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
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.
First post of the New Year. I haven't had much to write about since the last post nearly four weeks ago mainly due to the rubbish weather for early Summer here! I have been up a couple of times, though:
Tuesday 27th December
The usual birthday fly. I took eldest daughter (who loves going up) over to Tauranga to find the Avgas cafe closed but did get to see the Strikemaster doing a few circuits. When we departed we had a short pause to watch it doing an overshoot (was meant to be a touch and go - not sure what went wrong, if anything) and I forgot that 07 was the duty runway (well, it is almost always 25) and started off towards the 25 end. The tower called to "remind" me and gave me a hold on the main apron to run up (there was hardly any traffic) and to cross and line up on the seal. I could hear the Strikemaster radio call for a full stop and could see them turning base. Not wanting then to waste too much Jet A1 I did my line up checks while taxiing and pushed the throttle forward as soon as I was straight on the seal. A lightly laden WIT took off quite briskly and the jet crew made a call thanking me for getting out of their way! Thanks, guys.
You can check out Eleanor's video (edited by me) here:
Monday 2nd January 2012
First fly of the new year and up for a few circuits in the Stearman. Nearly 2 months since my last flight in the biplane and I was a touch rusty but better than I had feared. I did about 8 circuits and, mostly, the landings were pretty good. One was rather poor with a bit of a swing left and right after landing and a wobbly take off. Never mind - it's a good excuse to go up again and try to get it right!!
