A GOOD MONTH FOR FLYING

JULY - not the best month for flying you would reckon, being mid-winter (think: only foggy when it's not raining!!), but this last month has been one of the best for my flying for some while.
Not that I have been anywhere in particular, just circuits in the Stearman at Tauranga and circuits here in Hamilton in C-172, WAM, but my logbook shows 5.5 hours for the month, the most since April last year which was inflated somewhat by the club trip down to Queenstown for Warbirds over Wanaka.
It was good to be up in the air and the weather on my flying days has been remarkably benign.  The strongest wind was about 12 knots but straight down runway 18 at Hamilton and one of my two sessions in the Stearman was with a 5-6 knot crosswind (enough to keep you honest in a taildragger).  All other times the weather was calm.
Talking of the Stearman, after its long period in maintenance it now flies much better - a little faster when straight and level and general handling a lot better.  My landings seemed to have improved as a result but Pete was telling off a little for doing "wheelers" rather than 3-pointers for the first few circuits.
WAM is also a bit of a revelation after its period at the "menders".  Handles like a dream and performance significantly better.  I went up today (August 10th) and was climbing out at 80-85 Knots and 1200fpm rate of climb!  Try a maximum performance takeoff as I did a couple of weeks ago and the VSI goes off the scale (1500fpm+)!
I have put my name down for the club competitions next month, gentleman's circuits, senior landings, non-instrument circuits and bombing.  Will be my first time as I am not overseas, on-call, at a conference, or otherwise engaged on the scheduled weekend for a change.  Looking forward (a little nervously) to the challenge.

JUMPING THROUGH THE HOOPS!

Well, it is May, an odd numbered year and it's........ medical time.  Oh, JOY!! 
I had sort of put this off (or, maybe forgotten about it) and only got around to getting an appointment after my current medical had expired.  I decided to go to a local Grade 1 Medical examiner (ME1), someone I knew professionally (I am a medic in my day job) but haven't come across for a few years.  He is also a microlight pilot.  I had previous medicals with someone else (an occupational medicine guy) but thought it better to go to someone with some sort of aviation experience.
So, the medical itself wasn't too much of a hassle (see later) but the new CAA rules are a bit of a burden.  Let me run you through it:

Before you even present yourself for a medical you have to pay a "Medical Certification Application Fee" which the CAA charge you to cover their "Administration Costs";  $ 313
OK, I have done that, got the appointment and it is off to the medical laboratory for the blood tests; $  25
Found I don't need an ECG this time - good - so I present myself for the medical appointment;  $ 245
That goes (almost) OK, but...
I then discover that records of my previous spirometry 4 years ago have been "lost" so I need that doing again;  $  60
My blood pressure problem ("White Coat Hypertension") rears its ugly head and it is off to my "own doctor" for a Ambulatory 24-hour BP monitor, more cash and more time; $  85

So, finally, I get a call from the "Aviation Nurse" today at work to tell me my Class 2 (PPL; non-IFR) certificate is all ready to be collected (another advantage of going to an ME1; he can issue the certificate straight away, the previous chap had to be "rubber stamped" by an ME1) - Hooray!!

So, $728 lighter (any back pain should improve with that lightening of my wallet, right?); I am "good to go" once again.

For discussion; $700+ is quite a lot of dosh and, although I can afford it, 43% of that is the CAA "Medical Certification Application Fee "; a little disproportionate, what?.  Also, I guess some recreational pilots might baulk at that sort of money - about 3 hours single engine private hire flying time (more in an ultralight). Any comments on that? (and, yes, I know there has been a lot of talk on various aviation bulletin boards).

Back in the air soon, weather permitting, of course......

AT LAST.......

Tuesday 14th May

Well, it has been a while, but, I am posting again, and Stearman 03 is back in action after a few months of airframe maintenance and a repaint. I had my first fly in it today since last November - just over six months.
Instructor, Pete, decided we should do a bit of basic manoeuvring first and then a few circuits.  Conditions were ideal, variable 5-6Kt wind at ground level and no significant cloud.
After the usual preflight I slid myself into the rear cockpit, Pete gave the plane a "six and six" (that is; six blades prop rotation and six primes), got in himself and, with a little bit of extra priming from the throttle the radial at the front fired up at the second attempt.
We taxied out to hold for grass 25 and were cleared for a Matakana one departure tracking out just seaward of Matakana Island at 1000 feet.  Once clear of the zone we did some medium and steep turns left and right and, as Pete seemed pretty pleased with all that, headed back for circuits.
The first approach was via the Mount harbour entrance passing beach side of the Mount itself to join right base for grass 25 and a touch-and-go.  This wasn't my best landing needing a wee bit of a reminder from Pete about speeds (70 knots on base, 65 on final and 60 over the threshold but my "rustiness" really showed after lift-off when I pointed the nose up too quickly before letting the speed increase to the ideal climb out of 70Kt (or maybe that's all the Tecnam circuits I have done since New Year?). 
In the Tauranga circuit and lack of local currency showing.  I was rather wide on downwind with a touch longer approach on base, finding myself a bit low turning final but from over the golf course (short final) Pete said nothing at all, letting me sort it out and an acceptable three-pointer resulted which was very pleasing.
Two more circuits, the landings not quite as good as the second one but, overall, I was pleased with the mornings efforts.  
One slight hiccough, though.  While taxiing back, I noticed the fuel gauge was less than half and suggested pulling over to the pumps.  Pete agreed so we pulled over and shut down.  Fuelling went OK - great care to avoid the lovely new paintwork. However, on restart the prop would only turn about 30º and then stop on each start attempt - flat battery!!  (A new one is due to go in shortly).  So, we pulled the plane onto the grass and Pete walked off to the hangars to get the tractor to pull the Stearman back.  I was left "minding" the plane.  The fire vehicle stopped by to check what was going on (nice to know they care).  Pete returned and I got a ride on the tractor back to the hangar with the biplane in tow to be connected up to the battery charger.
Another go quite soon, hopefully, as long as the "weather gods" prove kind.

A NICE SET OF CIRCUITS

Tuesday 5th March

Well, to consolidate my Tecnam type rating gained three weeks ago I thought a few circuits would be a good thing to do so I booked "WHZ" for this morning.  The weather conditions were just about perfect; variable, 3 knot wind and scattered cloud at 5000 feet.

Now, it wasn't quite a perfect flight because after start-up I was wondering why the engine was revving a bit fast when the stick waggled from side to side and there was Roger at the wingtip mouthing "Choke" at me - ooops!!!  Having closed that everything fell into place.  18 was duty runway and, remembering the lesson from last week, I requested taxi to "Golf 1" for circuits and was cleared for that.

First take-off good into a very quiet circuit.  Everyone else seemed off on cross-countries and on the first three laps I was either "number one" or "cleared touch and go" at the downwind call.  I made two standard approaches throttling back nice and early and getting the plane trimmed up for 60-65 knots on base and 60 knots on final with full flap and two very nice T&Gs resulted.  I decided the next would be flapless so I extended downwind to just beyond SH1 slowing down all the time so I could lose height on base not worrying too much about speed until final.  Having set attitude and trimmed for 65-70 knots I found I was much too high so a bit of side-slipping was called for.  A gentle bit of left rudder and right aileron first, straighten up, still a bit high so I slipped the other way briefly and was then about right for a smooth touch down a little further along the tarmac than before but would have been able to taxi off at "Echo" if it had been a landing.

The next time around I was called for a short approach quite early on downwind, was way too high turning final and made an early decision to go around, overflying at about 500'.  Two more circuits and my time was up (had to orbit once and extend downwind on the first) and the final landing was also pretty good.  Back at the club instructor, Andrew said it all looked fine from where he was watching so I was very happy with all that - a real confidence booster in the new type.  

STUNNING DAY - STUNNING FLIGHT!

Tuesday 26th February

Well, it was certainly an absolutely wonderful day, weather-wise, with a variable 5Kt wind on the ground, visibility 40Km and "NSC" (No Significant Cloud), as you can see from the photo below:

"JGP" basks in the morning sun awaiting a trip South

I arrived at the Aero Club just before 0900 for a trip down to Taumarunui (about 60Nm South of Hamilton) with CFI, Roger, the idea to get a bit of terrain awareness training down in the rugged King Country and anything else Roger should choose to "throw at me".

JGP had almost full fuel on board and there were no issues at preflight so I started up and, after receiving the ATIS called the tower.  Here was the first lesson.  I asked for departure "On track to Taumarunui" and the tower duly cleared me for an East Departure and taxi "Echo 1" for runway 18. Roger reckoned I could do better than that.  The grass at the airfield is really dry, dusty and a bit stony thanks to the drought-like conditions of late and the best place to do run-ups for 18 is at "Golf1" across the two grass 07/25 runways where the grass is much greener.  Also, I should have asked for an East departure via the Swamp Sector as it is rare these days to get a direct clearance.  More assertiveness needed on those radio calls - ask for the best option for you (they can only say no but it will usually be yes).

After all that we did the run-ups and pre take-off checks and Roger got me to do a maximum performance takeoff, rotating well before my nominated point at E1.  We were cleared 2500' or below not long after and, once south of Otorohanga levelled off.  Shortly after that we were over the valley about 5 miles west of Bennydale where we started to discuss forced landings and gliding distances.  Roger asked if we would be able to glide to Bennydale, I reckoned we could, whereupon Roger closed the throttle and I slowed to best glide speed (60-65Kt) trading speed for height as you are supposed to and remembered to trip appropriately.  Well, it was an easy glide.  We were at least 500' above ground level over Bennydale where we went around and back on course to Taumaruni.

At Taumarunui we joined overhead at followed a Katana into the right hand (standard) circuit for 01 for some circuits.  Well, the first one was pretty poor.  I was way too high on both base and final and ended up landing really long with not much of a flare!!  Not good at all.  The next three touch and goes were much better and by the third (second to last) I was rolling the mains onto the grass at my nominated point abeam the hangar which is about 50 metres (at most) from the threshold.

After the last "go" I set course for Hamilton which takes you over the hills just north of the airfield - OK in these calm conditions but not, as Roger pointed out to me, in a 20Kt or so headwind with likely downdraughts, etc., so would have been better airmanship to turn right as if going into the circuit to head up the valley to the north-east a wee way to give more time to gain height before turning onto the Hamilton track.
So, on track to Hamilton.  On instruction from Roger I levelled off at 2500', trimmed, and settled in for the ride.  It was smooth flying and we were having a good chat about stuff other than flying and admiring the scenery on this lovely day. What could go wrong?  Well, anything can happen at any time.  Just after passing Te Kuiti I spotted another 172 on our "10.30" 5 miles or so away, about 500' higher than us.  I am not sure who saw it first but when I pointed it out to Roger he said, "Good".  I guess he had already seen it and was pleased I had spotted it too.   He/she was just about on an interception course and appeared to be descending and, maybe, didn't see us.  Roger nudged the column to the left and I took the hint and turned to direct us away from any possible conflict and by the time the other plane had passed us and was on our 2 o'clock it appeared to be level with us.
Now for a bit more fun.  "There's a farm strip just down there", says Roger, "Can you see it?".  As we turned to the right I said I could and then Roger said I should do a touch-and-go on the strip in the direction we were heading so I descended and got myself set up on a downwind leg and, putting into practice what we had done at Taumarunui, set up for a precision touch and go nominating a point to touch down abeam a barn by the side of the strip.  This worked out quite nicely in the end.  On the base leg I was somewhat high so went to full flap and on short final when still high, Roger encouraged me to gently side slip which was just enough to get me on target for the lip of a dip containing a creek at the threshold. With a trickle of power to lift us a tad the mains touched on the grass pretty close to my point.  Power on and go with plenty of room to get airborne again.   Touch and go on a farm strip - a first for me.
Then it was back to Hamilton.  We called the tower just South of Kihikihi and made a Mystery Creek arrival and straight onto a left-hand downwind for 18.  A fantastic flight with a lot of learning points which really came down to fine-tuning of the basics, for example:  attitude, particularly the old "airspeed for height equation; approach good - landing good (and the reverse!!); trim, trim, trim, "then you are in control of the aeroplane rather than it controlling you"!!.  Thanks, Rog for a great morning.

P2008 TYPE RATING - SORTED

Tuesday 12th February

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

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

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

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

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

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

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

A LABOUR OF LOVE

Tuesday 5th February

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

Overhead view

The bright red tail - a great improvement

So crisp and clear!

HAPPY NEW YEAR!!

Tuesday 22nd January

Well yes, a Happy New Year to all who read this.  It has been a while since the last post but, thanks to weather, aircraft in maintenance, etc., I only managed one more flight between the last post and Christmas (a few circuits in C172, JGP) and today was my first flight of the New Year.

Today was another type rating flight in Tecnam P2008, WIP with instructor, Andrew who I have done all but one of my flights in the Tecnams with.  The weather was fine, 26ºC but a bit of a crosswind, 040º at 12 knots gusting 18 according to the ATIS so could be a little challenging.

We got off to a good start.  I didn't forget anything important on pre-start, run-ups, etc. and my rudder/brake tap-dance is getting better (castoring nose-wheel) for taxiing.  The first circuit was going pretty well until very late downwind when the tower switched from a normal approach to 36R to a short approach for 36L.  Andrew instructed me to raise the flaps and get the nose down as we needed to lose height quicker than having the flaps down would allow.  that was OK but on short final I went to full flap which, in retrospect. probably wasn't the best idea with the cross wind and I got into a bit of a rather-slow, round out and kick-straight too early mess of a touch and go!  Oh, dear.  Never mind, Andrew said he would talk me through the next one.

So, he did and with a bit of gentle instruction and only 15º flap the next touch and go on 36R was pretty good with more or less correct crosswind technique and reasonably good management of attitude/speed and throttle/height on approach.  It got better over the next couple of circuits with less instruction from Andrew and a more relaxed self and at the start of the fifth (I think) circuit he said he would hop out after the next landing and let me "off the leash" to go round on my own.

The wind was proving a bit variable as on the second to last dual circuit the windsock was pointing pretty much straight down the runway and there was virtually no drift on final and there was only minor drift on the landing to let Andrew out.

So, out Andrew hopped and I was on my own.  I had time for about three circuits.  On the first one I was a bit high on base (less weight on board) but closed the throttle and, having seen the windsock at the downwind was straight down the runway once again, selected full flap and a nice, straight, smooth landing resulted.  The next circuit was much the same except I closed the throttle a bit more on late downwind with the result that my approach was a bit easier to control.  On the final approach the crosswind was back again (aren't variable winds annoying?!) so it was 15º flap only, left rudder and right aileron as I rounded out but, the round out was a tad too soon so I ended up floating down the runway with the left wing in the air for what seemed an age (but was probably between 5 and 10 seconds) before the speed decayed enough for the right mainwheel to touch down - surprisingly smoothly with only a wee couple of bumps as the left main and then the nosewheel touched down.  A small amount of brake and I was able to taxi off at Delta, crossing 36L and then onto the grass to avoid a C152 which was waiting on the sealed taxiway.  After-landing checks and then back to the club.

A quick chat to Andrew who was pleased with my Tecnam progress and reckons I am only a flight or two (plus the theory stuff) away from the type rating.  Cool! 

TECNAM TO TE KOWHAI

Monday 6th December

A beautiful afternoon with sunshine and scattered cloud at 4000 feet so it was good to go up with Chief FI, Roger in Tecnam, WHZ (my fifth time in the Tecnams).  The only slight trouble was the wind which was 250º at 10 knots.  Could be a little challenging for me off runway 18 then which was the duty runway.  After preflighting and starting we got the ATIS which was as above and Roger reckoned we could use 25 for some circuits as it was now about 1545 and the circuit looking quieter (if not, said Roger, there was the option to go to Te Kowhai).  We requested taxi to hold at G1 (just west of the threshold of 18R and north of the 07/25 runways) where we did our run-up and pre-takeoff bits.
I requested circuits off 25 and was told that was approved with a "rider" that we could expect some delays due to IFR traffic.  Roger didn't say anything but his "body language" said, "Stuff that for a game of soldiers" and he said to me that Plan B was now in operation and I asked for a West departure over the city and that was given.  For those of you who don't know, Te Kowhai is a small grass airfield (705m; oriented 05/23) at the opposite end (more or less) of the city from Hamilton International and about the same distance from the centre.   
It didn't take long to get over to Te Kowhai and we joined left base for 23 for a touch and go and into the circuit (left hand).  My first touch and go was by no means perfect but felt acceptable.  On the next I drifted a bit high on late downwind trying to lose speed down to flap operating velocity and was far to high on final.  What to do, asked Roger - well, full flap to start with and when that wasn't enough we tried a side slip with Roger setting it up and then letting me keep it going.  The Tecnam sideslips pretty well and we lost enough height for me to fly onto the runway a short distance from the threshold - not bad.  The next one was OK, too with Roger talking me through and then, as we took off he said, "Now comes the hard bit, do it again without me saying anything"!
So I did and all went well and on final on the circuit after that Roger asked if I wanted to have a go on my own.  Wow!! Goodo!!  We did a full stop and taxied off, Roger doing the tight turn needed to backtrack to the western end taxiway where he got out and told me to a touch and go, then a full stop and pick him up at the same place.
I will admit I was a bit nervous but the first circuit went really well.  I managed to wash off the speed OK on late final to get the first stage of flap down as I turned base and keep it at 60 knots all the way down to about 50' up using a little throttle control to keep on target and after crossing the fence at about 55 knots I guess I touched down at 45-50 and had the flaps back to 15º and the plane in the air less than halfway down the strip.  I allowed myself a little inward smile but not too much - still one more to go.  The full stop landing wasn't such a good approach - I let the nose come up a bit on short final and lost a bit of speed but sorted it out and was able to do a fairly precise landing to stop at the first exit and taxi the short way to pick Roger up.  He said it looked pretty good from where he was standing and looked happy with my efforts.
So, back to Hamilton where we were cleared for a Rukuhia arrival without delay and instructed to join right base for 18.  Hmm! - a 10 knot cross wind for my last landing. This turned out fine with a little bit of help I landed straight with correct cross wind attitude on the smaller 18R and taxied back to the club.  A pleasing afternoon; 1.1 dual and 0.3 P-in-C for the logbook.

A TOUCH WINDY BUT....

Well, I have finally had a "go" in one of Waikato Aero Club's brand new Tecnam P2008s.  It did not look too promising, though, as the ATIS was showing wind at 230º at 20 Knots gusting 30 shortly before I set off to the club and hadn't changed when I arrived.  However, instructor Andrew reckoned it was good to go and after taking me through the preflight we headed off towards Cambridge and Lake Karapiro for some altitude stuff to kick off with.
We had Grass 25 for take off - more or less into the wind - and that was uneventful - 15º flap and little "WIP" took off in a very short distance, impressive!  We took a right turn to head out over Cambridge and then Karapiro.  There were surprisingly few bumps given the conditions and, once over Karapiro, Andrew got me to do some steep turns which were OK after the first one and then a basic stall.  No real problem with that, WIP was very gentle in the stall, just wallowing before dropping very gently; easy recovery with only 100' height loss.  The wing drop stall was next; with full flap and partial power the airspeed was around 30Kt before there was just a hint of right wing drop and I recovered OK (that was the second go - WIP refused to drop a wing first go).  After that Andrew demonstarted how slow we could go into the wing - he managed to get the ground speed down to 15Kt without any trouble with 15º flap - that's what you call slow flying.
Then we did a forced landing without power and I was very impressed with the glide performance.  I got things pretty much sorted out but was a touch high on final.  No problem as there was a huge paddock beyond my chosen one so I told Andrew I would go for that one and was given the "go-around" instruction.
Righto, back to Hamilton and into a left hand circuit pattern off Grass 25 right (Grass 25 left is generally used for full stops as it is the closer runway to the club).  Now things got interesting.  We flew four circuits after the first touch and go and I found it hard to keep the approach speed below the 65Kt for flap deployment.  Also, with the strongish and rather gusty wind I was finding concentrating on keeping on the centre line AND getting height and speed correct a big challenge in a strange aircraft. After two pretty average attempts, Andrew took aver to demonstrate an approach and landing and handed over to me for what proved to be the last circuit as we were instructed to do a full stop and time did not permit waiting around to take off again.  I flared a bit early on this one but revovered with a touch of power and, after letting it settle, landed quite well on the mainwheels and Andrew said, "Good recovery", which was pleasing.
So, not a bad first go given the conditions, which were quite challenging for my first time in an "Ultralight".  Any more wind and I reckon it would have been a "no-go".  Still, should make me appreciate better weather conditions for my next try - fingers crossed for next week!

TAILDRAGGER CROSSWIND

The weather today (Saturday, 13 October) was not too good (understatement, it was complete c**p, high winds and rain) so my planned first flight in one of the new Tecnams didn't happen.  So, nothing to tell about today but last Sunday was quite "exciting".....

Sunday 7th October

I had a flight in the Stearman with instructor, Pete, planned for this morning at Classic Flyers, Tauranga.  The weather the day before had been very windy and this morning the wind was 200º at 15 knots which was about a 10 knot crosswind on 25 which meant it would be "interesting" and definitely not a day for me going solo (which may happen one day soon, hopefully).
The windsock outside Classic Flyers was almost horizontal but Pete still considered it good to go, "A good, honest crosswind".  We flew 5 circuits and it felt like 10!!  The first takeoff was OK, remembering to keep straight with rudder and aileron into wind but I did let myself drift quite a bit to the right of the centreline on upwind (naughty!!).  The first touch-and go started off well.  I crabbed in on the centre line, kicking straight with rudder at about 150' altitude and keeping down the centreline with aileron and a reasonable "wheeler" resulted and the take-off a bit better than the first.  However the next one wasn't so good.  I was a touch enthusiastic with right rudder and was pointing towards the tower as we lifted off.  A bit of a turn to the left got us into more or less the right direction.
Pete decided he would do the next touch and go as a "demo".  This was an expert touch-and-go and control was handed back to me on climb out.  I managed a reasonable landing and climb-out next time but by now I could feel the conditions getting to me (as well as the wind getting a bit gustier) and called for a full stop.  That landing was nowhere near perfect but not too bad and we headed back for a much needed LARGE flat white at the AvGas cafe.  All good fun, if somewhat challenging.  Never mind, it makes one appreciate the good days more.

ARDMORE - PART 2

It was three days ago but my brain is still buzzing with excitement over the airshow at Ardmore on Saturday.  So, having had a little time to digest the event and look through the photos myself, passengers Chris and daughter, Thalia took and post some of them here.  For the petrol heads amongst you I have posted some of the classic cars (the Jaguar XKs had me drooling!).  Here goes:

Turning Final for 21 Ardmore.  JGP has just touched down and WCD is on about a one mile final at this stage - photo by Chris Maher

Strikemaster

Meeeeow!!!

Morgan plus 8 - always popular

Sunbeam Tiger - British classic with American muscle under the bonnet

Best of British - De Havilland Vampire and Mosquito in formation

Rare DH60 Gypsy Moth

Roaring Forties Harvards

And again

A real treat - Avro Anson

THE "WOODEN WONDER"

What an amazing day and an experience not likely to be repeated - ever.  I have just returned from an aviation event at Ardmore aerodrome (South Auckland) to celebrate the return to the sky of De Havilland Mosquito KA114 lovingly restored here in NZ but soon to depart to the USA.  Why such a unique occasion?  Well, for those of you who don't know the DH Type 98 Mosquito was a WWII fighter-bomber originally created as a "fast bomber" and, partly to minimise weight and boost performance, was built mostly of bonded wood using techniques that have been all but lost.  Although there are a number of "Mossie" airframes around the world the likelihood of any more than a handful being restored to airworthy condition is pretty remote.  Having said that, now that AvSpecs at Ardmore have the moulds who knows; there is already another DH 98 undergoing restoration. 
Nine of us went up - in JGP, piloted by club captain Euan ("Flyinkiwi"), two in Alpha, WCD, and yours truly with youngest daughter and another club member in Cherokee, WIT.  I must admit I was a little nervous as I had not flown into Ardmore for some years and never before as Pilot-in-Command.  Ardmore is a very busy, uncontrolled airfield.  It all turned out very well in the end.  The flight up was uneventful and, although I had lost sight of the others on the way up, I could hear their radio calls and joined a left-hand downwind for runway 21 behind JGP and WCD, now back in sight, and followed them to the designated "itinerant aircraft" parking area for the show.
We arrived about 90 minutes before the first display and had a leisurely look around the classic cars that were also there before finding a pretty good spot to watch the displays.  These were really cool but the "Mossie" absolutely stole the show.  A few low passes were all that was needed to show off its lines.  It was interesting that the first flight today was only the third or fourth time it had flown, less than 3 hours logged - it had a short trip to Auckland International on Thursday but didn't fly yesterday.  I doubt whether the European Union bureaucrats or the FAA in the States would be too happy about the relative lack of test flying before participating in an aviation event but here in "laid-back, no-worries, she'll be right mate" NZ it was good to go.  And now for a few pictures:

From this........

...... To This!

Wowing the crowd

The Star of the Show

Merlin, 4; Allison, 1 - Spitfire TR.IX, P-40 Kittyhawk, DH Mosquito, P-51 Mustang

 

"WHIP" and "WHIZZ"

Now the post title above may generate a few hits from people looking for something other than aviation on the internet, know what I mean?! (cookery, of course!).  However, the photos below will clarify:

"Whisky India Papa" in the Aeromotive hangar

Tail of "WIP"

In the driver's seat - all "mod-cons"

"Whisky Hotel Zulu"

I had booked C-172, "WAM" for a few circuits this afternoon but with an 18-25 knot crosswind and multiple fronts passing that was not going to happen (very much the story of the past several weeks) but I did get to see the club's latest acquisitions, a pair of Tecnam P2008s.  They were in the maintenance hangar out of the wind and about to get their Waikato Aero Club logos painted on.  When the weather tidies up and the instructors can get rated on them it will be the club members' turn.  I'm keen!!

KEEPING UP TO DATE

Hey, it is nearly three months since my last post and there are some reasons for that.  Firstly, shortly after my last post in early may wifey and myself were off to the UK via California for a month in total to catch up with family and friends.  Then we returned to good old NZ to be greeted with some of the worst Winter weather for VFR flying I have seen for some time, yuk!  At work it was school holidays so several of my colleagues with school-age children had time off and yours truly covered some of the short-handed sessions so less flying time "windows".  I have been up a few times and I will (brieflly) tell you about then - latest, today, first:

Saturday 28th July 

While the Olympic opening ceremony was on from Stratford, London (that area so transformed from how I remember it in the 1970s) I went up for a few circuits in C-172 "WAM".  This was mainly to maintain currency (and to have a bit of fun, of course).  This was all very good - I flew five circuits and only let myself get too high on downwind on one when I was "traffic watching", wondering when the Katana in front of me was going to turn base!  Four pretty good landings (including a flapless and a glide approach) but the "precision" landing wasn't so flash - I think I was concentrating too much on the landing point and not enough on speed, height and a tidy flare (at least it was on the mainwheels and I didn't bounce).  But all good overall and current for another 90 days on 172s :)

Sunday 8th July

Up in the Stearman at Classic Flyers, Tauranga.  Having not flown the biplane for two months Pete decided we would do a bit of a "refresher".  So, after the usual clearance formalities with the tower we headed out towards Katikati, first just seaward of the Matakana Island beach and then turning left to Katikati once clear of the zone.  A couple of turns and the back to Tauranga via a Matakana arrival which meant a climb to 1500' - I was glad I was wearing gloves (about 7ºC on the ground and significantly colder aloft).  On approach we were instructed to pass the beach side of the Mount and join a right base for Grass 25.  There was a Cardinal outside us heading for the seal and, after our approach instruction, all I could hear on the radio was the Cardinal pilot chatting away to her passenger(s)!!  A stuck radio switch, not recognised.  I did a reasonable approach for a full stop (Pete's call) and as we taxied off he asked if I had seen the green light from the tower.  I had to admit I hadn't - I was concentrating too much on getting the landing right and not getting in the way of the (continually chattering) Cardinal heading for seal 25 to my left.
Oh well, the general flying was OK and, hopefully, will get time and weather to do some circuits soon.

Tuesday 26th June

The weather forecast was pretty awful but I did manage to get two circuits in WAM before the weather hit in a big way, the wind backing about 90º in a few minutes and from a few drops of rain as I landed to a full on downpour by the time I ran to the clubhouse!!  Oh well, there is always another day!

 Tuesday 19th June

8 days back in the country and just about over the jet-lag, I booked to go up dual with CFI, Roger for a bit of a refresher in Archer III, "WIT".  We flew four circuits including a flapless approach and an engine failure after take off (can't do that solo) and Roger said all was good after the third lap.  On the last he showed me a short approach technique which went like this:  just beyond the downwind threshold throttle back close to idle, as soon as speed down to 100Kt two notches of flap and a 45º turn to base.  The speed washes off nicely and with full flap on base and another steep turn to final we were all set up to land on 36L with little or no further adjustment - sweet!  
Thanks, Rog, I always learn something after a flight with you.

Summary:  2.7 hours in two months (and 3.7 hours in 3 months); 1.1 of that P-in-C (well below my usual average but fingers crossed for good weather and less "busy" sometime soon).

STEARMAN CROSSWIND

Tuesday 8th May

Those weather "gods" kept on smiling but only just.  After almost a week of settled weather with cool nights and beautifully sunny days frontal weather was on its way again and it looked as though I would be lucky to do any flying - my last chance for the next few weeks as we (my wife and I) are off to the UK shortly for four weeks.

The stratus cloud over Tauranga stayed nice and high so visibility was not a problem although it would not last long - out East over the Coromandel Peninsula it already looked wet and miserable.  The wind was 020º at 13 knots, so about 10 knots of crosswind off runway 07.  Instructor Pete reckoned we should be OK so off we went into the circuit (right hand off 07 at Tauranga).
10 knots probably doesn't sound much but it is enough to make things interesting in a taildragger - they can be very unforgiving if you relax your attention as I had found a few months back when I did probably my worst ever landing in any plane, not just the Stearman.
We spent about 40 minutes in the circuit which was enough for 6 laps - some a little wider than I would have liked due to traffic and, I ended up pleasantly surprised with one pretty near perfect (for me) landing, 3 acceptable, one a bit bouncy (the first) and one not so good.  I have tendency to round out a bit high (I am working on it) with a touch heavy arrival the result.  Coupled with a bit of loss of direction on the roll it meant a bit of playing with the rudder pedals before getting straight to complete the "go" part of the touch and go.  At least I got it sorted out myself without instructor help.
All in all I was pretty pleased with my efforts.  I managed to keep straight down the runway on short final each time with the controls "crossed" (as you do for crosswinds in a tailwheel plane) without drifting off he centreline enough to cause anxiety - much better than my last go in a crosswind some months ago.  Pete was pleased with my progress, too.  After a coffee and eggs and bacon at the Avgas Cafe it was back into the car for the trip home - through a few heavy showers - the rain had come!

WARBIRDS OVER WANAKA - PART 4

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

 

Sunday 8th April - The Journey Home 

The point of returning home on Sunday was to have Easter Monday as a "reserve" day if we didn't make it all the way back.  We needn't have  worried.  the weather was still ideal and a light tailwind most of the way back helped us.  Same personnel in FWS as on the way down with Allanah instructing young Hamish on the Queenstown to Timaru and Kaikoura to Foxpine legs and myself flying the other two.

It was a pretty uneventful journey.  Once clear of the Kawarau gorge out of Queenstown Allanah and the other pilots decided to fly direct to Timaru as the skies were so clear and we could get above the mountains.  So I was "landed" with the renavigation getting the protractor and map out to give Allanah a new vector.  That worked OK and we were into Timaru in good time.  I refuelled with a cheese and tomato bun while the aircraft got some Avgas and it was off to Kaikoura.

This was a fun leg following WIT with its fancy GPS and other navaids helping to reduce the workload.  I followed about a mile of so behind with UFS and WAM not too far away.  We had a look for marine mammals closer to Kaikoura without any luck.  It was a fairly good landing, Allanah commenting I was a bit high on mid base but then said, "looking good" after I turned final (I closed the throttle!) and I pretty much glided in for a smooth but not as perfectly precise landing as on Friday.

We came across the Cook Strait in a loose formation and spaced ourselves out for a group landing at Foxpine.  Then it was the final leg.  Being Easter Sunday Ohakea Tower was off watch and after conversing with control we all got a clearance through the military zone to track direct to Hamilton.  We ended up the lead aircraft coming into Hamilton.  Allanah asked for a straight in approach for 36R with a 9 knot tailwind (more that I would have accepted if alone, I reckon).  Not a bad landing, really although Allanah was hovering over the controls while I was "floating" down the runway.  All good, though - refuel, unload, park up and off to middle daughter's place for some family time.  Fantastic trip!!!!

Yours truly in the left-hand seat

Kaikoura flightline

Cook Strait - WIT alongside (looks closer than it really was - love telephoto!)

WARBIRDS OVER WANAKA - PART 3

Waikato Aero Club Trip to Warbirds Over Wanaka

5 - 8th April 2012

7th April - The Show

Well, it is over a week since the show and I am only just getting around to blogging about it.  Actually, words fail me!  It was a fantastic show on a stunningly cloudless day and I will let my photos and video tell the tale.

 

Check out my youtube channel, ZKBJC - will be posting videos over the next week or so (MX-2 display already there) and a few photos are below:

 

Red Checkers 5-ship split

Just love these old biplanes - The Bristol FB-2 "Brisfit"

Camel approaching for landing

Spitfire landing

MX-2 awesome display!!

Speaker level Corsair pass