Tinworm-wings: March 2012

Sunday, 11 March 2012

RAF Mendlesham.....my new home

I think I am right in saying that our hangar is at the intersection of the W-E and NW-SE runways....at the end of the original main runway, 25 (250deg). It is a WW2 structure, but I presume it was moved by the farmer? I have no idea where it would originally have been sited. Our runway is less than a third of the length of the original one. Mendlesham Mast (B on far left of top picture) is now roughly where the original control tower stood.

During WW2 the airfield was first an RAF fighter station with Spitfire MkIXs, then a base for the 34th Bombardment Group, (USAAF), flying B17s.

There is a memorial, where I must go and pay my respects, and numerous derelict buildings, but as with many such sites, they have become storage and factory units. I have seen one blister hangar like ours just beside the A140 ( behind the mast) which is the site of a steel fabrication company and other structures are in this compound. The Mast is the main feature in the area, at 1,002', when you are flying in. You can also see it a long way off when arriving by road. I took this somewhat blurry picture of the mast at dawn this morning from the hangar.

Two days in a row

Yesterday I flew to Bentwaters (former RAF, then USAAF base). I was there in about twenty minutes and then seemed to take ages to get back because of the headwind...and I worried that the hang glider people would lock up and go home, knowing all the time that I had left my keys on my cabinet in the hangar! Needn't have worried, though.

One of the pleasures of the day was meeting Sergei, a Russian software engineer who lives in Scotland and who had come down to do a two day winch launch conversion course; he is used to hang gliding off hills. He is a weightshift pilot and used to have a Quantum, which seems to have been in the same batch as mine and Steve Prouse's.

Look at that awful viz!

This morning I thought I'd get in a dawn flight before getting on with today's job of plumbing the bathroom. I was there by 5.45 and ready to fly at 6.20.....but had to hang about another two hours before the visibility looked promising. But I hit a bank of cloud at 700' and the visibility to the East was non existent, what with sun, haze and cloud, so I dropped back in and then waited another half hour, and then did two short hops before calling it a day. With no wind to speak of, that cloud was going nowhere.

Pretty but frustrating

But it was a good experiment in early morning starts. While I was hanging about I mused about the advantages of flying from Mendlesham rather than Great Oakley:

1 A fair and affordable rent (£30 cheaper)
2 No restriction on dawn take-offs.
3 Only one aeroplane in front of mine.
4 Only half an hour from home.
5 A runway just outside the hangar, so no long, time and fuel-wasting taxies.
6 The hang glider people are very friendly and there is no snobbery; good atmosphere.
7 Mendlesham Mandy...a speaking weather station!
plus, the doors have been greased so that they are not a hassle now either.

Advantages of G.O. : Doug, Sam and John (I miss Craig too, but he isn't there now either), a door which opens with a button and choice of runways.

On the whole I think I am now a lot better off.

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!