An old pilot returns to the fold. A ramble from the past
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An old pilot returns to the fold. A ramble from the past
Hello all,
It is true that the flying bug virus once in the system never leaves it. It may lie dormant for years but it still there lurking, just waiting for an opportunity to strike. In my case it did.
But just a bit of background first. After a spell in HM Forces I went to Southampton to visit the AirTrainging Services as it was then known, as I had seen an advert that was asking for ALTP students. Hindsight tells me that I should have bitten the bullet and carried on with it. but it was just too regimented for me.
So instead I went to my local airfield and started flying there. I flew Tiger Moths and Auster J4s. Got to solo but then had to earn a living so it was put on hold. That was in the late 1950s. Being an entrepeneur I had started my own business and it took all my time. and money so it took me until the mid 1970s to get free enough to take up flying again.
So during the next 5 years I did it all. Radio, ppl, night, IMC, and IR. During that time I owned a Slinsby Nipper, a Minicab (Tail dragger) , A Falco, a Gruman and lastly a Beech Bonanza V tail. The Bonanza I upgraded to full airways. This was the perfect aeroplane for me.
However during the recession flying became just too expensive remembering that I had a business to run, so I had to stop flying.
But now. Ah the difference. We. that is my wife and I are now (fairly recently\ Snow Birds. We have a property in Florida, and so avoid the UK winters. There is a local airoprt that has a very good school as far as I can ascertain, and seem to welcome us BRITS, presumably as long as we can pay.
So what I hope to do is this. In a couple of weeks I have to have a cataracat removed and as soon as that is settled and checked out we will be off to Florida, taking all my licences with me. OK they are now well out of date, but it proves that I am not a beginner. I want to do one of their Introduction flgihts but get the Instructor to take me through all the basic stuff to see if I can remember how I did it. muscle memory etc.
This visit to Florida will only be for a couple of months this time, things beyond my control stopped us going earlier.
IF, and I say IF it all goes well then I might do a refresher course say up to ppl again. but that is something to be decided later. Or even some extra hours as a 'pretend' student to get the skills back for personal satisfaction if nothing else.
I have 650 odd hours P1 and a further 300 accrued when I did flights with a very good friend, We did leg and leg with one flying and the other doing radio and navigation.
Normally we go the Florida for about 5 months, so the flying time will not be a problem.
So in realty for now I would just be someone out for a jolly, just hiring a plane for an hour or two with someone else in charge. That way it will tell me IF the virus is as deep seated as I think it is.
Just a final point, I see that the oldest pilot is now 96. I am trying to catch up. You may have guessed my age from this ramble, but I admit to 85.
I should have used my nickname 'Chipper and Sprightly' Durn.
Have fun out there.
It is true that the flying bug virus once in the system never leaves it. It may lie dormant for years but it still there lurking, just waiting for an opportunity to strike. In my case it did.
But just a bit of background first. After a spell in HM Forces I went to Southampton to visit the AirTrainging Services as it was then known, as I had seen an advert that was asking for ALTP students. Hindsight tells me that I should have bitten the bullet and carried on with it. but it was just too regimented for me.
So instead I went to my local airfield and started flying there. I flew Tiger Moths and Auster J4s. Got to solo but then had to earn a living so it was put on hold. That was in the late 1950s. Being an entrepeneur I had started my own business and it took all my time. and money so it took me until the mid 1970s to get free enough to take up flying again.
So during the next 5 years I did it all. Radio, ppl, night, IMC, and IR. During that time I owned a Slinsby Nipper, a Minicab (Tail dragger) , A Falco, a Gruman and lastly a Beech Bonanza V tail. The Bonanza I upgraded to full airways. This was the perfect aeroplane for me.
However during the recession flying became just too expensive remembering that I had a business to run, so I had to stop flying.
But now. Ah the difference. We. that is my wife and I are now (fairly recently\ Snow Birds. We have a property in Florida, and so avoid the UK winters. There is a local airoprt that has a very good school as far as I can ascertain, and seem to welcome us BRITS, presumably as long as we can pay.
So what I hope to do is this. In a couple of weeks I have to have a cataracat removed and as soon as that is settled and checked out we will be off to Florida, taking all my licences with me. OK they are now well out of date, but it proves that I am not a beginner. I want to do one of their Introduction flgihts but get the Instructor to take me through all the basic stuff to see if I can remember how I did it. muscle memory etc.
This visit to Florida will only be for a couple of months this time, things beyond my control stopped us going earlier.
IF, and I say IF it all goes well then I might do a refresher course say up to ppl again. but that is something to be decided later. Or even some extra hours as a 'pretend' student to get the skills back for personal satisfaction if nothing else.
I have 650 odd hours P1 and a further 300 accrued when I did flights with a very good friend, We did leg and leg with one flying and the other doing radio and navigation.
Normally we go the Florida for about 5 months, so the flying time will not be a problem.
So in realty for now I would just be someone out for a jolly, just hiring a plane for an hour or two with someone else in charge. That way it will tell me IF the virus is as deep seated as I think it is.
Just a final point, I see that the oldest pilot is now 96. I am trying to catch up. You may have guessed my age from this ramble, but I admit to 85.
I should have used my nickname 'Chipper and Sprightly' Durn.
Have fun out there.
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ElderlyGent,
Welcome aboard PPRuNe ! I'm a very occasional visitor to this Forum, being tempted by the ongoing saga of Miss Tracey Curtis-Taylor (on this Thread), an unbelievable tale which is worth reading from the beginning (if you have a month or two to spare).
But my spiritual home is on Military Aviation Forum, in particular a Thread called: "Gaining a R.A.F. Pilot's Brevet in WWII". Do not be put off by the seemingly exclusive title. There you will find a host of Elderly Gents (and some Ladies), many military pilots, many civil ones, many both, many other aircrew, ground crew, and just about everybody with an active interest in the flying game.
Come on in - the water's fine !
Now my recollections of Florida are 75 years old, so I can do little to advise. But I envy you your bolt-hole in the sun ! As a 19 year old I went out under the Arnold Scheme (whereby the US Army Air Corps trained RAF pilots even when the US was still neutral). Did my first 60 hrs in a Stearman (without an ASI !), flew by attitude and feel alone, thought all aircraft flown like that !
We were over on the Gulf side, place called Arcadia, just inland from Sarasota, believe many of our pensioners have retired there.
Looking forward to seeing you on "Pilot's Brevet!",
Even more Elderly Gent,
Danny42C.
Welcome aboard PPRuNe ! I'm a very occasional visitor to this Forum, being tempted by the ongoing saga of Miss Tracey Curtis-Taylor (on this Thread), an unbelievable tale which is worth reading from the beginning (if you have a month or two to spare).
But my spiritual home is on Military Aviation Forum, in particular a Thread called: "Gaining a R.A.F. Pilot's Brevet in WWII". Do not be put off by the seemingly exclusive title. There you will find a host of Elderly Gents (and some Ladies), many military pilots, many civil ones, many both, many other aircrew, ground crew, and just about everybody with an active interest in the flying game.
Come on in - the water's fine !
Now my recollections of Florida are 75 years old, so I can do little to advise. But I envy you your bolt-hole in the sun ! As a 19 year old I went out under the Arnold Scheme (whereby the US Army Air Corps trained RAF pilots even when the US was still neutral). Did my first 60 hrs in a Stearman (without an ASI !), flew by attitude and feel alone, thought all aircraft flown like that !
We were over on the Gulf side, place called Arcadia, just inland from Sarasota, believe many of our pensioners have retired there.
Looking forward to seeing you on "Pilot's Brevet!",
Even more Elderly Gent,
Danny42C.
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I GUESS YOU SUSSED ME OUT
So many thanks for all the comments. Seeing over 600 views is a real bonus. . Now.....
To SFCC
I attach a photo you will remember. G-AWDA (I hope) That's NOT me in the photo. A friend with large sideburns, Oh the fashions in those days.
To TangoAlphad. et al
AS you say, it would cost a lot of money to even go solo, so we think alike in saying that I could just get an instructor, who may also be racking up hours to move onto airline stuff, to see just how good I can get back in the groove. There are several other fields near to Ocala, (yes that's the field I will be near to when in Florida).for touch and goes, and a host of VORS and NDBs to see if I can still do all that stuff.
I would be happy to pay for many flights of that sort., just for the personal satisfction of getting into the air again.
I wonder if you might like to read some stories of how it was in the 1950s, and stuf like my first solo in an Auster J4. Would that need a seperate thread. Just askin' is all.
To SFCC
I attach a photo you will remember. G-AWDA (I hope) That's NOT me in the photo. A friend with large sideburns, Oh the fashions in those days.
To TangoAlphad. et al
AS you say, it would cost a lot of money to even go solo, so we think alike in saying that I could just get an instructor, who may also be racking up hours to move onto airline stuff, to see just how good I can get back in the groove. There are several other fields near to Ocala, (yes that's the field I will be near to when in Florida).for touch and goes, and a host of VORS and NDBs to see if I can still do all that stuff.
I would be happy to pay for many flights of that sort., just for the personal satisfction of getting into the air again.
I wonder if you might like to read some stories of how it was in the 1950s, and stuf like my first solo in an Auster J4. Would that need a seperate thread. Just askin' is all.
Spoon PPRuNerist & Mad Inistrator
Elderly Gent,
Welcome to PPRuNe and welcome back to aviation!
Please do post your recollections here - this thread would be fine.
SD
Welcome to PPRuNe and welcome back to aviation!
Please do post your recollections here - this thread would be fine.
SD
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Elderly Gent, I too would love to read your recollections.
Danny 42C, was lucky enough to tour most airfields in southern Florida as a passenger in a Cessna 150 about 20 years ago - Arcadia was one we stopped at, at least briefly.
Danny 42C, was lucky enough to tour most airfields in southern Florida as a passenger in a Cessna 150 about 20 years ago - Arcadia was one we stopped at, at least briefly.
E.G.,
I'm delighted to hear of your ambition. As was mentioned earlier, your licence is a licence-for-life, so it's just a matter of passing the medical and then getting an FAA piggy-back license.
As far as going solo is concerned, given your experience, I suspect that an hour of upper-air work and an hour in the circuit would be enough to reach solo standard. It's like riding a bike or skiing - it comes back quickly.
Getting used to the rapid-fire ATC may take a while, but generally flying is much more relaxed in the US than in the U.K.
Good luck and keep us posted.
I'm delighted to hear of your ambition. As was mentioned earlier, your licence is a licence-for-life, so it's just a matter of passing the medical and then getting an FAA piggy-back license.
As far as going solo is concerned, given your experience, I suspect that an hour of upper-air work and an hour in the circuit would be enough to reach solo standard. It's like riding a bike or skiing - it comes back quickly.
Getting used to the rapid-fire ATC may take a while, but generally flying is much more relaxed in the US than in the U.K.
Good luck and keep us posted.
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ELDERLY GENTS FIRST SOLO CIRCA 1957
My first solo circa 1957, and it went like this.......
I guess I will have to get permission to backtrack the runway to arrive at the year c 1957 as that was the time I did my first solo. There was another one in 1974 but that is another story.
As the song says ''Ah yes, I remember it well''. Indeed I do as it was very hot day. No cloud to speak of and no wind either.
The CFI said that he had phoned the tower and I was now cleared to do a circuit on my own. Did the heart beat a trifle faste? Yes it did.
The plane was still in the hangar, and as it was a J4 and a tail dragger you just lifted the tail and walked it out in reverse.
This done there was the usual walk round and then into the cockpit. The mechanic stood looking at me . I raised at humb and then the procedure began, I hold the stick well back, so the prop wash will hold the tail down.
Fuel on. With the tank in the wing above it was just a gravity feed so no pump.
Switches off he said. OK that's done, so I repeat it back
Prime.... couple of pushes does that.
He then turns the prop over two turns.
Look around. Contact he calls. Mags on and shout contact myself.
He heaves the prop. Nothing happens. Switch off.
Then through the process again. This time it fires up and idles. The oil pressure rises and the prop wash blows trough the venturi tube just outside on the fuselage. The A H levels out.
So what's next. The mantra then was Tommy Tickled May For Four Glorious Hours.
Trim neutral, Throttle tight, Mags, check both at 1700 rpm, Fuel on and sufficient, Flaps not required so closed, Gyros and guages. AH OK Oil pressure OK. .Hatches and harness OK as well. chedck compass to gyro.
Ready to go. The watching CFI gives me a thumbs up and walks off. No, there is no radio, so I trundle off to the holding point. I then made sure that the altimeter was set to zero, so it would read that on touch down. QFE is all well and good, but I am taking no chnces. In those far off days you waited unti you got a green aldis flash from the tower.
There it was, runway clear, so don't hang about, just get on with it. Line up. stick still welll back. full throttle and off she goes. Speed buids and I ease the stick forward, Now shes level, and takes off without me doing a thing to help. She just did it. Now I see a positive rate of climb and keep straight ahead until we are at 800 feeet. Nice. Now a gentle turn to the left onto the cross wind bit. Turn again onto the downwind and rest for a minute. Yes the runway is right there.
The next mantra was BUMPFH Brakes off, Undercart welded down, Mixture rich, Pitch fixed on this plane, flaps not yet, Gyros and guages all OK.
I am going to extend the downwind a bit so that I have a lot of time to get the approach right. Now I am looking at the tower and wait for the green aldis to tell me that I am OK to land. Ah, there it is. Well past the runway so turn onto base, and easeback on the poewr ,trim again, and start to lose a bit of altitude.
Turn onto final after a good look right to check that nothing is there, then set up the descent. This is looking good. Flaps down 20 degrees. Down we go. 700, 600. and so on. There is the threshold, down to 100 then it stopped. Crap, add flap, power right off....... Then I realised just what was happening. That hot day had heated the concrete runway so much that it was a thermal and the J4 was just floating along. Now I am half way along the runway, so go around... now. Power full on, flaps up and climb out.
So how am I going to get this thing back on the ground.
OK, get her low down away from the runway and power her in. Seems lgoical, but the risk there is that I will be on the back of the drag curve.
Round I go and get the green again. Clear to land, so extend the downwind again, and this tme drop down to 500 feet on base leg, turn in and full flap, power back and let her sink. 100 feet and add power, Now we are really slow, add power a bit and we cross the threshold. Power right off. nose a bit down this time, The runway comes up, flare and the stalll warning bleas, Hold it, nose up a touch more and down she goes with the stall warning still bleating.
As it turned out I had just pulled off a perfect three point landing. Flaps up, stick well back and taxi back to the flight line.
Shut down checks complete and switch off. I see the CFI walking towards me. Now what is he going to sayI wonder.
Nothing as it turned out, He just shook my hand and with a lifted eyebrow and a sardonic grin he walked away.
Later when he was signing my log book, I have a vague memory of us discussing it is some detail, but they do say that every landing you walk away from is a good one.
I learned a lot about flying that day, but it is the first in a line of adventures that I hope to relate in the comingg weeks and months.
The photo was taken by the CFI as I recall.
I guess I will have to get permission to backtrack the runway to arrive at the year c 1957 as that was the time I did my first solo. There was another one in 1974 but that is another story.
As the song says ''Ah yes, I remember it well''. Indeed I do as it was very hot day. No cloud to speak of and no wind either.
The CFI said that he had phoned the tower and I was now cleared to do a circuit on my own. Did the heart beat a trifle faste? Yes it did.
The plane was still in the hangar, and as it was a J4 and a tail dragger you just lifted the tail and walked it out in reverse.
This done there was the usual walk round and then into the cockpit. The mechanic stood looking at me . I raised at humb and then the procedure began, I hold the stick well back, so the prop wash will hold the tail down.
Fuel on. With the tank in the wing above it was just a gravity feed so no pump.
Switches off he said. OK that's done, so I repeat it back
Prime.... couple of pushes does that.
He then turns the prop over two turns.
Look around. Contact he calls. Mags on and shout contact myself.
He heaves the prop. Nothing happens. Switch off.
Then through the process again. This time it fires up and idles. The oil pressure rises and the prop wash blows trough the venturi tube just outside on the fuselage. The A H levels out.
So what's next. The mantra then was Tommy Tickled May For Four Glorious Hours.
Trim neutral, Throttle tight, Mags, check both at 1700 rpm, Fuel on and sufficient, Flaps not required so closed, Gyros and guages. AH OK Oil pressure OK. .Hatches and harness OK as well. chedck compass to gyro.
Ready to go. The watching CFI gives me a thumbs up and walks off. No, there is no radio, so I trundle off to the holding point. I then made sure that the altimeter was set to zero, so it would read that on touch down. QFE is all well and good, but I am taking no chnces. In those far off days you waited unti you got a green aldis flash from the tower.
There it was, runway clear, so don't hang about, just get on with it. Line up. stick still welll back. full throttle and off she goes. Speed buids and I ease the stick forward, Now shes level, and takes off without me doing a thing to help. She just did it. Now I see a positive rate of climb and keep straight ahead until we are at 800 feeet. Nice. Now a gentle turn to the left onto the cross wind bit. Turn again onto the downwind and rest for a minute. Yes the runway is right there.
The next mantra was BUMPFH Brakes off, Undercart welded down, Mixture rich, Pitch fixed on this plane, flaps not yet, Gyros and guages all OK.
I am going to extend the downwind a bit so that I have a lot of time to get the approach right. Now I am looking at the tower and wait for the green aldis to tell me that I am OK to land. Ah, there it is. Well past the runway so turn onto base, and easeback on the poewr ,trim again, and start to lose a bit of altitude.
Turn onto final after a good look right to check that nothing is there, then set up the descent. This is looking good. Flaps down 20 degrees. Down we go. 700, 600. and so on. There is the threshold, down to 100 then it stopped. Crap, add flap, power right off....... Then I realised just what was happening. That hot day had heated the concrete runway so much that it was a thermal and the J4 was just floating along. Now I am half way along the runway, so go around... now. Power full on, flaps up and climb out.
So how am I going to get this thing back on the ground.
OK, get her low down away from the runway and power her in. Seems lgoical, but the risk there is that I will be on the back of the drag curve.
Round I go and get the green again. Clear to land, so extend the downwind again, and this tme drop down to 500 feet on base leg, turn in and full flap, power back and let her sink. 100 feet and add power, Now we are really slow, add power a bit and we cross the threshold. Power right off. nose a bit down this time, The runway comes up, flare and the stalll warning bleas, Hold it, nose up a touch more and down she goes with the stall warning still bleating.
As it turned out I had just pulled off a perfect three point landing. Flaps up, stick well back and taxi back to the flight line.
Shut down checks complete and switch off. I see the CFI walking towards me. Now what is he going to sayI wonder.
Nothing as it turned out, He just shook my hand and with a lifted eyebrow and a sardonic grin he walked away.
Later when he was signing my log book, I have a vague memory of us discussing it is some detail, but they do say that every landing you walk away from is a good one.
I learned a lot about flying that day, but it is the first in a line of adventures that I hope to relate in the comingg weeks and months.
The photo was taken by the CFI as I recall.
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ElderlyGent and MY SECOND FIRST SOLO yes that's right.
Perhaps I should shorten my moniker to E.G
The years had moved on, the hands of time circling the clock had now let me get the business running at an acceptable rate of profit, so this let the flying virus stir out of hibernation and start twitching the memory neurons (if that's the right word).
It is now 1974 and spring is in the air, and I just want to spring into the air myself. So off I trot to the local flying club,
This time round I have to buy those necessary bits. The chart, the circular slide rule (Computer) and books on everythig pertaining to the PPL sylabus.
But let's not get too far ahead. The 'ab initio' flight is calling. The instructor and I walk out to a Cssna 150. After a quick walk round we climb aboard, This is my first time in a tricycle undercart plane. My, but the view forward is impressive after the memories of a tail dragger. I can see where I am going.
As I am more of a passenger this time I sit and listen to what he is both saying and doing. Gosh! will I rmember all this. The radio crackles with the clearance. You are cleared to leave the zone at such and such a point, not above 1500 feet, QNH this and QFE that.
We taxi along and arive at the holding point. More checks then the 'cleared to take off' . Pull onto the runway and off we go.
'Right' the instructor says, 'Hands on the yoke and just follow me through'. I do and feel the slight vibration, This thing is alive. The ground drops away and we are flying.
We leave the zone and he demonstrates all the basics. I try to fly just straight and level. when I trim out she is really flying herself. This is much easier than that old J4. Then doing turns and decents at which I find difficult to try to keep the nose on the horizon in a turn, But he assures me it will come with practice.
Lets do a stall. OK. We do it and it is not too terrifying. He smiles, and I could almost read his mind. He was thinking, does this chap really want to fly. OK for a spin ? Sure I say through gritted teeth,
flippin' heck!!! Can I learn to do that. Well I will just have to if I want that PPL.
Time flies by and it is time to return. After landing we go back to the club house, 'Still want to fly?'' has asks. Damn right I do.
My log book tells me that afterr 8 hours dual he says I am ready to go solo. Yikes, so soon.
Just a single circuit. Ah! I did that years ago, I wonder if the same will happen, Will we just float along over the runway.
How different being told what to do over a radio. So I trundle to the holding point and wait. Checks complete and I am cleared to take off.
I line up, then the nerves took over and I hesitate just long enough for th tower to remind me that I AM cleared to take off. That brought me back to reality PDQ, so full power and to heck with it, I am going flying on my own.
Up we go, positive rate of climb, temps and pressures all OK. Turn onto cross wind, turn downwind and do the BUMPFFGH stuff and relax. I then notice that we are drifting a bit away from the runway. This is a reminder that the clearance mentioned a cross wind of,,,,what the heck was it. Glance down to the pad. Sheesh! thats a good deal off and from the left so it will be from the right on final.
Call on final and cleared to land. Made it a nice long final so had time to get lined up well before the threshold. Hmm!! the nose is pointing a bit to the right but the track is nice.
Getting nearer and nearer, OK Now a touch of right hand down and a tiny bit on the rudder to keep the ball in the midle of the turn and slip indicator. Flare, level up and down she goes. Just a single not to obvious bounce but solid enough.
Back to the flight line, and shut everything down. This time it is smiles all round, I have made it.
That's it for now. but the PPL flight was....Ha gotcha now.
The years had moved on, the hands of time circling the clock had now let me get the business running at an acceptable rate of profit, so this let the flying virus stir out of hibernation and start twitching the memory neurons (if that's the right word).
It is now 1974 and spring is in the air, and I just want to spring into the air myself. So off I trot to the local flying club,
This time round I have to buy those necessary bits. The chart, the circular slide rule (Computer) and books on everythig pertaining to the PPL sylabus.
But let's not get too far ahead. The 'ab initio' flight is calling. The instructor and I walk out to a Cssna 150. After a quick walk round we climb aboard, This is my first time in a tricycle undercart plane. My, but the view forward is impressive after the memories of a tail dragger. I can see where I am going.
As I am more of a passenger this time I sit and listen to what he is both saying and doing. Gosh! will I rmember all this. The radio crackles with the clearance. You are cleared to leave the zone at such and such a point, not above 1500 feet, QNH this and QFE that.
We taxi along and arive at the holding point. More checks then the 'cleared to take off' . Pull onto the runway and off we go.
'Right' the instructor says, 'Hands on the yoke and just follow me through'. I do and feel the slight vibration, This thing is alive. The ground drops away and we are flying.
We leave the zone and he demonstrates all the basics. I try to fly just straight and level. when I trim out she is really flying herself. This is much easier than that old J4. Then doing turns and decents at which I find difficult to try to keep the nose on the horizon in a turn, But he assures me it will come with practice.
Lets do a stall. OK. We do it and it is not too terrifying. He smiles, and I could almost read his mind. He was thinking, does this chap really want to fly. OK for a spin ? Sure I say through gritted teeth,
flippin' heck!!! Can I learn to do that. Well I will just have to if I want that PPL.
Time flies by and it is time to return. After landing we go back to the club house, 'Still want to fly?'' has asks. Damn right I do.
My log book tells me that afterr 8 hours dual he says I am ready to go solo. Yikes, so soon.
Just a single circuit. Ah! I did that years ago, I wonder if the same will happen, Will we just float along over the runway.
How different being told what to do over a radio. So I trundle to the holding point and wait. Checks complete and I am cleared to take off.
I line up, then the nerves took over and I hesitate just long enough for th tower to remind me that I AM cleared to take off. That brought me back to reality PDQ, so full power and to heck with it, I am going flying on my own.
Up we go, positive rate of climb, temps and pressures all OK. Turn onto cross wind, turn downwind and do the BUMPFFGH stuff and relax. I then notice that we are drifting a bit away from the runway. This is a reminder that the clearance mentioned a cross wind of,,,,what the heck was it. Glance down to the pad. Sheesh! thats a good deal off and from the left so it will be from the right on final.
Call on final and cleared to land. Made it a nice long final so had time to get lined up well before the threshold. Hmm!! the nose is pointing a bit to the right but the track is nice.
Getting nearer and nearer, OK Now a touch of right hand down and a tiny bit on the rudder to keep the ball in the midle of the turn and slip indicator. Flare, level up and down she goes. Just a single not to obvious bounce but solid enough.
Back to the flight line, and shut everything down. This time it is smiles all round, I have made it.
That's it for now. but the PPL flight was....Ha gotcha now.
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FALCO IN THE FOG E.G adds to the saga.
Hi All, Just trying to keep the interrest going with these tales of years ago.
Falco in the Fog.
After I had actually bought the Falco I had to go to Southampton to collect it. We, that is my flying friend and I were driven there by a mate and left to our own devices.
The Falco is a wooden aeroplane of monocoque construction, but is fully aerobatic from plus 6 to minus 3 g. It cruies at around 120 knots. It is stick instead of yoke steering so it is more like a Spitfire.. A joy to fly and almost viceless. Stall and spins recover fast, and I didn't see a wing drop at the stall. Just nose down. When the gear came up you could see little tell tale rods poking up through the wings and nose cowling to tell you they were in fact up.
As we were preparing to go I watched what I think was a King Air coming in to land. That guy really knoew his aeroplane. He flared it out and held it no more than 6 inches off the deck, then I heard the engines throttle back and the KA just touched without a jar of any kind and rolled to a stop. Talk about a greaser. Things like that made me want to do it just like that, and I think we all feel so happy when we actually do it right, so satisfying.
At risk of going off this thread I do also remember at Liverpool watching a DC3 Dakota do a strong cross wind landing. I could see the wing down and then the upwind main wheel touched and held then slowly the other one and lastly the tail wheel. It was beautiful.
But enough of those memories for now.
Our flight was to Liverpool as this was to be my home base. It was a VFR flight so we could go more or less straight upcountry. I planned to fly just above 3000 feet so I could fly quadrantals and be well clear of the traffic below that level.
The Falco had three fuel tanks, one in the centre for take off and landing, then switch to a wing. You will have to excuse the paucity of info on the trip as it is the ending that is the point of this saga.
As we flew north I could hear reports of fog closin in behind us. But as it was clear ahead we carried on. But.
Then it was the turn of Liverpool, They were going IFR. OK do I now divert to the Isle of Man. as I couldn't turn back, and if I did and they were N/A what then, Back over water with diminishing fuel with possibly no where to go even then,
Blackpool was the only place left. Called them and they were clear for now, A call to Liverpool to tell the of our change of plan, as they knew we were on their radar. Fortunately I was by then IMC certified so it was no problem. But I went well west of them just in case then came back so I could follow the coast north.
We all learned during our ppl ground work that while it is possible to see the ground verically through mist or light fog, as you move away the linear distance increases and the visbility decreases. Very true in our case as we approached Blackpool. ATC told us that we had better hurry as the fog was thickening fast. The runway in use was I think about 26 but more or less East West and along the north edge of the field was a huge single story factory building that made car exhausts and its name was painted in large letters along the roof.
I kept us as far as possible to the west. but still being able to just see the field. My friend had excellent sight so he was spotter while I did all the pre landing checks.
Turned down wind and got the gear down. Droopped down to about 200 feet and then out of the corner of my eye I saw below a man washing his car with a hose gushing a jet of water. In that few seconds I saw him look up and as he did the jet of water went vertical. It took a heartbeat to pass, but I did see the total astonishment writ plain on his face. Where the water went I don't know, but I nearly laughed, and then the serious stuff took over.
Cleared to land , so past the end of the factory, and the tightest possible turn. Add power, and keep the flaps up. I'm not doing one of those very slow full flap turns this close to the ground. If I didn't turn close in I would lose the runway and I did not want to go round again.
My friend was shouting, I have the runway. Come right a bit, OK there it is. full flap now, power back and we touch down,
As we roll out, I hear the ATC clsoing he airfield.
We were last in by the narrowest of margins. I have often wondered what would have actually been the outcome if we had not made it into Blackpool. A wheels up landing in a field I suppose. Practice for that is OK, but I would not want to find out for real.
I hopee you enjoy these tales. Comments are always welcom, good or not so good as they help me to improve.
Chers. D.
Falco in the Fog.
After I had actually bought the Falco I had to go to Southampton to collect it. We, that is my flying friend and I were driven there by a mate and left to our own devices.
The Falco is a wooden aeroplane of monocoque construction, but is fully aerobatic from plus 6 to minus 3 g. It cruies at around 120 knots. It is stick instead of yoke steering so it is more like a Spitfire.. A joy to fly and almost viceless. Stall and spins recover fast, and I didn't see a wing drop at the stall. Just nose down. When the gear came up you could see little tell tale rods poking up through the wings and nose cowling to tell you they were in fact up.
As we were preparing to go I watched what I think was a King Air coming in to land. That guy really knoew his aeroplane. He flared it out and held it no more than 6 inches off the deck, then I heard the engines throttle back and the KA just touched without a jar of any kind and rolled to a stop. Talk about a greaser. Things like that made me want to do it just like that, and I think we all feel so happy when we actually do it right, so satisfying.
At risk of going off this thread I do also remember at Liverpool watching a DC3 Dakota do a strong cross wind landing. I could see the wing down and then the upwind main wheel touched and held then slowly the other one and lastly the tail wheel. It was beautiful.
But enough of those memories for now.
Our flight was to Liverpool as this was to be my home base. It was a VFR flight so we could go more or less straight upcountry. I planned to fly just above 3000 feet so I could fly quadrantals and be well clear of the traffic below that level.
The Falco had three fuel tanks, one in the centre for take off and landing, then switch to a wing. You will have to excuse the paucity of info on the trip as it is the ending that is the point of this saga.
As we flew north I could hear reports of fog closin in behind us. But as it was clear ahead we carried on. But.
Then it was the turn of Liverpool, They were going IFR. OK do I now divert to the Isle of Man. as I couldn't turn back, and if I did and they were N/A what then, Back over water with diminishing fuel with possibly no where to go even then,
Blackpool was the only place left. Called them and they were clear for now, A call to Liverpool to tell the of our change of plan, as they knew we were on their radar. Fortunately I was by then IMC certified so it was no problem. But I went well west of them just in case then came back so I could follow the coast north.
We all learned during our ppl ground work that while it is possible to see the ground verically through mist or light fog, as you move away the linear distance increases and the visbility decreases. Very true in our case as we approached Blackpool. ATC told us that we had better hurry as the fog was thickening fast. The runway in use was I think about 26 but more or less East West and along the north edge of the field was a huge single story factory building that made car exhausts and its name was painted in large letters along the roof.
I kept us as far as possible to the west. but still being able to just see the field. My friend had excellent sight so he was spotter while I did all the pre landing checks.
Turned down wind and got the gear down. Droopped down to about 200 feet and then out of the corner of my eye I saw below a man washing his car with a hose gushing a jet of water. In that few seconds I saw him look up and as he did the jet of water went vertical. It took a heartbeat to pass, but I did see the total astonishment writ plain on his face. Where the water went I don't know, but I nearly laughed, and then the serious stuff took over.
Cleared to land , so past the end of the factory, and the tightest possible turn. Add power, and keep the flaps up. I'm not doing one of those very slow full flap turns this close to the ground. If I didn't turn close in I would lose the runway and I did not want to go round again.
My friend was shouting, I have the runway. Come right a bit, OK there it is. full flap now, power back and we touch down,
As we roll out, I hear the ATC clsoing he airfield.
We were last in by the narrowest of margins. I have often wondered what would have actually been the outcome if we had not made it into Blackpool. A wheels up landing in a field I suppose. Practice for that is OK, but I would not want to find out for real.
I hopee you enjoy these tales. Comments are always welcom, good or not so good as they help me to improve.
Chers. D.
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THINGS HAPPEN VERY QUICKY WHEN FLYING.
Yes things happen so fast when flying.
Yes again, this is so true, and you can't just park up and think about what to do next. This did happen while I was doing my IR training, but that's for another tale in this series.
So to get back on track. After our stint with the Nipper we all moved on in different directions. There were four of us in the group that owned the Nipper. My choice was a Minicab, This was a two seat tail dragger, shades of my earlier J4 experience coming back to haunt me. It was different in that the whole windscreen and cockpit cover hinged forward. The wings and fueslage were fabric covered and with very basic insteumentation,it was reminicent of pre war flying But it taught me a lot about torque and prop wash when full power was applied and the amont of rudder needed to stop an incipient ground loop from getting out of hand.
I had many pleasent hours flying to small fields over the few months that I owned her.
Why do we put the female sex to planes? I suppose it might be a hang over from shipping where boats of all descriptions are HER.
OOPS I wandered off theme there for a minute, but back again.
The moral of this tale is that you must never let your attention wander, and this memory was triggered by a video I watched recently where a plane with a metal prop did a nose over and ended up with the tips of the prop well bent, This of course entailed a complete engine stip and examinattion for shock damage.
So now to the crux of the tale. I was flying solo and had been off to somewhere I can't remember and was coming home to roost. Approach gave me the usual met stuff so QFE was set carefully amongst the other checks. All was well, but now there was quite a cross wind, so be ready for it.
I find it satidfying on final in a cross wind to get the drift angle just so, so that the plane tracks straight down what would be either the runway centre line or the localiser in an ILS approach. (This will occur again when I was flying the Bonanza in tricky situations. Got to keep you hanging in there dear readers) So the landing went off OK. Now I am taxying to the next turn off, the wind is from my left and the stick is right back and over to the left, I had to trun right off the runway, so a dab of right brake and round we go.
It was in that split second as the turn was completed that I should have put the stick right forward so that the wind would keep the tail on the ground. I missed it and the tail popped up for a few seconds and that was all it took to shave 6 inches off each prop tip.
Engine stopped. sone laughter from the tower, they had seen it all happen. I sat there for a minute or two until some of the field fire brigade came screaming up in a truck. Red facedand totally embarrased I asked if they would please give me a push back to the hangers. They did.
Now this being a wooden prop and not a metal one and there only being the tips shaved off, there was no possibility of engine damage.
I saw an advert in one of the flying mags from someone who actually made props to type and a call to him soon had a deal sorted out.
A week or so later saw a box arrive with a beautiful highly varnished , perfectly crafted prop in it, even to the bolt holes for remounting it on the plane. So now it was just off with the old and on with the new. Job done. I just had to make sure that all the nuts were wrired correctly and check that it was truly in line. A test run and later a flight showed that all was now well. It was a moderately expensice lesson, but it showed me that you have to be at least one step ahead of events both in the air and on the ground.
It was shortly afterthis even, and I am not saying that they are connected in any way, but a Grumman AA1 caught my eye, so I just had to go and have a look.
That's the end of this tale, but as I write I keep the webcam of Shoreham airfield running on the screen and it is a very interesting field.
I keep my writing in the lower half of the screnn, and I see planes above as they turn onto finals.
Also in the very right hand side. half way down there is the holding point, so I see planes waiting there for clearance and then they move onto the runway. And as an addition it has full audio, engines that is.
It's a busy place. I have seen several different helicopters, the usual Cessna and Piper trainers, a big twinc executive jet, some twin engines, and even a Chipmunk that came in as a write this . I did see one other tail dragger. but the tyoe escapes me.
OK More to come in a few days. In Mid February I hope tp be off to our bolt hole in Florida, so I will be flying again there one way or another. Reports on that adventure will appear here with hopefully some video.
Happy New Year to all out there
D.
Yes again, this is so true, and you can't just park up and think about what to do next. This did happen while I was doing my IR training, but that's for another tale in this series.
So to get back on track. After our stint with the Nipper we all moved on in different directions. There were four of us in the group that owned the Nipper. My choice was a Minicab, This was a two seat tail dragger, shades of my earlier J4 experience coming back to haunt me. It was different in that the whole windscreen and cockpit cover hinged forward. The wings and fueslage were fabric covered and with very basic insteumentation,it was reminicent of pre war flying But it taught me a lot about torque and prop wash when full power was applied and the amont of rudder needed to stop an incipient ground loop from getting out of hand.
I had many pleasent hours flying to small fields over the few months that I owned her.
Why do we put the female sex to planes? I suppose it might be a hang over from shipping where boats of all descriptions are HER.
OOPS I wandered off theme there for a minute, but back again.
The moral of this tale is that you must never let your attention wander, and this memory was triggered by a video I watched recently where a plane with a metal prop did a nose over and ended up with the tips of the prop well bent, This of course entailed a complete engine stip and examinattion for shock damage.
So now to the crux of the tale. I was flying solo and had been off to somewhere I can't remember and was coming home to roost. Approach gave me the usual met stuff so QFE was set carefully amongst the other checks. All was well, but now there was quite a cross wind, so be ready for it.
I find it satidfying on final in a cross wind to get the drift angle just so, so that the plane tracks straight down what would be either the runway centre line or the localiser in an ILS approach. (This will occur again when I was flying the Bonanza in tricky situations. Got to keep you hanging in there dear readers) So the landing went off OK. Now I am taxying to the next turn off, the wind is from my left and the stick is right back and over to the left, I had to trun right off the runway, so a dab of right brake and round we go.
It was in that split second as the turn was completed that I should have put the stick right forward so that the wind would keep the tail on the ground. I missed it and the tail popped up for a few seconds and that was all it took to shave 6 inches off each prop tip.
Engine stopped. sone laughter from the tower, they had seen it all happen. I sat there for a minute or two until some of the field fire brigade came screaming up in a truck. Red facedand totally embarrased I asked if they would please give me a push back to the hangers. They did.
Now this being a wooden prop and not a metal one and there only being the tips shaved off, there was no possibility of engine damage.
I saw an advert in one of the flying mags from someone who actually made props to type and a call to him soon had a deal sorted out.
A week or so later saw a box arrive with a beautiful highly varnished , perfectly crafted prop in it, even to the bolt holes for remounting it on the plane. So now it was just off with the old and on with the new. Job done. I just had to make sure that all the nuts were wrired correctly and check that it was truly in line. A test run and later a flight showed that all was now well. It was a moderately expensice lesson, but it showed me that you have to be at least one step ahead of events both in the air and on the ground.
It was shortly afterthis even, and I am not saying that they are connected in any way, but a Grumman AA1 caught my eye, so I just had to go and have a look.
That's the end of this tale, but as I write I keep the webcam of Shoreham airfield running on the screen and it is a very interesting field.
I keep my writing in the lower half of the screnn, and I see planes above as they turn onto finals.
Also in the very right hand side. half way down there is the holding point, so I see planes waiting there for clearance and then they move onto the runway. And as an addition it has full audio, engines that is.
It's a busy place. I have seen several different helicopters, the usual Cessna and Piper trainers, a big twinc executive jet, some twin engines, and even a Chipmunk that came in as a write this . I did see one other tail dragger. but the tyoe escapes me.
OK More to come in a few days. In Mid February I hope tp be off to our bolt hole in Florida, so I will be flying again there one way or another. Reports on that adventure will appear here with hopefully some video.
Happy New Year to all out there
D.
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HAVE YOU FOUND YOUR BREAKING POINT ?
HI all. Back again and I hope you are all enjoying the start of a New Year.
I had been thinking about how we pilots multitask. I know that the lady pilots amongst us can do this bcuase it is built into their genes, and is something we mere males lack. Well according to them we do, so it crossed my mind to ask at what level do we as pilots find things are getting out of hand.
There must be many times when for one reason or another a perfectly normal flight has taken us near to the limits of our abilities.
OK this is a snealy way of inviting respoders to tell us about their own scary bits. But to carry on.
I remember one time wile we were waiting at the fuel pumps at an airfield we were visiting one day, to refill our tanks. The pumps were near to the end of the runway that was in use at the time. So while waiting our turn as there was a plane in fornt of us, we watched as several gliders that had been launched earlier were taking it in turns to land.
If memory serves a couple did and floated away into the distance, but then I saw the next one doing the downwind leg, but I was sure he was much lower than the previous two.
Obviously the pilot suddenly realised this and tried to turn in short. He almost made it but stalled in the turn and crashed right in front of us.
We lept out of our plane and dashed to help. I was thinking that we would find a deader in the wreck, but NO. He was well strapped in and was very dazed, but in the end nothing was broken except the glider was in need of some major repair work.
The problem then was that the couple of remaining gliders still in the air had to land some how. No engines to get them away. In the end they just turned in a bit early and landed well to the side and further. down the field. A very neat bit of flying. Their stress levels must have rocketted.
Later I looked at the glider instructions for the field and saw that there were points printed where you had to be no lower than heights stated. The usual minima on approach charts.
So what has this to do with my tale.
It was as I was nearing the final stages of my IR training and was doing a trip into Birmingham. The flight had gone OK, but the workload was heavy as there was a lot going on. Scanning, height just so, instruments all OK. And don't forget the 'Ice check' call. every few minutes. Solid cloud and vectroing to the ILS. Steer exaactly on the radar heading. I was about to turn on towards the loclaiser when over the radio came the instruction to break off and fly AWAY on such and such a heading until recalled as bigger and faster commercial stuff was being given priority.
To this day I am not sure if this was an 'arranged' call as I had experienced this before, ie to see if I was aware of the wrong cleaence I had been given or not. As it happened I had caught that so earned some Brownie Points.
But now, this new twist added another level of stress. I flew out, but this heading now put me onto an entirely different way to rejoin the racetrack. I would have to wait my turn there as well. As I levelled out on the return heading I reached my limit. I just said to the instructor, ''I can't do this''. His reply was to the effect that I was on my own.... think.
You barsteward I thought, but seconds later the answer came to me and from that point of all went well. Spatial awareness is the key.
Sitting quietly later, and going over the flight mentally I wondered if he was trying to find out (1) Where was my breaking point, and (2) Could I cope with it.
Seems he found out both. It did help later when doing an NDB letdown for real through cloud when ATC called me to ask what the weather was doing. I really sweated that one. They got a two word reply, and it is not the ones you are thinkng of...Just Busy. Later.
So it appears that, yes, we males are very capable of multitasking after all.
Cheers
Drew,
I had been thinking about how we pilots multitask. I know that the lady pilots amongst us can do this bcuase it is built into their genes, and is something we mere males lack. Well according to them we do, so it crossed my mind to ask at what level do we as pilots find things are getting out of hand.
There must be many times when for one reason or another a perfectly normal flight has taken us near to the limits of our abilities.
OK this is a snealy way of inviting respoders to tell us about their own scary bits. But to carry on.
I remember one time wile we were waiting at the fuel pumps at an airfield we were visiting one day, to refill our tanks. The pumps were near to the end of the runway that was in use at the time. So while waiting our turn as there was a plane in fornt of us, we watched as several gliders that had been launched earlier were taking it in turns to land.
If memory serves a couple did and floated away into the distance, but then I saw the next one doing the downwind leg, but I was sure he was much lower than the previous two.
Obviously the pilot suddenly realised this and tried to turn in short. He almost made it but stalled in the turn and crashed right in front of us.
We lept out of our plane and dashed to help. I was thinking that we would find a deader in the wreck, but NO. He was well strapped in and was very dazed, but in the end nothing was broken except the glider was in need of some major repair work.
The problem then was that the couple of remaining gliders still in the air had to land some how. No engines to get them away. In the end they just turned in a bit early and landed well to the side and further. down the field. A very neat bit of flying. Their stress levels must have rocketted.
Later I looked at the glider instructions for the field and saw that there were points printed where you had to be no lower than heights stated. The usual minima on approach charts.
So what has this to do with my tale.
It was as I was nearing the final stages of my IR training and was doing a trip into Birmingham. The flight had gone OK, but the workload was heavy as there was a lot going on. Scanning, height just so, instruments all OK. And don't forget the 'Ice check' call. every few minutes. Solid cloud and vectroing to the ILS. Steer exaactly on the radar heading. I was about to turn on towards the loclaiser when over the radio came the instruction to break off and fly AWAY on such and such a heading until recalled as bigger and faster commercial stuff was being given priority.
To this day I am not sure if this was an 'arranged' call as I had experienced this before, ie to see if I was aware of the wrong cleaence I had been given or not. As it happened I had caught that so earned some Brownie Points.
But now, this new twist added another level of stress. I flew out, but this heading now put me onto an entirely different way to rejoin the racetrack. I would have to wait my turn there as well. As I levelled out on the return heading I reached my limit. I just said to the instructor, ''I can't do this''. His reply was to the effect that I was on my own.... think.
You barsteward I thought, but seconds later the answer came to me and from that point of all went well. Spatial awareness is the key.
Sitting quietly later, and going over the flight mentally I wondered if he was trying to find out (1) Where was my breaking point, and (2) Could I cope with it.
Seems he found out both. It did help later when doing an NDB letdown for real through cloud when ATC called me to ask what the weather was doing. I really sweated that one. They got a two word reply, and it is not the ones you are thinkng of...Just Busy. Later.
So it appears that, yes, we males are very capable of multitasking after all.
Cheers
Drew,
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It was just one of those fabulous flight. A tripto ....
It was just one of those nights, One of those fabulous flights.
The words of this old song apply to one particular trip in the Bonanza returning to Liverpool from Jersey
Jersey was one of those rather special places to visit, not only for the scenery And the chance of pivking up some very nice antiques at a very reasonable price, but because fuel there was duty free,
This meant that if you timed it right, you could get back to base with several gallons of cheaper fuel that could be used on other journeys.
For me, planning the flight was as enjoyable as the flight itself, It was a thing about arriving at the destination as near to the second as was on the planned route. Calculating times between points on the chart be tHey VORs or NDBS each leg had its own time allotted, Of course on a trip like that the wind does not always follow what the Met office says it will. So adjustments had to be made as time went by, Getting beind, add a coulple of hundred rpm or even slow down a bit as needed.
On VFR trip you could avoid controlled airspace and climb up into the sun and clear of cloud, Of course this did mean that you had to call ATC and ask permission to cross through an airway, They were always obliging for us at any rate, You just had to give them height, time of entering and leaving the airway and most important, crossing at right angles. This being the shortest distance across. So 8 or 9000 feet was my usual height, observinng quadrabtals of course.
This preamble is just to get the plane positioned correctly for the return flight as this is the main drift on the story.
We had had a great time just wamdering around, spending more time than was really necessary looking at and being slightly jealous of the owners of some of the fantastic yachts and powerboats that were moored in the marina.
Note; diesel for boating was also duty free as I remember.
So eventually we returned to the fielp and went over the flight plan before submitting it to ATC. Leaving so late we would arrive well into the night, but that was OK as I like night flying.
Refuelled with that nice stuff and did the usual checks then were ready to go. I can't remember th
details but there was nothing amiss so off we went.
Dusk had set in as we climbed through cloud but broke out into bright sunlight. This was a truly amasing sight. The cloud top was as flat as a billiard table with towering pillars driven high by thermals from the ground beneath.
At this point in time the clouds were a brilliant white. As we wer heading Northish the sun was out over the port wing and was nearing the cloud edge.
As we watched the rim touched and the clouds morphed from white to delicate pink, then so gradually into orange, red. and as the sun sank lower, the hues changed again into violet and darker grey.
But what's this. The clouds are getting brighter not darker. Odd, until tearing our eyes away from the sinking sun and switching 180 degrees there over the starboard wing was a rising full moon.
So for a few fleeting moments we had both the sun on one hand and the moon on the other changing domination until the moon gained in brightness and the sun vanished completely.
During these moments not a word was spoken. It was just too much and it was a sight I shall never forget, and my words here paint a poor picture of it.
The cloud cover seemed to be extensive indeed as we ploughed our way north, but soo we just had to get down through it as we wer nearing the Approach Zone.
Saying farewell to the moon we dropped down to the 1500 ft limit and called ATC for clearance, and asked, as it was late at night and they were not busy if we could do a practice ILS approach. This was approved and soon we were on the Glide Path and the wheels touched the runway.
Now a bit of a surprise. The Ground Marshall with his bright batons parked us by the customs office, This was normal practice as we had come in from waht was considered abroad, We went into the office to report arrival but whether it was that they had nothing to do and were just looking for something to aleveiate boredom they, well two of them, decended on the plane and went through it with the proverbial fine toothe comb even to the exten t of one of them lying on his back in the coclpit shining a torch up behind the instrument panel .
Eventaully they were satisfied that there was nothing to find and we were, dare I say, released.
And so ended one of those 'Fabulous Flights' One which I have tried to describe in the hope that you too can enjoy and envisage what I saw in reality.
Honest, you won't hurt my feelings if you have a better tale to tell
The words of this old song apply to one particular trip in the Bonanza returning to Liverpool from Jersey
Jersey was one of those rather special places to visit, not only for the scenery And the chance of pivking up some very nice antiques at a very reasonable price, but because fuel there was duty free,
This meant that if you timed it right, you could get back to base with several gallons of cheaper fuel that could be used on other journeys.
For me, planning the flight was as enjoyable as the flight itself, It was a thing about arriving at the destination as near to the second as was on the planned route. Calculating times between points on the chart be tHey VORs or NDBS each leg had its own time allotted, Of course on a trip like that the wind does not always follow what the Met office says it will. So adjustments had to be made as time went by, Getting beind, add a coulple of hundred rpm or even slow down a bit as needed.
On VFR trip you could avoid controlled airspace and climb up into the sun and clear of cloud, Of course this did mean that you had to call ATC and ask permission to cross through an airway, They were always obliging for us at any rate, You just had to give them height, time of entering and leaving the airway and most important, crossing at right angles. This being the shortest distance across. So 8 or 9000 feet was my usual height, observinng quadrabtals of course.
This preamble is just to get the plane positioned correctly for the return flight as this is the main drift on the story.
We had had a great time just wamdering around, spending more time than was really necessary looking at and being slightly jealous of the owners of some of the fantastic yachts and powerboats that were moored in the marina.
Note; diesel for boating was also duty free as I remember.
So eventually we returned to the fielp and went over the flight plan before submitting it to ATC. Leaving so late we would arrive well into the night, but that was OK as I like night flying.
Refuelled with that nice stuff and did the usual checks then were ready to go. I can't remember th
details but there was nothing amiss so off we went.
Dusk had set in as we climbed through cloud but broke out into bright sunlight. This was a truly amasing sight. The cloud top was as flat as a billiard table with towering pillars driven high by thermals from the ground beneath.
At this point in time the clouds were a brilliant white. As we wer heading Northish the sun was out over the port wing and was nearing the cloud edge.
As we watched the rim touched and the clouds morphed from white to delicate pink, then so gradually into orange, red. and as the sun sank lower, the hues changed again into violet and darker grey.
But what's this. The clouds are getting brighter not darker. Odd, until tearing our eyes away from the sinking sun and switching 180 degrees there over the starboard wing was a rising full moon.
So for a few fleeting moments we had both the sun on one hand and the moon on the other changing domination until the moon gained in brightness and the sun vanished completely.
During these moments not a word was spoken. It was just too much and it was a sight I shall never forget, and my words here paint a poor picture of it.
The cloud cover seemed to be extensive indeed as we ploughed our way north, but soo we just had to get down through it as we wer nearing the Approach Zone.
Saying farewell to the moon we dropped down to the 1500 ft limit and called ATC for clearance, and asked, as it was late at night and they were not busy if we could do a practice ILS approach. This was approved and soon we were on the Glide Path and the wheels touched the runway.
Now a bit of a surprise. The Ground Marshall with his bright batons parked us by the customs office, This was normal practice as we had come in from waht was considered abroad, We went into the office to report arrival but whether it was that they had nothing to do and were just looking for something to aleveiate boredom they, well two of them, decended on the plane and went through it with the proverbial fine toothe comb even to the exten t of one of them lying on his back in the coclpit shining a torch up behind the instrument panel .
Eventaully they were satisfied that there was nothing to find and we were, dare I say, released.
And so ended one of those 'Fabulous Flights' One which I have tried to describe in the hope that you too can enjoy and envisage what I saw in reality.
Honest, you won't hurt my feelings if you have a better tale to tell
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IT'S BEHIND YOU. IT'S GETTING CLOSER
i supp ose we all rememebr the old Christmas Pantos where the lead player wandered around the stage with the audience chanting ITS BEHIND YOU as the nasty player loomed ever closer, well this tale might just ...welll let it relate this saga in its own way. Read on.
IT'S BEHIND YOU. IT'S GETTING CLOSER.
I can't remember the date, but it must have been autumnal, just one of those pleasent quiet days with little wind and clear skies that are just asking to be flown in.
So why not. Lets go to the Isle of Man. Hooked the towbar through the front wheel axle of the Bonanza and dragged her out of the hangar.
Now, whenever possible I always top up the fuel tanks after a flight , especially as winter draws in to make sure that there is NO air space above the fuel level where moisture might condense and then drip down and through the fuel until water is resting on the outlet pipe, just waiting to cause problems.
This was just to be an out there, have a bite to eat and then back.
Take off was slotted for early afternoon, so when all was ready a call to ATC and filed our flight plan.
This trip is one of the easiest ones to do, provided that you have complete confidence in your plane as you are going some 80 miles single engined over water. I had no such qualms after all the hours logged up without any problems at all.
The route takes you to the WAL VOR at the north tip of the Wirral Peninsular then straight out on a 330 degree radial FROM the VOR (As I recall, so don't shout at me if I am a tad off) Also knowing the distance I could see it incresing on the DME. On this day it really didn't matter as I could see the Island from some distance away and my oppo has eyes like a hawk.
The trip was indeed uneventual and we touched down at Ronalsway and parked up.
It was no more than about half an hour later that we heard the Met office start mumbling about fog expected soon. So it was either go now or stay the night. Work commitments rather leant us in the GO HOME direction, so a hasty flight plan was made and off we went.
As we were about half way back I lost the sea below us and it was obvious that the cloud was thickening fast. But for now the ATC at Liverpol was still saying it was OK, so we carried on.
Then is closed in. I heard a commercial flight saying that they had had a missed appoach at Liverpool. OK What now. Do we go back and chance it... No, one more option comes to mind. Get Manchester on the No 2 Com.
Its OK they say, 800 metrs on the runway, but it is solid from 200 ft up to 3000 feet.
We are still in bright sunlight but the sun is now setting. Its going to be think down there. We accept an ILS approach with radar vestoring to the localiser.
We are told to decend to 3000 feet which we do and follow instructions down until we are now is fog. Turn off the strobe and landing lights as the reflections off the fog wuld be blinding then add a touch of bright to the instruments.
We knew that there were some other BIg Boys up there in the pattern but ATC knowing we were light slotted us in at the lowest level with no holding pattern needed to get us out of the way ASAP. That suited me just fine.
The needles centred and I set up the landing checks, Wheels down, 20 degrees flap for now. speed 75 kts all else in the green.
My oppo was staring fixedly out of the windscreen. His job being to tell me the very instant he saw the runway lights. At that point I would look up and get the wheels onto the tarmac.
My gaze is fixed on the ILS and with fog there is no wind,so no drift to worry about.
Then ATC calls to tell me to huury. So I increase speed to 100 kts, and have to retrim to kep the rate of decent on the glide path.
Just get everyting settled when ATC says hurry again. They had put a Tristar behind us and it was catching us.
All I could do was say 100 knot flap and wheel limit and I am doing that now. I knew the Tristar pilot could hear me so now it was up to him whether he did a missed approach or not. I knew that his boss would be upset if that happened as he would have had to go back to the top of the stack. Not good from a PR pointy of view.
As I didn't hear him call it I knew he was closing as slowly as he could.
Suddnely my oppo called that he had the lights in sight. I look up and there dead centre are the runway lights.
Not boasting but I ould not have done that better in broad daylight with no wind . But oh crap. I am way over touch down speed. That should be 65 kts. Lights whizing past at eye level, where's that damn runway, hold off. power right off , a greaser if ever there was one, touch the brakes even though we are still way too fast.
Exit next left calls ATC and I note a touch of anxiety in the call. Brakes have to go on We slow just enough to make the turn. Please don't burst I ask the tyres. They hold and we are no more than a few yards down the taxiway when with a roar the Tristar hurtles past and I hear the reverse thrust howling.
We taxi to the ramp and just sit for a few moments letting the tension subside.
Was it close? I don't know as nothing was ever said. and aftr a couple of hours waiting the fog clears enough so that I could do a reverse ILS away from Manchester and a normal ILS into Liverpool.
So what have we learned from this episode. Well as thre wre two of us in the plane it worked out well as related, but had I been solo I would not have ateempted it. A full ils under thoes conditions would in all probablility been a tad beyond my limits. Maybe later after many more real ils approaches I might have done it. But at that time I would have gone back to the Island sooner, The ILS for 26 is over water so there are no obsdtacles in the way if you are just a whisker low. Decision height is OK too. So 'Alls well that ends well' as the Bard tells us.
In conclusion I must say that in the late 70s there was not quite as much commercial traffic as there is today, and ATC were possibly more amenable to things like practice this and that,
I don't know, but while some may say that flying is boring at times. mine NEVER was as I hope you will gather from these tales of derring do.
Cheers until next time.
D
IT'S BEHIND YOU. IT'S GETTING CLOSER.
I can't remember the date, but it must have been autumnal, just one of those pleasent quiet days with little wind and clear skies that are just asking to be flown in.
So why not. Lets go to the Isle of Man. Hooked the towbar through the front wheel axle of the Bonanza and dragged her out of the hangar.
Now, whenever possible I always top up the fuel tanks after a flight , especially as winter draws in to make sure that there is NO air space above the fuel level where moisture might condense and then drip down and through the fuel until water is resting on the outlet pipe, just waiting to cause problems.
This was just to be an out there, have a bite to eat and then back.
Take off was slotted for early afternoon, so when all was ready a call to ATC and filed our flight plan.
This trip is one of the easiest ones to do, provided that you have complete confidence in your plane as you are going some 80 miles single engined over water. I had no such qualms after all the hours logged up without any problems at all.
The route takes you to the WAL VOR at the north tip of the Wirral Peninsular then straight out on a 330 degree radial FROM the VOR (As I recall, so don't shout at me if I am a tad off) Also knowing the distance I could see it incresing on the DME. On this day it really didn't matter as I could see the Island from some distance away and my oppo has eyes like a hawk.
The trip was indeed uneventual and we touched down at Ronalsway and parked up.
It was no more than about half an hour later that we heard the Met office start mumbling about fog expected soon. So it was either go now or stay the night. Work commitments rather leant us in the GO HOME direction, so a hasty flight plan was made and off we went.
As we were about half way back I lost the sea below us and it was obvious that the cloud was thickening fast. But for now the ATC at Liverpol was still saying it was OK, so we carried on.
Then is closed in. I heard a commercial flight saying that they had had a missed appoach at Liverpool. OK What now. Do we go back and chance it... No, one more option comes to mind. Get Manchester on the No 2 Com.
Its OK they say, 800 metrs on the runway, but it is solid from 200 ft up to 3000 feet.
We are still in bright sunlight but the sun is now setting. Its going to be think down there. We accept an ILS approach with radar vestoring to the localiser.
We are told to decend to 3000 feet which we do and follow instructions down until we are now is fog. Turn off the strobe and landing lights as the reflections off the fog wuld be blinding then add a touch of bright to the instruments.
We knew that there were some other BIg Boys up there in the pattern but ATC knowing we were light slotted us in at the lowest level with no holding pattern needed to get us out of the way ASAP. That suited me just fine.
The needles centred and I set up the landing checks, Wheels down, 20 degrees flap for now. speed 75 kts all else in the green.
My oppo was staring fixedly out of the windscreen. His job being to tell me the very instant he saw the runway lights. At that point I would look up and get the wheels onto the tarmac.
My gaze is fixed on the ILS and with fog there is no wind,so no drift to worry about.
Then ATC calls to tell me to huury. So I increase speed to 100 kts, and have to retrim to kep the rate of decent on the glide path.
Just get everyting settled when ATC says hurry again. They had put a Tristar behind us and it was catching us.
All I could do was say 100 knot flap and wheel limit and I am doing that now. I knew the Tristar pilot could hear me so now it was up to him whether he did a missed approach or not. I knew that his boss would be upset if that happened as he would have had to go back to the top of the stack. Not good from a PR pointy of view.
As I didn't hear him call it I knew he was closing as slowly as he could.
Suddnely my oppo called that he had the lights in sight. I look up and there dead centre are the runway lights.
Not boasting but I ould not have done that better in broad daylight with no wind . But oh crap. I am way over touch down speed. That should be 65 kts. Lights whizing past at eye level, where's that damn runway, hold off. power right off , a greaser if ever there was one, touch the brakes even though we are still way too fast.
Exit next left calls ATC and I note a touch of anxiety in the call. Brakes have to go on We slow just enough to make the turn. Please don't burst I ask the tyres. They hold and we are no more than a few yards down the taxiway when with a roar the Tristar hurtles past and I hear the reverse thrust howling.
We taxi to the ramp and just sit for a few moments letting the tension subside.
Was it close? I don't know as nothing was ever said. and aftr a couple of hours waiting the fog clears enough so that I could do a reverse ILS away from Manchester and a normal ILS into Liverpool.
So what have we learned from this episode. Well as thre wre two of us in the plane it worked out well as related, but had I been solo I would not have ateempted it. A full ils under thoes conditions would in all probablility been a tad beyond my limits. Maybe later after many more real ils approaches I might have done it. But at that time I would have gone back to the Island sooner, The ILS for 26 is over water so there are no obsdtacles in the way if you are just a whisker low. Decision height is OK too. So 'Alls well that ends well' as the Bard tells us.
In conclusion I must say that in the late 70s there was not quite as much commercial traffic as there is today, and ATC were possibly more amenable to things like practice this and that,
I don't know, but while some may say that flying is boring at times. mine NEVER was as I hope you will gather from these tales of derring do.
Cheers until next time.
D