Not Flying Today!

I really enjoyed my flights in HALC a couple of weeks ago, so I rebooked to fly again on Saturday January28th. One of the advantages of co-owning your own aircraft, is there are no pressures to fly a minimum number of hours, or any hurry to return to base for the next renter to fly it. I had the plane all day and planned to visit Breighton airfield, have a leisurly lunch, and fly home.

The weather on the day was good but cold. I went through the usual pre-flight checks in the hanger, sampling the fuel, checking the lights, stall warner and other equipment. I pulled the plane out and planned to get away without refueling, as I had around 100 litres in the tanks. The plan was to pick up some more fuel at Breighton, and maybe even land somewhere else, time permitting.

I strapped myself in to the left seat, turned on the master switch and primed the engine. But on turning the starter key the propeller revolved only a blade or two and then stopped. This was not good. I knew that this was not going to get better but that did not stop me trying again. Same result. The battery had enough power to move the prop but not enough "oomph" to start the engine.

I left the battery to recover and returned about half an hour later. I knew in my heart it wasn't going to start, but I tried again. The result was the same. We have no engineering on site at Barton anymore and I was left with no alternative but to push HALC back into the hanger and call it a day. I would not be flying today.

G-HALC PA28R: first flights of 2012

I have owned a share in a Piper Arrow for just under ten years. When I first became an owner I flew it a lot with a couple of other group members. This new concept to me of co-ownership, rather than renting a flying school machine, revolutionised, and rejuvinated, my flying. I rapidly gained confidence to extend my flights to longer distances and foreign climes.

However, as I have extended my "portfolio" of aircraft to fly the Twinstar, Seneca, SR20 and C172SP, the arrow has been left on the shelf, so to speak. It had been six months since I last flew it and I felt inclined to fly it again as, after all, I am paying to keep it.

January 14th was a good flying day, with only the threat of fog, in certain areas, giving rise for caution. I pulled HALC from her home in the hangar, fired her up and taxied to the fuel pumps. The runway was soft, there was little wind, and I wanted to be light for departure on 27R which is only just over 500 metres long. Fuelled to the tabs, I had 135 litres of fuel on board, enough for over three hours in the air. HALC accelerated nicely and we were soon climbing way to 1250ft heading for the low level route. I turned south near Warrington and headed down to the NANTI intersection, then to NOKIN near Wrexham and DOGIT near Mold. I spoke to Hawarden Radar and cruised at 2000 feet with a reduced power setting of 21" manifold pressure, 2400 rpm and a fuel flow of 9 usg/hr or approx 35 litres per hour. I was in no hurry and the lower power setting would conserve fuel.

I flew south of Rhyl at just over 3000 feet and headed down to Bangor before joining the Caernarfon circuit left hand runway 08 for a smooth landing. I taxied to stand 5 and shut down.

Just over half an hour later, and fortified by a sausage sandwich, I took off from runway 08 and climbed in the circuit towards a planned 5000 feet to head off over the mountains to Welshpool, before turning on track for Tatenhill where I planned to refuel. To the south of my track I could see extensive areas of fog and on listening to Welshpool radio found they were reporting visibility of 200 metres in fog. Passing their overhead, I saw nothing and turned onto a direct track for Tatenhill. Once past the fog, I descended to 2500 feet and tuned the Shawbury VOR to confirm my position as passing Shrewsbury, then Stafford. Making sure I stayed clear of the Cross Hayes gliding site I joined overhead for runway 08 and landed as requested with a slight tailwind. I taxied off the runway directly to the fuel pumps and replenished my supplies back up to the tabs, or 135 litres or so.

There is a small but new eating area at Tatenhill and I had a cup of coffee which was great value at only 80 pence. As I was concerned about fog reforming, I was soon on my way again. I taxied down the grass to the run up area for runway 08 and was soon headed back to the bottom of the low level route. Checking the weather on the way showed no sign of the fog returning and so I flew around Winter Hill a few times before heading back to Barton for a landing on 27R.

I felt totally at ease with the plane despite not flying it for so long. My first flights of the year completed, I entered just under four more hours into my log book later that evening.

Seneca and Cirrus SR20

I had a few extra days off work prior to Christmas and wanted to fly at least once more this year. The only suitable day appeared to be Thursday December 22nd and as the Seneca was free for a lunchtime slot, I promptly booked it via the internet.

I did not have anything I particularly wanted to do, just fly and remain current on type. It would also be my first chance to fly the Seneca since the engine problem that grounded me at Carlisle a few weeks ago. Come Thursday lunchtime, the aircraft arrived back at base with plenty of fuel on board for my flight. After I had checked it out for serviceability, I booked out with air traffic control and climbed aboard. My friend Bernard had asked if he could come along for the short trip but it did not work out, as he also wanted to fly the Cessna 172 and do a few circuits. So with just me on board, I strapped in and settled down to complete the cockpit checks.

The check list is very important in a multi engine aircraft as the systems can be more complicated than a single engine plane. With no distractions from passengers, I carefully went through the check items and started the two Continental turbo-charged engines. Tuning the ATIS gave me the airfield weather conditions which showed I would have a significant crosswind component today. The surface wind was gusting as I lined up on runway 28 and applied left aileron into the wind. Advancing the throttles to take-off power, I released the brakes and started the take-off roll. The crosswind was not a problem as the Seneca handled it fine and I turned right to climb to 3000 feet heading up the coast past the tall tower. I went through my usual routine of handling and just getting the feel of the airplane. I had throttled well back to give an indicated airspeed of around 130kts and that was fine for just ambling around. Lower power settings conserve fuel and the plane was due on a training flight after my little trip. My economy settings would save the next crew from refuelling.

Returning to Blackpool, I passed east of the tall tower and lowered the undercarriage, setting flap to10 degrees. The surface wind was still strong and close to the limits for the Seneca. I decided to try a landing with only 25 degrees of flap and a slightly higher airspeed. The flap setting was fine but that excess airspeed resulted in a couple of gentle skips along the runway as the plane slowed down and tried to stop flying. That is the second time I have carried excess speed into the final stage of the landing - it did not work either time! I won’t do that again.

I taxied back to the apron and shut down having logged forty-five minutes of multi time. I’d had a pleasant flight that also kept me in practise on the type.

I was back on the ground for 2pm and was thinking of what else to do when I discovered that the Seneca flight training sortie for later had been cancelled. This meant that the instructor who was due to fly with the student was now free and so was a Cirrus SR20. I have very little night flying in my log book, with none at all on single engine planes. This is because of a colour vision deficiency which precludes me from holding a night qualification. However, there is nothing to stop me flying with an instructor at night.

I have not flown the Cirrus SR20 for around nine months but I soon settled down in the cockpit as I went through the checks. Stuart, my instructor, sat in the right seat as we taxied out to runway 28. The departure was to be day, although the light was very poor and fading as I lifted the SR20 into the crosswind that was still blowing. I climbed to 3000 feet, passing up the coast and admiring the evening lights that were glowing below. This was fun! After a few minutes the light went and we were surrounded by blackness with the lights of Fleetwood below and Morecambe off to the right. I did some turns and then flew up past Barrow airfield just getting used to this new environment. I was having no difficulties at all in flying and maintaining spatial awareness.

I flew on instruments and visually all with no problems. We headed down the M6 towards Preston, setting up for the ILS at Blackpool. I tuned the NAV1 GNS430 to the ILS and set the inbound course while the autopilot held the current heading and altitude. I turned the Cirrus onto a closing heading for the localiser and watched as the autopilot became established and commenced descent. The runway was clearly visible from eight miles out and I called air traffic at two miles, as requested, and was cleared to land. Stuart had briefed me that I should keep power on until the landing light revealed the runway before raising the nose and feeling for the ground. The crosswind was blowing very strongly and the landing was safe but not very refined. More practice would be required to get the landings sorted and up to standard, but I was happy with the trip and it further extended my experience.

I am now toying with the idea of doing the night course even though I would not be able to fly solo at night. If all went well perhaps I could appeal to the CAA to give me an exemption. Was that a pig that just flew by!



Cirrus SR20 G3 GTS similar to the one I flew recently


These flights proved to be my last of 2011 as further attempts to fly were thwarted by bad weather. All being well, I will continue these blog entries in 2012 as I approach my 30th anniversary as a pilot.