The answer - an Arrow, of course. Today was my first time in DQV, the privately owned club Piper Arrow. Having done about 23 hours in the Archers, I thought it about time to have a go in something a bit more complex and try to cope with a constant speed propeller and retractable landing gear - all with the help of CFI, Roger.
The weather didn't look too auspicious. I had the plane booked from 1000-1200 and at 0900 the ATIS indicated a damp runway with showers in the vicinity, cloud base 2000' with scattered cloud at 1100' and a few CBs at 1500'!! From home, about 8 km North(ish) from the airport, it looked a bit clearer so at 9.30 I jumped in the car and drove out there. It was looking very showery all round, but a bit clearer to the North-West so it was no surprise that Roger suggested we head out that way.
The first job was to get the plane out of its hanger which was a new experience for me. Once we got it out, being very careful not to do any damage to the fancy Squirrel helicopter currently sharing the hangar space, Roger took me through the preflight which is almost the same as an Archer - just need to check the locking of the wheels and that the wheel wells are clear and then it was start up and away.
Starting from cold was not much of a problem as I have started fuel injected planes before and it obligingly started on the first few cranks. Oil pressure green, fuel pump off, mags check, radio on and a check of the ATIS was a little encouraging with the cloud base 2500' now and a light northwest wind. We were cleared to hold at "Bravo" for 36R and a city departure. Roger took me through the new part of the engine run-up, "exercising" the propeller using the pitch control to warm up the oil.
No real delays and we were cleared to 2500' or below straight away. Off we went over the city climbing to about 1800' before the cloud stopped us and, once clear of the zone, tried some turns. I didn't really notice the nose-heaviness of the Arrow in normal flight, just a slightly lower nose attitude for straight and level. A 30º left turn was fine but I drifted about 50' up and down during the 45º turn. Never mind, Roger said it was OK and we headed East towards Morrinsville for a few basic and power and flap stalls. The buffet at the stall onset is so very obvious on the Arrow and unmissable. We recovered at the buffet each time and I was surprise how slow the plane would go before stalling with flaps down. Roger demonstrated the override of the gear "fail-safe" system (which lowers the gear if you forget when below a certain speed with the throttle partly closed) so the gear stayed up for the basic stalls and we had the gear down for the landing configuration.
Then it was a couple of forced landing practices. No demonstration first, Rog just asked me to pick a paddock while were climbing and at 2500' closed the throttle. I now noticed what others had told me - the Arrow glides like a brick. Even trimmed for optimal glide at 85 knots we were on our way down at 1000' per minute and once the gear went down this went up to 1200' or so. Roger showed me how to reduce this back to about 1000fpm with a bit of trim back to 80 knots. Still, there was not much time to get the checks done and set up for finals into the paddock. The first one was a rather high and I had rushed the checks a bit but the second was better and we were almost in the field before the go-around was called.
Then it was back to Hamilton for a few circuits. The weather hadn't changed according to the ATIS and we came back over the city on a North arrival, joining downwind for 36R and a full stop and back to Bravo for more circuits. My approach was quite good, remembering to check the three little green lights for the undercarriage on base and finals and set the pitch fine. I was a bit slow over the threshold at 60 knots but the landing wasn't bad in a slight crosswind.
The next circuit was "interesting". Right hand and on downwind were advised wind was now a 5 knot tailwind (and a similar crosswind component from the look of the windsock) - those CBs were closing in and affecting the wind rapidly. A bit challenging in a new type and I needed a little help from the good Roger to get straight and upwind wheel down first.
Last circuit - left hand to start with and then a 180º turn on downwind to change to right hand for 18L. Now about an 8 knot crosswind and my approach was the best so far, speed at 75 knots on final and crabbing in OK. I kept straight but came down a bit hard and the crosswind technique wasn't quite there. It was on the landings that I finally noticed the nose-heaviness - it needs a good strong pull on the yoke to flare. Back to the hanger and we made it back to the club just before the rain.
All in all though, Roger said it was pretty good for a type introduction flight and next time (Thursday if the weather gods are kind) it will be more forced landings and circuits. Can't wait!!
17 September 2009
IT'S A MIRACLE! - ON MY OWN IN THE CIRCUIT!!!
Thursday morning again and time to go flying. I had booked Archer II, "UFS", as I thought it would be good to get some hours in an "older technology" plane having done nearly all my recent flying in the new and "flashy" Archer III, "WIT".
The weather wasn't too flash with a cloud base of 1700'agl so I decided some circuits were in order. In spite of the "official" opening of the new 18L/36R runway yesterday work is still in progress and I was expecting the usual queue. Not to be, however; I could see no-one in the cicuit and, after all the usual checks, I was cleared to not only line up but also to take off! No queue or delay - amazing! I guess the weather was keeping many at home.
I flew six circuits, including three glide approaches and was "number one" on three of them - pretty amazing considering the congestion there has been of late. And it wasn't even first thing in the morning either (1030). I had to do one orbit but that appeared to be for wake turbulence separation more than anything else.
I found adapting "back" to all analogue instruments, older type radios and less automation happened very smoothly and after the first circuit went really well, getting the speeds and height OK on approach, glide approach practice would be good. I was cleared for a glide on the next three circuits and did quite well. The glide speed was right on all three and I made the runway successfully without having to "cheat" with a bit of throttle just to get me there. I did drift a bit to the right on one of them - have to watch that more carefully one the new runway is operational!! My second to last landing was the worst - flared a bit too early and down with a bump; in front of a Beech and our own JGP waiting. That's just typical, the worst in front of an audience!!
Pretty happy at the end of all that and finished after the sixth circuit. Back to the clubhouse where I saw instructor, Marie and asked her thoughts on the prospects for night circuits this evening which looked pretty bleak. She said that I'd get a call if it was on. That looked a remote possibility, so it was much to my very pleasant surprise that I got a call at 7pm to say I was on to go up with Marie at 7.30. Great stuff! So, after a bit of a delay because of congestion we got into the circuit and after three dual, Marie hopped out and I did four laps on my own. ATC were "off watch" by now and there were only two planes in the circuit now so it was pretty relaxed and good fun. By the time I was on the last finals Marie and Loreen were back in the circuit with other "students" so, quite unusually, it was an all "Waikato Aero Club" circuit.
Up twice in one day - FANTASTIC!!
The weather wasn't too flash with a cloud base of 1700'agl so I decided some circuits were in order. In spite of the "official" opening of the new 18L/36R runway yesterday work is still in progress and I was expecting the usual queue. Not to be, however; I could see no-one in the cicuit and, after all the usual checks, I was cleared to not only line up but also to take off! No queue or delay - amazing! I guess the weather was keeping many at home.
I flew six circuits, including three glide approaches and was "number one" on three of them - pretty amazing considering the congestion there has been of late. And it wasn't even first thing in the morning either (1030). I had to do one orbit but that appeared to be for wake turbulence separation more than anything else.
I found adapting "back" to all analogue instruments, older type radios and less automation happened very smoothly and after the first circuit went really well, getting the speeds and height OK on approach, glide approach practice would be good. I was cleared for a glide on the next three circuits and did quite well. The glide speed was right on all three and I made the runway successfully without having to "cheat" with a bit of throttle just to get me there. I did drift a bit to the right on one of them - have to watch that more carefully one the new runway is operational!! My second to last landing was the worst - flared a bit too early and down with a bump; in front of a Beech and our own JGP waiting. That's just typical, the worst in front of an audience!!
Pretty happy at the end of all that and finished after the sixth circuit. Back to the clubhouse where I saw instructor, Marie and asked her thoughts on the prospects for night circuits this evening which looked pretty bleak. She said that I'd get a call if it was on. That looked a remote possibility, so it was much to my very pleasant surprise that I got a call at 7pm to say I was on to go up with Marie at 7.30. Great stuff! So, after a bit of a delay because of congestion we got into the circuit and after three dual, Marie hopped out and I did four laps on my own. ATC were "off watch" by now and there were only two planes in the circuit now so it was pretty relaxed and good fun. By the time I was on the last finals Marie and Loreen were back in the circuit with other "students" so, quite unusually, it was an all "Waikato Aero Club" circuit.
Up twice in one day - FANTASTIC!!
14 September 2009
ANOTHER THURSDAY AND ANOTHER CHANCE TO GET AIRBORNE!!
THURSDAY 10TH SEPTEMBER
Despite the somewhat gloomy weather forecast this morning started favourably for visual flying - cloudbase of 3500', variable 5kt wind and 20+ km visibility. Great! I had booked one of the club Robins(/Alphas) for a couple of hours to do some forced landing practice and perhaps some circuits if it wasn't too crowded (All good practice for the BFR).
So, off I drove to the club to find the plane I had booked still out somewhere but another Robin just back and ready to go. Instructor, Jason, gave me a bit of a briefing once he had learnt what I was going to do and said he would like to hear how I got on when I got back.
It looked quietish in the circuit (like, three on a first count) so I asked and was cleared for circuits first up (and then a Scott departure). After just on circuit, though, things started to get busier. The next circuit was right hand and there seemed to be a few planes heading back in so I wasn't terribly surprised when I was told to extend downwind and follow a couple of twins heading in. Good chance for a flapless approach, then. The tower then (on shortish final) asked if I would take a Scott departure straightaway and, being a nice sort, I said yes and headed out to the Eastern end of Scotsman valley for a bit of forced landing practice.
The only trouble doing this exercise solo is the rule about not going under 500'agl. This means that just as you establish final (or before if you are a bit too low) it is time to go around. Still, I managed to get well established to make the paddock I had chosen on three of my four attempts. At the first attempt I lost sight of my chosen paddock and, if this had been the real thing, would have been forced into a rather boggy looking field a bit short of where I had in tended. Anyhow, I think I would have survived had it been real but may have had to help with doctors/physios/chiropracters profits for a while after!!! The other three went pretty well; I nailed the best glide speed (75kt) quite accurately, went through the checks and radio calls OK, and would have made the chosen paddocks.
So, I was quite happy and finished off with a couple of steep turns, left one near perfect, right one not so good (100' height gain - oops!) and headed back to the very busy Hamilton circuit for a landing. No delay though, overhead the tower and straight onto left hand downwind for 36. Jason did a quick debrief with me (he had just been up in a Cirrus - now that is a fine looking machine - perhaps I should buy a lottery ticket!!!) and seemed pleased with my report. His question was the obvious, "Would you have lived?"
I was also booked for some night flying to keep my rating current the same evening but the forecast came true later in the day with rain and lowering cloud by about 1800 so that killed that idea. Never mind there's always next week and at least I did get to complete a night rating this year.
Despite the somewhat gloomy weather forecast this morning started favourably for visual flying - cloudbase of 3500', variable 5kt wind and 20+ km visibility. Great! I had booked one of the club Robins(/Alphas) for a couple of hours to do some forced landing practice and perhaps some circuits if it wasn't too crowded (All good practice for the BFR).
So, off I drove to the club to find the plane I had booked still out somewhere but another Robin just back and ready to go. Instructor, Jason, gave me a bit of a briefing once he had learnt what I was going to do and said he would like to hear how I got on when I got back.
It looked quietish in the circuit (like, three on a first count) so I asked and was cleared for circuits first up (and then a Scott departure). After just on circuit, though, things started to get busier. The next circuit was right hand and there seemed to be a few planes heading back in so I wasn't terribly surprised when I was told to extend downwind and follow a couple of twins heading in. Good chance for a flapless approach, then. The tower then (on shortish final) asked if I would take a Scott departure straightaway and, being a nice sort, I said yes and headed out to the Eastern end of Scotsman valley for a bit of forced landing practice.
The only trouble doing this exercise solo is the rule about not going under 500'agl. This means that just as you establish final (or before if you are a bit too low) it is time to go around. Still, I managed to get well established to make the paddock I had chosen on three of my four attempts. At the first attempt I lost sight of my chosen paddock and, if this had been the real thing, would have been forced into a rather boggy looking field a bit short of where I had in tended. Anyhow, I think I would have survived had it been real but may have had to help with doctors/physios/chiropracters profits for a while after!!! The other three went pretty well; I nailed the best glide speed (75kt) quite accurately, went through the checks and radio calls OK, and would have made the chosen paddocks.
So, I was quite happy and finished off with a couple of steep turns, left one near perfect, right one not so good (100' height gain - oops!) and headed back to the very busy Hamilton circuit for a landing. No delay though, overhead the tower and straight onto left hand downwind for 36. Jason did a quick debrief with me (he had just been up in a Cirrus - now that is a fine looking machine - perhaps I should buy a lottery ticket!!!) and seemed pleased with my report. His question was the obvious, "Would you have lived?"
I was also booked for some night flying to keep my rating current the same evening but the forecast came true later in the day with rain and lowering cloud by about 1800 so that killed that idea. Never mind there's always next week and at least I did get to complete a night rating this year.
03 September 2009
A NEW MONTH - AND OFF TO VIEW "THE GREAT LAKE"
After all the c**p weather for the last 10 days or so and two aborted bookings due to lousy conditions my heart leapt a beat when I woke up today to see a beautiful clear morning and not much wind. I had WIT booked for two hours to take up Ray, a friend from church. Ray has an engineering background and I knew would really enjoy a trip "up". I got out of bed straight away and onto the computer to check the weather around likely destinations for an hour and a half or so flight. Clear day - go and see the mountains, I thought, and sorted out a flight plan for Taupo. So, a quick call to Ray to make sure he was still "on" and off to the club. Ray arrived just as I did and I showed him around WIT. He was suitably impressed by the Archer III's "mod-cons". I also saw Roger and congratulated him on his recent A-Cat achievement. Very well done, Rog, if you're reading this. I checked the latest weather which was satisfactory and filed the appropriate flight plan. After taxi and a swamp departure clearance we joined the usual queue behind a CTC Twinstar and Katana. Roll on the end of the runway works is what I say!! Noticed that the new seal has 36L painted on its Southern end now so maybe not long before we have our nice new 18R/36L ready to roll. After a Dash-8 landed the twinstar was allowed to backtrack north of the eastern taxiway and the Katana and I given clearance to line up once the Dash-8 had cleared. Three on the runway became four as a C-172 was cleared to line up behind me as the Katana started to roll. Is this a record??? The Katana was turning right so I was cleared to take off without much delay which made up a bit for the queuing and we were on our way to Taupo. The sky was clear apart from the haze which you get used to in the Waikato and after clearing the zone we climbed up to 3500' and told Christchurch Information our intentions. It was pretty smooth apart from a few bumps around Mangakino and we were approaching Taupo just about on time (about 1 minute late) so that part of the flight plan was good.
VIEW FROM THE RIGHT HAND SEAT APPROACHING MANGAKINO
There was rather more drift to the West than I had originally planned for (the wind was becoming more easterly the further South we went) but that was pretty easily taken care of by map reading and local knowledge.
I had originally planned on a touch and go at Taupo but the delay in the queue at Hamilton and needing to be back in Hamilton by lunchtime prompted a decision to turn back over the boat harbour and head for home. The only traffic around appeared to be over Kinloch where someone looked to be practising some steep turns. No other aircraft about or on the radio and no parachutes visible to the South.
HAZY VIEW OF THE MOUNTAINS
THE SUN OUT OVER TAUPO
Ray had been manning the camera enthusiastically and had filled up my memory card by now (I found this out when I loaded the 84 frames onto my computer) There were some good shots there so thanks for that mate.
We made good time back to Hamiton thanks to a 15 or so knot wind almost on our tail and we tracked up Lake Arapuni, along Karapiro and over Cambridge for a South arrival. The wind had got up a bit - 12 knots gusting 18 - but 180° so straight up/down the runway. It was certainly a bit gusty on finals but the landing was pretty good and straight. After shutting down I checked the fuel. We started with 90 litres in each and ended with 70 in one and 50 in the other (Yes, I know, I was a bit asymmetric with the tank changes!!). 60 litres burnt for 1.5 hours total flight time. That 40 litres an hour for the Archer is about right then!
A very happy passenger and I parted company at the club and I headed home for a spot of lunch and a walk round the lake with the missus.
VIEW FROM THE RIGHT HAND SEAT APPROACHING MANGAKINO
There was rather more drift to the West than I had originally planned for (the wind was becoming more easterly the further South we went) but that was pretty easily taken care of by map reading and local knowledge.
I had originally planned on a touch and go at Taupo but the delay in the queue at Hamilton and needing to be back in Hamilton by lunchtime prompted a decision to turn back over the boat harbour and head for home. The only traffic around appeared to be over Kinloch where someone looked to be practising some steep turns. No other aircraft about or on the radio and no parachutes visible to the South.
HAZY VIEW OF THE MOUNTAINS
THE SUN OUT OVER TAUPO
Ray had been manning the camera enthusiastically and had filled up my memory card by now (I found this out when I loaded the 84 frames onto my computer) There were some good shots there so thanks for that mate.
We made good time back to Hamiton thanks to a 15 or so knot wind almost on our tail and we tracked up Lake Arapuni, along Karapiro and over Cambridge for a South arrival. The wind had got up a bit - 12 knots gusting 18 - but 180° so straight up/down the runway. It was certainly a bit gusty on finals but the landing was pretty good and straight. After shutting down I checked the fuel. We started with 90 litres in each and ended with 70 in one and 50 in the other (Yes, I know, I was a bit asymmetric with the tank changes!!). 60 litres burnt for 1.5 hours total flight time. That 40 litres an hour for the Archer is about right then!
A very happy passenger and I parted company at the club and I headed home for a spot of lunch and a walk round the lake with the missus.
13 August 2009
A MORNING BY OR, RATHER, A FEW FEET ABOVE THE BEACH.....
Well, the weather gods were kind this morning and I headed off to the club looking forward to getting a bit of low flying practice and instruction with Roger. It would be the first time for proper low flying (i.e. at a genuine low level rather than adopting the low flying configuration at altitude) since my flight test back in November 2007 and the first time in an Archer. Any debate in my mind as to whether we should go out to the Eastern or Western low flying area was cut short by Roger cheerfully telling me to head out to Raglan and we would do some real coastal low flying.
So we got a Pirongia departure and headed of to Raglan. Once there I was told to start tracking up the coast to the North and descend to 500'.
THE COAST JUST NORTH OF RAGLAN
PRETTY BENIGN AT 2500' - MORE TIGER COUNTRY LIKE AT 500'!!
We barrelled along at this height just off the coast without setting up the bed weather configuration quite then to get an idea how (apparently) things were happening at that lower height. It was also quite turbulent (good for me , so said Rog). After working out the wind was from the east (off the shore), I was then allowed to set up for 80 knots with a bit of flap and try some coastal reversal turns. On the first one I tracked out too far and was well away from the beach when I turned back - better than hitting the cliffs, though!! - but pretty much got it right on the second attempt. After a few more of those Roger showed me a steep turn towards the beach from just a wee way out (breaker line on the wingtip). With the wind's help a surprisingly tight turn was achievable - then it was my turn for a couple of those, one each way - slightly "further out" for the left hand because of the different perspective.
Then the "rising terrain" demo. Roger took control and turned towards the bluffs "trying" to get over them and showing how the airspeed dropped off with the nose up and then how to get out of the situation. Turn back towards the beach and lower the nose to gain airspeed - pretty simple really but maybe hard to remember in a genuine and stressful emergency situation.
After all this fun, time had flown past and it was time to head back to Hamilton. First attempt to approach was behind a 172 and Roger took the opportunity to set up for some slow flying. Partial power, full flap and down to 55 knots and he then handed the control back to me. I kept it nice and smooth until we were told to line up for the grass for an overshoot (a Dash-8 was going out after the landing Cessna) whereupon we went around. I did a fairly good landing on the next approach - a slight "float" (bit too much throttle) but nice and smooth in the end. After we shut down the comments from Roger were pretty positive which was encouraging and, all-in-all, a fun morning up in the air.
So we got a Pirongia departure and headed of to Raglan. Once there I was told to start tracking up the coast to the North and descend to 500'.
THE COAST JUST NORTH OF RAGLAN
PRETTY BENIGN AT 2500' - MORE TIGER COUNTRY LIKE AT 500'!!
We barrelled along at this height just off the coast without setting up the bed weather configuration quite then to get an idea how (apparently) things were happening at that lower height. It was also quite turbulent (good for me , so said Rog). After working out the wind was from the east (off the shore), I was then allowed to set up for 80 knots with a bit of flap and try some coastal reversal turns. On the first one I tracked out too far and was well away from the beach when I turned back - better than hitting the cliffs, though!! - but pretty much got it right on the second attempt. After a few more of those Roger showed me a steep turn towards the beach from just a wee way out (breaker line on the wingtip). With the wind's help a surprisingly tight turn was achievable - then it was my turn for a couple of those, one each way - slightly "further out" for the left hand because of the different perspective.
Then the "rising terrain" demo. Roger took control and turned towards the bluffs "trying" to get over them and showing how the airspeed dropped off with the nose up and then how to get out of the situation. Turn back towards the beach and lower the nose to gain airspeed - pretty simple really but maybe hard to remember in a genuine and stressful emergency situation.
After all this fun, time had flown past and it was time to head back to Hamilton. First attempt to approach was behind a 172 and Roger took the opportunity to set up for some slow flying. Partial power, full flap and down to 55 knots and he then handed the control back to me. I kept it nice and smooth until we were told to line up for the grass for an overshoot (a Dash-8 was going out after the landing Cessna) whereupon we went around. I did a fairly good landing on the next approach - a slight "float" (bit too much throttle) but nice and smooth in the end. After we shut down the comments from Roger were pretty positive which was encouraging and, all-in-all, a fun morning up in the air.
09 August 2009
RETROSPECTIVE - HOW TO LOSE WEIGHT WITHOUT DIETING OR THE GYM!
THIS IS WHY WE DO IT - WHITE ISLAND - DECEMBER 2008
What a lovely weekend we have just had weather-wise. Shame I couldn't be up there. Never mind, I watched youngest (16) daughter's netball team thrash the opposition while feeling a pang of jealousy seeing a couple of light aircraft overfly Minogue Park and got a bit of gardening done. So with nothing current to report I thought I would do another retrospective on my flying experiences.....
Flashback to 8th January 2009. I had a mind to, if not get an actual rating, at least to get some tailwheel experience. I had been up in a Harvard in England a couple of years back (I'll save that story for another blog sometime) but having seen the C-180 "JFG" at the club a few months back I thought I would give it a go. My first time up was in late December 08 with CFI, Roger and we concentrated on using a constant speed prop and getting used to the extra power (235 horses compared to the 180 on the 172s). This time it was circuits and after doing a preflight and refuel on the"beast" - seemed a lot bigger than the 172 - we headed off to Te Kowhai.
Now, it was about 29ºC, mid afternoon and very sunny. Roger had greeted me with, "Are you sure you want to do this?" when I arrived at the club and, game for anything, I said, "Yes". Roger warned me I was going to get a bit hot and sweaty!! (Great Kiwi understatement rather than British??!!!)
So, into the circuit at Te Kowhai, right hand for 05, and I was already hotter than was comfortable. The 180 has virtually no mod-cons. Air conditioning? - you must be joking. This is a plane for "real men" (or "real ladies", too). The trimming, and you need a lot of it, is very heavy as the whole tail has to move. So, on downwind I had to get the throttle and pitch set for 22 (" of mercury on the manifold pressure with throttle) and 22 (rpm with the pitch control) do the usual checks and, once first flap was applied, trim like mad to keep the nose up. Base and next stage of flap, throttle back a bit, more trimming to get the atitude right, then onto finals and full flap with Roger on the intercom, "Trim. Trim, trim!". OK, Rog I'm doing that as well as making sure I'm not getting too close to those trees and trying to remain somewhere near the centreline. Short final, carb heat cold, pitch fully fine, lined up, lots of back pressure as I come over the theshold to flare, closing the throttle and, bump, down OK and a bit of brake and you stop, if not on a ten cent piece, then pretty damned quickly. Now I know why tailwheel planes are still used for those remote, short and rough airstrips.
No time to wipe the sweat from my brow, we are off again. 10º flap, full throttle, 40 knots and stick forward to lift the tailwheel, hold that attitude, and the beast flies off in a very short distance indeed! I think we did another three circuits with my landings a little better each time and then it was back to Hamilton to be greeted by an 8 knot crosswind on 18 - any crosswind is "fun" (i.e. a challenge) in a tail-dragger - and I needed a fair bit of help from Roger to get down straight and without swinging round on landing.
Taxi back, peel my wringing wet back off the seat and off to the car to wallow in the air-con on full blast. At home the shirt went straight into the laundry - almost needed to wring it out!! I reckon I lost about 0.5Kg in sweat alone, never mind the physical work-out! MMM! Great fun, but I think I'll concentrate on getting a Cherokee type rating for now!!!
Postscript: I did concentrate on getting the Cherokee rating, completed about five weeks later and haven't been up in JFG since. But I still get a little tingle in the spine each time I see it in flight (like today when it flew right over our house), so maybe soon...... - guess that is what taildraggers do for you!
06 August 2009
OH, WHAT A BEAUTIFUL MORNING.....
MY CURRENT "FAVOURITE" - WIT
THURSDAY 6th AUGUST
Well, the forecast for fog was accurate to an extent. The day dawned beautifully clear around our suburb but a look out of the windows showed banks of fog over the "country" areas. Still, the sun came up and a check of the "ifis" weather showed the airport to be clear with no wind but fog in the vicinity. Should be good for flying mid to late morning then. Great!!!
So, off to the Aero Club at about 9.30 and it was pretty obvious that although Hamilton City and the airport were basking in glorious late Winter sunshine much of the rest of the Waikato was still shrouded in fog or low(ish) cloud. I had booked my current favourite plane, Archer III "WIT", with a view to going out somewhere quiet for some steep turns, stalls and forced landing practice. The fog, and seeing only two or three in the circuit on the way in made me change that plan and I thought I'd get some circuit practice in first and then go out and do a forced landing or two and some steep turns. (That BFR isn't too far away, folks)
So, got the old check out sheet signed by an instructor and, after a thorough preflight and gassing up, I was cleared straight away into the circuit - Good. (During the current upgrade to the old grass 18/36 to seal it has sometimes been impossible to get into the circuit or a long - like 10+ minutes - wait, which costs!). After holding for only a couple of minutes I was cleared for "immediate take-off". I had anticipated this and was all ready to go straight away.
So off I went, standard climb out and turns onto cross and downwind. Cleared to approach number three behind one of our Alphas who extended a fair way downwind (?doing a flapless) and did a standard approach and a very nice landing. Got the speeds about right on base and finals so was pretty pleased. By the third cicuit things were getting much busier and I reckoned it was time to depart so asked and was cleared for a Pirongia departure.
I had spent a fair bit of my time in the circuit and as soon as I was out Of the control zone I chose a paddock and set myself up for a simulated engine failure from about 2500'. I remembered most of the checks and set myself up at the correct height for my 1500' area and was about right for the 1000' point when I had a quick glance at the GPS and realised I was almost back into the zone. OK, time to abort this exercise and head back well into uncontrolled airspace.
Time was getting along so after a medium turn and a couple of steep turns (first one not so good, second one acceptable but not perfect) I was approaching Kihikihi and called the tower for a clearance to return. It was still quite hazy and, quite usual for Hamilton, the airport was difficult to see.
GOTTA LOVE THAT WAIKATO HAZE!!!!
Cleared on a South arrival, listening to the radio chatter it was no real surprise that I was told to hold at Mystery Creek. After only one orbit I was allowed to descend onto a left hand downwind and extend for a two mile final as a Dash-8 was about to take off. I followed a C-172 in and my approach was acceptable but I ended up a little off centre and my landing was a bit bumpy (I like to get it right, though, and I'm probably being a bit hard on myself!).
That was that, then - 1.2 hours in the book. Made a booking next week for some low flying with CFI, Roger. Haven't done that since the licence test nearly two years ago - should be fun!!
03 August 2009
ANOTHER SUNDAY MORNING.....
Well, yes, another Sunday morning and what better time to go flying. I had been asked by a work colleague month or so back to take her 13-year old son (mad keen on aeroplanes) up for a flight. We had made a booking during the last school holidays but the good old Waikato fog turning to rain later in the day had put paid to that - don't you just love Winter??!! So we rebooked for 2nd August.
Well, Sunday, 2nd August dawned clear with little wind but there was plenty of evidence of overnight rain around (like a wet runway when I checked the ATIS on the ifis website) and the forecast was for westerly winds by lunchtime and heavy showers of rain late afternoon. We were going up at 1100, though, and all was still acceptable - cloud base 4000' and good visibility - at 1030 so it looked promising. So we met up at Waikato Aero Club at 1045, myself, work colleague, Andrea, her son, Chris and her mum, Rosemarie, who was also keen to "go up".
The usual preflight of Archer III "WIT", a refuel so we had plenty of gas for which I reckoned would be about an hour in the air, a briefing to the passengers, and off we went. Wind was still variable at 3 knots and after the usual calls we were cleared onto runway 36 with a right turn after departure to head up Scotsman Valley, over Morrinsville and off to have a look at the Kaimais at Te Aroha.
There was a little cloud around at our cruising height of 2500' but nothing to be concerned about. We then tracked on a northerly heading just west of the range to the Waihi Gap and then turned to the west, tracking towards Huntly. I was having fun with the autopilot which is easy to use on WIT and playing with the new "EFIS" which is great but having been up a few weeks ago when it was playing up a bit I've learnt to check it with the map, compass and local knowledge.
It was pretty obvious that the weather had taken a turn for the worse while we had been heading North. There were patchy showers around and to the East of Huntly and I needed to descend to 2000' to avoid an area of cloud between the showers. Once past that it was actually sunny over Huntly and I climbed back to 2500' while turning South to head for home.
The two ladies in the back and the lad in the right hand seat all seemed to be enjoying themselves and conditions had been pretty smooth so far. We had caught a few bumps under the cloud but it was only light and over in a few minutes. I got the ATIS from hamilton and noted significant changes. QNH had started to drop and there was now wind 270º at 8 knots. There was also patchy dark grey cloud around and we flew though a fairly sharp shower just South of Ngaruawahia after I had been cleared for a North Arrival.
We were instructed to hold at Rukuhia (everyone coming home with the weather worsening, perhaps?) and about halfway through the orbit I heard the duty runway change to 18. This was where it got a little interesting. With the westerly now about 10 knots we had drifted close to the circuit and when cleared to approach we were at the start of a right base, still at 1700' as I hadn't yet been cleared to descend to circuit height (I had asked!). Almost straight away I was cleared to land. I responded "Cleared to land, WIT" (and thought, "Yeah, right, I've only just started my descent and even gliding with some flap I'm going to be a bit high and certainly too fast"). So, once established on a short final I called a go around. Well, it gave me a chance to assess the crosswind which looked about 8-10 knots and a bit gusty. I warned the folks that it wasn't likely to be a smooth landing, and joined a left-hand circuit as instructed following a CTC C-172.
Downwind checks and a radio call and number two behind the Cessna. All went well, choosing only 25º flap because of the crosswind and was just into the flare when there was a bit of a gust. I ended up "floating" for a few metres but got it straight and upwind wheel down first for only a slightly bumpy landing, and not too far from the centre line. Not perfect but not bad and passenger comments were, "That wasn't too bad" and "That was better than I'd expected" so I was quite pleased, all in all.
We taxied back and young Christopher picked up some brochures about learning to fly. Great, another new recruit for Waikato Aero Club, perhaps. I'm glad I didn't put him off!!
Note to self: must keep current on crosswind landings - got the old BFR in a few months.
Well, Sunday, 2nd August dawned clear with little wind but there was plenty of evidence of overnight rain around (like a wet runway when I checked the ATIS on the ifis website) and the forecast was for westerly winds by lunchtime and heavy showers of rain late afternoon. We were going up at 1100, though, and all was still acceptable - cloud base 4000' and good visibility - at 1030 so it looked promising. So we met up at Waikato Aero Club at 1045, myself, work colleague, Andrea, her son, Chris and her mum, Rosemarie, who was also keen to "go up".
The usual preflight of Archer III "WIT", a refuel so we had plenty of gas for which I reckoned would be about an hour in the air, a briefing to the passengers, and off we went. Wind was still variable at 3 knots and after the usual calls we were cleared onto runway 36 with a right turn after departure to head up Scotsman Valley, over Morrinsville and off to have a look at the Kaimais at Te Aroha.
There was a little cloud around at our cruising height of 2500' but nothing to be concerned about. We then tracked on a northerly heading just west of the range to the Waihi Gap and then turned to the west, tracking towards Huntly. I was having fun with the autopilot which is easy to use on WIT and playing with the new "EFIS" which is great but having been up a few weeks ago when it was playing up a bit I've learnt to check it with the map, compass and local knowledge.
It was pretty obvious that the weather had taken a turn for the worse while we had been heading North. There were patchy showers around and to the East of Huntly and I needed to descend to 2000' to avoid an area of cloud between the showers. Once past that it was actually sunny over Huntly and I climbed back to 2500' while turning South to head for home.
The two ladies in the back and the lad in the right hand seat all seemed to be enjoying themselves and conditions had been pretty smooth so far. We had caught a few bumps under the cloud but it was only light and over in a few minutes. I got the ATIS from hamilton and noted significant changes. QNH had started to drop and there was now wind 270º at 8 knots. There was also patchy dark grey cloud around and we flew though a fairly sharp shower just South of Ngaruawahia after I had been cleared for a North Arrival.
We were instructed to hold at Rukuhia (everyone coming home with the weather worsening, perhaps?) and about halfway through the orbit I heard the duty runway change to 18. This was where it got a little interesting. With the westerly now about 10 knots we had drifted close to the circuit and when cleared to approach we were at the start of a right base, still at 1700' as I hadn't yet been cleared to descend to circuit height (I had asked!). Almost straight away I was cleared to land. I responded "Cleared to land, WIT" (and thought, "Yeah, right, I've only just started my descent and even gliding with some flap I'm going to be a bit high and certainly too fast"). So, once established on a short final I called a go around. Well, it gave me a chance to assess the crosswind which looked about 8-10 knots and a bit gusty. I warned the folks that it wasn't likely to be a smooth landing, and joined a left-hand circuit as instructed following a CTC C-172.
Downwind checks and a radio call and number two behind the Cessna. All went well, choosing only 25º flap because of the crosswind and was just into the flare when there was a bit of a gust. I ended up "floating" for a few metres but got it straight and upwind wheel down first for only a slightly bumpy landing, and not too far from the centre line. Not perfect but not bad and passenger comments were, "That wasn't too bad" and "That was better than I'd expected" so I was quite pleased, all in all.
We taxied back and young Christopher picked up some brochures about learning to fly. Great, another new recruit for Waikato Aero Club, perhaps. I'm glad I didn't put him off!!
Note to self: must keep current on crosswind landings - got the old BFR in a few months.
30 July 2009
HOW IT ALL BEGAN..... and... FLYING INTO A RAINBOW
Having had much enjoyment (and gained quite a few useful tips) from other bloggers from NZ who fly I thought I should join in. So, to start with, how did I get started on this recreational flying caper.......
Rewind 4 years and a bit to December 2004 and my 50th birthday. My lovely wife gave me an envelope and inside was a voucher for a trial flying lesson at the Waikato Aero Club. Wow!! Fantastic!!! Thank you, love!!!!! She has always known about my fascination with aircraft and wanting to fly but I had never got around to it due to a combination of work, finances, family; you know the story....
So a phone call - and nearly three weeks - later off I went to the club for my first flight. I went up with instructor Paul in C-152 EJZ for half an hour of true enjoyment. I was allowed to play with the controls a bit and it was all over far too soon. I had to admit it - I was hooked straight away.
There then followed a year and a bit of rather intermittent lessons (work, weather, "broken" planes, sick instructors,) before I went solo for the first time in February 2006. Even after that progress was pretty slow and it wasn't until I gave up one of my jobs and started working part-time that I was able to devote enough time and energy to getting my PPL. It was in November 2007 that I finally presented myself for the PPL flight test. In spite of messing up one steep turn (at altitude - I did them fine when low-flying), the examiner turned to me after I had shut down at the end of the test, offered his hand to shake, and said, "Congratulations". BIG sigh of relief from me and a little while later I got the laminated bit of card from the CAA so I could believe it wasn't all a dream! But, of course, that was only the beginning of the fun....
Fast forward to today. Red sky in the morning - pilot's warning! The early morning sun was peeking through some ugly looking clouds and I reckoned it was 50:50 that I would be able to get up today. A check of ifis showed broken cloud at 4000' but rain for lunchtime. By the time I got to the Club at 0950 the weather was definitely not looking good so I thought it best to confine myself to a few circuits in Alpha/Robin "WKF". I hadn't flown a Robin by day for some time (but very current at night having got a night rating a few weeks ago) so it was about time I did. The weather was closing in and there were only a couple of CTC's twinstars in the circuit so it was no bother getting a clearance. Nice first circuit - a bit wide to stay behind a 172 who obligingly left the crcuit on the downwind leg and a reasonably pretty landing - happy me. By the third circuit the windscreen was spattered by rain and I took off after a touch and go towards a bright and full rainbow towards the South - beautiful, but no camera with me to record it - dammit!. A good look around told me that I would be getting quite we very soon so I made circuit number four the last and did a respectable glide approach for a full stop. Just made it to the club house before a moderate shower came across and barely got wet at all. Not bad, I thought, another 0.7 P in C time for the logbook. Hope the weather is better at the weekend (got the "new" Archer III booked on Sunday).
Rewind 4 years and a bit to December 2004 and my 50th birthday. My lovely wife gave me an envelope and inside was a voucher for a trial flying lesson at the Waikato Aero Club. Wow!! Fantastic!!! Thank you, love!!!!! She has always known about my fascination with aircraft and wanting to fly but I had never got around to it due to a combination of work, finances, family; you know the story....
So a phone call - and nearly three weeks - later off I went to the club for my first flight. I went up with instructor Paul in C-152 EJZ for half an hour of true enjoyment. I was allowed to play with the controls a bit and it was all over far too soon. I had to admit it - I was hooked straight away.
There then followed a year and a bit of rather intermittent lessons (work, weather, "broken" planes, sick instructors,) before I went solo for the first time in February 2006. Even after that progress was pretty slow and it wasn't until I gave up one of my jobs and started working part-time that I was able to devote enough time and energy to getting my PPL. It was in November 2007 that I finally presented myself for the PPL flight test. In spite of messing up one steep turn (at altitude - I did them fine when low-flying), the examiner turned to me after I had shut down at the end of the test, offered his hand to shake, and said, "Congratulations". BIG sigh of relief from me and a little while later I got the laminated bit of card from the CAA so I could believe it wasn't all a dream! But, of course, that was only the beginning of the fun....
Fast forward to today. Red sky in the morning - pilot's warning! The early morning sun was peeking through some ugly looking clouds and I reckoned it was 50:50 that I would be able to get up today. A check of ifis showed broken cloud at 4000' but rain for lunchtime. By the time I got to the Club at 0950 the weather was definitely not looking good so I thought it best to confine myself to a few circuits in Alpha/Robin "WKF". I hadn't flown a Robin by day for some time (but very current at night having got a night rating a few weeks ago) so it was about time I did. The weather was closing in and there were only a couple of CTC's twinstars in the circuit so it was no bother getting a clearance. Nice first circuit - a bit wide to stay behind a 172 who obligingly left the crcuit on the downwind leg and a reasonably pretty landing - happy me. By the third circuit the windscreen was spattered by rain and I took off after a touch and go towards a bright and full rainbow towards the South - beautiful, but no camera with me to record it - dammit!. A good look around told me that I would be getting quite we very soon so I made circuit number four the last and did a respectable glide approach for a full stop. Just made it to the club house before a moderate shower came across and barely got wet at all. Not bad, I thought, another 0.7 P in C time for the logbook. Hope the weather is better at the weekend (got the "new" Archer III booked on Sunday).
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