looked pretty good from where he was standing and looked happy with my efforts.
So, back to Hamilton where we were cleared for a Rukuhia arrival without delay and instructed to join right base for 18.  Hmm! - a 10 knot cross wind for my last landing. This turned out fine with a little bit of help I landed straight with correct cross wind attitude on the smaller 18R and taxied back to the club.  A pleasing afternoon; 1.1 dual and 0.3 P-in-C for the logbook.

A TOUCH WINDY BUT....

Well, I have finally had a "go" in one of Waikato Aero Club's brand new Tecnam P2008s.  It did not look too promising, though, as the ATIS was showing wind at 230º at 20 Knots gusting 30 shortly before I set off to the club and hadn't changed when I arrived.  However, instructor Andrew reckoned it was good to go and after taking me through the preflight we headed off towards Cambridge and Lake Karapiro for some altitude stuff to kick off with.
We had Grass 25 for take off - more or less into the wind - and that was uneventful - 15º flap and little "WIP" took off in a very short distance, impressive!  We took a right turn to head out over Cambridge and then Karapiro.  There were surprisingly few bumps given the conditions and, once over Karapiro, Andrew got me to do some steep turns which were OK after the first one and then a basic stall.  No real problem with that, WIP was very gentle in the stall, just wallowing before dropping very gently; easy recovery with only 100' height loss.  The wing drop stall was next; with full flap and partial power the airspeed was around 30Kt before there was just a hint of right wing drop and I recovered OK (that was the second go - WIP refused to drop a wing first go).  After that Andrew demonstarted how slow we could go into the wing - he managed to get the ground speed down to 15Kt without any trouble with 15º flap - that's what you call slow flying.
Then we did a forced landing without power and I was very impressed with the glide performance.  I got things pretty much sorted out but was a touch high on final.  No problem as there was a huge paddock beyond my chosen one so I told Andrew I would go for that one and was given the "go-around" instruction.
Righto, back to Hamilton and into a left hand circuit pattern off Grass 25 right (Grass 25 left is generally used for full stops as it is the closer runway to the club).  Now things got interesting.  We flew four circuits after the first touch and go and I found it hard to keep the approach speed below the 65Kt for flap deployment.  Also, with the strongish and rather gusty wind I was finding concentrating on keeping on the centre line AND getting height and speed correct a big challenge in a strange aircraft. After two pretty average attempts, Andrew took aver to demonstrate an approach and landing and handed over to me for what proved to be the last circuit as we were instructed to do a full stop and time did not permit waiting around to take off again.  I flared a bit early on this one but revovered with a touch of power and, after letting it settle, landed quite well on the mainwheels and Andrew said, "Good recovery", which was pleasing.
So, not a bad first go given the conditions, which were quite challenging for my first time in an "Ultralight".  Any more wind and I reckon it would have been a "no-go".  Still, should make me appreciate better weather conditions for my next try - fingers crossed for next week!

TAILDRAGGER CROSSWIND

The weather today (Saturday, 13 October) was not too good (understatement, it was complete c**p, high winds and rain) so my planned first flight in one of the new Tecnams didn't happen.  So, nothing to tell about today but last Sunday was quite "exciting".....

Sunday 7th October

I had a flight in the Stearman with instructor, Pete, planned for this morning at Classic Flyers, Tauranga.  The weather the day before had been very windy and this morning the wind was 200º at 15 knots which was about a 10 knot crosswind on 25 which meant it would be "interesting" and definitely not a day for me going solo (which may happen one day soon, hopefully).
The windsock outside Classic Flyers was almost horizontal but Pete still considered it good to go, "A good, honest crosswind".  We flew 5 circuits and it felt like 10!!  The first takeoff was OK, remembering to keep straight with rudder and aileron into wind but I did let myself drift quite a bit to the right of the centreline on upwind (naughty!!).  The first touch-and go started off well.  I crabbed in on the centre line, kicking straight with rudder at about 150' altitude and keeping down the centreline with aileron and a reasonable "wheeler" resulted and the take-off a bit better than the first.  However the next one wasn't so good.  I was a touch enthusiastic with right rudder and was pointing towards the tower as we lifted off.  A bit of a turn to the left got us into more or less the right direction.
Pete decided he would do the next touch and go as a "demo".  This was an expert touch-and-go and control was handed back to me on climb out.  I managed a reasonable landing and climb-out next time but by now I could feel the conditions getting to me (as well as the wind getting a bit gustier) and called for a full stop.  That landing was nowhere near perfect but not too bad and we headed back for a much needed LARGE flat white at the AvGas cafe.  All good fun, if somewhat challenging.  Never mind, it makes one appreciate the good days more.

ARDMORE - PART 2

It was three days ago but my brain is still buzzing with excitement over the airshow at Ardmore on Saturday.  So, having had a little time to digest the event and look through the photos myself, passengers Chris and daughter, Thalia took and post some of them here.  For the petrol heads amongst you I have posted some of the classic cars (the Jaguar XKs had me drooling!).  Here goes:

Turning Final for 21 Ardmore.  JGP has just touched down and WCD is on about a one mile final at this stage - photo by Chris Maher

Strikemaster

Meeeeow!!!

Morgan plus 8 - always popular

Sunbeam Tiger - British classic with American muscle under the bonnet

Best of British - De Havilland Vampire and Mosquito in formation

Rare DH60 Gypsy Moth

Roaring Forties Harvards

And again

A real treat - Avro Anson

THE "WOODEN WONDER"

What an amazing day and an experience not likely to be repeated - ever.  I have just returned from an aviation event at Ardmore aerodrome (South Auckland) to celebrate the return to the sky of De Havilland Mosquito KA114 lovingly restored here in NZ but soon to depart to the USA.  Why such a unique occasion?  Well, for those of you who don't know the DH Type 98 Mosquito was a WWII fighter-bomber originally created as a "fast bomber" and, partly to minimise weight and boost performance, was built mostly of bonded wood using techniques that have been all but lost.  Although there are a number of "Mossie" airframes around the world the likelihood of any more than a handful being restored to airworthy condition is pretty remote.  Having said that, now that AvSpecs at Ardmore have the moulds who knows; there is already another DH 98 undergoing restoration. 
Nine of us went up - in JGP, piloted by club captain Euan ("Flyinkiwi"), two in Alpha, WCD, and yours truly with youngest daughter and another club member in Cherokee, WIT.  I must admit I was a little nervous as I had not flown into Ardmore for some years and never before as Pilot-in-Command.  Ardmore is a very busy, uncontrolled airfield.  It all turned out very well in the end.  The flight up was uneventful and, although I had lost sight of the others on the way up, I could hear their radio calls and joined a left-hand downwind for runway 21 behind JGP and WCD, now back in sight, and followed them to the designated "itinerant aircraft" parking area for the show.
We arrived about 90 minutes before the first display and had a leisurely look around the classic cars that were also there before finding a pretty good spot to watch the displays.  These were really cool but the "Mossie" absolutely stole the show.  A few low passes were all that was needed to show off its lines.  It was interesting that the first flight today was only the third or fourth time it had flown, less than 3 hours logged - it had a short trip to Auckland International on Thursday but didn't fly yesterday.  I doubt whether the European Union bureaucrats or the FAA in the States would be too happy about the relative lack of test flying before participating in an aviation event but here in "laid-back, no-worries, she'll be right mate" NZ it was good to go.  And now for a few pictures:

From this........

...... To This!

Wowing the crowd

The Star of the Show

Merlin, 4; Allison, 1 - Spitfire TR.IX, P-40 Kittyhawk, DH Mosquito, P-51 Mustang

 

"WHIP" and "WHIZZ"

Now the post title above may generate a few hits from people looking for something other than aviation on the internet, know what I mean?! (cookery, of course!).  However, the photos below will clarify:

"Whisky India Papa" in the Aeromotive hangar

Tail of "WIP"

In the driver's seat - all "mod-cons"

"Whisky Hotel Zulu"

I had booked C-172, "WAM" for a few circuits this afternoon but with an 18-25 knot crosswind and multiple fronts passing that was not going to happen (very much the story of the past several weeks) but I did get to see the club's latest acquisitions, a pair of Tecnam P2008s.  They were in the maintenance hangar out of the wind and about to get their Waikato Aero Club logos painted on.  When the weather tidies up and the instructors can get rated on them it will be the club members' turn.  I'm keen!!

KEEPING UP TO DATE

Hey, it is nearly three months since my last post and there are some reasons for that.  Firstly, shortly after my last post in early may wifey and myself were off to the UK via California for a month in total to catch up with family and friends.  Then we returned to good old NZ to be greeted with some of the worst Winter weather for VFR flying I have seen for some time, yuk!  At work it was school holidays so several of my colleagues with school-age children had time off and yours truly covered some of the short-handed sessions so less flying time "windows".  I have been up a few times and I will (brieflly) tell you about then - latest, today, first:

Saturday 28th July 

While the Olympic opening ceremony was on from Stratford, London (that area so transformed from how I remember it in the 1970s) I went up for a few circuits in C-172 "WAM".  This was mainly to maintain currency (and to have a bit of fun, of course).  This was all very good - I flew five circuits and only let myself get too high on downwind on one when I was "traffic watching", wondering when the Katana in front of me was going to turn base!  Four pretty good landings (including a flapless and a glide approach) but the "precision" landing wasn't so flash - I think I was concentrating too much on the landing point and not enough on speed, height and a tidy flare (at least it was on the mainwheels and I didn't bounce).  But all good overall and current for another 90 days on 172s :)

Sunday 8th July

Up in the Stearman at Classic Flyers, Tauranga.  Having not flown the biplane for two months Pete decided we would do a bit of a "refresher".  So, after the usual clearance formalities with the tower we headed out towards Katikati, first just seaward of the Matakana Island beach and then turning left to Katikati once clear of the zone.  A couple of turns and the back to Tauranga via a Matakana arrival which meant a climb to 1500' - I was glad I was wearing gloves (about 7ºC on the ground and significantly colder aloft).  On approach we were instructed to pass the beach side of the Mount and join a right base for Grass 25.  There was a Cardinal outside us heading for the seal and, after our approach instruction, all I could hear on the radio was the Cardinal pilot chatting away to her passenger(s)!!  A stuck radio switch, not recognised.  I did a reasonable approach for a full stop (Pete's call) and as we taxied off he asked if I had seen the green light from the tower.  I had to admit I hadn't - I was concentrating too much on getting the landing right and not getting in the way of the (continually chattering) Cardinal heading for seal 25 to my left.
Oh well, the general flying was OK and, hopefully, will get time and weather to do some circuits soon.

Tuesday 26th June

The weather forecast was pretty awful but I did manage to get two circuits in WAM before the weather hit in a big way, the wind backing about 90º in a few minutes and from a few drops of rain as I landed to a full on downpour by the time I ran to the clubhouse!!  Oh well, there is always another day!

 Tuesday 19th June

8 days back in the country and just about over the jet-lag, I booked to go up dual with CFI, Roger for a bit of a refresher in Archer III, "WIT".  We flew four circuits including a flapless approach and an engine failure after take off (can't do that solo) and Roger said all was good after the third lap.  On the last he showed me a short approach technique which went like this:  just beyond the downwind threshold throttle back close to idle, as soon as speed down to 100Kt two notches of flap and a 45º turn to base.  The speed washes off nicely and with full flap on base and another steep turn to final we were all set up to land on 36L with little or no further adjustment - sweet!  
Thanks, Rog, I always learn something after a flight with you.

Summary:  2.7 hours in two months (and 3.7 hours in 3 months); 1.1 of that P-in-C (well below my usual average but fingers crossed for good weather and less "busy" sometime soon).

STEARMAN CROSSWIND

Tuesday 8th May

Those weather "gods" kept on smiling but only just.  After almost a week of settled weather with cool nights and beautifully sunny days frontal weather was on its way again and it looked as though I would be lucky to do any flying - my last chance for the next few weeks as we (my wife and I) are off to the UK shortly for four weeks.

The stratus cloud over Tauranga stayed nice and high so visibility was not a problem although it would not last long - out East over the Coromandel Peninsula it already looked wet and miserable.  The wind was 020º at 13 knots, so about 10 knots of crosswind off runway 07.  Instructor Pete reckoned we should be OK so off we went into the circuit (right hand off 07 at Tauranga).
10 knots probably doesn't sound much but it is enough to make things interesting in a taildragger - they can be very unforgiving if you relax your attention as I had found a few months back when I did probably my worst ever landing in any plane, not just the Stearman.
We spent about 40 minutes in the circuit which was enough for 6 laps - some a little wider than I would have liked due to traffic and, I ended up pleasantly surprised with one pretty near perfect (for me) landing, 3 acceptable, one a bit bouncy (the first) and one not so good.  I have tendency to round out a bit high (I am working on it) with a touch heavy arrival the result.  Coupled with a bit of loss of direction on the roll it meant a bit of playing with the rudder pedals before getting straight to complete the "go" part of the touch and go.  At least I got it sorted out myself without instructor help.
All in all I was pretty pleased with my efforts.  I managed to keep straight down the runway on short final each time with the controls "crossed" (as you do for crosswinds in a tailwheel plane) without drifting off he centreline enough to cause anxiety - much better than my last go in a crosswind some months ago.  Pete was pleased with my progress, too.  After a coffee and eggs and bacon at the Avgas Cafe it was back into the car for the trip home - through a few heavy showers - the rain had come!

WARBIRDS OVER WANAKA - PART 4

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

 

Sunday 8th April - The Journey Home 

The point of returning home on Sunday was to have Easter Monday as a "reserve" day if we didn't make it all the way back.  We needn't have  worried.  the weather was still ideal and a light tailwind most of the way back helped us.  Same personnel in FWS as on the way down with Allanah instructing young Hamish on the Queenstown to Timaru and Kaikoura to Foxpine legs and myself flying the other two.

It was a pretty uneventful journey.  Once clear of the Kawarau gorge out of Queenstown Allanah and the other pilots decided to fly direct to Timaru as the skies were so clear and we could get above the mountains.  So I was "landed" with the renavigation getting the protractor and map out to give Allanah a new vector.  That worked OK and we were into Timaru in good time.  I refuelled with a cheese and tomato bun while the aircraft got some Avgas and it was off to Kaikoura.

This was a fun leg following WIT with its fancy GPS and other navaids helping to reduce the workload.  I followed about a mile of so behind with UFS and WAM not too far away.  We had a look for marine mammals closer to Kaikoura without any luck.  It was a fairly good landing, Allanah commenting I was a bit high on mid base but then said, "looking good" after I turned final (I closed the throttle!) and I pretty much glided in for a smooth but not as perfectly precise landing as on Friday.

We came across the Cook Strait in a loose formation and spaced ourselves out for a group landing at Foxpine.  Then it was the final leg.  Being Easter Sunday Ohakea Tower was off watch and after conversing with control we all got a clearance through the military zone to track direct to Hamilton.  We ended up the lead aircraft coming into Hamilton.  Allanah asked for a straight in approach for 36R with a 9 knot tailwind (more that I would have accepted if alone, I reckon).  Not a bad landing, really although Allanah was hovering over the controls while I was "floating" down the runway.  All good, though - refuel, unload, park up and off to middle daughter's place for some family time.  Fantastic trip!!!!

Yours truly in the left-hand seat

Kaikoura flightline

Cook Strait - WIT alongside (looks closer than it really was - love telephoto!)

WARBIRDS OVER WANAKA - PART 3

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

7th April - The Show

Well, it is over a week since the show and I am only just getting around to blogging about it.  Actually, words fail me!  It was a fantastic show on a stunningly cloudless day and I will let my photos and video tell the tale.

 

Check out my youtube channel, ZKBJC - will be posting videos over the next week or so (MX-2 display already there) and a few photos are below:

 

Red Checkers 5-ship split

Just love these old biplanes - The Bristol FB-2 "Brisfit"

Camel approaching for landing

Spitfire landing

MX-2 awesome display!!

Speaker level Corsair pass

 

WARBIRDS OVER WANAKA - PART 2

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

Friday 6th April

Another fabulous day - not a cloud in the sky.  A few of us went to suss out the local aero club with the thought it might be possible to do some mountain flying or, failing that, at least refuel the aircraft for an early Sunday departure and find out if we could get the weather forecast from the club on Sunday morning before flying back home.
Well, there was one instructor there and a charter pilot who were free until the early afternoon so two pilots plus a spouse went up with the instructor while myself and one of the Waikato students, Chris (CPL) flew to Milford Sound with the charter pilot acting as guide and safety pilot.  Chris flew Queenstown to Milford and I flew back in WAM.  Brilliant conditions with fabulous views - what a great way to spend our "free" day!!

Climbing out of Queenstown Airport

Pig and Pigeon Islands on Lake Wakatipu

The Rees and Dart Rivers at Glenorchy

Up at the snowline

Yours Truly at Milford with "WAM"

WARBIRDS OVER WANAKA - PART 1

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

What a truly AMAZING weekend.  This tale will take several posts to tell as a lot of (mainly aviation) activity was crammed into a short space of time.

Thursday 5th April

An early start at the Aero Club - 0700 "sharp" was the instruction.  I arrived a few minutes before that and set to work unwrapping and preflighting Archer "FWS".  My day had started an hour previously, though, with a printout of the weather to update the flight plans I had done for each leg of the trip, make my packed lunch, and double-check I had everything before setting off.  The weather forecast was good for the South Island but rather breezy with a stiffish south-easterly for the central North Island and the possibility of low cloud over the Cook Strait.
It was still deemed a "go" by the instructors (three on the trip), so we loaded up the four club planes (Archers FWS, UFS, WIT and C-172 WAM) and the privately owned 172 DXP with the 18 travellers, luggage, etc., and off we went.  I was with instructor, Allanah and father and son Andrew and Hamish.  Allanah was instructing Hamish for the first leg to Foxpine, then I was to fly to Kaikoura (shortest runway of the four), Allanah P-in-C again to Timaru and then self again from Timaru to Queenstown.  I was jolly glad Allanah had experience of flying into Queenstown as it is not at all straightforward and she would be able to guide me through the approach between the mountains along the Kawarau Gorge.

It all went swimmingly well.  It was a bit bumpy in the lee of Ruapehu (initial plan to go to the East of the mountains was thwarted by low cloud over the Desert Road corridor) but by the time we were abeam Wanganui the coast was clear, literally, and we landed at Foxpine for a refuel.

Foxpine - Jacob gasses up DXP while WAM waits its turn

Then it was over to me for the awkward take-off from 09 at Foxpine which requires a turn to the left ASAP to avoid the pines to the east of the field.  This was fine - short field technique with 10º flap saw up climbing away in a gentle left hand turn towards the coast and the Cook Strait.  The "low cloud" turned out to be a cloud base of around 2700' half way across the strait on a direct track from Foxpone to Kaikoura with good visibility throughout so there was no need to take the "reserve plan" of crossing east-west (shortest distance over water) and around the eastern Marlborough coast.  The approach to Kaikoura went really well - 05 was "duty" runway, joining left hand downwind - the landward side - for a pretty landing which one of the other guys said looked really good watching from the fuel pumps - thanks for that :)
We did a quick refuel and change round of seating and it was off to Timaru with Allanah "driving" again from the right hand seat.

"Smile", Allanah

The conditions were perfect from here southwards.  We stopped at Timaru for a refuel of plane and personnel (late lunchtime) and then it was over to me as P-in-C for the flight over the mountain passes to Queenstown.  With Allanah's local knowledge it was unevenful with an approach along the Kawarau gorge and straight in for runway 23.  I flew while Allanah did the radio calls and acted as local guide for me.

Group photo at Timaru

The scale of things - WAM almost lost among the mountains on the way to the Lindis Pass from Timaru

All aircraft arrived safely and were all tied down by about 1600 - excellent timing reflecting efficient work by all concerned at the waypoints to minimise time on the ground.  A good start to the weekend - more to come soon, watch this space!!

TIME FOR A FEW LAPS

Saturday 10th March

Well, the weather stayed good enough to fly despite Metservice warnings for poor weather over this weekend so I fronted up at the club to fly a few circuits in Archer III, WIT.  It looks as though I will be sharing the flying of WIT down to Queenstown at Easter for the club trip to "Warbirds Over Wanaka" so I wanted to make sure I was current and confident (you can be legally current on type but not happy you are confident to fly; especially shortish field landings).

So, with a cloud base of 4000' and pretty much nil wind, conditions were ideal.  Euan ("FlyinKiwi") was manning reception.  He was there for a few circuits in Arrow, DQV but a flat battery and absence of any instructors to get the "start-cart" out had stymied him.  I went out to pre-flight and intercepted instructor, Peter on his walk back having sent a student solo and got myself signed out and off I went.

First circuit, the idea being a normal circuit with as precise a landing as possible, went pretty well (apart from forgetting to turn the fuel pump on) and I landed on my designated spot on the runway nice and slow (65Kt short final, 60 at the threshold and about 55Kt at touchdown).  If it had been a stop-and-go I would have been able to stop with over 1500 metres of runway ahead of me having touched down just beyond the old threshold (i.e. ignoring the new extension on 18L).  So, about 500 metres landing distance - happy with that and into the next circuit.

As I touched and went I could hear DQV with Euan aboard instructed to line up behind so he had obviously got the prop turning!  I was following a C172 from CTC who had been a bit wide on the circuit before so as I turned downwind I could see him latish downwind and Euan with the wheels up already turning crosswind and asked for a glide approach.  That was approved and I went from number 2 to number 1 and carried out an reasonable glide approach onto 18L using flap to get my touch down point acceptably close to the "one-third" nominated point.

Four more laps after that all going well.  On the last I was downwind behind the 172 again who slowed right down in front of me and did not look like turning base anytime soon.  So I called the tower to say I was turning right to pass well to the side of him before thinking about turning base myself.  The tower acknowledged that and informed me he was on his first solo and would be good if I gave him plenty of room.  He got down OK and was congratulated by the tower just before I landed on 18R.  Back to the club and stopped for word with Euan who was refueling.  He thanked me for the glide approach call as he was catching me up and was concerned he might have to orbit.  So, a good call by me :)

Right then, current and happy in WIT - roll on Easter - weather "gods" take note!!

P.S.: The weather turned to custard for the remainder of the weekend and washed out my booking in the Stearman on Monday - never mind; another time.

TAURANGA AIRSHOW

Saturday 28th January

It was a bit of a late decision but I made it to the Saturday of the Tauranga Airshow and it was pretty awesome.  A bit of a taster for Warbirds Over Wanaka (assuming weather conducive to getting the club's planes down there).  I treated myself to a flight in DC-3 "DAK" over the wreck of the Rena.  It was a fantastic day with perfect weather.  A few photos (and I might get round to editing up the hour or so of video I took sometime soon):

Motiti Island from the DC-3

Possibly my favourite US warbird - the mighty Vought Corsair

Spitfire MkIX, PV270 on the flight line

Spitfire TRIX MH367 fires up - LOVE that sound!!

Front end of Titan Mustang ZK-MJD "Frenesi"

Stearman line-up

WHITE ISLAND

Tuesday 24th January

Ever since a flight over White Island just over three years ago I have been keen to go back (the picture at the top is from that flight - it was much more active today).  So, when a work colleague mentioned he would be keen to go there with his wife and young son and they were holidaying in the area this week, it seemed like a heaven-sent opportunity to go again.

So, I booked WIT (Archer III) for a half-day and planned a flight from Hamilton to Whakatane to pick up my passengers and then on over the island, Whakatane for drop off and then back home.  It all started off really well with fabulous weather here in Hamilton (variable 3Kt wind and sky clear) and a text message to say it was as good on the Eastern Bay of Plenty with the island and its smoke plume (active volcano, for those who don't know) clearly visible from the coast.

Unremarkable preflight and 90 litres of fuel in each tank (180 total, 170 usable - plenty for the whole trip). It went slightly awry at the start.  I made a taxying error - the tower told me to taxi to holding point "Golf" and immediately the point at the threshold of 07 sprang into my mind (it was changed to "Hotel") a few years ago.  I set off towards "Hotel" and was halfway along before I realised I was in a bit of a time-warp, reversed direction and went back towards "Golf" just as the tower gave me a "friendly reminder"!  Sorry, folks.

The next problem occurred not long after take-off.  I had been cleared on track to Whakatane 2500' or below and then the tower informed of a "hot-off-the-press" NOTAM to the effect that the main runway at Whakatane had closed for maintanence work.  Oh.....dear.....!  A quick check showed the grass runway there to be only 750 metres - OK for 1-up in WIT but could be interesting with 4 on board.  I texted my friend asking if a meet at Opotoki (about 20 miles further East along the coast as the plane flies but only a few miles further from the island) would be OK.  I had rummaged in my AIP volume 4 to find a longer runway at Opotiki which might be a bit more "user-friendly".  He replied, "yes, but 45 minutes to get there".  That was no problem as my ETA would be similar to his.  So, new plans sorted, I called Christchurch Information to amend my flight plan and altered course (slightly - about 10º difference - helped by the excellent GPS on WIT) for Opotiki.

Once past Whakatane I was into "unknown territory", at least aerially.  However, I needn't have worried.  Thanks to the GPS, my maps, the excellent weather and the recent rains, the bright green airstrip was very obvious just beyond the town.  I descended down to 1500' for an overhead join.  Once overhead I could not clearly see the wind direction as the windsocks appeared almost flat against their poles.  So, less that 3Kt wind and I reckoned either way would do.  I decided on 09 as it was easiest to cross the field and turn right, crossing the 27 threshold while descending into the right hand circuit for 09.  As is usual (I think) at a completely strange aerodrome, my approach was far from perfect, quite high on final but managed to get down and slow down enough for a fairly good landing.  I hung in ground effect for a bit while I straightened up and got the right hand wheel down first in what turned out to be a 90º crosswind from the South at around 5 knots.  Not a bad landing and plenty of room to stop.  I noticed my passengers arriving just as I turned off the runway.  All good!

WIT on the "ramp" at Opotiki.  Not sure what the aircraft in the background is as I didn't make a note of his registration mark.  It was the only other plane there (at least outside a hangar) and left just before us

A quick "Hello", etc. and we loaded up, I gave the usual safety briefing and off we went.  I had checked the fuel (68 litres on each side, so 44 litres used for the 1.2 hours from Hamilton, about right), did a brief walk round and, after engine run-up, lined up on 09.  I elected to use a maximum performance take-off technique with 20º flap.  Full throttle on the brakes, release, then down the runway, lifting off a comfortable distance from the end.  I kept the nose attitude fairly low to gather speed before raising the flaps in two stages and a gentle turn to the left saw us climbing away with enough altitude to clear the low hill between the airfield and the coast.

The skies were clear, the water looked very calm, and, after 15 minutes or so we started our circuit around the Island.  There was a small plume of steam rising with a small cloud above the Island.  As we turned to see the crater there appeared to be a moderate amount of thermal activity.  There were two boats in the bay - I wonder if the crew/passengers had come ashore.  It didn't look too hospitable.  After that circuit we headed back to the mainland at 2500'.  Once I was within gliding distance of the coast, I breathed an inward sigh of relief and descended to 1500' to join overhead at Opotiki.  Once again the wind was difficult to judge but appeared to (just) favour 09 so it was a right hand circuit to land.  I kept the speed up a bit with 4-up and tried to touch down as early as possible.  With the extra speed and weight, an increase in the wind (still 90º to the runway) and the minor undulations of the surface it was a bit of a bumpy landing - several little bounces before settling.  Still, it wasn't alarming at all, we were centred on the runway and the passengers thought the landing was fine (that's the main thing!!).  I thought I could have done better but, hey, we all walked away, and the aircraft was ready to use again immediately so that sounds like a "good" landing, yes??

Then it was farewell to the passengers and back to Hamilton for me.  Dipping the tanks showed 100 litres in the tanks; 36 litres used for 0.8 hours - a bit more than the 40/hour but we were 4-up and I wasn't holding back on the power much on the way back as I do get a little nervous over expanses of ocean.  So, enough to get me home with (just) enough reserve and diversion fuel assuming minimal taxi time on the deserted Opotiki airfield.

A great and uneventful trip back.  Over Edgecombe township I called Christchurch control for a clearance into the type D airspace above the Rotorua control zone to cruise at 4500' and was cleared without hesitation.  Fantastic views of the Rotorua lakes and the Bay of Plenty on the way back.

Lake Rotoehu, centre and Lake Rotoiti to the right

Lake Rotorua with Mokoia island centre midground and Mount Tarawera right background

Not my best landing back at Hamilton, a bit early on the flare (must remember it is not as tall as the Stearman!!) but a wee push on the column and a trickle of power sorted that out and a safe and fairly smooth landing resulted with bags of runway left after stopping on 18R (the small one).  Over to the fuel pumps to gas up.  Dipped the tanks again, 25 litres in one and 40 in the other (35 litres in 1.1 hours - good economy in a lightly loaded plane leaned off correctly).  So, a total of 115 litres used with a Hobbs meter time of 3.1 hours.  That's 37.1 litres per hour, quite close to the 40/hour and on the "right" side of it.

A wonderful day's flying, so back home for a late lunch and a cold one :).  The passengers took some photos which I will try to get from them and will post them at a later date.