FOG, HAZE AND THE "MILLENIUM FALCON"

I always used to say "It's not a real winter unless you have to dig your car out of the snow to go to work".  Well, that was true when I lived in the North of England before emigrating to NZ but now living in the Waikato I reckon it is a real winter when Hamilton Airport is closed all day by fog!!

That was almost true today.  I awoke at my usual 7ish and looked out of the window.  Yuk!!  Pea-soup fog with about 200 metres visibility if that!  Never mind, I thought, it will probably clear by mid-morning like it had the past couple of days and I should be able to go flying.  Well, it didn't clear much at all for most of the morning and a watery sun was just about seen by 1230 and the fog had been replaced by overcast at a few thousand feet, generalised haze and patchy mist.  I had phoned the club a few times to check the weather but decided to drive out and see what it was really like for myself.
It was very hazy still but visibility was adequate for circuits so I was good to go.  I had originally planned a cross-country but that idea disappeared once I saw the morning fog.  I had originally booked WAM, the club's newer 172 but as that had a recent engine rebuild and was running in I had been switched to JGP, the older 172 which I had not flown for some while.  That was OK, having got current on 172s again recenly in WAM it was about time to go up in JGP.
One of the other Waikato Aero Club bloggers has dubbed JGP the "Millenium Falcon" of the WAC fleet.  For those who are not familiar with Star Wars, "Millenium Falcon" is Han Solo (Harrison Ford)'s spaceship which is old and a bit battered but goes like the clappers.  JGP may be 20-odd years older than WAM but has the same 180hp engine, is carburetor aspirated and carries less additional equipment so has significantly better performance. 
And don't it just!! - especially with just me and only 90 litres of fuel.  On my first climb out JGP was going up at 1000fpm (feet per minute) at 100 knots.  Whee!!  I noticed one or two changes as well.  The radios have been upgraded and there is now a GPS - nice one.  I did seven circuits including a glide approach and a flapless all of which went well (one landing was a bit bumpy but acceptable).  It was approaching 1500 (3pm - I think in 24 hour clock but happy to translate for those that don't!!) and the horizon to the North was disappearing in the haze as the front approached as predicted.  Rain tonight and tomorrow, folks and time for me to stop.
A good afternoon's flying and happy to fly both the club 172s now.  Just have to watch that currency factor.  Hoping for a night flight in WAM next week.

NIGHT RATING RESURRECTION

MONDAY 10th MAY

With the weather getting cooler, although still very mild and up to 21C during the day this past week, the clocks have gone back, the evenings are drawing in and time to get up for a bit of night flying.  I hadn't done any night flying for eight months so thought it about time to "resurrect" the old night rating.

I had booked one of the club's Robins (or Alphas if you prefer) with instructor Loreen for, hopefully, a few dual circuits and then some solo to get me current again.  Loreen asked me about currency (by day) on the Robin and I had to confess I was out having not flown one for quite a while.  However, I do have more hours on them than any other type and reckoned it should not be a problem.

So it turned out.  The preflight and taxi out were no problem and we lined up on 36R for takeoff.  There were two others in the circuit but one was coming to land and the other heading out over the city and we had the circuit to ourselves for a while.  The first takeoff wasn't so good.  There was a 5Kt or so crosswind from the East which I didn't allow for and we ended up rather off the centreline on the climbout.  Never mind, concentrate on the instruments, lookout, upwind checks and onto crosswind leg, downwind, call the tower and set up for the approach. This went really well, height and speeds good and it was a near perfect night landing, holding off just right with the lights and closing the throttle as the wheels touched.  I was impressed - not sure about Loreen but she said it was OK.  I kept it pretty much dead on the centreline on upwind this time, so that was better.  Another touch and go, this time with the lights off and flapless which also went well.  I remebered to get my torch on straight away (I recommend a head torch as long as it is not too bright - saves fumbling for a hand held torch). On this circuit ATC went off watch so we were on unattended procedures.  Like a country airstrip, but with a 2000m+ sealed runway and lights!!

We had to extend downwind behind a landing Beech 1200 (twin turboprop) on the next circuit and Loreen said make this a full stop.  "Pop" went the light bulb in my brain - OK to go on my own - then Loreen added the rider, if this landing is OK!  

It was, we taxied back to the club where Loreen hopped out to take the next person up and I was on my own.  As I lined up for the first solo circuit I heard a helicopter over City call in that he was joining the circuit.  I saw his lights and he was at least five miles away so I made a call and took off into the circuit.  As I was doing the downwind checks I heard the chopper call he was joining "behind the fixed-wing" (as if I was a lower form of life, almost - cheek!!!).  

Well I landed and went again OK and the chopper did a stop and go and started a right hand circuit.  This time he went for an autorotation (at night - not me, thanks) behind me just as I was doing my next touch and go.  I made this third solo circuit the last as it was kind of late and called as I turned base that I "have rotary-wing traffic in sight".  Slightly bumpy final landing - not as smooth as the other five, but acceptable and I was a very happy pilot.  Loreen was on her way out with her next "student" and called goodnight to me which I called back with a thank you.

A good night and the rating current again.  Next step - get checked out in a 172 at night.  Almost went up on the Thursday but the aircraft was in maintenance - shucks.  Next week maybe....

ANOTHER EXPENSIVE COFFEE!!

Thought it was about time I posted again having not written anything for nearly a month.  The weather has not been terribly kind to me on the days I have had an aircraft booked.

Three weeks ago I took my youngest daughter up for a flight.  I had intended to go to Pauanui Beach but there was cloud all around Hamilton at 2000-2500' so it was a quick local flight and a few circuits around 25 as there was a 12Kt+ crosswind on 18.  Daughter took some video which I will put on youtube when I have tidied it up.

Two weeks ago I went up with instructor, Loreen in Cessna 172, WAM to get me current again.  We did three acceptable circuits (again from 25) and then she let me "off the leash" and I did 4 more solo.  So, current on 172s again :))

A week ago Hamilton was pretty much fogged in until lunchtime so a Thursday morning flight was out and I was too busy in the afternoon to rebook.  Still, at least I got the lovely missus her birthday present so not a wasted day!

Which brings us to today......  THURSDAY 6TH MAY

Just to let us all know that Winter is on its way it was a chilly 2C overnight but a lovely clear, sunny morning followed so it was all good to go flying.  I had decided to take the Arrow on a short cross country to Tauranga.
It was calm with variable 2-3kt winds at both Hamilton and Tauranga and only 5-10 knots at 3000 feet so no worries with the weather at all.  It took me a good half hour to file a flight plan, drag DQV out, preflight and fill up with Avgas and put a bit of oil in but eventually I was on my way.
At line-up I was cleared on track to Tauranga, 2500' or below, so a climbing left turn off runway 18 and set course for my destination.  What a stunning day!  Just a few clouds around and only a few bumps as I crossed the Kaimais.  I called up the tower at Tauranga and was cleared to track to the hospital and report there.  Runway 07 was active so it should be an easy approach on to a right base direct from the hospital.  I descended down to 1500 feet and DQV became a rocket ship.  With cruise power and pitch a fairly gentle 500ft/min descent took me up to 160 knots - just brushing the yellow caution arc so I throttled back a wee bit to ensure I was at a safe speed.
I reported at the hospital at 1500' and was cleared right base for 07 as expected.  Throttle back and as soon as the airspeed touched 120 knots I lowered the wheels which helped to bring the speed down a bit more and after the downwind checks, a bit of flap and a turn onto final I was about right to land on the grass.  Only problem, there was a Cessna lining up and a Beech backtracking on the seal.  Ho hum, a late clearance, I guessed.   The Cessna didn't hang about and, at about 250' up I was cleared to land.
I had the speed and approach profile about right to land just beyond the threshold but the thought about the sealed taxiway which crossed just ahead of my landing spot.  I didn't want to bounce off that so I held off for a bit longer with a bit of throttle on and, thanks to a bit of ground effect, crossed the seal and touched down smoothly on the grass.  Not at all bad, I thought and taxied off to park by the aeroclub.
I walked round to the Pilot shop where I bought Ross Ewing's "Catalina Dreaming" and then over to the Avgas cafe at the museum for a coffee before returning uneventfully back to Hamilton.  Thanks to the very high pressure (1031-1033 HPas), lowish temperature and low humidity, the aircraft performance was good and only 0.8 hrs on the Hobbs at the end - 24 minutes each way.  Good old DQV, definitely not a sluggard!!  A good morning's flying - just hope this weather continues....