Tinworm-wings: April 2009

Tuesday, 28 April 2009

"You are Ready"

As it can take a while to get a booking, I had persuaded Neill to ask for a test booking and then we could dot the i's and cross the t's in the meantime, but last night Neill said the words I have almost given up hope of hearing,

"you are ready"

Well, you can imagine what a high I came home on!

We flew one hour dual in which he pulled two things out of the hat which are reserved for students about to be tested: he asked what I would do if cloud was descending, making minimum height operation hazardous and I said I would have to find a field, land and re-assess the situation from the ground. He agreed and said, "let's see you do it". This is different from an emergency landing in that you fly down alongside a promising field and size it up, look for obstacles etc. Then you fly along the intended landing track at about 5' checking the surface before climbing up, going round and finally putting down. Just before the wheels touched we climbed out again and headed home.

I love that low-level stuff....the discipline of keeping just airborne....with precise throttle control and the surge as you power out! I can be a bit reticent in banking at low level on the climb-out, forever afraid of doing a Bader and touching the ground with my wingtip, but Neill has encouraged me to be firmer with this. Earlier on I'd done a powered, shallow approach at a few hundred feet to Pitsford and because there was negligible wind it felt very fast indeed and I got a bit spooked by the speed and hit the throttle just before touch down; I needn't have. Neill says it always feels a lot faster with no wind. But it was good to see Pitsford again and I then demonstrated a short-field take-off.

Then, right near the end of my dual hour, Neill pulled the most exciting exercise yet...he completely stopped the engine and I did a perfect emergency landing on runway 05 before he sent me off to do some solo engine failure exercises over the runway.

55 mins Dual; 40 mins Solo......late in a day on which it hadn't looked flyable all day. It was well worth the wait.

I am ready.

Sunday, 26 April 2009

Test

Tomorrow Neill is going to book me in for a flying test, which he anticipates happening sometime in the next two weeks.

WOW!

Tuesday, 21 April 2009

Hearty Congratulations
to Steve Prouse

who soloed this Monday evening.

Absolutely delighted for you, mate.
Only sorry I couldn't be there to see it.

....That's another drink you owe me :)

Tuesday, 7 April 2009

Triangles of Velocities calculator

Ben lent me this piece of kit to try out and I really love it. It is a thick sheet of plastic with a compass rose and various scales on it. With this, a straight edge, a piece of paper and a marker you can very quickly plot triangles of velocities. I was quick with a drawing compass but this is even quicker....I can knock one out in about 30 seconds....and from it I know my heading and ground speed (quickly adding/subtracting variation and deviation afterwards).

Essentially, you draw in your Track Required (edge to centre); then your wind vector you draw in downwind of the centre (marking it off at the speed on the scale); using a piece of paper with a AS mark on it from its corner, draw an arc centred at the end of the wind line so that it intersects the heading line and draw a line between these points; then draw a line parallel to this from the centre out to the circumference....... Writing that took longer and seems more complicated than just doing it, trust me.

Flylight didn't invent the idea, but their version, with instructions printed on it (including a diagram example) is very neat and fits inside one of their A3 sized clear, zip-up map boards with a velcro leg strap. They are not cheap but they really are excellent.

Read here about the CRP-1 computer wizz-wheel....my other rather excellent calculator

Monday, 6 April 2009

Nav exam

Chuffed to bits - I re-took my Navigation exam today and got 90%. Of the two I got wrong, even my examiner got one wrong, admitting that he needed to revise. The other was a silly mistake I will never repeat.

More about this tomorrow.

Thanks to Neill and Ben (but mostly Neill) for ground-schooling me ....and thanks to the BMAA members who advised me on other books to read for the re-test.

Friday, 3 April 2009

The Shooting Star

Hergé, 1946, Tintin - The Shooting Star

Progress on the kitchen wall. Apart from touching-up to be niggled away at, the painting is done.

3'x4'4" in housepaint (left-overs and match pots)

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Ground handling (how to store an aeroplane at home and get it to the airfield)

A trial flight in a Thruster, when I was 28, c.1991

I have started to learn to fly before...TWICE! First time round I had just graduated and got a job at an aerodrome in Cornwall, where I earned flying hours by fuelling microlights, giving hourly weather reports to the Met office etc. The weather was bad, so there was little flying to be had...and in the end I was paid with broken propellers and bits of crashed fuselage to hang on the wall. The boss was a great bloke called Ian Stokes, who had been a leading light in forming the BMAA and had manufactured Thrusters in the early days . In retirement he moved to The Gambia and became a publican and, shockingly, was murdered this year.

Flying Rogues

ten years on from my first experiences at Moorland Flying School (and now nearly ten years ago) the flying school was under new management and my girlfriend and I booked full courses. We both made good progress initially but never felt we were being moved on and had difficulty pinning the instructor down to signing our logbooks. When another instructor signed himself as P1, we got suspicious, contacted the CAA and were horrified to learn that our instructor did not have a current instructor rating, that we had not been insured and that none of our hours counted towards our licences. We were eventually refunded and the instructors were prosecuted by the CAA.

The very sympathetic CAA investigator spoke to the BMAA on our behalf and my hours have been allowed to count (at the discretion of the school). But in point of fact, I flew way over the minimum number of hours subsequently, so it is really quite academic in the end.

Around 2001 an instructor in Norfolk tried to convince me that if I bought his aeroplane he could teach me at a cut rate, as I'd then be using my own plane. Great idea, I thought, except that it turned out that the aircraft in question had failed a noise test and could not be used from the instructor's field. He later admitted that I would have to learn on his aeroplane at the normal rate. He resisted showing me the paperwork, kept avoiding me and eventually, when it was quite clear I wasn't going to buy without the paperwork, told me to F-off.

So far my experience has been that there are a lot of rogues in flying, which is one reason why I was so very impressed by the professional set-up at Sywell.

by air to Africa

My sister and I were lucky to fly many thousands of miles in the 1960s and '70s in many aircraft types, including BOAC VC-10s, Boeing 707s and even a Nigerian Airways Dakota, as our dad (and later our mum) had teaching posts in Kenya and Nigeria. Those were still the romantic days of flying, when passengers walked across tarmac and up steps, rather than walking down the tubes that have turned passenger flying into a mundane affair. (Mind you, aren't take-offs still incredibly exciting!?)

Back then air hostesses GAVE children the sorts of nick-nacks that their parents have to pay fortunes for from the airline catalogue these days; things like model aeroplanes, keyrings etc. We were also given sweets to help us cope with depressurisation. (And they were hostesses, so nobody give me a hard time)

Mum says that I cracked my first joke when I was small, on a flight out to Kenya, when I said, "Mummy, shouldn't there be a wing on this side of the plane too". Apparently I got her with that one.

At Kano airport I remember standing behind an engine and thinking how hot it still was....and then being told that the engine was cold. The heat was Kano. I got a headache and took several days to aclimatise.

The airport perri-ways at Kano were littered with aircraft that didn't make it, including a burnt-out Mig 15. The Nigerian Airforce flew them and my dad played squash with one of their pilots, Ben, at the Kano Club. I recall a Mig fly-past on my birthday. Was it arranged with Ben over a beer? Was it a pure coincidence?

At Entebbe airport (Uganda) I remember climbing down the steps on to the runway and being encircled by soldiers with machine guns, who then went through all our belongings and confiscated my cherished Swiss Army penknife, purchased on one of numerous European stop-overs. That was in the twitchy time after the Israeli hijacking ...and mum had to stifle my protests.

Before my first flight to Nairobi, as an infant, I was scared stiff. I didn't understand that I wouldn't have to sit astride the fuselage, as I did on my pedalcar! In a funny way, I not only overcame that fear but have come full circle; microlighting is just like sitting on that pedalcar......open to the elements - real flying!