CHALLENGING CONDITIONS

Well, challenging for me, at least!!

I turned up to the club at the appointed time of 1000 fully expecting to have a cup of tea and a yarn as conditions looked somewhat marginal to say the least (low cloud surrounding the airport and showers around).  I had the Arrow, DQV, booked for a dual "currency catch-up" with Roger, our CFI as I had not flown the retractable for about 8 months.
Roger had a look outside and pronounced it flyable for some circuits and sent me off to preflight DQV in the hangar as it was actively raining (only a light shower at this stage). Roger duly arrived and we pulled the plane half out of the hangar only just onto the grass, started up and taxied off around two planes parked nearby making a beeline for the nearest concrete taxiway without delay.  The grass was very boggy after further rain and significantly more cut up than last week.
Once on "terra firma", I switched on the radios, got the ATIS (one good thing - no wind to speak of), and was cleared into the circuit off 18.  Now, I will start with the best thing of the whole flight - Roger made no comments about any of my landings.  The only comment was by me that I was a bit off the centreline on my first touch and go to which Roger merely said I would be OK next time.  We did five circuits in all and I remembered gear up and down, power and pitch at the appropriate times.
There were a couple of negatives, though.  We were given a right hand circuit second time around which put us into the moderate shower which was parked to the North and West of the field (also flew into it at the end of downwind on some of the left-handers).  I found myself concentrating on keeping the runway in view that I forgot about the trim change after gear down and slowly drifted down to 800' indicated by the time I turned base.  Remember to fly the aeroplane first was Roger's comment.  I also got a bit high on one approach and a little low on another but had them all sorted out in time to make good touchdowns.
Good fun.  It was not a day I would have been happy about going up alone but as always with Roger it was great value and good for me to fly in "challenging" conditions and to feel current again on a retractable, constant-speed prop type.  Thanks, Rog.   

SURFACE CONDITION

One look at the photo below tells all.

After the deluge!

TZF - an Alpha 2160 which the club is using at present - possibly because the others are all up for their 2000 hour overhauls - or is this a new club plane? (Still registered to Alpha Aviation)

After about 72 hours of near continuous rain here in the Waikato, this morning dawned bright and clear and should be good to fly.  I had WAM booked for a quick flit over to Tauranga for an expensive coffee.  The ATIS for Hamilton was variable 2 knot wind and sky clear, Tauranga, 7 knots from the South (but from the metservice forecast would be tending more westerly as the morning progressed), sky clear and all grass runways closed (surprise, surprise!!)

What a stunner!!  Well, you can see that from the photos.  There were still a few clouds around the Kaimais at around 2000-2500' but nothing to worry about.  It was fairly quiet around Hamilton and I got a clearance on track Tauranga 2500' or below straight away and once clear of the zone and the 2500'LL controlled space climbed up to 3500', put the autopilot on and sat back to admire the view.

There wasn't too much time to relax, though as it was soon time to get the Tauranga ATIS (wind now 230º at 9 knots, so metservice were right) and I called the tower at the ridge 2 miles south of "Tunnel" reporting point.  Cleared straight to the hospital 2500' or below and once approaching the hospital to join left hand downwind for seal 25.  Once on final I could see that there was a light crosswind, probably about 4 knots so I was crabbing very slightly.  The landing wasn't bad, upwind wheel down first but the flare was a tad late and it felt like the downwind main and nosewheel touched pretty much together so not as nice as I would have liked.

Clouds over the Kaimai ridge - Wairere Falls bottom left

Looking the other way - Mount Te Aroha (952m/3123ft) top left

Then it was off to the Avgas cafe for a brunch of creamy mushrooms and a flat white which went down very nicely, thank you.  Then, with stuff to do at home this afternoon it was time to wing it back to Hamilton.  If anything, the view was better on the way back with a higher sun and a few more clouds on the hills to make it interesting.   The landing back in Hamilton was as perfect as I could wish for.  Light wind, variable 2Kt still on the ATIS, pretty much straight down the  18R runway (you could see the variability as the most northerly windsock was pointing about 30º to the West, the middle one abeam 18R threshold pointing directly North and when I looked after landing the sock at the Southern end was facing directly East!) and so it was full flap and about 65kt over the threshold closing the throttle and rolling the mains dead centre on the narrow seal just beyond the thrashold and I could have stopped in less than half the length of the strip.  Very pleased - wish I could do that every time!!

There is always something, though.  When cleared into the Hamilton zone I was intructed to change frequencies and didn't (well, I thought I had as my finger moved towards the right button on the radio so maybe I didn't press it hard enough or could have accidentally given it a double tap and switched back).  No visual check until I was approaching Matangi and realised I was still on 122.9.  The tower had tried to call me a couple of times and when I did eventually report on 128.6 but were not too annoyed and accepted my apology.  I was very annoyed with myself as this was a glitch that spoiled an otherwise wonderful flight.

That was the third flight in 10 days so June is turning out to be a good month for flying.  Did a few circuits and a short local last Tuesday in WIT and had another go in the Super Cub at Tauranga the Sunday before that (again, a clear day after about 36 hours rain).

GET CURRENT-ITIS

Well, you've heard of get-there-itis and get-home-itis which can get pilots into trouble or even killed, today for me it was a new "-itis", the getting current type.

I had booked an hour in Archer, WIT, with the intention of doing as many circuits (minimum three) as I felt I needed to feel "current" again.  I had not flown a Cherokee since my flight to Taupo two months ago.

The weather looked OK-ish early on.  The ATIS at 2103 UTC (0903 local) was duty runway 36R - damp, surface wind 360º at 7, visibility 30km, cloud - few at 1200, broken at 3000', temp 14/ dew point 14, QNH 1014 (or 29.94"Hg if you prefer - do any countries other than the USA use that unit any more?) and 2000' wind 320º at 12.  Looking out as I drove to the airport it was pretty obvious some heavy looking showers and low cloud was out to the West and South but over the immediate area of the field that ATIS was about right.

Towards the end of preflight there was just a few spits of rain in the air as a prelude to the main "event".  Everything went fine to begin with - routine engine run-up, pre take-off checks and I took off from 36R without delay and into a left-hand circuit.  That weather was looking a little closer but still clear of the circuit - for now.  My downwind radio call was made fairly late due to radio traffic and was told to make a short approach for 36L.  I was quite close, too, so a glide approach was made with about 45º of bank to get me onto a short final.  I came in a touch fast and did a little skip (rather than a proper bounce) on touching down, throttle forward, flaps to 10 and off again, keeping nice and straight.  Not bad, but not what I would call "current", I thought.  "Climb to circuit height before turning crosswind; right hand circuit", instructed the tower which, looking over to the West seemed sensible - the downwind leg of the left hand pattern was looking a bit dark by now.

Second circuit I had to orbit for separation and the approach was all good with a good touch-and-go and back on a right hand pattern.  The Robin ahead of me had called for a full stop but I still thought it would be OK to do that third circuit to feel properly current.  How wrong I was.

By the time I got to late downwind the weather to the South was deteriorating rapidly.  I was number three behind a Katana which I couldn't see at all through the rain squall which was about 1-1.5 miles South and a bit East of the 36R threshold, so, having got all ready to turn base, I called the tower for his position and was told he was well clear and could turn base when ready.  I turned straight away and within a few seconds the rain hit and visibility became near zero.  Well, considerably less than 500 metres, I reckoned, as I couldn't see the ground or Mystery Creek (which is just below late downwind on that circuit and usually on the right wingtip when turning base).  OK - inadvertently in IMC, so onto the instruments.  I am on base now, 270ºM on the DI, 75 knots with first stage flap, descending around 500fpm and about 900' indicated (700' agl) - about where I should be.  A quick look to the right told me I couldn't see anything of the runways, PAPI lights and could only just make out the white of the terminal and other airport buildings.

I decided to make a rate 1 turn to the right (the Katana was down and there was no-one behind me) reckoning my speed and the Northerly wind would help me clear the rainstorm while on final.  If I still couldn't get a visual the next step would be to call the tower for a position fix.  Once the DI showed 360º I looked out and could now, just, see the airport and it was clear my turn had been too gentle and I was lined up between 36L and the tower.  Well, at least I could see the PAPI lights now between 36L & R so I turned right and then left to line up for runway 36R which was now coming into view.  I landed quite nicely on the now wet runway stopping with minimal braking and taxied back to the club.

Well, that was interesting, I thought.  Having thought about it a bit more in the hours since I am quite pleased with how I coped.  All that PPL training and the night flying over the past few winters paid off as I was able to transition to the instruments quite happily and fly out of trouble (I knew it was clearer over the airport itself).  The only thing I didn't do was have a good look at the GPS which would have guided my turn onto final better.  However, I guess it was good to keep the turn rate 1 to avoid the possibility of disorientation and I knew there was no traffic near me.  Or, bottom line, maybe I should have taken a hint from the Robin and landed on the second circuit!

Oh well, at least I both feel and am current on the Archer and I've got WIT again next week for a couple of hours.  Fingers crossed, as always, for the weather.

JUMPING THROUGH THE HOOPS

What does this title mean?  The MEDICAL of course.

My last medical expired 26 May and I had an appointment on 16 May to have it here in Hamilton.  As there is no local AMA (Air Medical Assessor), I go to an Occupational Medicine practitioner who is a DME (Designated Medical Examiner), who then sends my results up to Auckland to an AMA to "rubber stamp it.  Don't you just LOVE the bureaucracy!!!  Actually, having to deal with ACC occasionally as part of my work the CAA are pussy cats by comparison!

So, off for the medical, present myself, off down the road to the medical centre about 100 metres away for an ECG, hang around for another 45 minutes as, "He's running late", pee into a pot, have my distance vision checked with and without my specs, and then in to see the doc (probably less intimidating than average for me as I am a medic myself but still a bit nerve-wracking as I love my flying and not ready to give it up yet!).  

Then, an hour later, blood pressure acceptable, ECG fine (no change - I have a minor conduction delay which is considered a "normal variant", i.e.:- nothing to worry about), and no other issues (my eyesight in the right eye has deteriorated slightly in the past two years but vision with glasses unchanged - should be as my prescription has not changed for 4 years).  So, just over 400 dollars later (doctor's fee, ECG, cardiologist sign-off on the ECG, AMA's fee) my results are on their way up North and the waiting game begins.

And quite a waiting game.... 17 days later, I check up that everything has been sent, etc. (because by now, I am a week over and not legal to fly) and, yes, they say, they will check it and give me a call.

Of course, I don't get any call, but, when I arrive home from work the very next day there is a letter from Auckland with my new medical certificate and I am all good to go for another two years (as long as I have my BP monitored by my GP and have an ECG next year).  HOORAY!!!!  Fingers crossed for the weather now.

Sorry this isn't an active flying post but it is relevant to General Aviation.   Any comments on any blog readers medical experiences welcome.  Personally, I think it is money well spent if you are addicted to flying as much as I am - there are worse vices, I reckon.

STUNNING MORNING!

Sunday 22nd May

What an absolutely wonderful late autumn day for flying.  Having been back from the UK for two weeks now, I was well over the jet-lag and "fit to fly".  And, after all the rotten weather of the past week, the sky was clear, light southerly (about 3-4 knots cross wind on 25) and the Super Cub (ZK-TOW)was all ready for me to preflight when I arrived at 0930.  Instructor Pete had two flights in the Stearman first so I hung around the museum for a while and watched the Yak and Stearman come and go.  I also met up with the former owners of TOW, who have the hanger next door and had a bit of a chat.

Pete returned and we got in - a bit of a squeeze for Pete in the rear seat - not too bad for smaller me in the front and off we went.  The taxi out was OK, keeping straight with rudder and trying to anticipate the turns and the weather-cocking into the wind, together with managing the heel brakes on the Cub just inboard of the rudder pedals. (You really need those brakes to steer while taxiing!)

My take off roll was pretty fair, managing to keep it straight, but shortly after lift off I drifted a bit to the left, into the wind and Pete picked me up on that.  Otherwise, it was OK, turning right at 1000' to track along the southern edge of the harbour over Omokoroa and out to Katikati.  On the way there, Pete took control and did a couple of turns (looking at the log sheet, the cub hadn't flown for a couple of weeks so maybe checking all was well) and then handed over to me asking for a few turns left and right as we made our way West.  I wonder what anyone watching from the ground thought seeing this little plane turning 90º one way, then back 180º, then 360º, etc.  Once over Katikati, Pete got me to do some steep turns.  Not bad, the left turns were better than right but would have been OK for a PPL test, I thought.

Then it was back to the field with a clearance to join right hand downwind (non-traffic side) for grass 25, number one.  This approach was good, no flaps (same for all approaches today), 75 mph on base, slowing down to 65 on final, too high, close throttle a bit, keep the nose down, 60 over the threshold, hold off, stick coming back, letting it settle, throttle closed and, Hey!!, not a bad 3-pointer.  Keep straight with rudder, then throttle up, stick forward, hold attitude and off she flies again.

Next touch and go was not so good.  I was a bit high on base and closed the throttle too much ending up low and slow on short final.  More gas and not a bad touch down but I used a somewhat enthusiastic jab of right rudder and only just got it back under control with a bit of help.  (Note to self: although you can't be lazy with the legs the Cub needs a subtler pair of feet on the rudders than the Stearman).

So, a final circuit, pretty fair approach on height and speed but I closed the throttle a tad early and bounced a bit on touch down.  Kept it straight on roll out, though, and then Pete hinted I should get some brake on and get off the runway without too much delay.  

1.0 hours in the logbook and a thoroughly enjoyable flight.  I am starting to feel more confident with the taildragger and looking forward to the next flight.  Thanks, Pete, great fun!  Have booked again in 3 weeks - can't wait!!!

Cub in the low morning sun

ROUND AND ROUND IN RECTANGLES

Well, after a frustrating couple of weeks - the weather over in Tauranga was TERRIBLE two weekends ago when I was there to go up in the Cub and last week's competition practice was canned because JGP was "stuck" in Napier - I got up this afternoon for a few circuits in WAM (C-172R).  Ideal weather, too, variable 3-5Kt wind, dry and no cloud to worry about.

I did six circuits and all went pretty well.  Three normal, one glide, one flapless and a go-around. I scored myself 90-95%; I drifted up to close to 1300 feet on a couple of downwinds (Hamilton circuit height is 1200') and the last landing was a touch hard.  I was trying for absolute precision and snapped the throttle shut to land on the right point so that's why it was a little hard - if it had been a genuine short-field it would have been a good landing - I had all but stopped in about 300 metres and had to throttle up to get to taxiway Echo which is the usual light aircraft entry for 18L.  So, all good fun and WAM behaved very well.  As I've said before I actually prefer WAM to JGP because, although JGP is the better performer, WAM feels steadier and is far more docile in a go-around - yes, I know, Euan, if you are reading this, we could debate that infinitum.....

There was an interesting visitor at the Club today - NZ Warbird Harvard 1052 which was parked when I set off and went for a brief flight while I was up (and was the reason for my go-around as he was landing on 07 when I was short final for 18).  

This will be my last flight for a wee while as we are off to the UK for a few weeks - catch you next month.

So, a few photos from today to finish....

North American Harvard 2A, NZ1052 (ZK-MJN) on the WAC flight line

"52" closer up

A152 Aerobat ZK-NPL visiting from New Plymouth

Our own WKF just landed, son of a work colleague in left hand seat

 

TAUPO TRIP

Two cross countries in a week - not bad!  The lovely wifey told me the other day she was off out this afternoon with friends and suggested I could go for a fly.  Great!!  The only 172 or Archer available was FWS so I booked that and planned a flight to Taupo.

Now, I reckon there are crosswinds and CROSSWINDS!!!!  The lower case ones are at a constant angle and not gusty.  Such was the case at Taupo this afternoon.  The AWIB gave wind at 080º at 11 knots and listening to the calls from other traffic 17 was the "duty" runway.  11 knots of crosswind is about my maximum so I made an early decision to go around if conditions looked worse.  Well, the windsocks were at a constant angle and direction throughout and my landing was nowhere near perfect but not too shabby - I kept straight down the runway as I flared and the upwind wheel touched down first.  I stayed to take a few photos of planes and parachutists, had a cup of hot chocolate at the terminal and returned to Hamilton.

There was an upper-case-with-exclamation-marks crosswind at Hamilton (well, for me at least), i.e. variable in both strength and direction.  The ATIS gave 060º at 10 knots, maximum 20!  I asked for an approach for 07 but the tower said the current surface wind was more northerly, 050 at 8 and would advise later.  I was eventually cleared right base for 36L and on approach the windsocks were cavorting about somewhat (about 40º variability and 8 to 12 knots at least) and a not so pretty landing resulted.  I came in a bit "hot" and although I kicked straight OK I bounced a few times before coming to rest about 50 metres from the end of the strip.  I was beating myself up a bit about it after an otherwise excellent flight.  Enough said - time for some pictures...........

Heading South over the Waikato

Pitts S-1 ZK-RTP being checked over at Hamilton

Hughes 269C ZK-HXS hovering down runway 17 at Taupo

Tandem skydivers 1

Tandem skydivers 2

Cessna line up - nearest 172A, ZK-BPT registered to a Taupo aviation company

HAMILTON TO TAURANGA AND BACK

Signs that Winter is on its way - Low sun over the sea at 1030.  Waihi and the shadowy Martha Mine in the foreground, Mayor Island in the background

Saturday 19th March

I had prebooked this flight about a month ago when my work colleague, Gavin, asked me if I would take him and his 15 year old son, Mark, who is keen on flying, up for a flight.  Originally I had booked JGP as there was a club trip on but this was changed from all-day to an afternoon jaunt and more aircraft were available, so I changed my booking to WIT.  I thought they would be impressed with the fancy EFIS and other avionics on board (Gavin is a technology enthusiast like most in our profession) and would be more comfortable, too.

I had planned to fly up to Paeroa, then through the Waihi Gap, along the coast of Matakana Island with a landing for coffee at Tauranga before returning direct to Hamilton.  This was modified slightly on passenger request to have a view of the city on the way out so we did a city departure to the North-west turning East to track to Paeroa once North of Ngaruawahia.

The weather was good with only a few patches of fog remaining around the greater Hamilton area and none at the airport or on our intended track.  Wind was Southwesterly at about 3 knots.  We took off uneventfully but on turning downwind to track towards the city it was obvious there was a radio interference problem.  There was a disturbing amount of "white noise" and easy-listening music in the background.  After turning off some avionics (ADF, DME, autopilot) with no effect I turned my attention to our headsets.  As soon as Gavin unplugged his all returned to normal so poor Gavin had to make do with shouting and hand signals for the outward leg.  Inspection of the headset at Tauranga revealed bare wires between the earpieces, probably acting as antennae and picking up the music and other "rubbish".  We also discovered that the radio interference only occurred with the mic lead in so Gavin was able to hear OK on the way back.

We had stunning views over the Waikato and Hauraki plain on the way to Waihi and it stayed clear all the way to Tauranga.  No fog over Matakana Island today.  Gavin never appreciated how extensive the swamp between Tahuna and Paeroa was and now understands why no roads have been built over that area!!

I got the Tauranga ATIS at Waihi Beach.  I called the tower at Bowentown heads and was cleared on a Matakana arrival (seaward of coast, 1500', report approaching harbour mouth).  At the mouth I was instructed to join a "tight" right base for grass 25 - it was more a wide RH downwind and then a shortish approach as I was OK to track the harbour side of the Mount.  The wind was given as 220 at 8 knots so around a 4 knot crosswind but barely noticeable with a straight down the middle, smooth landing on the grass.

Good coffee at the Avgas Cafe as usual.  In the half-hour or so we were there the wind had got up to 220º, 10G18 (G = gusting) so crosswind t/off technique needed.  Our track back to Hamilton was pretty much directly into the wind - GS down to 104 knots (IAS 115 knots).  A bit bumpy over the ridge, not surprising given the gusty breeze and couldn't go higher than 2600' because of a cloud bank just the Tauranga side - once over the top the Waikato was clear.

Tauranga side of the Kaimai range

Approaching Hamilton we were initially cleared for a South arrival - started to track to Cambridge and was than cleared into Scott sector, 1700-2500', track to Matangi.  Hmm - looks like a left base for 18 coming.  Sure was, almost no wind here and another smooth landing, fairly much a precision one, 65KT over the threshold, touching down smoothly just past the displaced threshold marks and able to taxi off at the Echo taxiway (500 metres from the displaced threshold - pretty good WIT, still close to MAUW, and maybe I can take a bit of credit, too!)  Trouble was, there was a plane about to taxi to E1 who was told to hold short but didn't.  I had seen him and stopped.  The tower told me to backtrack along 18R and go via 25 to get to the club but there was no need as said plane turned off onto the grass to make way and was then hand-slapped by the tower as he had encroached on 18R in the process!  Never mind, no collision and all's well that ends well, I guess!!

Gavin summed up the flight in one word, "Stunning!".  Completely agree!!

NEW CAMERA

Yes, this is still a flying Blog!  I flew to Tauranga today via the Waihi Gap, taking a work colleague and his son with me.  I will post the details of that flight (it was great - "Stunning" was my friend's comment) on a later post.  It was a chance to try out the camera I recently bought, a Canon PowerShot SX30IS.  This is a super zoom "compact" (actually the size of a small SLR) with a 24-840!!!! zoom lens.  I was attracted by the zoom range and a number of favourable reviews and thought it would be a better travel companion than an SLR with a selection of lenses and would be more versatile than a true compact.  Early days yet, but I am quite impressed.  A selection of today's efforts is below:

Hamilton visitors and residents;

ZK-TMR: Grumman-American AA-5A Cheetah - registered to a Mount Maunganui address - our own Alpha, WCD in the background

ZK-DNG: Cessna 206 from Skydive Waikato, Matamata.  They were parachute dropping over Karapiro today.

DNG with a happy (?) band of "meatbombs" aboard taxis out.

ZK-FLO: Piper PA-28-140 also registered to a Mount address, and ZK-TSD: Piper PA-34 Seneca registered locally and usually parked here

At Tauranga;

ZK-FNB Another Seneca - Air Discovery's one - close to widest angle for this

ZK-MJD Titan T51 Mustang - registered locally.  840mm zoom from the opposite end of the runway (almost) and cropped to about 2/3 original area

MJD again - about 500mm zoom here - no crop.  I am quite impressed!

ZK-YAC Yak-52 one of the "classics" based at Tauranga

So, a bunch of snaps from today, hope you like them.  I will post about today's flight sometime later (within a couple of days, hopefully).

RETROSPECTIVE; THE DAY YOU NEVER FORGET.....

Over five years ago now, how time flies, but the flight leading to that little entry in red ink in my logbook is still as clear in my mind as yesterday and I guess it is for most pilots - the first solo.

Saturday 18th February 2006

I had been having a frustrating time for around three months trying to be consistent enough in the circuit for one of the club B-Cats to let me go around on my own.  A few weeks before I had flown a pretty decent set of circuits only to screw up a go-around, the instructor commenting that he couldn't let me go solo after that, dammit!!
So, I was up for a few more laps with Roger, our CFI, in C-152 aerobat, EJZ,and it was pretty busy in the circuit with CTC's Katanas buzzing around.  We did the full gamut of circuit work and things were OK, at least I didn't stuff up a go-around, in fact, I remember Roger saying, "Nothing wrong with that", or words to that effect.  We were landing parallel with a Katana which was drifting towards us and I was keeping my eyes on that, being very conscious that two planes had collided at Palmerston North recently.  Roger told that he was eyeballing the CTC guy and to just concentrate on flying and after our touch-and-go told me to make the next one a full stop.  Well, it was close to 1700 and time to pack it in I thought.
We touched down and Roger told me to taxi off the runway and stop once clear.  That done, he turned to me and said that it was all fine and I should now taxi up closer to the club where he would let himself out and get me to do, "A couple on my own".  Once I had picked my jaw up from my lap I stammered something like, "Do you think I am ready" to which Roger replied that he wouldn't let me go if he wasn't sure I would be OK.
And I was, OK, that is.  I did two circuits, the touch and go and final landing both fine, remembering the plane was a lot lighter now and didn't come down so quickly.  The tower called a "congratulations" to me which I actually missed as I was too quick on the button to reply to the taxi instruction - well, I was pretty excited!!

EJZ - pictured on 14th January 2005 - the day I took my first trial flight.  No longer at WAC but JGP in the background is still here in Hamilton

So pleased.  We were out to dinner as a family that evening as eldest daughter was off to University in Wellington the next day, the first to "flee the nest"; so we had something else to celebrate, too.

UP IN A CUB

Sunday 13th March

Over for an overnighter at Papamoa (lawns need doing once a fortnight at present but it's getting cooler) and off to Classic Flyers again.  I was expecting to go up in the Stearman but Pete had a surprise for me.  He was taking me up in the PA-18 Super Cub that Classic Flyers use.  He thought it would be easier on me than the Stearman and get me into the groove of tailwheel aircraft more easily.

The Cub is dressed up in US Army colours (didn't bring the camera but will do next time) and looks the part of an Army counter-insurgency or FAC type.  It was great fun to fly.  With the light all-up-weight of around 750Kg and the 150hp engine it performs pretty sprightly, taking off in about 200 metres at 45mph (ASI is mph not knots) with no flap and climbs at a good 500fpm at 65mph.  We initially asked and were given clearance to operate over Matakana Island but on the climb out I noticed there was low cloud and a bit of fog over the forested island (the Mount and the beach to the East was clear all the way to Maketu and beyond - could see Mount Edgecombe).  We asked the tower for a new clearance into the Papamoa sector, were given that, 2500' or below, and continued our climbing right hand turn over to main beach and headed just seaward of the coast until out of the control zone and then turned inland over some flat farmland where Pete got me to do a series of 360º turns - all acceptable - and then basic and power-&-flap stalls.  I lost height on the entry to the basic stall but recovered at the onset (preceded by a fair amount of buffet) without significant height loss.  I was very patient (find that hard!!) with the flap stall (takes ages and speed down to about 35mph before onset), maintained height better and recovered with no major height loss.

Well, I reckoned that was all pretty good, so after a clearance back in for circuits, we headed West seaward of the beach turning on a long final for 25 at the appropriate point.  This little bird lands real slow with full flap, about 60mph over the threshold and probably 50 or less on touchdown.  That was all fine and I kept straight while slowing down but then the bit of trouble started.  As I reached down to drop the lever to raise the flaps my hand dragged my headset lead over the bar and the dropping flap lever then tried to pull my headset off.  My head went down to the left and with it my rudder control.  We headed off to the right, Pete gave a "What's he up to" gasp from the back, took control, got us off the ground and handed back to me while I explained what had happened.  Two lessons here; i) make sure my headset lead is clipped securely, and ii) fly the airplane first and foremost - a taildragger should be considered to be flying until parked.

I flew the next circuit OK but Pete's next flight was due, so I called for a full stop, was given a short approach instruction which Pete talked me through and, with only a little help, I managed an acceptable touchdown and taxi off, so quite pleased with that. Action replay in two weeks, weather permitting. 

FINALLY - I THINK I AM STARTING TO GET IT...

Get what, you might ask - getting the hang of the Stearman is the answer......

Sunday 27th February

Absolutely stunning morning in the Tauranga area, no cloud to worry about and hardly a breath of wind.  I had booked an hour with instructor Pete in the Stearman and arrived at Classic Flyers at 0930 to see the Stearman already outside the hangar and being given the "once-over" by Pete.  He gave me a quick briefing; a few circuits then a bit of general flying was the plan.

So, after my preflight, we got in, the ground guy gave it "6 and 6" (that's six primer pumps and six blade turns of the prop for the first flight of the day), started up and we taxied out to the run-up area by the entry to Grass 25.  We had to wait a while with the engine at about 1200rpm until the oil temperature came up to 40ºC (took about 5 minutes) and then did our run up checks (1500rpm, carb heat cycle and mag check), pre takeoff and were cleared to line up and take off into the circuit.

The first take off went fairly well, pretty much straight on the centre line and holding 65 knots nose attitude all the way to leveling off at 1000' on downwind.  I set up for the approach acceptably and, with a bit of coaching from Pete got the plane down on the runway for the touch and go in a straight line and didn't deviate too much from that once on the ground.  Throttle forward, cough, cough, went the engine!!  Back on the throttle a tad then advance a little slower, much better, full throttle, keeping straight with rudder, stick back a touch and off she flies quite nicely.

The next climb out wasn't as good as the first speed control-wise and we were then called for a short approach early on downwind.  So Pete took control and set it up for a short final where he handed back to me.  Not as a good landing this, I thought, but no major dramas and off again for a third circuit.

By now the workload was beginning to tell a bit and I was somewhat all over the place on final, first too high, then a bit low but managed OK with a bit of coaxing. Pete asked for a departure along the beach to the East toward Maketu.  The climb out was not good at all - drifting off the runway heading and needed a nudge from the back seat to get me right. 

Once on the straight and level just seaward of the beach I was fine.  We tracked along to Maketu (about 12 miles from the airport), I did a pretty nice medium turn over the small cliffs there and back along the beach again. (Pete took control for a short while on the way out so I could get a couple of photos).  We were cleared to join final for 25 which was easy - along the beach until the right point to turn about 30º left onto the extended centre line and time to slow down after the turn.  I held a good nose attitude pretty much all the way down, holding off about right ("A little more stick back" from the rear) and landed OK remembering to get the rudders working more as we slowed down (less speed = less rudder authority).  Pete then dropped a big hint we should be vacating the runway by jabbing on the right rudder so I duly complied and taxied back to classic flyers.
Pete seemed quite pleased afterwards; I seem to be making progress.  Next step is to think about getting a decent helmet so when I "graduate" to the rear cockpit I don't have to duck my head out of the slipstream to hear the tower.  Cost of a suitable "lid"?: about an arm and a leg.......!

Finally, a few more photos:

Pete giving "03" its start of day check over

At the run-up area by grass 25 - all those bracing wires!!

Looking back having just left the circuit on downwind

Rear view!

A FEW CIRCUITS, A COUPLE MORE CIRCUITS, AND..... YET MORE CIRCUITS

Thursday 10 February

The weather looked good so phoned the club and booked UFS for a couple of hours in the afternoon. I duly arrived at the club to find UFS still wrapped up in its overnight jacket but WIT free and ready to go so took that instead. I did six circuits in two batches, all pretty good. My aim was to concentrate on flying accurate rectangles with good landings but ATC had other ideas! 

First circuit – right hand off 18L – on turning final for 18L could see a lot of taxiing traffic, was asked to switch to 18R (no problem as on more than a 1 mile final) but just before selecting full flap I was instructed to go around and make early left turn onto downwind which I duly did (started turning at the far threshold of 18R just as tower said “WIT, turn left now”). Apart from the odd shape the second circuit was all good with a touch and go and left hand again. I asked for a glide approach next but didn’t get it, so next circuit asked for 18L for a flapless but was asked to make a short approach, glide approved. OK, no problem, I closed the throttle did the usual engine failure checks turning towards the runway while trimming for best glide speed, 80Kt. Part way through the approach I was asked to make a full stop and cleared to land (no real surprise that as I had heard the Mount Cook Dash-8 call just before I started the approach). I just made the runway without “cheating” (i.e. using a bit of throttle) but was too late for any flap – nice smooth, but fast, flapless landing – taxi off and round to wait for a couple more circuits.

Last two circuits – first one a glide approach again – not quite as good and had to “cheat” a bit to make the runway proper.  If it had been real I would have been OK but short of the runway threshold, still on the seal but only just. Final circuit and my worst landing: I was high on short final having got a bit of “lift”, closed the throttle a bit and got more “sink” than anticipated and ended up flaring a tad too late and it felt as though all three wheels touched at once. Sorry, WIT.

Still, that wasn’t as bad as what happened to the Twin Star from CTC landing beside me on 18L. As I taxied off I heard him call to report a flat tyre (? burst on landing) and request a tow as unable to taxi.  Glad it wasn't me!!

Saturday 12th February

A weekend at Papamoa and up in the Stearman with instructor Pete again.  He had a busy schedule and we just had time for four circuits off 07 at Tauranga.  I seem to be getting my rudder legs a bit now as I thought I was significantly better than the last time.  It helped that the breeze was about 10 knots at 090 (ish - most of the time the windsock was pointing straight down the runway so no crosswind to cope with).  I tried to concentrate on accurate speeds (65Kt on climb out, 70 on approach), throttle settings, (full power, 2100rpm on take-off, back to 1900 in the climb and 1850 cruise), and circuit height (1000' indicated).

Height and circuit pattern were good, once Pete reminded me about the low reading altimeter in the front cockpit, but getting the climb attitude constant and the approach speed and height accurate was a bit of a struggle - on one circuit I was very high and Pet took over to sideslip and lose height.  

All good practice, though and my legs appear to be getting less "lazy"!!

Monday 14th, Valentine's Day - took the lovely wife for brunch at the Avgas cafe on our way back to Hamilton - showed her the Stearman (first time she'd seen it "in the flesh").  She didn't seem over excited, well, she's not an aviation nut like me, but the food and coffee were very good.

Stearman 03 in the sun

This is what you call an aero engine - a Pratt & Whitney R-2800 Double Wasp

The Avgas cafe - well worth a visit

MORE PRACTICE IN THE STEARMAN

Sunday 30th January 2011

A long weekend at the beach and a chance to go up in the Stearman again.  Instructor Pete put me back in the front seat for this flight after my little mishap the last time.  After Friday night's storm the weather was now fine but a bit breezy with a 230º, 15 knot wind on the surface and 20 knots at 1000'.  Not much of a cross wind then but any gusts could be interesting.
We got a clearance over to Matakana Island for a bit of handling practice.  My take-off wasn't too bad - fairly straight and remembering to put on plenty of right rudder but I did drift off the centre line on climb out due both to the wind and my relative inexperience (I was concentrating on holding a nose attitude for 65 knots and keeping balanced and didn't notice the drift).  Once over Matakana Pete got me to do a lot of medium turns - 360 left then right and after that a series of 180s left then right.  I thought I was doing a bit better than before but was losing and gaining a bit of height in some of the turns.  I could blame the gusty wind for some of that but that's no excuse, really.  I should aim to be as accurate as possible.  (The view was superb, too, and that could be a distracting factor).
After so many turns I had lost count we were back to the airport for a few circuits.  Again, a bit better than before but my legs are still on the lazy side.  That should bet better with practice, though.  By the third circuit my (injured) right calf was aching significantly and I was pleased to hear Pete call for a full stop.  Thanks Pete, a pretty good workout and I hope to do better next time - in two weeks, weather permitting.

Sorry, folks, no photos this time as I had no camera with me.  A shame, because there was a Trojan at Classic Flyers which would have been great to get a snap of.

OF A GREEK HERO AND A TOUCH AND GO

Tuesday 25th January

Final for 23 at Raglan

After an abortive booking the day before (weather!!!), I managed to get JGP (WAC's older 172) for an hour and a half this afternoon.  Sweet, thought I.

So, off to the aero club and there was JGP still in its overnight cover ready to unwrap and preflight.  That was all OK apart from the fuel situation, only 25 litres in one tank and 55 in the other.  About 65 usable and not enough for even a quick hop over to Raglan and back.  So, off to refuel.  (A bit of background here - just after Christmas I managed to injure my right Achilles tendon - just a tiny tear but jolly painful at the time and just about coming right).  I pulled myself onto the left wing, fuel hose in hand and was a bit off balance so opted to drop back onto the ground landing on my right leg, flexing the ankle and putting too much stretch on my recovering Achilles - OUCH!!!!! - a wave of momentarily agonising pain shot up the middle of my calf and I knew straight away what I had done - torn the top end where the muscle joins the tendon ( a scan the next day confirmed this).  Once I got my breath back, worked out I could still move my right foot normally, albeit with a fair bit of pain (so not a complete rupture), I hobbled back to the club to get help refueling.  Roger came out and did it for me, muttering something not too charitable about the previous user leaving so little in the tanks!

Right, was I still fit to fly?  If it had been a complete tear, no way - your foot can't move - but my lower leg was still fully functional apart from walking at any speed other than slow, and a wee test on the rudder pedals on a quick taxi showed I could use full rudder without too much pain and could brake safely.  Good to go, then.

The rest of the flight went really well.  I flew across to Raglan, where the cloudy Hamilton weather gave way to bright sun and clear skies at the coast.  As time was now short (and walking around painful) I opted for a touch and go which was fine apart from being a tad high on short final and touching down a little further than ideal, but still plenty of room to take off again in JGP.  At least the landing wasn't hard and I didn't bounce!!  A 12-15 knot wind straight down the runway probably helped, too.  Back to Hamilton and a similar landing on 36L, the wind here being a northerly at 8-10 knots.  (Note to self: JGP with only one on board wants to keep flying and will glide for ever compared to an Alpha or a Cherokee!!)
Some photos:

JGP ready to go

A couple of visitors - didn't get the reg of the warrior but the aircraft to the left is ZK-CMF, an Airtourer registered to Southern Air Services, Pukekohe

A bit of flooding after the weekend rain - grass runways and taxiways were surprisingly dry and firm, though

Footnote:  The leg is much better now, thanks after only six days - the later tear was mainly in muscle and, with a much better blood supply than a tendon, heals a lot quicker.  Still having to walk somewhat slowly (very frustrating) but almost pain free and I can't run.  I was told off at work for being dumb and not getting help to refuel in the first place - male pride and all that stuff!!!

MAGNIFICENT TARANAKI (OR EGMONT, IF YOU PREFER!)

Sunday 9th January 2011

The first cross-country of the year and what a good one!  After my abortive booking back in December, I was relieved to see good weather for the day.  I had three passengers with me, a work colleague, his wife and 5 year old son.  They were keen to go to New Plymouth and, although there was a significant cross wind for the main runway, New Plymouth, like Hamilton is blessed with a grass cross runway of a decent length.

It was a superb flight, both technically and aestheticly.  The two adult pax took some video (for them) and photos (on one of my cameras) and the stills mainly came out very well.  I have added some of them below.

We departed Hamilton and tracked South-west to the coast at Taharoa and then followed the coast all the way to New Plymouth - nice, easy navigation.  The New Plymouth ATIS gave a surface wind of 120º at 17 knots (almost unchanged from when I copied the weather before setting out) so a pretty fierce cross wind for the main 05.  I called the tower and requested joining for runway 14 and was duly cleared to Motunui, inland from the coast, 2000' or below.  Reporting at Motunui, was instructed to orbit right hand, and before I had completed that got the call to join base leg for 14.  Good approach, only second stage of flap in that wind and a good smooth landing (nice for the passengers, that's the bit they always comment on!!).  Interesting approach, too, over the sea and the threshold is only a hundred metres or so from the shore with a little berm in front of the marker boards - you do not want to be landing short!!!

Only slight downside was being nearly 10 minutes late on my ETA but that can be blamed mainly on the winds being more southerly than forecast and the orbit rather than any overoptimism by me.

We had a coffee in Jim Hickey's lovely cafe at the terminal and then it was time to head back to base.  We had a great view of the mountain from the runway at line up and take-off and after tracking seaward of the coast as per the published departure set course direct for Hamilton to pass the coast and then over the rugged King Country.  My passengers were pleased at this routing as we passed almost directly over a property some friends of theirs farm and was fairly easy to pinpoint from the air with the help of the map, GPS and ground landmarks.  We could see Kakepuku from about 40 miles away which made navigation back to Hamilton a piece of cake - barely needed the map or GPS from then on.

We were cleared into the Pirongia and instrument sector for a right hand downwind for 18 but on reporting at Lake Ngaroto was asked if I would accept 07 - wind 070 at 6 knots so, of course, I said "Yes" to that.  I was asked to keep my speed up and join a close right base as there was a Dash 8 inbound for 36.  No problem as I was still at 1700' and descended fairly rapidly to circuit height with the AS needle at 145 Kt - in the yellow zone but in still air.  We joined nice and tight with a short final onto 07 right and a pretty good touchdown - not as smooth as at NP but very acceptable.  As we taxied off the tower thanked me and we could see the Dash 8 on a short final as we turned off the runway.  Nice to have my efforts appreciated by ATC - I appreciate theirs, too.  We were five minutes early - those winds again!

Great flight, fabulous views, happy pilot and passengers - BLISS!! 

Pictures below:

Taharoa - Ironsand mine centre right, iron-grey patch with smaller central sandy bit - the heliport is between this and the coast, very small (from 4500') white building. Taharoa airstrip can just be seen extreme left between the forest and the sea - 868m, compacted gravel!

Tongaporutu River mouth - just got down to 2500' to stay in "G" airspace and time to get the NP ATIS

Motunui methanol plant - if only all published reporting points were as barn-door obvious!

The view from line-up on RWY 14 - Mt. Taranaki looking magnificent

Waiiti Beach - between Urenui and White Cliffs - more black sand

LAZY LEGS CAN BITE YOU IN THE A***!!

HAPPY NEW YEAR!!!!

SCENE: A courtroom;

Judge, in a commanding tone; Bring the prisoner forward.

Hangdog looking man in a flying suit shuffles into the dock

Judge; Usher, read the charges.

Usher, in a "courtroom" monotone; You are charged that on the first day of January, two thousand and eleven you were a student pilot in a Boeing Type 75, otherwise known as a Stearman, and, upon landing said aircraft, did cause it to slew across the runway striking a runway light, causing it to break.  How do you plead?

Prisoner; Guilty, m'lud.

Judge; Prisoner at the bar, you have pleaded guilty to the charge and it is now my duty to pass sentence upon you.  You will suffer.........

And then I woke up!  The "charges" are quite true though.  I went up in the Stearman on New Year's Day and was doing quite well, at least a bit better than before, for the first couple of circuits but on the third, with a bit of left-to-right crosswind, I pushed on the right rudder but was far too "lazy" with the left and was pretty rapidly heading for the edge of the runway - PANIC!!  By the time things were on a bit of an even keel the right hand wheel had struck a runway edge light and broken it.  I had no idea about the breakage until the tower called us and advised a landing next circuit.  In the end we were able to do a low approach and overshoot while a controller had a look at the undercarriage to check for damage.  None apparent, but I had a grandstand view of the fire personnel on the runway sweeping up the mess!!

Very humbling indeed.  Instructor Pete was very good about it and said it was fairly typical for a Cessna/Cherokee pilot to get into a bit of a mess with "Lazy Legs".  On the plus side, the Stearman was undamaged and I have had a salutary lesson on the instability of taildraggers - can only get better!!

View from the driver's seat

DECEMBER UPDATE

December - the month when the geese are getting fat and also a trifle nervous!  (Seriously does anyone reading this either have or know a family who has the traditional goose for Christmas lunch! - We have turkey; after all, we are poms).

Haven't posted for a while for two reasons - not much interesting flying done and busy with Christmas, etc.  So, an update:

2nd December:  Up in the 180 again with Roger - much of the same as before, lots of circuits at Matamata and (sort of) beginning to get it with rudder control on the ground but somewhat inconsistent with my directional control.

13th December: circuits in Archer, WIT.  A quick 4 circuits for currency and all went well - a bit off the centreline on the first landing but I wasn't too concerned as the others were all good.  The reason for this bit of practice was a planned cross country on the 19th with a work colleague.  However, the warm-sector depression weather was already starting today with lowish cloud and very high humidity and continued for the whole week.  Sunday 16th was particularly bad with low cloud and rain so it was a "no-go" for flying and Christmas shopping became a "go" instead.  We will try again in the New Year.

27th December: Birthday flight.  The missus said I could go, birthday present, as long as I was back in time to go out for lunch.  I took WAM for a short cross-country over to Rotorua (NZRO) and back.  Technically a very good flight with pretty accurate navigation and timings by me, a touch and go on seal 36 at RO and back to Hamilton. Mind you, the navigation from HN to RO is pretty easy - East over Karapiro to its dog leg, then straight on to Tirau, picking up Highway 5 there and following that to Ngongotaha which is just inside the control zone on the West side of the lake and the airport is directly across the lake from there - piece of cake even on a very hazy day.  I heard a couple of Ag pilots chatting to each other on the way back - they seemed to be discussing the next load drop.  Oh well, whatever turns you on; as a townie I don't find fertiliser all that exciting!!

A still of Mokoia Island on Lake Rotorua from a bit of (pretty awful) video I shot

29th December: We escaped Hamilton to the beach at Papamoa for New Year and a chance to go up in the Stearman.  The weather was lovely, clear skies and just a light wind, left to right on runway 07.  Classic Flyers Chief Pilot, Pete, let me preflight and took me through the start up sequence with me in the rear (pilot's) seat for the first time.  I seemed to taxi reasonably well but was lazy on the rudder for take off and wasn't very straight.  Pete took over on downwind and we left the circuit to track South towards Omanawa to overfly a property where Pete had been helping out planting daffodils the previous day.  I took over to fly up the valley and, once over the paddocks in question, Pete took over to do a couple of steep turns overhead and then we were away to the airport for a few circuits.  Not too bad, but I am not nailing the climb out (65Kt) or approach (70Kt) speeds consistently and was somewhat "lazy" with the rudders on landing (for more on this, see the next post).  All in all, though good fun and I am beginning to enjoy the Stearman (I think!!)