P2008 TYPE RATING - SORTED

Tuesday 12th February

I had Tecnam P2008, "WIP" booked for a couple of hours this morning with instructor, Andrew, the mission being completion of my type rating with a maximum all-up weight (MAUW) flight.

Well, the day didn't start too well.  When I arose from my slumber at just after 0700 I could see the fog over to the South and checking the ATIS on-line it showed visibility of 200 metres with fog and a cloud base of 100 feet!!  However, after a cup of tea it was becoming noticeably clearer and by 0815 the ATIS was showing visibility of 40 Km and "NSC" (No Significant Cloud).  Wind was variable at 2 knots.

So, I arrived at the club at just after 0830 to find that "WIP" was unserviceable with a cracked windscreen.  Oh, dear.  A bit of phoning around by the office "legend", Edna and some discussion among instructors resulted in a swith to the other Tecnam,"WHZ".  After a preflight, I had some trouble getting the plane started; not enough priming and choke.  I then had the park brake on without realising it while trying to get under way and it took a prompt from Andrew to get us going!!  Not a great start to the day.

Never mind, it got better quite quickly.  After taking on some fuel to get us to the 600Kg MAUW we started with a maximum performance T/off from runway 18R.  This all went well; full throttle with brakes on, release and we were airborne well before the nominated point of taxiway "Echo".  Steep climb out at just over 60Kt (best angle of climb is 63Kt indicated) and then once clear of the (imaginary) obstacles, flaps up and a normal climb at around 70Kt turning right as cleared to leave the zone at 2500' or below via the Pirongia sector (South-West).

Having climbed to 2500' and left the zone we "kicked-off" with a steep turn to the right which was one of my best ever.  Andrew was very complimentary and said to do our "HASELL" checks, doing a medium turn to the left as a lookout for some stalls.  The turn was fine and so was the basic stall recovering at the drop of the nose.  Then the "HELL" check and a wing drop stall in the landing configuration - partial power and full flap.  I did my usual anticipate job first try and didn't really let the wing go.  So, I had another try which was better but Andrew commented there was some aileron in the at recovery (which I was not aware of - bit trickier to judge with a stick rather than a column).  Andrew then did a demonstration but said he was happy I had all the elements there so I didn't need a repeat and it was forced landing time.

I chose a nice long paddock - direction not critical as there was hardly any wind and Andrew told me to simulate.  I had sorted my approach out just before pulling the throttle but found myself too high at both the 1500' area and the 1000' point so it was a bit of an extension downwind and early 15º flap to lose some height on the 45º base leg.  I had remembered all the downwind checks including giving Andrew a passenger briefing except that after that he asked if I needed to tell anyone else; of course, make a mayday call!  Turning final I was still a bit high so full flap and after about half the final leg I was looking good to make the field without needing an overrun so Andrew told me to go around.

Then it was back to the airport for some circuits.  We were cleared for a Rukuhia arrival and then right hand downwind for 18.  We did a normal approach first, switching to 18R on early final to avoid the possibility of a go-around as there was a Twinstar holding on the runway an another aircraft waiting at "Echo 2".  This was a good approach and touch and go and on climb out we were instructed to make a right hand circuit.  We managed to get a glide approach clearance on this lap turning behind another twinstar on final and, thanks to the Tecnam's excellent glide characteristics were able to make it to the threshold of 18L fairly comfortably although I commented to Andrew that I probably should have gone to full flap a little later as I touched down not far beyond the turning area (in other words, prior to the recent runway extension we would have been short!!).  On the next climb out Andrew asked for a simulation and pulled the throttle quite early.  I put the nose down, fuel pump back on, turned to the right (tower instruction) and there was a paddock right in front with a wide enough gap between some trees which we could make and was told to go-around and into another right-hander.
Precision approach next and we were asked to make a full stop due wake turbulence (there was a Dash-8 on 18L).  I really thought I had this set up right but got a touch low on short final so a blip of power, over the threshold and I then pulled the power back a touch too enthusiastically with a somewhat heavy touchdown on the mains as a result.  Braking to stop before "Echo" and we held on the runway hoping to get one more circuit in but the tower told us to vacate and Andrew decided we were complete.
So, back to the club to go through my type rating paperwork and do a weight and balance and take-off/landing distance calculation for today's conditions.  Andrew then signed the type rating off in my logbook. Sweet!!

A LABOUR OF LOVE

Tuesday 5th February

As we were having "a week at the beach" I went along to Classic Flyers for a coffee with instructor, Pete and he invited me down to the hangar to see the new paint job on Stearman 03 - absolutely magnificent and just shows how faded the old paint job was.  The Stearman has been "in maintenance" since late last year but, hopefully, will be in the air again quite soon
The photos say it all.......

Overhead view

The bright red tail - a great improvement

So crisp and clear!