Tinworm-wings

Friday, 24 December 2010

A fellow Dragonflyer wins Dragonfly flight :)

Congratulations to fellow Dragonflyer, Steve Wilson, for winning a go in MY Dragonfly with his answer to the competition, in record time!

The object is, amazingly, a 2.2m diameter wheel, one of the first parts of a German WW1 bomber, the Mannesmann Poll, designed to bomb America. I don't think much else is thought to have actually been built. The wheel was found in a hangar near Koln in 1919. The scale of it is amazing, especially when you look at the wheel and then look at this picture which Steve provided today.

The giant triplane was to have had ten engines and a 6,524 mile range; seems inconceivable, doesn't it, especially at a speed of 80mph! A round trip would have lasted over three days! Hard to imagine having room for bombs as well as fuel.

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Christmas Competition

Neill Howarth (my former instructor) and I met at Duxford for a grand day out yesterday and this photo, with him standing in front of it, shows a curious object which we were amazed by...and which is the basis of
this year's Christmas Competition.

Whoever identifies it gets to fly my Dragonfly in 2011.

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Insurance sorted in ten minutes :)

Talked to Steve, yesterday, about possibly flying Xmas day, which he told me would be the best day for it (a brief respite in an otherwise horrible period of groundedness)...then woke this morning to the awful realisation that my insurance had run out....and the anxiety about the fact that On-Risk have pulled out of aviation....leaving me thinking I'd have to do a lot of schlepping around trying to find an insurer who would handle the great unknown of SSDR.

But I rushed off a quick text to Steve and he told me he gets his with Traffords. Went online. No phone number, just an email address. Emailed them with a "Bugger, have I left it too late?" and ten minutes later I was insured for half last year's premium...and they have included ANY PILOT!

Thanks, Steve, for the recommendation, and thanks to Greg and Tracy at Traffords.

Friday, 3 December 2010

Abort

Lizzie persuaded me that I'd be very unwise to attempt to drive the ordinarily 1 hr ten from Ipswich to Sutton Meadows, with ice under snow, to attempt a flight. I was ahead of her. I'd already decided that I'd abort. The wind was forecast as 9mph, which is no biggie in the air, but which is hazardous on the ground for an SSDR.

Pity because it would have been very pretty from the air. But am warm and dry where I am.

Monday, 29 November 2010

fingers crossed for Friday

Friday's forecasted wind has dropped from 11 to 6mph! That is the kind of trend I like! I don't work Fridays, so I am keeping fingers crossed.

Sunny, 0 degrees (could be worse, could be -3 like yesterday) and very good visibility. Anything could happen before then, of course. But I am staying positive.

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Sunday, 28 November 2010

But for Dave Broom, I'd have come home without flying

My battery was flat. After all that!

I could have anticipated this: nearly three weeks without starting the engine and freezing air. I tried using a powerpack but couldn't get the crocs to hold on to the tiny contacts on my battery, so gave up, de-rigged, packed up and was resigned, completely, to coming home and salvaging what I could from the day - doing some guitar practice, or something.

Then Dave Broom landed and said, "get rigged, suit up and pre-flight and I'll pull your prop over". But I was already in give-up mode and tried to thank him most sincerely and carry on home, but he said, "you need to get flying. you need to stop fucking about". So, I completely re-rigged, strapped my balloonist's altimeter to my leg, donned my motorbike helmet (warmer than a flying helmet and headphones) and strapped in with minimal kit (no vario, radio, compass, map - nothing)

As it happened, the prop just slipped under the reduction belt, so Dave went and got his own battery out of his Shadow and jump-started me....and I went flying - the first time with a foot throttle, which makes life a hell of a lot easier.

It was glorious flying but doesn't begin to compare with Steve Wilson's story; he always tops me...and has fantastic photos to show for it; he should have a blog of his own! (Steve, take note)

I kept fairly close to Sutton Meadows (just in case. Need to re-build confidence) and climbed to about 1,800' and just bimbled. I did about 50 mins before landing for a cuppa to warm my hands. Switched off and then restarted immediately, just to see if I could. I had a coffee and a natter with Neil, Dave's student, then had another 20 mins in the air, in time to de-rig before it got dark.

But for Dave, I wouldn't have flown. He really saved the day.

Lesson learned. I need to get some quick release battery connections. Neil says the ones I used to wire in my GPS are not man enough for the job and he is going to email some good links. Currently I need to snip my lock-wire to remove the battery and re-wire it before flight....bloody-silly waste of time. I should be able to take my battery home and just click it into place and be ready for take-off. A spare battery wouldn't be a bad idea either.

I also need to slacken off my throttle cable, which wasn't returning to the stop, when closed. The engine was revving slightly high at idle and I was forced to do a go-around on my first landing.

-2degrees
4mph wind

going now

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!