Which taildragger? Chipmunk of course!
High Flying Bird
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Which taildragger? Chipmunk of course!
Warning: Do Not Read This Post If You Are Short Of Time! 
Things moved slightly faster than originally planned, so this morning I found myself at Husbands Bosworth to start my flying. As I left Coventry the weather looked great. The ATIS at CVT was giving light winds, high cloud, and 20km visibility. As I drove East though the clouds descended, along with my spirit, and by the time I arrived there was mist and light rain. Not a great start.
I had a few minutes to wait, so settled myself into the cafe, my back to the window overlooking the airfield, trying desperately to ignore the fact that I could only just make out the other side. I listened to the glider pilots debating whether to pack up. Glider pilots, I'm told, are infinitely optimistic about the weather, so I was feeling even more downhearted by now.
Finally my instructor arrived (let's call him John), bringing tea and a big grin. What a good start! I'm used to instructors arriving and immediately demanding me to bring tea. We settled down for him to brief me on the circuit, and to wait for the cloud to hopefully lift. The standard circuit at HB is 500', but John was happy to stay with 300', as long as I was.
At 12pm he decided the cloud had started to lift, and we ought to get the aircraft out to check her over. As we walked to the hangar we passed a couple of huddles of glider pilots, looking depressed and slightly damp. We pushed the Chipmunk out of the hangar for the pre-flight. This is when the fun started. I remember trying to learn Aircraft Technical for the PPL - looking at the pictures in Trevor Thom, and being very frustrated that I couldn't check on the C152 that everything was there, and what it all actually looked like. Very very much different on the Chippie where you open the cowling and it's all laid out in front of you, with lots of space around each component. John showed me the inside of the mags, where all the cables ran through from the cockpit, where the air, fuel, and oil flowed, etc etc etc. The rest of the walkround was equally informative. I was astonished to find the inspection covers on the underside of each wing were fastened with zips in the fabric! It makes sense once you think about it, but how very strange!
Walkround complete I climbed into the front seat to test it all out for size. I know you're not meant to have a great view in a taildragger, but I couldn't see anything, and I couldn't push the rudders through to the stop. While I went back for my booster cushion John moved the rudders forward - much better! Then we went through the cockpit again, finding where everything was, how it worked, and whether or not I could reach it. The master switch, for example, I had no hope of reaching with the harness on, so opted to move it with my foot. We'd primed the engine previously, another eye-opener to actually see the fuel being pulled through, so were able to complete the checks, strap ourselves in, and start up... at 1pm.
Taxying was... interesting. "Push the right rudder to the stop" said John. I did. Nothing happened. Hmmm. Now put on a bit of brake. I did. We turned! We made our way at snail's pace onto the grass, up the slope, between the gliders, and onto the field. No-one else was out because the cloud was still very low, so I had the entire field to practise taxying in... and I needed it! I weaved side-to-side as I'd been briefed, looking the length of the field as I did so, checking for other traffic. It took me a while to get used to anticipating the end of the weave and putting in opposite rudder. The grass was also fairly long, and wet, which made it a struggle.
We put the brakes on while John briefed me on the take off again. Final checks, and a call to any traffic in the vicinity (the police helicopter operates from just over the road) and then we were off! Open the throttle slightly, see you're rolling so you know the brakes are off, put on more throttle, put in a bit of left rudder to keep her straight, more throttle, more rudder too much rudder ... and then I over-compensated, and I experienced my first ground loop! An interesting experience, graceful in a way, and strangely I felt completely calm. Until we came to a stop, when I hit the side of my headset against the canopy, and was able to see the tracks I'd carved into the field. Ooops.
"Never mind" said John, let's try it again. So back we taxyed, and I felt a lot more confident this time. Again we lined up and made a radio call. But now I was being extremely cautious about opening the throttle. I was managing to keep it more or less straight though, or at least not weaving around. We took off about 20 degrees to the right of where we'd started, but at least we hadn't ground looped again!
That's when things started to get busy. It was like being back at my very first lesson again, but this time I was expected to have at least half an idea what was going on! Nose down, pick up speed, more rudder, nose up, level off, throttle back, less rudder, turn... it was all the busier for being a low-level circuit. We were only able to climb to 450' before we were in the cloud. Then the turn through cross wind and onto downwind, and oh... how responsive! None of this lag I'm used to. You push the stick and she moves! On downwind the usual checks to do, plus a bit of a struggle with the carb heat. It's situated by your right elbow, and is a sliding bolt. I held the stick with my right hand while I tried to reach over. I decided that was too awkward, swapped hands, and tried again. More awkward still! I just couldn't get my arm back far enough to silde it into place. Back to right hand on the stick, and finally it was in. Then bleed off some speed, and again more trouble putting in flap. I wasn't strong enough to move the lever! Another turn through base leg onto final, second stage of flaps, airspeed back to 65 kt, adjust the power to get us descending, down down down... then flare, holding the attitude, trying to fly all the way to the end of the field, then shouts of "Stick back!!!" from the back .... lots of BIG bounces, then we were rolling and I was able to apply gentle break to bring us to a stand still.
WOW.
"Err... you can breathe now!" called John from the back! I hadn't realised it, but I'd not taken a breath since the flare. Too much else to worry about. Then a quick debrief on the landing. The rudder input to keep you straight I found a bit like hovering. I could feel John's feet moving the rudders left, neutral, left, right, neutral, but couldn't see what he was responding to. The lack of horizon meant finding something to aim towards was difficult, so I decided to use the fence to our left as a guide.
We were happy to carry on in the low cloud, so taxyed back to the top of the field, for another circuit. This time things started to come together. I stopped confusing the altimeter and the rpm counter, but the airspeed indicator still eluded me on occasion. We came in for another landing, and this time things seemed to go a little better. When we stopped John said "Great landing!" I said "Yes, but you still had to do a lot", to which he replied "I didn't touch a thing". Yes! My second landing, and it had already started coming together. "Do you want to go for another circuit?" he asked. Silly question, so off we went again. This time I managed to take off only 10' to the right of my initial track, found all the instruments, did the downwind check unaided, and came in for another good landing! Time for a quick lunch break though. We parked the Chippie outside the hangar, to calls of "Are you teaching her ballet or flying John?" They'd all seen my ground loop. It didn't last long though, because then it started to rain, and it's surprising how quickly they shot off inside!
We stopped for an hour, waiting for the rain to pass and debriefing on the flight. John went through everything again, but this time with the experience of just having done it, it all made much more sense. Emerging after lunch we found the gliders had been packed away, but there was a big blue patch in the sky! We quickly taxied off for another couple of circuits, everything still coming together nicely. Then on the third take off we were able to climb through to fly on top of the cloud.
WOW.
I’ve never flown on top of a layer of cloud like this, and it was breath-taking. Lines of cloud stretched as far as the eye could see, and in between were scattered patches of green. John reminded me to breathe again, then we lined ourselves up on one of the ridges of cloud to practise co-ordinated turns. Then we climbed up further to try a stall. No buzzers or lights of course, but the buffet was obvious, and she recovered immediately. Absolutely beautiful! An old cliché, but it has to be repeated. This was no aircraft to sit in and fly… this one you strap on! We descended again through a gap in the cloud, for another good approach and landing. “Okay”, said John, “that’s enough for you, but I never get to fly, so I’ll do one quick circuit”. On downwind he declared he was bored, so handed the controls back to me. When we finally shut down I just sat there for a few minutes with an immense grin on my face. This is flying, and I can’t wait to do it again!
Things moved slightly faster than originally planned, so this morning I found myself at Husbands Bosworth to start my flying. As I left Coventry the weather looked great. The ATIS at CVT was giving light winds, high cloud, and 20km visibility. As I drove East though the clouds descended, along with my spirit, and by the time I arrived there was mist and light rain. Not a great start.
I had a few minutes to wait, so settled myself into the cafe, my back to the window overlooking the airfield, trying desperately to ignore the fact that I could only just make out the other side. I listened to the glider pilots debating whether to pack up. Glider pilots, I'm told, are infinitely optimistic about the weather, so I was feeling even more downhearted by now.
Finally my instructor arrived (let's call him John), bringing tea and a big grin. What a good start! I'm used to instructors arriving and immediately demanding me to bring tea. We settled down for him to brief me on the circuit, and to wait for the cloud to hopefully lift. The standard circuit at HB is 500', but John was happy to stay with 300', as long as I was.
At 12pm he decided the cloud had started to lift, and we ought to get the aircraft out to check her over. As we walked to the hangar we passed a couple of huddles of glider pilots, looking depressed and slightly damp. We pushed the Chipmunk out of the hangar for the pre-flight. This is when the fun started. I remember trying to learn Aircraft Technical for the PPL - looking at the pictures in Trevor Thom, and being very frustrated that I couldn't check on the C152 that everything was there, and what it all actually looked like. Very very much different on the Chippie where you open the cowling and it's all laid out in front of you, with lots of space around each component. John showed me the inside of the mags, where all the cables ran through from the cockpit, where the air, fuel, and oil flowed, etc etc etc. The rest of the walkround was equally informative. I was astonished to find the inspection covers on the underside of each wing were fastened with zips in the fabric! It makes sense once you think about it, but how very strange!
Walkround complete I climbed into the front seat to test it all out for size. I know you're not meant to have a great view in a taildragger, but I couldn't see anything, and I couldn't push the rudders through to the stop. While I went back for my booster cushion John moved the rudders forward - much better! Then we went through the cockpit again, finding where everything was, how it worked, and whether or not I could reach it. The master switch, for example, I had no hope of reaching with the harness on, so opted to move it with my foot. We'd primed the engine previously, another eye-opener to actually see the fuel being pulled through, so were able to complete the checks, strap ourselves in, and start up... at 1pm.
Taxying was... interesting. "Push the right rudder to the stop" said John. I did. Nothing happened. Hmmm. Now put on a bit of brake. I did. We turned! We made our way at snail's pace onto the grass, up the slope, between the gliders, and onto the field. No-one else was out because the cloud was still very low, so I had the entire field to practise taxying in... and I needed it! I weaved side-to-side as I'd been briefed, looking the length of the field as I did so, checking for other traffic. It took me a while to get used to anticipating the end of the weave and putting in opposite rudder. The grass was also fairly long, and wet, which made it a struggle.
We put the brakes on while John briefed me on the take off again. Final checks, and a call to any traffic in the vicinity (the police helicopter operates from just over the road) and then we were off! Open the throttle slightly, see you're rolling so you know the brakes are off, put on more throttle, put in a bit of left rudder to keep her straight, more throttle, more rudder too much rudder ... and then I over-compensated, and I experienced my first ground loop! An interesting experience, graceful in a way, and strangely I felt completely calm. Until we came to a stop, when I hit the side of my headset against the canopy, and was able to see the tracks I'd carved into the field. Ooops.
"Never mind" said John, let's try it again. So back we taxyed, and I felt a lot more confident this time. Again we lined up and made a radio call. But now I was being extremely cautious about opening the throttle. I was managing to keep it more or less straight though, or at least not weaving around. We took off about 20 degrees to the right of where we'd started, but at least we hadn't ground looped again!
That's when things started to get busy. It was like being back at my very first lesson again, but this time I was expected to have at least half an idea what was going on! Nose down, pick up speed, more rudder, nose up, level off, throttle back, less rudder, turn... it was all the busier for being a low-level circuit. We were only able to climb to 450' before we were in the cloud. Then the turn through cross wind and onto downwind, and oh... how responsive! None of this lag I'm used to. You push the stick and she moves! On downwind the usual checks to do, plus a bit of a struggle with the carb heat. It's situated by your right elbow, and is a sliding bolt. I held the stick with my right hand while I tried to reach over. I decided that was too awkward, swapped hands, and tried again. More awkward still! I just couldn't get my arm back far enough to silde it into place. Back to right hand on the stick, and finally it was in. Then bleed off some speed, and again more trouble putting in flap. I wasn't strong enough to move the lever! Another turn through base leg onto final, second stage of flaps, airspeed back to 65 kt, adjust the power to get us descending, down down down... then flare, holding the attitude, trying to fly all the way to the end of the field, then shouts of "Stick back!!!" from the back .... lots of BIG bounces, then we were rolling and I was able to apply gentle break to bring us to a stand still.
WOW.
"Err... you can breathe now!" called John from the back! I hadn't realised it, but I'd not taken a breath since the flare. Too much else to worry about. Then a quick debrief on the landing. The rudder input to keep you straight I found a bit like hovering. I could feel John's feet moving the rudders left, neutral, left, right, neutral, but couldn't see what he was responding to. The lack of horizon meant finding something to aim towards was difficult, so I decided to use the fence to our left as a guide.
We were happy to carry on in the low cloud, so taxyed back to the top of the field, for another circuit. This time things started to come together. I stopped confusing the altimeter and the rpm counter, but the airspeed indicator still eluded me on occasion. We came in for another landing, and this time things seemed to go a little better. When we stopped John said "Great landing!" I said "Yes, but you still had to do a lot", to which he replied "I didn't touch a thing". Yes! My second landing, and it had already started coming together. "Do you want to go for another circuit?" he asked. Silly question, so off we went again. This time I managed to take off only 10' to the right of my initial track, found all the instruments, did the downwind check unaided, and came in for another good landing! Time for a quick lunch break though. We parked the Chippie outside the hangar, to calls of "Are you teaching her ballet or flying John?" They'd all seen my ground loop. It didn't last long though, because then it started to rain, and it's surprising how quickly they shot off inside!
We stopped for an hour, waiting for the rain to pass and debriefing on the flight. John went through everything again, but this time with the experience of just having done it, it all made much more sense. Emerging after lunch we found the gliders had been packed away, but there was a big blue patch in the sky! We quickly taxied off for another couple of circuits, everything still coming together nicely. Then on the third take off we were able to climb through to fly on top of the cloud.
WOW.
I’ve never flown on top of a layer of cloud like this, and it was breath-taking. Lines of cloud stretched as far as the eye could see, and in between were scattered patches of green. John reminded me to breathe again, then we lined ourselves up on one of the ridges of cloud to practise co-ordinated turns. Then we climbed up further to try a stall. No buzzers or lights of course, but the buffet was obvious, and she recovered immediately. Absolutely beautiful! An old cliché, but it has to be repeated. This was no aircraft to sit in and fly… this one you strap on! We descended again through a gap in the cloud, for another good approach and landing. “Okay”, said John, “that’s enough for you, but I never get to fly, so I’ll do one quick circuit”. On downwind he declared he was bored, so handed the controls back to me. When we finally shut down I just sat there for a few minutes with an immense grin on my face. This is flying, and I can’t wait to do it again!
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Thanks for posting AerBabe, it was super to read. Welcome to the wonderful world of taildraggers and joysticks, and remember this is just the beginning. It gets better and better. Please keep us posted.
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AB, are you and Whirly in competition? If so, please continue - it's the closest some of us will get to getting off the ground for a while, and we love it!
(and it's good practice for the write-up! )
(and it's good practice for the write-up!
)
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AB - stop it! It's bad for my blood pressure. The thought of all that fun in a Chipmunk! I've never been in one :-(
Puritanism - the sneaky suspicion that someone, somewhere, may be having fun.
Puritanism - the sneaky suspicion that someone, somewhere, may be having fun.
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AB
Great post - lovely read, so much so that I got into trouble from my boss who walked out and caught me
We have a Chippie at the club and I'm dying to get in an fly her. A couple of weeks ago, walking back across the apron after my flight, my instructor suggested that getting an endorsement on her should be my next goal. So, after reading your post, guess what I'm signing up for
Well done, and enjoy the rest of them.
FB6876
Great post - lovely read, so much so that I got into trouble from my boss who walked out and caught me
We have a Chippie at the club and I'm dying to get in an fly her. A couple of weeks ago, walking back across the apron after my flight, my instructor suggested that getting an endorsement on her should be my next goal. So, after reading your post, guess what I'm signing up for
Well done, and enjoy the rest of them.
FB6876
Grandpa Aerotart
Nice post AB...My first and so far only flight in a Chippy was some years ago....I already had 700 odd hours taildragging so found her easy to fly...but was so delighted with the control harmony I commented to the lady instructor in the rear seat "She's gorgeous!" as I turned crosswind and departed the circuit for some aerobatics after my first takeoff.
30 odd minutes of aeros followed by 6 or 8 circuits left me with an indelible good first impression of a delightfull little aircraft...much nicer than Tiger Moths...which I still enjoy flying from time to time.
Chuck.
30 odd minutes of aeros followed by 6 or 8 circuits left me with an indelible good first impression of a delightfull little aircraft...much nicer than Tiger Moths...which I still enjoy flying from time to time.
Chuck.
Why do it if it's not fun?
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I knew I'd be jealous when I read this!
Luckilly, the weather looks crap today, otherwise I think I'd just walk out of the office and find somewhere that I can fly something interesting right now! Looking forward to reading about the next lesson...
FFF
----------------
Luckilly, the weather looks crap today, otherwise I think I'd just walk out of the office and find somewhere that I can fly something interesting right now! Looking forward to reading about the next lesson...
FFF
----------------
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AB,
Well done! (especially the writing part!)
The carb heat is indeed a bit of a pig to operate, i tis a good reason to hear those nice cape leather gloves as they will protect your hands from a lot of the minor gouges and scratches that Chipmunks can leave you with. The carb heat is also not terribly effective, being more of a warm air than a hot air source - it draws from the general ambience inside the engine bay rather than from a proper heat exchanger as in yer average Spamcan.
This means you have to be especially focused on anticipation / prevention rather than cure, as things can take a loooong time to come right if you do pick up a load of carb ice skimming along in classic icing conditions like we have had over the last few days in parts of East Anglia and the East Mids. The "warm rather than hot" philosophy does mean that selecting carb heat gives less of a power drop than on a PA-28 or C152. At one time the RAF, who of course have much longer runways than the rest of us, ran with their Chippies permanently wired into warm air and accepted the slight reduction in performance. But I think it's nice to have the option.
Please post again when you have more to say, it's a delight to read.
Well done! (especially the writing part!)
The carb heat is indeed a bit of a pig to operate, i tis a good reason to hear those nice cape leather gloves as they will protect your hands from a lot of the minor gouges and scratches that Chipmunks can leave you with. The carb heat is also not terribly effective, being more of a warm air than a hot air source - it draws from the general ambience inside the engine bay rather than from a proper heat exchanger as in yer average Spamcan.
This means you have to be especially focused on anticipation / prevention rather than cure, as things can take a loooong time to come right if you do pick up a load of carb ice skimming along in classic icing conditions like we have had over the last few days in parts of East Anglia and the East Mids. The "warm rather than hot" philosophy does mean that selecting carb heat gives less of a power drop than on a PA-28 or C152. At one time the RAF, who of course have much longer runways than the rest of us, ran with their Chippies permanently wired into warm air and accepted the slight reduction in performance. But I think it's nice to have the option.
Please post again when you have more to say, it's a delight to read.
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Thank you for your kind words everyone! I was on such a high when I got back last night that I wanted to record as much as I could remember. Of course after I'd posted I remembered much more, so I may produce an appendix while saving up for the next lesson.
Lowtimer - You're right about the carb heat (of course!), that's one of the things I missed out. Another thing I noticed during the walkround, and having a good poke around under the cowling was that the carb heat operates... a little flap! Simple, but it works. There's a huge vent which opens onto the outside of the cowling, and the flap shuts that off, allowing warm air to be drawn in from next to the engine. John mentioned the RAF running them permanently with carb heat too. We did end up using it a lot, because the cloud was so low, and it was wet, and apparently Chippies just love carb ice.
I'm not sure I'll bother with the gloves, because she is very lovingly maintained, nothing much sticks out, and I didn't damage myself at all. I did get a bit mucky though (especially from the canopy runners), so I'd definitely recommend wearing something you don't mind oil all over!
BlueRobin - unfortunately I doubt this aircraft is available for general training. It's John's personal machine, and he knows me because he's the deputy CFI of my flying group.
One more thing to add... my right arm really hurts this morning from holding the stick back. It takes quite a bit of strength when you've got some power on.
Lowtimer - You're right about the carb heat (of course!), that's one of the things I missed out. Another thing I noticed during the walkround, and having a good poke around under the cowling was that the carb heat operates... a little flap! Simple, but it works. There's a huge vent which opens onto the outside of the cowling, and the flap shuts that off, allowing warm air to be drawn in from next to the engine. John mentioned the RAF running them permanently with carb heat too. We did end up using it a lot, because the cloud was so low, and it was wet, and apparently Chippies just love carb ice.
I'm not sure I'll bother with the gloves, because she is very lovingly maintained, nothing much sticks out, and I didn't damage myself at all. I did get a bit mucky though (especially from the canopy runners), so I'd definitely recommend wearing something you don't mind oil all over!
BlueRobin - unfortunately I doubt this aircraft is available for general training. It's John's personal machine, and he knows me because he's the deputy CFI of my flying group.
One more thing to add... my right arm really hurts this morning from holding the stick back. It takes quite a bit of strength when you've got some power on.
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Must add my congratulations to Aerobabe for the account of flying the Chipmunk. The words demonstrate the enthusiasm for this machine which is more than deserved. I am amongst the small number of people who believe that De Havilland have created a great stable of aircraft with the Tiger and Chipmunk and I am also lucky enough to fly them regularly. Heaven is the best description I can come up with. Being smothered in Honey and then having Claudia Schiffer cleanse me with her toungue could not be as satisfying.
For those on this post who haven't been able to get into a Chippy sell your left arm. You have to give it a go before you die. If you are in East Anglia at all I can make it happen.
Finally AB how about refining your post into an article for PILOT?. Surely this is just the sort of enthusiasm and descriptive prose our aviation magazine need (see the Bob Grinstead article on flying the two seat Spitfire in the current issue).
For those on this post who haven't been able to get into a Chippy sell your left arm. You have to give it a go before you die. If you are in East Anglia at all I can make it happen.
Finally AB how about refining your post into an article for PILOT?. Surely this is just the sort of enthusiasm and descriptive prose our aviation magazine need (see the Bob Grinstead article on flying the two seat Spitfire in the current issue).
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Formation - you forgot to tell people to only sell your left arm AFTER you have done the flight, otherwise it is hard to operate the throttle & brakes !
Great post anyway.
Great post anyway.
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Foxmoth
Silly of me perhaps a major organ would be better than a limb. As you say all limbs needed in the Chippy, particurly one whete the brake ratchet is working properly thus requiring left hand to handle brake and throttle. The one area where the Tiger Moth is better. No brakes, no problem.
Silly of me perhaps a major organ would be better than a limb. As you say all limbs needed in the Chippy, particurly one whete the brake ratchet is working properly thus requiring left hand to handle brake and throttle. The one area where the Tiger Moth is better. No brakes, no problem.
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Aerbabe,
I've finally had the time to read your post, and I'm DEFINITELY looking forward to that chippie flight you promised me. Sounds like lots of fun, nearly as much fun as helicopters!
I've finally had the time to read your post, and I'm DEFINITELY looking forward to that chippie flight you promised me.
Sounds like lots of fun, nearly as much fun as helicopters!
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Hi Airbabe
Glad you love the chipmunk. Love mine. For your Carb Heat, if you operate it with your left hand instead of breaking Joints from the right. If you need performance for take off select cold whilst lining up. When in cruise put in Hot and leave it there. Have a look under the cowling at the carb heat system, and where the air filter is it may then make more sense. Keep flying her, the love affair will only get deeper
all the best
Wide
Glad you love the chipmunk. Love mine. For your Carb Heat, if you operate it with your left hand instead of breaking Joints from the right. If you need performance for take off select cold whilst lining up. When in cruise put in Hot and leave it there. Have a look under the cowling at the carb heat system, and where the air filter is it may then make more sense. Keep flying her, the love affair will only get deeper
all the best
Wide
Ah - the Chipmunk!
Without a doubt the aeroplane I have loved the most to fly - did my first solo in one in 1968!
Probably the best ab initio training aircraft that was ever built.
More important to check the oil that the fuel before you go flying in it!
Without a doubt the aeroplane I have loved the most to fly - did my first solo in one in 1968!
Probably the best ab initio training aircraft that was ever built.
More important to check the oil that the fuel before you go flying in it!
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Great post flower - well worth the read !
I was over in the US last year and poped into Ormond Beach for a cuppa. As I taxied over to OBA what should I see......only a Chippy that I used to fly as a cadet out of Cambridge !
It was like seeing an old friend again !!!!
Enjoy yourself.......lucky thing !
I was over in the US last year and poped into Ormond Beach for a cuppa. As I taxied over to OBA what should I see......only a Chippy that I used to fly as a cadet out of Cambridge !
It was like seeing an old friend again !!!!
Enjoy yourself.......lucky thing !