Andy_R
10th Feb 2005, 12:05
As promised, the final part of my latest adventure!!
As I drove through the fog and drizzle and joined the rush hour queues on the M25 my mind turned to mulling over how successful the day was going to be. After a break of six days how much would I remember? Would the ability to follow another aircraft so closely have evaporated as I wished this fog would?
As the fog cleared, so did my mind and my brain started to work through the various exercises we had covered the week before. Line up on one side of the runway, thumbs up to the other aircraft and then wind up the engine to 1500rpm. All in the green and nod over to the number 2 as the brakes are released and the throttle is gently advanced to full power and then retarded an inch to allow the number 2 to keep up. As we reach rotate speed, look over and give number 2 the nod and gently rotate keeping the Bulldog in line with the runway as we become airborne in unison………………….
http://2.srv.fotopages.com/2/4219584.jpg
…………..Ooer, unlike the silky smooth air last week, it was a little bumpy today! Aware of the other aircraft just feet away to my starboard, it took all my concentration to keep straight and at the required 80 knots climb speed. I relaxed my grip on the stick a little and we rode the bumps together, climbing into the grey sky.
At 500’ I gave the signal to raise flaps and as one they were retracted and we continued our climb through the turbulence.
To my wonderment, I had the spare capacity now to reduce the needle on the fuel flow to 6 ½ as we passed through 1500’ and easing back on the throttle we levelled out just below the 2000’ cloudbase. We cruised around the circuit at 95 knots, looking for a gap in the clouds in order that we could gain enough height so as not to be of annoyance to those living below us. Climbing again we turned to the west so that we didn’t end up too far east in the strong 45 knot westerly and found ourselves in between two broken layers at 3000’.
We remained as leader whilst number 2 was put through his paces. Boy, they were really stepping up the pace now. Turning at 40 degrees of bank whilst climbing and descending I watched James in the number 2 ship be pushed harder and harder, yet he clung on to our wingtip tenaciously. He soon disappeared from view and announced he was “onboard” behind us in line astern. More turns, becoming progressively steeper and in different attitudes, yet still he hang on. I was going to struggle if they put me through this!!
After practising emergency breaks and rejoins from both sides and whilst turning it was my turn to be put through the mill.
http://2.srv.fotopages.com/2/4219586.jpg
It was with a smile that I found myself joining up more swiftly than previously. Maybe I hadn’t forgotten too much. Of course, I had not taken into account that I would be correspondingly harder on myself too, so was soon telling myself to relax as I struggled to stay close whilst running wide on the outside of a turn or cursing as I let the lead pull away whilst in line astern.
I really enjoyed the emergency breaks last time so was horrified when I executed a messy break, a mixture of steep turn and maximum climb, but made up for it by doing a reasonably good rejoin in double quick time. We were in a different aircraft this time and it seemed to have a little more power which helped, but things were slowly falling into place. Another break and this time a turning rejoin to echelon port which went much better and for the first time I smiled, rather than maintaining a fixed deadly serious grimace!
All too soon we were back in the lead and Des (my instructor) took control and led James a merry dance about the sky. At one stage, whilst they were line astern we carried out a climbing turn and at the top let the nose drop away earthwards yet still we couldn’t spit him out from behind us.
http://2.srv.fotopages.com/2/4219589.jpg
As I took over as number 2 again we entered some thin cloud and all references were obscured. Without the distraction of ground, then sky I actually found it easier to maintain station, but we were warned afterwards to watch out for the leans if that occurs. It is a weird sensation when you come out of the cloud and suddenly find yourself in a situation where you have background references again and discover you are in fact in a 30 degree turn when you thought you were flying straight and level.
The lead really stepped up the pressure and I found myself struggling to keep up in places. I was closer than I had been last week and didn’t find myself getting left so far behind that we had to start again but it really was hard work. It was only later in the de-briefing that I found I had progressed to 35 to 40 degree turns whilst climbing and descending. At the time there is such a huge focus on maintaining position it is very easy to lose all situational awareness and to be totally unaware of which way is up. The whole time is spent focussed on the lead and making small inputs to throttle, elevator and ailerons. One day I hope I am able to have enough spare capacity to see the bigger picture – one reason why the job of lead aircraft is a very important one as he has to navigate and communicate whilst the number 2 (and 3 and so on) concentrate on staying in formation.
http://2.srv.fotopages.com/2/4219590.jpg
Suddenly our time was over and I was given the lead to recover and return to base.
With the strong wind we seemed to take forever to get back to Kemble, joining crosswind with a huge amount of drift on to compensate for the strong wind. Thank goodness it was almost down the runway! Doing the radio calls and downwind checks meant another step up the learning curve was being coped with. Having slowed the bulldog to under 100 knots I gave the flaps signal to number 2 and turned onto base as gently as possible in the now bumpy air on the approach to final. Base turn complete, we commenced a turning final whilst signalling to put down the other stage of flap and, other than getting lower than I would have liked, touched down on our half of the runway with barely a protest from the tyres – now why couldn’t I have landed like that when flyguy was at next to me? As the number 2 confirmed he had brakes we moved to his side of the runway and taxied back, a smile on my face as Des had said he was going to take over on final and hadn’t as he felt I was doing a good enough job; he remarked that I was obviously feeling comfortable with the plane and I am, more so than anything else I have flown. It seems to fit me like a comfortable jacket.
http://2.srv.fotopages.com/2/4219592.jpg
After a thorough de-brief we were then treated to stories from the Red Arrow days whilst we munched on sandwiches over a welcome cup of coffee.
So, apart from my certificate of completion, what did I gain from the experience?
1. That with my lowish hours, which have consisted mainly of cross country trips, I bit off a lot, but gained even more from being pushed hard. My skill levels have been hugely improved; both cognitive and motor skills.
2. An insight into how the RAF trains their pilots – it is clear from the start that these guys are true aviation professionals, disciplined in their approach and safe in their actions.
3. That formation flying is not to be undertaken lightly. Without proper instruction it is stupidly dangerous and is a sure fire way to have a mid-air collision. I genuinely believed that before undertaking this course, now I am convinced that it is so.
4. That formation flying (with #3 above taken into account) is immense fun, particularly if you enjoy being pushed and enjoy flying accurately.
5. Should I ever be unfortunate enough to find myself trapped above cloud and maybe even unsure of my position, I would be able to follow a lead aircraft back to safety, not that I would recommend getting yourself there in the first place.
6. How many PPL’s have flown with a Red Leader? Not many I would guess and the knowledge one gains from doing so is worth every bit of effort.
I would happily do more formation flying, both for the grin factor and to gain the experience. The learning curve is very steep; the transition from muppet to a basic skill level is astounding. The only problem is that as you become better you are correspondingly harder on yourself. What would have been superb in lesson 1 becomes nowhere near good enough by lesson 4 so your expectation level increases along with your skill level.
Fantastic experience that rates as one of the best yet.
http://2.srv.fotopages.com/2/4219593.jpg
As I drove through the fog and drizzle and joined the rush hour queues on the M25 my mind turned to mulling over how successful the day was going to be. After a break of six days how much would I remember? Would the ability to follow another aircraft so closely have evaporated as I wished this fog would?
As the fog cleared, so did my mind and my brain started to work through the various exercises we had covered the week before. Line up on one side of the runway, thumbs up to the other aircraft and then wind up the engine to 1500rpm. All in the green and nod over to the number 2 as the brakes are released and the throttle is gently advanced to full power and then retarded an inch to allow the number 2 to keep up. As we reach rotate speed, look over and give number 2 the nod and gently rotate keeping the Bulldog in line with the runway as we become airborne in unison………………….
http://2.srv.fotopages.com/2/4219584.jpg
…………..Ooer, unlike the silky smooth air last week, it was a little bumpy today! Aware of the other aircraft just feet away to my starboard, it took all my concentration to keep straight and at the required 80 knots climb speed. I relaxed my grip on the stick a little and we rode the bumps together, climbing into the grey sky.
At 500’ I gave the signal to raise flaps and as one they were retracted and we continued our climb through the turbulence.
To my wonderment, I had the spare capacity now to reduce the needle on the fuel flow to 6 ½ as we passed through 1500’ and easing back on the throttle we levelled out just below the 2000’ cloudbase. We cruised around the circuit at 95 knots, looking for a gap in the clouds in order that we could gain enough height so as not to be of annoyance to those living below us. Climbing again we turned to the west so that we didn’t end up too far east in the strong 45 knot westerly and found ourselves in between two broken layers at 3000’.
We remained as leader whilst number 2 was put through his paces. Boy, they were really stepping up the pace now. Turning at 40 degrees of bank whilst climbing and descending I watched James in the number 2 ship be pushed harder and harder, yet he clung on to our wingtip tenaciously. He soon disappeared from view and announced he was “onboard” behind us in line astern. More turns, becoming progressively steeper and in different attitudes, yet still he hang on. I was going to struggle if they put me through this!!
After practising emergency breaks and rejoins from both sides and whilst turning it was my turn to be put through the mill.
http://2.srv.fotopages.com/2/4219586.jpg
It was with a smile that I found myself joining up more swiftly than previously. Maybe I hadn’t forgotten too much. Of course, I had not taken into account that I would be correspondingly harder on myself too, so was soon telling myself to relax as I struggled to stay close whilst running wide on the outside of a turn or cursing as I let the lead pull away whilst in line astern.
I really enjoyed the emergency breaks last time so was horrified when I executed a messy break, a mixture of steep turn and maximum climb, but made up for it by doing a reasonably good rejoin in double quick time. We were in a different aircraft this time and it seemed to have a little more power which helped, but things were slowly falling into place. Another break and this time a turning rejoin to echelon port which went much better and for the first time I smiled, rather than maintaining a fixed deadly serious grimace!
All too soon we were back in the lead and Des (my instructor) took control and led James a merry dance about the sky. At one stage, whilst they were line astern we carried out a climbing turn and at the top let the nose drop away earthwards yet still we couldn’t spit him out from behind us.
http://2.srv.fotopages.com/2/4219589.jpg
As I took over as number 2 again we entered some thin cloud and all references were obscured. Without the distraction of ground, then sky I actually found it easier to maintain station, but we were warned afterwards to watch out for the leans if that occurs. It is a weird sensation when you come out of the cloud and suddenly find yourself in a situation where you have background references again and discover you are in fact in a 30 degree turn when you thought you were flying straight and level.
The lead really stepped up the pressure and I found myself struggling to keep up in places. I was closer than I had been last week and didn’t find myself getting left so far behind that we had to start again but it really was hard work. It was only later in the de-briefing that I found I had progressed to 35 to 40 degree turns whilst climbing and descending. At the time there is such a huge focus on maintaining position it is very easy to lose all situational awareness and to be totally unaware of which way is up. The whole time is spent focussed on the lead and making small inputs to throttle, elevator and ailerons. One day I hope I am able to have enough spare capacity to see the bigger picture – one reason why the job of lead aircraft is a very important one as he has to navigate and communicate whilst the number 2 (and 3 and so on) concentrate on staying in formation.
http://2.srv.fotopages.com/2/4219590.jpg
Suddenly our time was over and I was given the lead to recover and return to base.
With the strong wind we seemed to take forever to get back to Kemble, joining crosswind with a huge amount of drift on to compensate for the strong wind. Thank goodness it was almost down the runway! Doing the radio calls and downwind checks meant another step up the learning curve was being coped with. Having slowed the bulldog to under 100 knots I gave the flaps signal to number 2 and turned onto base as gently as possible in the now bumpy air on the approach to final. Base turn complete, we commenced a turning final whilst signalling to put down the other stage of flap and, other than getting lower than I would have liked, touched down on our half of the runway with barely a protest from the tyres – now why couldn’t I have landed like that when flyguy was at next to me? As the number 2 confirmed he had brakes we moved to his side of the runway and taxied back, a smile on my face as Des had said he was going to take over on final and hadn’t as he felt I was doing a good enough job; he remarked that I was obviously feeling comfortable with the plane and I am, more so than anything else I have flown. It seems to fit me like a comfortable jacket.
http://2.srv.fotopages.com/2/4219592.jpg
After a thorough de-brief we were then treated to stories from the Red Arrow days whilst we munched on sandwiches over a welcome cup of coffee.
So, apart from my certificate of completion, what did I gain from the experience?
1. That with my lowish hours, which have consisted mainly of cross country trips, I bit off a lot, but gained even more from being pushed hard. My skill levels have been hugely improved; both cognitive and motor skills.
2. An insight into how the RAF trains their pilots – it is clear from the start that these guys are true aviation professionals, disciplined in their approach and safe in their actions.
3. That formation flying is not to be undertaken lightly. Without proper instruction it is stupidly dangerous and is a sure fire way to have a mid-air collision. I genuinely believed that before undertaking this course, now I am convinced that it is so.
4. That formation flying (with #3 above taken into account) is immense fun, particularly if you enjoy being pushed and enjoy flying accurately.
5. Should I ever be unfortunate enough to find myself trapped above cloud and maybe even unsure of my position, I would be able to follow a lead aircraft back to safety, not that I would recommend getting yourself there in the first place.
6. How many PPL’s have flown with a Red Leader? Not many I would guess and the knowledge one gains from doing so is worth every bit of effort.
I would happily do more formation flying, both for the grin factor and to gain the experience. The learning curve is very steep; the transition from muppet to a basic skill level is astounding. The only problem is that as you become better you are correspondingly harder on yourself. What would have been superb in lesson 1 becomes nowhere near good enough by lesson 4 so your expectation level increases along with your skill level.
Fantastic experience that rates as one of the best yet.
http://2.srv.fotopages.com/2/4219593.jpg