27 Dec 2 flights

Well, today went reasonably well and I managed to get up twice. On the first flight, I flew quite a few loops and a couple of rolls. My rolls definitely work better with a dab of rudder, but I need to try right hand rolls next time. It started out as a clear day but clouds rolled in after about 25 mins so I decided to land and hand over to majority owner Adam. Adam went up for a non-aerobatic flight and came back after 30 mins with a huge grin on his face!

There were a lot of clouds in the sky but I thought what the hell, I'll give it another go and see if I can find a space. The only problem with this idea is that the Nipper has no starter and isn't fitted with inverted systems, so if the engine quits, down you go! This means that if I want to do aero's then I need to be over an airfield really...

As I lifted off, cloud was blowing in to cover Marham so I headed north to try in the East Winch overhead, but even here, I was hemmed in by clouds and couldn't get any higher than 4000'. If I was happy to do aero's in any old place then I could have hunted for a bigger gap, but for now I'll stick with over an airfield! With this in mind, I wasn't happy doing rolls as I am not consistent yet and end up coming out of them at high speed and all angles! I only managed 2 loops and then called it a day, threading my way through the gaps into Marham's ATZ in a power cruise for an uneventful landing. Can't wait to try again on a day with clear skies!!!

My video (above) is pretty poor, but it was taken holding my cameraphone in one hand while looping with the other, so not ideal, but it gives something of a feel anyway...

19 Dec 09 Frustration - grounded due to snow on the runway...

Aaargh! Beautiful weather but the runway's covered in snow so I'm grounded. Wish the snow would melt!

17 Dec 09 Flight in a Grob Tutor from RAF Wyton

I’ve been very lucky to grab an aerobatic lesson with 5 AEF at RAF Wyton – Well, if you don’t ask, you don’t get…
The forecast was terrible all week leading up to the 17th, but at 6pm on the 16th, I noticed that the forecast for next morning looked vaguely promising, so I rise at 6am and head on over to RAF Wyton near Huntingdon, a 2 hour drive through sleet and snow showers! I was not especially hopeful but nothing ventured, nothing gained…
However, when I got to the base at 8am, I noted with some enthusiasm that gaps were opening to the north, just as forecast. Excellent news!
On arriving at the hangar, I introduced myself to the OIC of 5 AEF, Flt Lt Stu Rawnsley and we sit down over a cuppa for a chat about what I wanted to get out of the flight. We then head over to safety equipment so I could get kitted out with flying suit, gloves, bonedome and parachute. As I noted previously when flying a Grob from RAF Leuchars in Fife, it’s all a bit overkill for a flight in a GA machine, but this experience is designed to get potential aircrew straight into that ‘fast jet’ mentality, so fair enough. Just as I was about to walk for the aircraft though, there was a delay announced due to icy runway conditions, so I take it all off and head back to the crewroom for another cuppa (the RAF runs on tea by the way!). For various reasons, my pilot would now have to fly with someone else and so it was that I was introduced to Neil Carnegie (pronounced Car-Neggy) an ex-Argosy pilot with vast experience. In fact, all the AEF pilots are immensely experienced; I noted with some amusement that amongst their ranks are an ex-Air Chief Marshall and all ranks downwards. I can’t help but wonder if 5 AEF’s usual Air Cadet passengers realise that the elderly gent with the brevet rank of Pilot Officer used to RUN the Air Force – probably not, but it’s a curious situation nonetheless.
Anyway, after a short wait the runway was declared useable and Neil and I strapped in.
‘I’ll just get us started and out of the tight bit, then you can taxi us out’ said Neil. Fine by me.
Now as luck would have it, a bunch of newly trained pilots were graduating that day and with friends and family in attendance they were launching to do a formation flypast. This meant a lot of aircraft all heading to the hold; lucky for us we were cleared to push in and go first… Lining up on 08, I nailed the throttle and away we went. The skies were pregnant with snow and so I aimed for a big gap to the North. In clear air we did our HASSEL checks and Neil showed me a loop. Basically dive to 135Kt and pull back at 4G. The RAF loop differently to the civilian world and so whereas Phil in the CAP had told me to ease off the pull as I went over the top, Neil had me still heaving! Apparently this is the constant pitch method and produces a pear shaped loop – The Air Force doesn’t care whether your loop is round or not as long as you can perform the manoeuvre safely! We did a lot of them and it was with great satisfaction that I flew through our slipstream on. I really love looping; it’s just so much fun and so easy to do! Now don’t get me wrong, I’m no expert, but I think I can now do them safely and it really puts a huge smile on my face!!!
Next on the agenda were wingovers. This deceptively simple manoeuvre is a lot more complicated than I thought, and I learned that what I had previously thought of as a wingover– isn’t!
Basically, a wingover is a wings level dive, a pull up to about 45 degrees (or heels on the horizon as Neil put it!) and then a bank to 90 degrees in the required direction with the nose high before allowing the nose to drop 30 degrees and rolling wings level on a new heading, finishing in a 45 degree nose down dive.
If I’m honest, I struggled to follow Neil on this one, for the simple reason that I didn’t have a good picture in my head of exactly what it was I had to do. Despite some excellent demo’s from Neil, I couldn’t get it quite right although it was acceptable by the end. Aero’s is clearly one of those disciplines where ‘practice makes perfect’.
Next on the agenda was the stall turn, and again, this flight shattered my preconceptions about the manoeuvre. This is initiated by a wings level dive, followed by a pull-up to the vertical, a quick check-forward and then a boot-full of rudder (progressively) whilst applying just a smidgen of opposite aileron. Unfortunately I was pushing my luck now and should really have called a halt, but it’s hard to just say ‘stop’ because it’s so difficult (and normally expensive) to tee lessons up at this time of year. Feeling a little queasy after several demo’s I only managed one go myself; and it wasn’t very good!

Ah well, wings level and back to Wyton we go for an overhead join. The Grobs fly a very tight (almost microlight-like circuit) which surprised me, but I made a reasonable landing so was fairly pleased. One thing that I found slightly frustrating was having to fly left hand stick and right hand throttle; this isn’t my strong suit and Neil has said he’ll put me in the right hand seat when I come back in the new year (that’s right, I’ve been invited back for another go!!!).
Once we shut down, I clambered out just in time for a 2 Typhoon flypast which was awesome as ever (but honestly, they really didn’t have to go to all that trouble!). Neil and I grabbed cuppa number 3 and we sat down to debrief which was at least as useful as the actual flying. We used a little model aircraft which made things easy to visualise and I shall ask if we can run through the manoeuvres before my next flight. There was only one thing left to do now; bring in the obligatory ‘thank you’ stickies (chocolates and biccies) – which were very gratefully received – and say my goodbyes.
Thanks guys, I had a really enjoyable and informative flight; can’t wait to fly with you again in 2010 :-)

12 Dec 09 First solo aerobatic flight – in the Tipsy Nipper

How lucky am I? The day after my lesson in the CAP and the weather over at Marham looks do-able although with showers a-plenty, so I head over in the afternoon and drag out the Nipper for a thorough pre-flight check. This is quite daunting, there’ll be nobody there to save me if I get it wrong so I’m very focused and determined to do it right!
I hand prop the Nipper and she start second blade which is immensely satisfying; there really is a knack to this and today I get it just right. Perhaps its an omen! Fighting the slipstream I clamber into the Nippers cramped cockpit, strap myself in and get as comfortable as possible (not very if I’m honest!). I make blind calls and head off, pausing to watch the club C150 G-JAGS do a touch and go, before backtracking 01. Checks complete its time to line up and off I go. As usual I overcontrol the Nipper a little on climbout, she’s so much more responsive than my Shadow and it always takes me a minute or two to settle her down. I had hoped to aerobat directly over Marham but the cloudbase is too low so I decide to have a go over the airfield at East Winch (just in case the engine goes quiet on me you understand…) Away we climb heading for a patch of clear blue sky to the North of the field.
At 3000’ I level off, perform a HASELL check and here we are, the moment of truth. My first ever loop on my own. Well, no turning back, here we go, dive to 115 mph, a firm pull back.. and over we go, it really is as easy as that! No drama, no fuss and not even a cough from the engine. Awesome! If I’m honest, it wasn’t quite straight and it probably looked rubbish from the ground, but I’m grinning from ear-to-ear in sheer delight! I do more and more loops before deciding I really ought to have a go at rolling.
Oh dear, the Nipper isn’t nearly as brisk in the roll as the CAP and its all going horribly wrong so I chicken out and dive away to wings level. Hmmm, another go, same result. Ah well, lets do a loop then and I think I’ll climb a bit higher for my next go!
Topping out at 5000’ I decide to attempt the roll again but elect to use an extra 10mph entry speed. This time we go all the way round but it felt very, very ragged. Enough’s enough, I’m cold and uncomfortable; time to call it a day. Making a rapid, cruise descent back to Marham I land long on 01 to save taxiing. As I shut down, I look at my watch and can’t believe it’s only been 35 minutes since I taxied out. What a brilliant flight! I can’t wait to do it again…

11 Dec 09 Flight in a CAP 10 C from Honington

Having had to cancel last weekend due to a stinking cold, I was really pleased that the weather was flyable today – after all, this would be my first ever dedicated aerobatic lesson. My instructor was Phil O’Donoghue, the CFI of Honington’s flying club and also the owner of a gorgeous CAP 10 C which lives in a nearby HAS to my Shadow microlight, also here at Honington.
Strapping in to the CAP was a surprise; this machine must be designed for some serious ‘G’, as you ratchet yourself in with the harness. We almost didn’t get off though as the battery was virtually flat, but Phil managed to hand prop it - to my great relief!
I taxied us out to the 27 hold, desperately trying to remember the ground handling techniques that Colin had taught me on the Citabria at Halton – we didn’t ground loop or get out of shape so I can’t have done too badly (although the wind was quite light to be fair). Lining up on 09, Phil lifted us off and I quickly took control, heading for some clearish. skies to the south of the field. At 2500 feet I set the throttle and Phil demonstrated a loop. Dive wings level to 125 knots then pull back at about 3 G, look left over the wing and ease stick pressure when we’re upside down, pulling hard again to end up in a shallow dive – big grin time… how much fun is looping??!!!
So, my turn – I dive us wings level to 125 knots, pull firmly back on the stick and - over we go. Great fun… so we did lots more! Phil also showed me what happens when you pull back too firmly – pre-stall buffet, easily cured by gently easing back pressure on the stick.
Next up was ‘ballistic rolling’ which is basically a 30 degree pull up from a dive and then full aileron deflection left or right. Again, great fun; the CAP rolls beautifully and I’m chortling aloud in sheer happiness at the novel sensation! After I perform a few rolls (which are ok but not great!) Phil’s asking how I feel and to be honest I’m just starting to feel the first twinge of queasiness so decide to call it a day. I’ve had a great introduction and am happy to go and try these manoeuvres in the Nipper …
We head back to Honington joining right base for 09 and I manage a reasonable landing, in a taildragger, on tarmac so I’m well pleased! Phil takes control as we slow down and taxies back far quicker than I would dare! Shutting down at the HAS I undo the ratchet and step out of the harness. What a great flight – thanks Phil, I know we’ll do it again fairly soon, but next stop, my first solo aerobatic flight – in the Nipper…

Sep 09 to date

Well, I started down this road back in September 09 doing spin recovery in the C152 at Halton (which I loved – the spinning not the aircraft!). During my taildragger conversion I had a go at looping the Citabria which was great and also did quite a bit of spin recovery in it (which I loved). Since then, I’ve been fortunate enough to secure a temporary share (until Jun 10) in a 1967 Tipsy Nipper (thanks a million Adam!) and have flown it enough to be confident that I can handle it safely the right way up! She’s very light around all axes and turns on a sixpence; all I need now is some aerobatic tuition and there’ll be no stopping me…