Tinworm-wings: Colibri set-back

Friday 12 March 2010

Colibri set-back

The rights of the newly qualified pilot to be awarded a Bronze Colibri are being championed by Paul Dewhurst who argues that the NPPL exceeds the intent of the FAI's award in terms of standards and skills. The award was designed for raising standards, especially in member countries which do not have a legal requirement to be formally trained. He asks whether the FAI should not recognise that British pilots already exceed the requirements by awarding Bronze to all NPPLs and asks whether it is not unfair that they are denied it simply for having been unaware of the specific requirements while training.

Some flying schools here claim that having an NPPL automatically qualifies a pilot for the Bronze, but this is not the case unless a student's landings and QXCs meet not only the CAA's high standards, but also the specifics of the Federation's rules. My cross country flights do not qualify me, for instance, because they were out and back and not triangular.

So, either schools who wish to promote the FAI's goals must incorporate its requirements into their programmes, if their candidates are to qualify, or, as Paul Dewhurst argues, the FAI ought to be asked to recognise that where countries licence pilots who have been trained to a higher standard than the ambitions of the FAI, their students should qualify automatically for the Bronze.

With the international committee not meeting again until November and the likely backlash for other countries if Paul's suggestion is considered, some feel that it would be more straightforward for NPPL qualified pilots simply to use the Bronze as a further challenge to hone their skills.

My own feelings are rather ambivalent. Paul Dewhurst hadn't been aware that there had been a perceived equivalence between the Bronze Colibri and the NPPL until I asked him to sign my application (in his capacity as my CFI). This was despite his being a leading light in the BMAA and microlighting generally, which I think goes some way to highlighting the fact that Colibris have little status in the UK. When I was learning to fly nobody ever mentioned the award, whereas in gliding something similar forms the basis of their training programmes and it is what everyone is striving for.

If our own training exceeds the ambitions of the international body, it really does irk me that I don't automatically qualify for their award, but then again, what value is there in an award that nobody really cares to promote through schools anyway? It would have been nice to have one to show I had made the grade, but having exceeded the grade, I am not sure I can be bothered to be examined again to prove a point.

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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!