Diamond Twinstar NG at Gamston (Part 2)
Eight days after my first attempt to fly a Twinstar at Gamston, a second opportunity arose. I rebooked mine and Steve’s flights for Saturday November 26th, but also placed a booking on Friday the 18th. If the Friday had to be cancelled then I would still have the Saturday as a fall back, and if it went ahead, I would fly an extra sortie.
The weather was looking O.K. on the Thursday afternoon and I was expecting conditions to be fine for the flight the following day. Friday morning, I drove over to Gamston from the Manchester area, taking around ninety minutes to get there via the Woodhead Pass, the M1, the A57 and the A1. The airfield was clearly visible from the A1 along with aircraft and hangers.
I parked up and went into Gamston Flying School’s premises where I was met by Sharon, who offered me a drink and told me that Steve, my instructor, was flying but would be back soon. I have been very impressed with the way Sharon kept me informed on all aspects of my booking, returning calls and sending emails. Good customer service is very welcome. I declined a drink but walked down to The Apron and ordered a very nice breakfast of scrambled eggs on a muffin with smoked Salmon. It was very nice washed down with a coffee.
Just after 11am I met my instructor, Steve Ramsden, and felt right at home. Steve is one of those guys you feel you’ve known for ages: very relaxed and very professional. I went out to pre-flight G-PETS, a Diamond DA42NG Twinstar, and wait for Steve to join me. This aircraft is a re-engined DA42 with the more powerful Austro diesel engines. It does not have the Perspective G1000 or the latest integrated autopilot, but the new power plants give increased climb rates and cruise speeds on the old Thielert 1.7 or 2.0 litre engines.
We taxied to the hold for runway 21 and following a back track climbed away on runway heading. At full power the rate of climb was an impressive 2000ft per minute with the two of us onboard and 40 gallons of fuel. I levelled at 1800 feet to remain below the Doncaster Class D airspace which starts here at 2000 feet. Soon after I took the aircraft up to 3500 feet and did some gentle turns to get the feel for the DA42 once again. It had been three months since my last flight in a Twinstar, but it was very easy to slip back into the groove. Steep turns left and right followed which went well, followed by a power off stall. Again, there was no drama. Next Steve simulated an engine failure in the cruise and I went through the checks to his satisfaction. We then configured for a simulated engine failure after takeoff with the undercarriage down, full power selected and 85 kts on the dial. The yaw was easily contained and the vertical speed indicator showed a climb rate of over 500 feet per minute.
We were flying above a scattered layer of clouds, with tops around 2500 feet, when we decided to head back to Gamston for some circuits. I descended through the gaps and into a downwind right hand circuit for runway 21. A normal powered approach followed as we landed gently and I raised the flaps and again positioned downwind. Once again we landed without drama, so Steve asked me to fly a flapless approach, and, to make it more interesting, I was to land on the right hand side of the runway. This approach was flown at 95 kts on final and was straightforward. Steve kept raising the pressure; because next he wanted a single engine go around. The DA42 manual advises that a go around below 800 feet is not recommended, but Steve said do it from 300 feet. I wouldn’t fancy that in the Thielert DA42 but this NG took it in its stride. Happy with the go around, we positioned onto runway 14 for a crosswind landing to finish the training. That was fine too, although there wasn’t much of a crosswind really.
We taxied in and closed down the engines. My shirt was wet from the effort and concentration but I had enjoyed it all and been given a good workout.
The second booking I had for later in November had to be cancelled due to high winds. Still, it was good to fly a Twinstar once again after a long lay off and I hope the Seneca V will soon come on line so I can sample that too.
The weather was looking O.K. on the Thursday afternoon and I was expecting conditions to be fine for the flight the following day. Friday morning, I drove over to Gamston from the Manchester area, taking around ninety minutes to get there via the Woodhead Pass, the M1, the A57 and the A1. The airfield was clearly visible from the A1 along with aircraft and hangers.
I parked up and went into Gamston Flying School’s premises where I was met by Sharon, who offered me a drink and told me that Steve, my instructor, was flying but would be back soon. I have been very impressed with the way Sharon kept me informed on all aspects of my booking, returning calls and sending emails. Good customer service is very welcome. I declined a drink but walked down to The Apron and ordered a very nice breakfast of scrambled eggs on a muffin with smoked Salmon. It was very nice washed down with a coffee.
Just after 11am I met my instructor, Steve Ramsden, and felt right at home. Steve is one of those guys you feel you’ve known for ages: very relaxed and very professional. I went out to pre-flight G-PETS, a Diamond DA42NG Twinstar, and wait for Steve to join me. This aircraft is a re-engined DA42 with the more powerful Austro diesel engines. It does not have the Perspective G1000 or the latest integrated autopilot, but the new power plants give increased climb rates and cruise speeds on the old Thielert 1.7 or 2.0 litre engines.
We taxied to the hold for runway 21 and following a back track climbed away on runway heading. At full power the rate of climb was an impressive 2000ft per minute with the two of us onboard and 40 gallons of fuel. I levelled at 1800 feet to remain below the Doncaster Class D airspace which starts here at 2000 feet. Soon after I took the aircraft up to 3500 feet and did some gentle turns to get the feel for the DA42 once again. It had been three months since my last flight in a Twinstar, but it was very easy to slip back into the groove. Steep turns left and right followed which went well, followed by a power off stall. Again, there was no drama. Next Steve simulated an engine failure in the cruise and I went through the checks to his satisfaction. We then configured for a simulated engine failure after takeoff with the undercarriage down, full power selected and 85 kts on the dial. The yaw was easily contained and the vertical speed indicator showed a climb rate of over 500 feet per minute.
We were flying above a scattered layer of clouds, with tops around 2500 feet, when we decided to head back to Gamston for some circuits. I descended through the gaps and into a downwind right hand circuit for runway 21. A normal powered approach followed as we landed gently and I raised the flaps and again positioned downwind. Once again we landed without drama, so Steve asked me to fly a flapless approach, and, to make it more interesting, I was to land on the right hand side of the runway. This approach was flown at 95 kts on final and was straightforward. Steve kept raising the pressure; because next he wanted a single engine go around. The DA42 manual advises that a go around below 800 feet is not recommended, but Steve said do it from 300 feet. I wouldn’t fancy that in the Thielert DA42 but this NG took it in its stride. Happy with the go around, we positioned onto runway 14 for a crosswind landing to finish the training. That was fine too, although there wasn’t much of a crosswind really.
We taxied in and closed down the engines. My shirt was wet from the effort and concentration but I had enjoyed it all and been given a good workout.
The second booking I had for later in November had to be cancelled due to high winds. Still, it was good to fly a Twinstar once again after a long lay off and I hope the Seneca V will soon come on line so I can sample that too.
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| G-PETS in a Gamston Hanger |
posted by David M at 9:01 PM
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