With restrictions lifting and hopefully some good weather, what are your plans for a summer of (flying) love? Here’s some of ours, plus some from friends of FLYER, to whet your appetite and get you going…
7 July 2020
Numbers don’t lie, and a quick look through my (digital) logbook confirms that the last twelve months have not exactly been crammed full of flying activity. There were, happily, some highs like the Amphibious PC–6 featured in the June 2020 issue, but domestic GA time was savagely reduced thanks to an extended avionics refit, a busy work schedule, the appalling weather we had this winter which closed loads off grass runways and more recently that bloody virus.
My workload’s increased (that bloody virus again), but the weather’s been (mostly) great, the grass runways are fit for use, destinations are starting to open up and the Cessna’s freshly annualled and laden with almost full fuel. Happy days.
So what’s my aviating plan? I’ve got quite a bit of relatively local flying I want to do, some of which will involve getting to grips with filming and recording for FLYER’s YouTube channel, which is at least simpler than trying to understand Farnborough’s new airspace. Amongst other destinations I’m planning to head south to sample Sandown’s astro turf runway, and north to visit Barton so that I can write an update to the ATZ/Rule 11 story that’s still kicking around.
Then there are the bigger trips. First up, in the relatively near future I hope, (assuming we get a relaxation of the UK quarantine requirements), will be a trip to that old favourite of Le Touquet. In addition to a business meeting, my (French) wife will be happy for the opportunity to re-stock our depleted continental placards. It’ll also serve as a great illustration of the power of GA – that magic carpet experience that comes from leaving one environment before shortly being immersed in another.
But Le Touquet’s hardly a very long or challenging flight from Wiltshire. For that I’m planning on a few days in Scotland. Last year I did a charity bike ride to John O Groats, and was left breathless, not only by the hills, but by the absolute beauty of The Highlands. They’ve been calling me back ever since, and I’m planning a less strenuous visit during which I can hopefully start to explore the whole country by air. If the sun’s shining I’m confident that the flight seeing will be magical.
Remember that avionics refit I spoke about earlier? I’ve flown a few times recently, and it wasn’t hard to spot that some of my skills had started to build a light layer of rust. The right hands can make the two G5s, the GFC500 and the GTN750 dance together in harmony – climbing, descending, holding and flying all sorts of approaches – but at the moment it takes a fair dollop of my capacity to get them waltzing clumsily, so it’s back to the manuals (and YouTube), and some telephone calls with Joe Fournier (an avionics savant) in order to get the ballet back on the road, erm I mean in the air.
Finally, when the days start drawing in (I know, I know), I want to get back to some night flying. For me the often smooth air, good visibility and different perspective is absorbing. It brings to mind St Exupéry’s quote “I fly because it releases my mind from the tyranny of petty things”
It’s a pretty fantastic day when a new aeroplane comes into a pilot’s life, and for me this summer is all about getting to know a new acquisition.
For a long time, I’ve toyed with the idea of owning something single seat. I can’t explain why, I just like the idea of having a machine that’s solely focused on its pilot. Being a card-carrying Van’s RV fan, the RV-3, the very first of the RV kit aircraft with its beautiful cheek cowling and pretty lines has therefore always been at the top of my list to scratch that particular itch.
I considered building one…The trouble is, the -3 is the oldest Van’s kit, and is quite labour intensive to build really well. It’s often said that the latest pre-punched RV’s are almost ‘shake and bake’ – well the RV-3, is more ‘shake your head’ when you see the fairly basic parts on opening the kit box. In the world of quickbuilds, the RV-3 is more slow burn…
In the UK, -3’s, particularly the most recent -3B version with a newer wing design, are extremely rare. The first UK -3B flew back in 2005 – a second RV project for a builder whose first had drawn much admiration. I remember seeing photos of it at the time, plain white, with a simple stripe. I remember thinking, maybe one day… Roll forward 15 years later a few weeks into lockdown while browsing AFORS over a morning cuppa, there it was. It had just moved on from life with an owner who had cherished it for the last 12 years, who was well known for washing and polishing after each flight. I did some digging via a few sources, then picked up the phone and offered a deposit. The small matter of somewhere to keep it was solved with by a friend with empty hangar (he’s waiting for the right RV to come along) and a trade for putting him on the insurance. A month later, as lockdown eased a little, another good friend, also on the insurance, offered to collect it for me. On arrival, my first look revealed a very lucky blind purchase. She was even better than I hoped. Nothing too showy, but superb build throughout with a history of proactive maintenance. Light and very simple, with just a 115hp Lycoming, those who’ve flown her so far return with a grin. The perfect pair of wings to enjoy making holes in the sky with.
In the last few days with my Dad late last year, he had told me to buy a fun aeroplane after he was gone, and I think this one would have made him grin too. The demands of life had sidetracked my flying a while back, and I’m in need of revalidation. But I’ve got a date in July, after which I hope to be airborne in the -3B after a bit of practice.
I can’t wait…
Due to time constraints, most of my flying in recent years has been local, A-to-A, post-work summer’s evening ‘bimbles’; aerial sight-seeing over the Chiltern Hills or the Cotswolds. It’s something that my Currie Wot biplane, ‘Airymouse’, has been used to doing in the hands of various owners for almost 70 years.
However from now on, it will be slightly different, but nothing to do with COVID. As of 1st July, my home airfield at Bicester is under new management, and a part of their plans is to introduce specified, mown, runways. Therefore just before sunset on 30 June, I got airborne, simply into the wind in the time-honoured manner for the last time. It may be possibly the last-ever take-off and landing at an unmarked, omni-directional operational grass aerodrome in the UK (or even, the world?). Such is progress!
It has been truly liberating getting out and enjoying summer flying again. Indeed, in the six weeks since the DfT announcement on 15 May, our four-man group EuroStar has flown some 50 hours as we seek new flying adventures.
One annual summer event I really enjoy is flying into the late evening to sunset +30 and then getting-up to fly at sunrise -30. This year we rallied much-missed flying friends to rise early on the longest day in June, but it’s still huge fun to do it anytime during the long balmy days of July and August. Of course you need to find an airfield that is sympathetic to you taking-off in what most would consider to be the middle of the night, but with camping approved from 4 July, it’s eminently doable.
With our Eshott base having strict 0900-1900 operating hours, we positioned the Eurostar to a local strip and flew until sunset +30, 2223. It really is magical, flying over the Northumberland coast in smooth cool air as the sun finally goes below the horizon for a few short hours. After landing, we enjoyed the briefest of sleeps before returning with a few brave friends to get airborne as a four-ship at 0352 on a beautiful morning. Newcastle and Durham Airports were closed so it was a case of filling your boots as the sun came up in spectacular fashion over the North Sea, which was a truly memorable and breath-taking spectacle! Bathed in the early morning sunshine we continued south and at 0500 landed at scenic Eddsfield in Yorkshire where our four-ship became eight.
There followed a wonderful loose-formation flight to Fenland (another airfield available 24/7) where we assembled a creditable 16 microlight and LAA aircraft for a 0600 socially distanced, outside breakfast, arranged with the airfield and the kind café staff. We finally arrived back at Eshott at 1400 after visiting seven airfields and strips. We’ve all missed our flying pals, so why not persuade them to join you for an unforgettable bit of flying. Have fun and fully exploit those long summer days!
After so long grounded, I’m really looking forward to getting current again on both helicopters and fixed wing. On the rotary side, I have my R44 type rating PC coming up, so that will be the ideal opportunity to refresh the skills left behind by the lockdown. I have a few friends I’d like to take up, so I’ll hopefully drop into some local hotels with them.
On the fixed wing side of things, my flying club – Take Flight Aviation – is shortly opening at Enstone Airfield, which just happens to be right on my doorstep, so I’m planning to do some evening flights once I’m back up to speed. It’s such a lovely time of day to fly over the summer. Two airfields I’m keen to visit for the first time are Charlton Park (I’ve seen so many beautiful photos from there on the GA Facebook groups since the restrictions were lifted) and Bolt Head, as I’d like to expand my seaside options from my default Isle of Wight setting! I’m also dying to plan another trip to the Channel Islands, as the weather has scuppered the last two trips I’ve planned. Let’s hope it’s third time lucky!
This has certainly been an interesting time. In addition to running Airborne Composites, a repair and maintenance shop, I also operate the Sydney Charles Display Team that consists mostly of a pair of Grob 109s equipped with LEDs and wing-tip amounted pyros for evening and night displays. With no airshows, actual displays have been quiet, but since we’ve been able to fly again I’ve taken every opportunity to train and practice with my son Tom. Tom’s now 24, he went solo on his sixteenth birthday and got his licence three years ago. In his first year of flying he clocked up an astounding 400 hours, and he’s the other team member for the overseas displays.
In 2019 we flew something like 20 displays from New Zealand to Portugal. As you’d expect this year’s a bit different, but the team’s still got about a dozen booked for later in the year. Our displays generally take place at night and last between eight and ten minutes, with our preferred slot being somewhere between SS+30 and SS+50. That gives great contrast for the lighting and pyros while the aeroplane silhouettes are still visible from the ground and we’ve got better background definition for the display. As I said, Tom and I are taking every opportunity to practice, but it’ll be great to get back to the shows, and the adventure of transiting to and from the foreign locations.
Two immediate objectives plus a longer term ambition, that’s my Summer of Flying Love. It’s very simple really. I need to either regain my Class 2 medical or go down the Pilot Medical Declaration (PMD) route, and then revalidate my expired SEP Land rating.
So how did I get into this position? Two years ago I had bowel surgery to remove a tumour. The operation was expertly carried out using Laparoscopy, better known as keyhole surgery, which left five slits in my abdomen which healed up very promptly, as did my insides. The tumour and some surrounding tissue was sent off for examination which showed the cancer had not spread – no need to follow up with chemotherapy. In other words, I got off lightly because my local doctors fast-tracked the whole thing. Lucky it was then and not this summer…
So how will my AeroMedical Examiner view this episode? The last thing I want to do is fail a medical examination so best to prepare beforehand. Who better to ask than Dr Frank Voeten, FLYER’s medical editor, who gives a free initial conversation to members of The FLYER Club?
Frank’s advice was clear: “Colorectal carcinoma which has remained local only is usually OK for recertification.
“Best plan is to get copies of all hospital correspondence to your GP, from your GP, and contact your AME beforehand giving them the heads up. They can review the info and say if they are happy with all, so when you appear for the medical there are no hurdles and no surprises.
“The guidance is similar for LAPL. Of course, if the PMD covers your needs (UK only and only non-EASA aeroplanes) then that would be the easiest and cheapest.”
Frank also sent me a link to Oncology Guidance Material on the CAA website: https://bit.ly/CAAoncology
Revalidating an expired SEP rating for a PPL is fairly simple. All you have to do is pass a Licence Proficiency Check (LPC) flight with an examiner. However, if you haven’t flown as P1 for a while then it’s prudent to fly with an instructor first, just to see how rusty you are and what areas need to be brought up to speed.
In fact, if your rating expired more than three years ago then EASA regs say you must be assessed at either an Approved Training Organisation or a Declared Training Organisation. Most PPL flying clubs are the latter. From that assessment a plan is worked out, say five hours of lessons plus some ground school revision and perhaps R/T practice. Once completed, you take the LPC.
That lot should take me through to mid-August I reckon, then the longer term ambition kicks in. Twenty years ago I owned a lovely 1947 Luscombe 8E Silvaire but, stupidly, sold it. There was a reason but it doesn’t seem good enough looking back. Ho hum…
It was G-BSNE, ‘Bees Knees’ as it was nicknamed, and it has since passed hands a few more times. Unfortunately, it was badly damaged in 2016 when a storm hit the UK, flipped onto its back by strong winds. The salvage helped rebuild another Luscombe, and whatever remains and the title are currently with expert restorer Owen Watts.
My ambition? To get G-BSNE up flying again or if that’s simply not possible, buy into another Luscombe. There’s just something about its cheeky face and stance…
A period of furlough gave me a good opportunity to get some great flying done in late May and June, visiting friends and finding some new farm strips. I intend to keep that up as much as possible. The first big trip on my list is to fly to Oban with my father and perhaps explore some of the highlands (Scottish travel regulations permitting). Next on the list is to get taught formation flying by a former RAF qualified flying instructor in his RV. I’m really enjoying the more dynamic side of flying permit aircraft and I’m hoping this will help sharpen my flying skills which, after a poor winter and weeks of lockdown, can only be a good thing. My third aim for the summer is to get my one year-old dog flying, even just for a single circuit! She recently achieved her first taxi down the runway.
It would be wrong not to mention ‘book work’ as part of my summer flying plans, as I am self-studying the CPL theoretical knowledge syllabus to one day instruct. However, I allow myself real flying when the sun is shining!
Fellow Miles enthusiast and good friend Mark Hales asked me, “What are your flying plans post Plague?” I guess it was his way of offering a carrot to follow the stick. I’d planned to use the lockdown and lack of display season to take the Gemini apart for a re-cover and beautification and Mark suggested I’d be mad if I did. I’d have two aeroplanes in pieces, just when the weather looked to be settling down, and probably nothing to fly next year either. So….after replacing the parts I’d forgotten to mention I’d removed, (suitably beautified in the Miles Airwork workshop), and getting trusty LAA inspector Dave Allan to sign her off, it was an excited small person that took to the skies again on the 25 June for a short tour out of Breighton around the East Riding of Yorkshire.
First priority now is to get some airtime and confidence in the twin again, then start doing some display routine practice (2020 was meant to be my first full year). I then need to see Dodge Bailey at Shuttleworth to get my Display Authorisation revalidated (It is still possible that the Vintage day might go ahead in September, where I was due to fly). During the summer months I’d like to do some touring around the UK, dropping off at airfields I’ve not visited before. The Gemini is always popular and it’s good to talk with people. Many of the older ones seem to have trained on Geminis and are genuinely excited to see one again. I’d also like to continue with formation training with my instructor Matt Walker, but this may have to be postponed until 2021.
Once the damp and gloom descend again I’ll maybe take some bigger bits off…but really should concentrate on the Mercury (It really is a complete rebuild, but will be a fine and unique aeroplane when finished). Which was Mark’s other point.
