Which taildragger? Chipmunk of course!
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Tim,
I can safely say that it wasn't FF's, I don't possess a Chippie but have had good access to one without any strange aquatic leanings in the past.
Will be at Northrepps sometime over this w/e - to pick up some candidates for more crustacean annihilation. Will be in something very slow and very yellow!
Stik
I can safely say that it wasn't FF's, I don't possess a Chippie but have had good access to one without any strange aquatic leanings in the past.
Will be at Northrepps sometime over this w/e - to pick up some candidates for more crustacean annihilation. Will be in something very slow and very yellow!
Stik
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formationfoto
It was a pleasure! I wish I'd had my camera with me - your Chippy floating just a few feet away from our's against the backdrop of the estuary would have made a super picture (I don't suppose by any chance you guys got a pic of our Chippy in flight?).
I'm glad Keith's formation flying was as good as he said it would be - I've never been that close to two other aeroplanes in flight before. And I thought the guy leading our formation in the Partenavia did a splendid job as well.
It was also very good of the boys and girls at John Lennon to lend us the airfield for the ceremony, allbeit during a lull in IFR traffic.
Aer Babe
Enjoy!! And tell us how it went.
SSD
It was a pleasure! I wish I'd had my camera with me - your Chippy floating just a few feet away from our's against the backdrop of the estuary would have made a super picture (I don't suppose by any chance you guys got a pic of our Chippy in flight?).
I'm glad Keith's formation flying was as good as he said it would be - I've never been that close to two other aeroplanes in flight before. And I thought the guy leading our formation in the Partenavia did a splendid job as well.
It was also very good of the boys and girls at John Lennon to lend us the airfield for the ceremony, allbeit during a lull in IFR traffic.
Aer Babe
Enjoy!! And tell us how it went.
SSD
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Aerbabe - excellent thread. Intrigued as to what *it* is though!
So a question for you - where do you fly a Chippy from? Not Goodwood is it?
And a question for you, SSD and all the other Chippy fans here. How realistic would it be for a first share in a plane? I've no taildragger experience, and would, of course, do my rating and plenty of conversion. I guess what I'm asking is not so much about the flying side - the general concensus seems to be that they're sweeet , but more about what to look for in a potential group plane - any weak spots/maintenance nightmares etc. Your collective wisdom would be greatly appreciated!
Cheers,
Jason
So a question for you - where do you fly a Chippy from? Not Goodwood is it?
And a question for you, SSD and all the other Chippy fans here. How realistic would it be for a first share in a plane? I've no taildragger experience, and would, of course, do my rating and plenty of conversion. I guess what I'm asking is not so much about the flying side - the general concensus seems to be that they're sweeet , but more about what to look for in a potential group plane - any weak spots/maintenance nightmares etc. Your collective wisdom would be greatly appreciated!
Cheers,
Jason
High Flying Bird
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*It* is just something I've got in the pipeline, but not really wanting to jinx it, would rather not mention anything myself here! You'll find out soon enough if *it* works out! Intrigued? Me too now! 
No, I don't fly the chippy from Goodwood, but from Husbands Bosworth, as it says in the first paragraph of my first post.....
No idea about the maintenance of a chippy, but they're a baby to fly. Honest! Although I'm feeling a bit nervous about getting back into one, that's just general lack of flying. It will sharpen up your flying skills nicely, without turning round and biting you on the bum.
AB
No, I don't fly the chippy from Goodwood, but from Husbands Bosworth, as it says in the first paragraph of my first post.....
No idea about the maintenance of a chippy, but they're a baby to fly. Honest! Although I'm feeling a bit nervous about getting back into one, that's just general lack of flying. It will sharpen up your flying skills nicely, without turning round and biting you on the bum.
AB
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AB
Nice thread - I progressed from C150's at Baginton to the mighty Chipmunk on London UAS at White Waltham some 30 yrs ago. I remember the skittishness on the ground, but luckily, I haven't groundlooped one......yet! The Chippy is certainly a wonderful machine to fly. It has the best control harmony I've every had the pleasure of flying, although the Fouga Magister comes a close second.
Regarding carb heat, keep it on at all times unless you need more power, then put it off only for the time you need the power, then apply it again. That way, you shouldn't be troubled with carb ice.
The RAF published a superb training guide for the aircraft in c1970. If you can get hold of a copy, it's well worth a look - it may also help with your conversion. If you can't find one and would like a photocopy, let me know,
A
Nice thread - I progressed from C150's at Baginton to the mighty Chipmunk on London UAS at White Waltham some 30 yrs ago. I remember the skittishness on the ground, but luckily, I haven't groundlooped one......yet! The Chippy is certainly a wonderful machine to fly. It has the best control harmony I've every had the pleasure of flying, although the Fouga Magister comes a close second.
Regarding carb heat, keep it on at all times unless you need more power, then put it off only for the time you need the power, then apply it again. That way, you shouldn't be troubled with carb ice.
The RAF published a superb training guide for the aircraft in c1970. If you can get hold of a copy, it's well worth a look - it may also help with your conversion. If you can't find one and would like a photocopy, let me know,
A
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JP
The Chippy was my first group aeroplane, and other than the Yak 52, my only such. I converted onto it immediately after obtaining my PPL in 1979 and it really wasn't a problem.
If it hadn't been for a wise CFI who sourced the aeroplane for a bunch of us new PPLs to fly, I'm sure I'd have given up flying within a few months. Any more than that in spamcans and I'd have been far too bored to keep paying the money for flying.
The Chippy opened my eyes to aeroplanes could really be like - fun to fly!
As to maintenance etc, it's not a straightforward aeroplane. It's military and built to far higher standards than a civilian light plane - but it wasn't designed for easy maintenance. And some parts are getting rare and therefore expensive. Also, there are loads of ADs that have to have been done. But any well organised group will have all that sorted.
Once you've flown one nothing else will do.
SSD
The Chippy was my first group aeroplane, and other than the Yak 52, my only such. I converted onto it immediately after obtaining my PPL in 1979 and it really wasn't a problem.
If it hadn't been for a wise CFI who sourced the aeroplane for a bunch of us new PPLs to fly, I'm sure I'd have given up flying within a few months. Any more than that in spamcans and I'd have been far too bored to keep paying the money for flying.
The Chippy opened my eyes to aeroplanes could really be like - fun to fly!
As to maintenance etc, it's not a straightforward aeroplane. It's military and built to far higher standards than a civilian light plane - but it wasn't designed for easy maintenance. And some parts are getting rare and therefore expensive. Also, there are loads of ADs that have to have been done. But any well organised group will have all that sorted.
Once you've flown one nothing else will do.
SSD
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AB - What a fabulous thread! And what a brilliant account of your Chippy flying exploits last year! I can't believe this is the first time I've read it all.
I remember being back seat in various AEF Chippies throughout the eighties, and I'm still head over heels in love with the little darlings. Definately my next target after I finally get my PPL requalified - just got to decipher
LASORS to see EXACTLY what it is that I've got to do. Apparently I'm a bit of a special case... 
Anyway, best of British on Sunday morning, I'm sure you'll be fine.
I remember being back seat in various AEF Chippies throughout the eighties, and I'm still head over heels in love with the little darlings. Definately my next target after I finally get my PPL requalified - just got to decipher
LASORS to see EXACTLY what it is that I've got to do. Apparently I'm a bit of a special case... Anyway, best of British on Sunday morning, I'm sure you'll be fine.
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Aerbabe - worry not, will not spill 
the beans.
If you want some help in prep (gnd or air) give me a bell. Might have something useful airworthy in the next few weeks that you can play with.
If I don't, can possibly point you to someone with a very similar contraption to the one that you are obliged to play with!
Yours in(ad)vertedly,
Stik
the beans.If you want some help in prep (gnd or air) give me a bell. Might have something useful airworthy in the next few weeks that you can play with.
If I don't, can possibly point you to someone with a very similar contraption to the one that you are obliged to play with!
Yours in(ad)vertedly,
Stik
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SSD
Sadly not - we should have put a camera in the Partenavia but left it on the ground with some inexperienced camera operators. I guess minds were elsewhere.
Pass on my thanks to Keith as well please.
If you fancy a flight down to Norfolk to get the two chiipys together again we can certainly do some more air to air.
The guys at LPL were great and although a slight lull in IFR traffic the ATC were still excellent in giving us priority.
Must mention the guys at Ravenair as well - they co-ordinated the permissions. Thanks Wayne.
Sadly not - we should have put a camera in the Partenavia but left it on the ground with some inexperienced camera operators. I guess minds were elsewhere.
Pass on my thanks to Keith as well please.
If you fancy a flight down to Norfolk to get the two chiipys together again we can certainly do some more air to air.
The guys at LPL were great and although a slight lull in IFR traffic the ATC were still excellent in giving us priority.
Must mention the guys at Ravenair as well - they co-ordinated the permissions. Thanks Wayne.
High Flying Bird
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BlueRobin - Haven't heard from KegB for a while... will pass on your regards if I see him tomorrow.
Stik - Thanks very much for the offer, but I doubt I'll have enough time to make the journey into the wilds of Norfolk before *it*. You'll probably be getting a few panicky emails though - you have been warned!
Meanwhile, does anyone know if one can fit floats to a chippy? It's been raining a tad here...
Ooh, I'm all excited. I'm going to go and polish my headset and iron my HV vest!
Stik - Thanks very much for the offer, but I doubt I'll have enough time to make the journey into the wilds of Norfolk before *it*. You'll probably be getting a few panicky emails though - you have been warned!
Meanwhile, does anyone know if one can fit floats to a chippy?
It's been raining a tad here...Ooh, I'm all excited. I'm going to go and polish my headset and iron my HV vest!
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Aerbabe, presumably your flying a proper Chipmunk with a Gypsy unlike our Lycoming versions at Bicester - having flown both I can report that they are equally enjoyable.
I can relate your Chipmunk conversion to my conversion to the Auster from a Cessna 152.
Did your Chipmunk go Belguim for a Fly in at Brasschat recently?
Bletchleytuggie
I can relate your Chipmunk conversion to my conversion to the Auster from a Cessna 152.
Did your Chipmunk go Belguim for a Fly in at Brasschat recently?
Bletchleytuggie
Helicopter Pilots Get It Up Quicker
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..sat here flight planning for tomorrow's fling wing expedition... eagerly awaiting the PIPREP from PPRUNE's favourite 'babe'....
PW
PS. I know Im biased so don't bother contesting it! I m 6'3 and built like the proverbial outside toilet!!!
PW
PS. I know Im biased so don't bother contesting it! I m 6'3 and built like the proverbial outside toilet!!!
Why do it if it's not fun?
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Proverbial outside toilet or not, I'm surprised you didn't know that she's having problems getting onto the Internet at the moment 
- or at least she was when I saw her yesterday shortly after she'd been flying.
I'm sure there'll be a PIREP as soon as AerBabe gets back on line - but the short version is Yes she did go flying, and hopes to be ready to solo the Chipmunk very shortly, weather-permitting...
FFF
-------------
- or at least she was when I saw her yesterday shortly after she'd been flying.I'm sure there'll be a PIREP as soon as AerBabe gets back on line - but the short version is Yes she did go flying, and hopes to be ready to solo the Chipmunk very shortly, weather-permitting...
FFF
-------------
High Flying Bird
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As I hinted in my previous post, it's been raining a bit in Warwickshire, but fortunately the field at HusBos is well drained, and the weather was much better yesterday. The day didn't start off too well though, as I couldn't get hold of my instructor to check he was still good to go. I eventually tracked down his home number, with a little help from PW (sorry for waking you up so early after your late shift 
) and he admitted to having slept in. We agreed to meet at the field at 11 am, and I was pleasantly surprised when he turned up only 15 minutes late.... Not at all bad by John's standards. Excellent instructor he may be, but famous for not turning up for lessons because he's forgotten, and gone flying somewhere.
First things first, we went to the hangar to pre-flight the aircraft. There were three chippies tightly packed in, and his was at the back. Neither of us wanted to wriggle her out and find she wasn't fit to fly. As we checked her over John asked me when I last flew with him. He went very quiet, and found an interesting rivet when I said "Last September". When I said I'd done less than 7 hours P1 time since, he just said "Ah".
The check showed no problems, so we manouevred her out of the hangar into the sunshine. We then found out there was a national gliding competition at the field, and they were all due to launch in the next half hour. We went for tea.
Once all the gliders were away and the field had got quieter, we ventured back outside. We had the usual rigmarole of getting the right combination of cushions so I could see, and the right combination of headsets so we could hear each other. Then moving the rudder pedals forward so I could actually reach them.
Finally we were ready to start the engine. It took a stupidly long time to do the checks. Some of the switches had different names, some weren't used, I couldn't remember where any of them were anyway, and most of the labels had worn off.
Once she was running, we taxied fairly directly behind the rows of gliders, towards the top of the field. It wasn't my aimless meandering of my very first lesson, but it wasn't exactly tidy. There were some tug aircraft coming back to land, so we finished our checks while we waited. Then, the quick dash across the field ready to line up and wait for a gap in traffic.
It all felt fairly familiar and comfortable. Perhaps like trying on a favourite pair of shoes, but not quite remembering how to do them up, or how to walk in them without falling over.
My first take off surprised both of us I think (in a pleasant way). I managed to keep fairly straight, didn't need too much prompting of what to do with the stick when, and didn't hit anything. Flaps away at 100', then set a steady 65 kt climb out. All turns were made fairly steep, so as to make ourselves as visible as possible to any gliders.
John wanted to start with some upper air work, to make sure I could still remember what to do with the foot rests. We used Bruntingthorpe as a reference point, and did some 360' turns. Then John had me make 6 x 60 degree turns to the left, and 6 to the right. Stick and rudder were then nicely under control.
John said I still didn't look relaxed, so decided to do a couple of loops to give me my confidence back. However, it's not very confidence-inducing when the engine cuts out and you're upside down. Still, he was right, it fired up again on the way down.
Finally we went back to the field for circuits. Our first two circuits were at 1000', keeping things fairly slow so I could remember what I was doing. Because it's been so long since I last flew regularly, even downwind checks needed thought. My first landing wasn't too bad, but I wasn't quite sure why! John had talked me through it, but I wasn't sure why it had worked. My second one was awful. The approach was fine, and I thought I had it sorted. The flare was good, but then I wouldn't let the aircraft continue descending. John added some power just in time to stop us landing too hard.
The workload was higher than it should have been, due to returning gliders in the circuit. It was also fairly hot. John asked me if I wanted to continue, or take a break for a while if I was tired. I decided to try another circuit, and hoped it was the right decision.
This time we made it a tug circuit, at 500'. This meant there wasn't much time to worry about the landing before getting there. This time it all came together again, I greased the landing, kept it straight, and remembered to brake to keep the landing roll short. Yes! I'm not incapable!!!
John was keen for me to go back and do another one now, so we went back for another low level circuit. However, a glider landed just before us, meaning I had to land between its wing tip and the fence. It looked a lot narrower than it really was, but it didn't affect my landing. Again it was a smooth touch down, but I almost lost it in the roll. Fortunately, I managed to catch it before we ground looped.
Time for one more circuit before it got really busy with gliders. However, there were a couple more on the field by the time we got onto final, leaving us a gap between three gliders on one side, and a whole row of them on the other. I don't mind crashing into a fence, but 30 people and some gliders is a different matter. Again I handled it okay, landed without hitting anything, and prevented a developing groundloop by adding some brake to increase rudder authority.
Total time: 1 hour 15 minutes
) and he admitted to having slept in. We agreed to meet at the field at 11 am, and I was pleasantly surprised when he turned up only 15 minutes late.... Not at all bad by John's standards. Excellent instructor he may be, but famous for not turning up for lessons because he's forgotten, and gone flying somewhere.First things first, we went to the hangar to pre-flight the aircraft. There were three chippies tightly packed in, and his was at the back. Neither of us wanted to wriggle her out and find she wasn't fit to fly. As we checked her over John asked me when I last flew with him. He went very quiet, and found an interesting rivet when I said "Last September". When I said I'd done less than 7 hours P1 time since, he just said "Ah".
The check showed no problems, so we manouevred her out of the hangar into the sunshine. We then found out there was a national gliding competition at the field, and they were all due to launch in the next half hour. We went for tea.
Once all the gliders were away and the field had got quieter, we ventured back outside. We had the usual rigmarole of getting the right combination of cushions so I could see, and the right combination of headsets so we could hear each other. Then moving the rudder pedals forward so I could actually reach them.
Finally we were ready to start the engine. It took a stupidly long time to do the checks. Some of the switches had different names, some weren't used, I couldn't remember where any of them were anyway, and most of the labels had worn off.
Once she was running, we taxied fairly directly behind the rows of gliders, towards the top of the field. It wasn't my aimless meandering of my very first lesson, but it wasn't exactly tidy. There were some tug aircraft coming back to land, so we finished our checks while we waited. Then, the quick dash across the field ready to line up and wait for a gap in traffic.
It all felt fairly familiar and comfortable. Perhaps like trying on a favourite pair of shoes, but not quite remembering how to do them up, or how to walk in them without falling over.
My first take off surprised both of us I think (in a pleasant way). I managed to keep fairly straight, didn't need too much prompting of what to do with the stick when, and didn't hit anything. Flaps away at 100', then set a steady 65 kt climb out. All turns were made fairly steep, so as to make ourselves as visible as possible to any gliders.
John wanted to start with some upper air work, to make sure I could still remember what to do with the foot rests. We used Bruntingthorpe as a reference point, and did some 360' turns. Then John had me make 6 x 60 degree turns to the left, and 6 to the right. Stick and rudder were then nicely under control.
John said I still didn't look relaxed, so decided to do a couple of loops to give me my confidence back. However, it's not very confidence-inducing when the engine cuts out and you're upside down. Still, he was right, it fired up again on the way down.
Finally we went back to the field for circuits. Our first two circuits were at 1000', keeping things fairly slow so I could remember what I was doing. Because it's been so long since I last flew regularly, even downwind checks needed thought. My first landing wasn't too bad, but I wasn't quite sure why! John had talked me through it, but I wasn't sure why it had worked. My second one was awful. The approach was fine, and I thought I had it sorted. The flare was good, but then I wouldn't let the aircraft continue descending. John added some power just in time to stop us landing too hard.
The workload was higher than it should have been, due to returning gliders in the circuit. It was also fairly hot. John asked me if I wanted to continue, or take a break for a while if I was tired. I decided to try another circuit, and hoped it was the right decision.
This time we made it a tug circuit, at 500'. This meant there wasn't much time to worry about the landing before getting there. This time it all came together again, I greased the landing, kept it straight, and remembered to brake to keep the landing roll short. Yes! I'm not incapable!!!
John was keen for me to go back and do another one now, so we went back for another low level circuit. However, a glider landed just before us, meaning I had to land between its wing tip and the fence. It looked a lot narrower than it really was, but it didn't affect my landing. Again it was a smooth touch down, but I almost lost it in the roll. Fortunately, I managed to catch it before we ground looped.
Time for one more circuit before it got really busy with gliders. However, there were a couple more on the field by the time we got onto final, leaving us a gap between three gliders on one side, and a whole row of them on the other. I don't mind crashing into a fence, but 30 people and some gliders is a different matter. Again I handled it okay, landed without hitting anything, and prevented a developing groundloop by adding some brake to increase rudder authority.
Total time: 1 hour 15 minutes
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Aerbabe,
Having just read the thread on Solo Flying, am I correct in deducing that the *it* that you're going to do soon is an aerobatics competition?
If so, good luck! and what are you doing it in?
Having just read the thread on Solo Flying, am I correct in deducing that the *it* that you're going to do soon is an aerobatics competition?
If so, good luck!
and what are you doing it in?
High Flying Bird
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Oops, apologies for posting and not answering...
Airbedane - I've not come across the RAF guide, although I know someone who might be able to get hold of it. If not, I'd very much appreciate a photocopy; I'll let you know.
BeauMan - Thank you very much for the kind words! I know I'm priviledged to be able to fly the Chipmunk, and if I can share some of that through writing it all down here, then I'm glad. Just be greatful I'm not able to waffle on in person.
BletchleyTugie - I went to sixth form college there! Affirm, a proper Chippie with a Gypsy Major engine. Absolutely no idea whether it went to Belgium recently. I know 'John' has no aversion to flying it abroad, but whether he has done in the recent past... sorry, not a clue.
Pilotwolf - Why do I suddenly have the urge to buy shares in outside toilets? Although I'm also rather biased.
Tim Inder - Yes, it's an aerobatics competition... but not as you know it. And it's in a Cap10b. So a tailwheel conversion will prove fairly handy.
Paulo - You know full well my surname isn't either of those. Nor is it Underpants. Despite the rumours.
Airbedane - I've not come across the RAF guide, although I know someone who might be able to get hold of it. If not, I'd very much appreciate a photocopy; I'll let you know.
BeauMan - Thank you very much for the kind words! I know I'm priviledged to be able to fly the Chipmunk, and if I can share some of that through writing it all down here, then I'm glad. Just be greatful I'm not able to waffle on in person.
BletchleyTugie - I went to sixth form college there! Affirm, a proper Chippie with a Gypsy Major engine. Absolutely no idea whether it went to Belgium recently. I know 'John' has no aversion to flying it abroad, but whether he has done in the recent past... sorry, not a clue.
Pilotwolf - Why do I suddenly have the urge to buy shares in outside toilets? Although I'm also rather biased.
Tim Inder - Yes, it's an aerobatics competition... but not as you know it. And it's in a Cap10b. So a tailwheel conversion will prove fairly handy.
Paulo - You know full well my surname isn't either of those. Nor is it Underpants. Despite the rumours.