So far this blog kept a chronicle of events from the time it started, 2006 or so, especially as a builder's log for my eventually to be completed Corby Starlet. But there are a few notable experiences I would like to share that occurred before, in this case a long time before, I started the blog.
In 1992 I was a student pilot flying out of Wagga airport. I had 20-30 hours and prior to my RPL test (now known as the GFPT) I was getting signed off to burn fuel in the training area and just get comfortable with the aeroplane, the environment, the other aircraft, the tower Wagga had in those days, so air traffic control and so on. As a solo pilot.
One late spring day I took the Cherokee 140 out over the Murrumbidgee River, Wagga Wagga city to my left and the RAAF Base/aerodrome behind me. The weather was moderate winds from the north with broken cumulus at about 4000'. Wagga is about 700ft above seal level so there was lots of room between me and the clouds and the 200 sq miles or so of training area to the north of the city.
I was pretty much on my own there. It was practice to remain on the Wagga ATC tower freq and call entering and exiting the TA, so anyone there would know and could arrange separation. So there was no one there.
Some turns, some stalls, then I was climbing, albeit in a straight and level attitude at a cruise speed of 105 knots. What? And climbing fast. The VSI was winding up to 2000fpm that's a very high performance climb from a low performance aircraft, that without updraft assist would be struggling to do much faster than 500fpm. Going past 3000' I try pulling back the throttle, Carb heat On, and gently entering a diving attitude. The airspeed climbs to 115kts. I am still climbing at the stops of 2000 fpm indicated. Yikes, warm the engine back to 2000rpm, enter a more level attitude and call for help.
"Wagga Tower, Mike Echo Yankee in training area in an uncontrolled ascent, I am likely to penetrate upper boundary of training area. Please monitor and advise flying club if necessary" I said, amazed at my cool voice. Equally coolly, Wagga Tower replies "MEY understood, please advise cloud base and top of climb", "MEY wilco".
A few moments later, "Wagga Tower, MEY cloud base is 5000' still ascending in clear air". "MEY roger."
I am looking up for the cloud base, am I being sucked into a thunderstorm. I am watching walls of cloud go by outside as my ascent takes me higher than I've ever been in a light aircraft. Damn, oxygen! Stay calm, this can't go on for ever. 9000' is it slowing? 10000' the VSI has stopped. I am at the cloud tops of these massive but rather pretty looking cumulus. The ground is visible in the gaps between them. Man, I am in an aeroplane that climbed like a glider, how would a glider have fared?
"Wagga Tower, MEY, now on descent inbound 10000' request airways clearance."
"MEY clear for approach extended final 05. Please report cloud passing cloud base and level."
ATC kept me busy with something definite to do rather than worry whether I would be sucked back into the sky by another clear air updraft. I'd never heard of such a thing. Though clearly it was preferable to being sucked into the cloud with the resulting VMC disorientation.
For some reason I never really discussed this with my instructor, except for the barest details. In experienced retrospect, it was very unusual. Though ATC may have been more aware of it given their handling of the matter.
Showing posts with label training. Show all posts
Showing posts with label training. Show all posts
19 March 2015
15 December 2014
Tailwheel fun
2014 totally got away from me. Away with work for almost six months and then catching up with the demanding farm work meant that I could only get around to reorganizing the benches in the workshop in December. About the time I had to renew my medical grade two now annually over 60 and with acquiring old age diseases. Touch wood, just saw the AME and given the all clear for another year. But part of the questionnaire is how much flying in the past year? Thought I better do some. So Thursday fortnight before last down to Central Coast Flying Club at Warnervale to hire their nice little Citabria for some tailwheel refresher training. After all I will be
needing it WHEN I finish the Corby Starlet.
A. the instructor is a nice man about my age. He flipped through the log book and decided he could probably reinvigorate my flying career. Push out the pretty blue and white fabric into a low overcast and rather windy day.
Warnervale is a narrow strip. But seemingly the Citabria is easier to taxi than I recall my initial attempts at the Decathlon I earned my tailwheel ticket in over a decade ago. So I was a little overconfident for take off, but got her up with a certain amount of screaming from the backseat. It handled fine in the air and I got ahead of it again on downwind and planned my approach. Badly. The trees on late final were alarmingly, but normally close. The touchdown resembled a crash from my position. Luckily A. took over and regained control of my overcontrolling careerings. Oh I can see how a ground loop occurs.
After the second circuit we changed circuit direction to the north. That gave us less crosswind and downwind, which definitely helped. Other aircraft movements were ok, and by the fourth circuit I was getting the stick to stick the tailwheel down and stay there. Just not pulling it back far enough - seemingly into my gut. The last circuits of the hour (8-9?) were great. Nailing it every time, and such a contrast to the first half dozen screamers.
Good Job A. I will be back for more. So satisfying landing these guys.
Oh and bonus. I ticked over my 300th logbook hour on this flight.
needing it WHEN I finish the Corby Starlet.
A. the instructor is a nice man about my age. He flipped through the log book and decided he could probably reinvigorate my flying career. Push out the pretty blue and white fabric into a low overcast and rather windy day.
Warnervale is a narrow strip. But seemingly the Citabria is easier to taxi than I recall my initial attempts at the Decathlon I earned my tailwheel ticket in over a decade ago. So I was a little overconfident for take off, but got her up with a certain amount of screaming from the backseat. It handled fine in the air and I got ahead of it again on downwind and planned my approach. Badly. The trees on late final were alarmingly, but normally close. The touchdown resembled a crash from my position. Luckily A. took over and regained control of my overcontrolling careerings. Oh I can see how a ground loop occurs.
After the second circuit we changed circuit direction to the north. That gave us less crosswind and downwind, which definitely helped. Other aircraft movements were ok, and by the fourth circuit I was getting the stick to stick the tailwheel down and stay there. Just not pulling it back far enough - seemingly into my gut. The last circuits of the hour (8-9?) were great. Nailing it every time, and such a contrast to the first half dozen screamers.
Good Job A. I will be back for more. So satisfying landing these guys.
Oh and bonus. I ticked over my 300th logbook hour on this flight.
02 July 2010
Checked out in the Victa Airtourer
160hp constant speed prop flaperons sliding canopy with centre-stick. What's not to like about this Aussie veteran which is the club's replacement aero mount from the Robin. Good radio stack. K took me up over the bombing range for an upper air check out. THere was lots of traffic and one of my headset's phones was shot, so I was only hearinf out of one ear, which wasnt helping me concentrate on all the calls as well as what K wanted me to do. Steep turns and wing overs were fun as was stalls and then we glided back over the field for a PFL. Gliding into two helicopters, an incoming 150 followed by an Airbus and I mucked the approach by waiting my turn in the pattern. On climb out from the second botch after putting on too much flap we notice the Manifold Pressure gauge was sticking again, this time for good. We had done three perfect landings so we packed up and K checked with the engineering and maintenance people for the club about it. Get her to Cessnock where R was waiting to fix her up. But how, I wasnt checked out in the Archer, our only other aircraft and K and I were the only pilots on the ground.Fine, I'll fly the ATourer with the broken MP guage. Just set the prop by ear. It's the second time I'd flown it! Kerry will follow in the Archer.
Airborne and set in the cruise at 1500 ft K formates on my left wing as he said he would. Holy shit! I'd never been so close to another aircraft so close even on the ground! Dont look at it, look ahead and fly smooth. K is the formation instructor. He pulls back and underneath and formates on my right then comes up. I ease away a little to the left opening up a space between us. Is he looking at my MP gauge?!
He adds speed and I follow him about 150 metres, and keep bouncing in his wake! Ease right takes care of it. I hear C call into Cessnock in his helo. "Hi C" "G'day mate" He thought I was someone else.
K is 2/3 a mile ahead of me into the pattern and I am on final as he is pulling off the runway. Another fine landing and I taki to R's hangar our repairer and C's dad. We chat and then head back. K gives checks me out in the Archer on the way back. It is easy to fly. Just a big old Warrior. The check out is part of the Tourer ferry, so it pays to be at the right place at the right time. Three flights for the price of one. And two checks. Did I say the weather was wonderful flying weather.. ? Ahh Hunter Valley flying. It's the best!
Airborne and set in the cruise at 1500 ft K formates on my left wing as he said he would. Holy shit! I'd never been so close to another aircraft so close even on the ground! Dont look at it, look ahead and fly smooth. K is the formation instructor. He pulls back and underneath and formates on my right then comes up. I ease away a little to the left opening up a space between us. Is he looking at my MP gauge?!
He adds speed and I follow him about 150 metres, and keep bouncing in his wake! Ease right takes care of it. I hear C call into Cessnock in his helo. "Hi C" "G'day mate" He thought I was someone else.
K is 2/3 a mile ahead of me into the pattern and I am on final as he is pulling off the runway. Another fine landing and I taki to R's hangar our repairer and C's dad. We chat and then head back. K gives checks me out in the Archer on the way back. It is easy to fly. Just a big old Warrior. The check out is part of the Tourer ferry, so it pays to be at the right place at the right time. Three flights for the price of one. And two checks. Did I say the weather was wonderful flying weather.. ? Ahh Hunter Valley flying. It's the best!
18 December 2008
BFR
My biennial flight review was due in October, but I was overseas. So its to last Saturday that I could get a free day and a booking to coincide but K, the CFI, agrees to do it. He tells me to plan for Stroud Road, Singleton then Maitland for some circuits and back to YWLM.
The Saturday starts off IFR, but its forecast to improve vis by the booking time. It's also forecast 25 knots gusting to 40 from the north west.
The bookings are running a little late so I catch up with some club mates and a work mate. K asks me what I'd like to do and I say I say I've planned for the NAV. He says ok, let's see what it's like up there.
I climb to 1500 heading north and forget to retract my flaps in the 150 past 5 degs. Oops. Bad start. Then my heading keeping is all over the shop, I'm drifting around 30 degrees trying to make my compass reading match what I think I should be seeing on the map. I decide that there is the Karuah River and if I steer in between its undulations it will take me to Stroud and Stroud Rd is just over a little hill from there. By the time we get near Stroud I have sorted my heading work (pick a peak on the far horizon consistent with the heading then steer to that). The Stroud valley is green and beautiful. The town looks scrumptious.
I climb to 2500 to clear the higher ground between Stroud Rd and Singleton. Set the new heading to the west and get a quick estimate for Dungog, only 10nm away on the track which will confirm the estimated winds and ground speed (75 knots). Estimates confirmed Kerry asks me what the town ahead is. Confident it is Gresford he says Divert to Maitland from there.
I stretch out the VTC and confirm the correct scale on the ruler (1:25K) get a bearing adjusted for 12 deg magnetic, apply an estimated wind solution for the heading and we wheel through 90 deg over Gresford.
A big 1450 ft hill passes to the right of track one third of the way south, confirming we are on the right track. K asks if I can see the airfield - still 25nm away. I point out four bright spots above a green area that I think are the hangars at Rutherford, too far to see the runways, but it is correctly placed to the right of Maitland township. By the time we reach the line of low hills north of the Hunter River it is clear it is the airfield bang on course. I call "All stations Maitland, C-150 Uniformm Quebec Oscar is 12 miles to the north inbound 2 thousand 2 hundred".
K is happy, he says most navvers taken on this diversion follow the Paterson River and end up over the Hunter River looking for the airfield.
It's windy. Windsock straight out pointing right down runway 26. Pull the engine at 2 thousand feet. "Traffic Maitland 2 thousand feet over the top glide approach two-six."
I give a quick trouble check aware how little time there is to fly this thing in this wind onto the runway. I confirm low key, call base turn two six, keep her turning towards the threshold because the strong wind is blowing us away. 150 ft on late final pull all flap and grease her onto the runway where K accuses me of showing off.
Leave it too late for a go around in the post landing glow and K calls an abort. If not airborne by the intersection give it a miss. We backtrack and leap into the very bouncy air. There is rotor wash off the hill facing us, Not climbing well in the downdraft we clear the thrashing trees by about a hundred feet. Continue climbing through the illusion of not turning thanks to the massive crosswind on crosswind leg.
I ignore the ground and look at the gyro compass for inputs. By 500 ft agl things are looking normal and we are headed back to YWLM.
At late final at YWLM we are a kite, creeping up to the field so slowly. At one stage I note the airspeed decayed to 40knots - up throttle and down nose. The gusts were pushing us left and right swinging either way trying to get the slip right as it gusts in the other direction. Last second above the tarmac and she greases on again, like the preceding was just for fun. I smile at K. You Happy? he asks. I'm happy. I'm happy too.
The Saturday starts off IFR, but its forecast to improve vis by the booking time. It's also forecast 25 knots gusting to 40 from the north west.
The bookings are running a little late so I catch up with some club mates and a work mate. K asks me what I'd like to do and I say I say I've planned for the NAV. He says ok, let's see what it's like up there.
I climb to 1500 heading north and forget to retract my flaps in the 150 past 5 degs. Oops. Bad start. Then my heading keeping is all over the shop, I'm drifting around 30 degrees trying to make my compass reading match what I think I should be seeing on the map. I decide that there is the Karuah River and if I steer in between its undulations it will take me to Stroud and Stroud Rd is just over a little hill from there. By the time we get near Stroud I have sorted my heading work (pick a peak on the far horizon consistent with the heading then steer to that). The Stroud valley is green and beautiful. The town looks scrumptious.
I climb to 2500 to clear the higher ground between Stroud Rd and Singleton. Set the new heading to the west and get a quick estimate for Dungog, only 10nm away on the track which will confirm the estimated winds and ground speed (75 knots). Estimates confirmed Kerry asks me what the town ahead is. Confident it is Gresford he says Divert to Maitland from there. I stretch out the VTC and confirm the correct scale on the ruler (1:25K) get a bearing adjusted for 12 deg magnetic, apply an estimated wind solution for the heading and we wheel through 90 deg over Gresford.
A big 1450 ft hill passes to the right of track one third of the way south, confirming we are on the right track. K asks if I can see the airfield - still 25nm away. I point out four bright spots above a green area that I think are the hangars at Rutherford, too far to see the runways, but it is correctly placed to the right of Maitland township. By the time we reach the line of low hills north of the Hunter River it is clear it is the airfield bang on course. I call "All stations Maitland, C-150 Uniformm Quebec Oscar is 12 miles to the north inbound 2 thousand 2 hundred".
K is happy, he says most navvers taken on this diversion follow the Paterson River and end up over the Hunter River looking for the airfield.
It's windy. Windsock straight out pointing right down runway 26. Pull the engine at 2 thousand feet. "Traffic Maitland 2 thousand feet over the top glide approach two-six."
I give a quick trouble check aware how little time there is to fly this thing in this wind onto the runway. I confirm low key, call base turn two six, keep her turning towards the threshold because the strong wind is blowing us away. 150 ft on late final pull all flap and grease her onto the runway where K accuses me of showing off.
Leave it too late for a go around in the post landing glow and K calls an abort. If not airborne by the intersection give it a miss. We backtrack and leap into the very bouncy air. There is rotor wash off the hill facing us, Not climbing well in the downdraft we clear the thrashing trees by about a hundred feet. Continue climbing through the illusion of not turning thanks to the massive crosswind on crosswind leg.
I ignore the ground and look at the gyro compass for inputs. By 500 ft agl things are looking normal and we are headed back to YWLM.
At late final at YWLM we are a kite, creeping up to the field so slowly. At one stage I note the airspeed decayed to 40knots - up throttle and down nose. The gusts were pushing us left and right swinging either way trying to get the slip right as it gusts in the other direction. Last second above the tarmac and she greases on again, like the preceding was just for fun. I smile at K. You Happy? he asks. I'm happy. I'm happy too.
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