Inspired by this chap's efforts, I have been making a similar support at the front of my van to hold up the front of my ladder (wing support), which will stretch the length of my van, but I have designed a bracket, pretty much on the hoof, which unlike his, will allow me to open the bonnet with my roof-rack in place. Granted the welding is crappy, but I think the concept is sound.
The bracket will be clamped to a lip inside the engine bay, beneath the bonnet. There is plenty of clearance to allow the bonnet to close. I have used a hole which is already there on both sides, but will put in two other holes on each side.A vertical will slot into the bracket and be either bolted or cotter & split pinned in place (the more temporary solution). I am pretty certain this system will not break any rules, but may well take the precaution of removing the bracket for MOTs, and may well remove the ladder and front support anyway, when not in use.
I ordered a 14' ladder today, which arrives tomorrow. It is the length of my van and will provide excellent support for the wing, which will stick out 18" front and back. It'll be secured to the roof bars and to a support sticking up from the front bumper bulkhead. Feel really pleased about it.
1 Fabricate a wing support for the front of my van and pad and secure a ladder to the roof-rack 2 Go and collect my wing from Sywell 3 Ask Ben to help me fit bungees and adjust the struts on my undercarriage 4 Arrange for Bailey (manufacturers of my engine) to fit one of their fantastic quick release propeller bosses, which I know will make life enormously easier. Didn't fancy re-using nyloc nuts (or having to frequently replace them). 5 Make a ramp for the van loading
I had to ring Neill this morning just to thank him again for the quality of my training, having talked to another pilot yesterday who, like me, recently finished his licence, though at a different airfield - one in the South. We met this chap at Davidstowe. He was on holiday in Cornwall, and like me had popped in there to see what it was like, shoot the breeze with "fellow pilots" etc.
He seemed embarrassed to have done his licence in 41 hours; I didn't tell him how many more I had done - far too embarrassing. But once we had talked and he had admitted to still finding landing difficult, I realised the benefits of my more thorough education. But what astonished me more than anything was that this chap said he had done ALL his course flying on GPS, including his GST, and I think he meant his cross country qualifiers too! He admitted that he had punched in the wrong airfield when asked, on his GST, to find his way back to base, and had been oblivious for quite some time to the fact that he was flying in completely the wrong direction.
Meeting this chap has really opened my eyes to the fact that not everyone will have been as well taught as I was at Sywell. Neill has always said that he wants me to have the benefit of his experience, not just the bare minimums required by the syllabus. Consequently I am really well prepared to fly the nest.
It came in the post this morning. Granted, it is a restricted one and I am qualified for the lifting of the restriction, so that no sooner does it arrive than it is due to be sent off again, but it is exciting nonetheless.
People are right, it is a decidedly unimpressive document. You fancy it will be something grand like a passport - stiff, gold-leafed, crested and important looking, when it is just a few sheets of folded paper slotted in a plastic wallet, a little like a driver's licence counterfoil.
Looks like my design and bookbinding skills will have to be brought to bear on this one. I saw a hard backed, embossed 1930s licence, with loosely stitched-in inserts at an evening show at Shuttleworth recentl. I wish I had bought it now.
Thinking it out - I have been thinking of different routes for a month, as weather has forced me to postpone several times.
Above is laminated crib-sheet of Hdgs(T) which I put in my see-through pocket, just in case, but which I didn't need to refer to.
Triangles of velocities to work out the effects of wind on headings and speed at the planning stage
G-CEGJ parked up at Sutton Meadows, where I landed on runway 01, having originally planned to land on 23 ( I had taken off on Sywell's 23 with a cross wind). The change of plan was a sensible response to the wind sock at Sutton; the wind had veered....Though I nearly got confused by a signal square which hadn't been changed, as there was nobody there.
I did it!
More about this later....but for now, I have done my final cross country....of 72 miles.....and am now a fully qualified pilot!
As soon as my restricted licence arrives -a process which cannot be forestalled now that the CAA cogs are turning - I shall send off my Form 102 to de-restrict. No problem waiting though, because I am off to Cornwall for a few days, so wouldn't have been itching to fly anyway...and as yet, need to collect my wing from Flylight.
They have added stats here and it is amazing to see how many hundreds of people have visited this site. My partner teases me that nobody reads this thing. Please, if you follow this blog, would you click to add yourself as a Follower. It has always been very encouraging to hear from people I meet that they actually already know me from my blog.
Also, please put comments below articles. Feedback is very much appreciated.
starting from 19th November 2010
Neill Howarth photos of me in my Dragonfly
click image for slideshow
Wing Commander Tinworm
Sadly, this is a complete fantasy. I got the uniform on ebay for a hangar dance at Biggleswade. My girlfriend at the time made a dress from a pattern we found in the States. We had our pictures taken in front of various aircraft, dined with a flight sergeant and his wife (in that uniform, I rather expected him to salute me) and we jived the night away! It really was a "splendid" night.
I flew a Chipmunk
Click to read all about it.
A Fabulous Flare
Click pic to read all about it
early in my training, standing behind a GT450, which I had just landed at Pitsford
or you can just read your drift off a ready-reckoner
click image for article
click pic to read my instructor's pearls of wisdom :)
films of the Dragonfly
Before it became the Dragonfly, the people at Flylight played with lots of possible names, including the clever Lightfly. Here is an early concept film showing an unfaired prototype. Great stuff.
Here's a great film about how to assemble the Dragonfly. My actual Dragonfly: G-CFKK is the one shown in the film. Mind you, I keep my trike assembled, with the wing off and stored in a wing bag, which I carry on the roofrack, with the trike in the back of my van (on its narrow gauge undercarriage).
A masterpiece from the prolific editing suite of Ben Ashman isElectric Blue, filmed one frosty day at Pitsford, which was where I did my first solo out-landing - in January 2009. I was the first person in the year to log-in. The film features a clip at the start demonstrating the electric undercarriage retraction. The red Dragonfly is mine. It has manual undercarriage, which deploys and retracts more quickly.
French pilots are so stylish! Here is a superb film featuring many times world champion microlight (ULM) pilot, Samir Elari, flying and discussing the Dragonfly.
Ground handling (how to store an aeroplane at home and get it to the airfield)
Follow these links to look at my system for manoeuvring my trike through my front door and into a van without taking the panels off and folding it up....and my chock trolley for easy movement in the front room-cum-hangar.
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.
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.
BOAC VC-10 to Africa
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!
Raoul Hafner dissertation
"The elegant solution: the work of Raoul Hafner, pioneer helicopter designer" was the topic of my BA(hons) dissertation. I had met an old lady in a bookshop who saw me showing interest in the aviation section and introduced herself as the widow of Raoul Hafner, who she said had invented the helicopter before the design was ripped off by Igor Sikorski. As it happens, it hadn't been and Hafner himself had never made such a claim, but he did get his first helicopter, the Revoplane 1, airborne in Austria before Sikorski's first helicopter flew. The picture above is not the R1 but an autogyro, the ARIII, which was actually more revolutionary than Cierva's, as it incorporated tie-rods and cyclic and collective pitch control.
Hafner later worked for Bristol Aeroplane company (then based just over the road at Filton, Bristol, where I went to technical college) and designed Britain's first production helicopter, the Sycamore and then the twin rotored Belvedere. I have been a loyal BAC enthusiast ever since.
Bristol Sycamore (Hafner)
Bristol Belvedere (hafner)
Hafner Rotorbuggy (WW2)
Hafner Rotorchute (WW2)
hafner rotorchute (WW2)
One wartime design of Hafner's, the Rotachute, a means of dropping an infantryman into battle in a gliding autogyro was subsequently developed by Igor Bensen in the USA, one of which was bought by Wing Commander Ken Wallis (lovely bloke I interviewed for the dissertation), who massively developed it into a powered autogyro.. He built 19 of them in various guises, the most famous of which appeared in You Only Live Twice as Little Nellie, WA116. This short promotional filmcirca 1984 shows an intended production version.
Beth and Tiger Moth, c1989
My sister, Beth, is not tubby, as the picture above suggests. She is slim and gorgeous - but here she is dwarfed by the flying kit she borrowed for a joyride in a Tiger Moth in Australia.
Dad in the Bristol University Air Squadron
The good looking young man on the right is my Dad in the late '50s, when he was flying Chipmunks with the Bristol University Air Squadron. I wonder what became of the boys looking out of the windows? Inset you can see him in the early 1960s, just before I was conceived in a powercut.
Dad? He went on to become a schoolmaster and took up gliding when he retired. I am very proud of him: In an air investigation report he was commended for his quick thinking as a novice pilot, after he brought a glider down safely when a fault led to the canopy blowing off.