Graeme J W Smith

Archive for April, 2011

I felt less than stellar for today’s lesson – couldn’t quite put my finger on it. Problem focusing on the task in hand and when I was analyzing it with the instructor prior to flying I said I would NOT fly if I was flying myself today. I WOULD fly if he was along as safety pilot (which he is anyway!). He could expect me to be very procedural and on checklist today.

Out we went to preflight. Two Civil Air Patrol Cessna’s were out looking important and taking up all of the ramp where we normally squeeze in five. I taxied over to the runup ramp so we didn’t blow their neat uniforms out of place. I was being exceptionally diligent to my checklists to help focus and by the time I was runup was pretty much back in the groove. Long taxi down to runway 5. Sierra Alpha was ahead of us and was scooted out in front of a SouthWest 737 on 6 mile final. As I passed the M1 intersection I was asked if I was ready. I just knew the controller was going to offer me an intersection departure in front of the landing jet – so I declined before he offered it and said I would let the jet in first. Another 737 snuck up behind me on the taxiway. The jet landed and cleared the runway. I was cleared to take off and we set off for the Newport Training area.

Then a morning of dodging other training aircraft while demonstrating slow flight, turns in slow flight, under the hood for recovery from unusual attitudes, stalling, practice emergency engine out and fire over the beach with some fun slipping down to make the beach and some steep turns. A distraction asking for which radial we were on while making the slow turn. I asked if Greg was trying to distract me – he told me to decide – so I said he was trying – and then dialed the radial on the VOR while slow flying the circle anyway. It was a practice checkride. Most of the day was to PTS EXCEPT for steep turns – they were close and nearly steep but not quite steep enough. But I knew that – I need more practice at them. Then I was asked to land somewhere. Newport was the obvious, close candidate – but “meat missiles” – aka parachute jumpers were falling out the sky all around Newport so I went to New Bedford. A real nice cross wind landing and in to park and take a break. A tiny kid was at the fence watching planes. We were the only plane doing anything so I announced I was going to park close to the fence so the instructor didn’t freak as I did. The little kid loved it. We went into the FBO for a break. The school guys there started to shop talk with my instructor. We got the weather.

Then out for some landings. But refocusing was going to be hard so I decided we would go back to Providence to do the landings – then if I got tired – it would be easy to stop. Off we went. My instructor kept going “check check” in my ears and I kept telling him I could hear him fine. He couldn’t hear me – his headphones had gone down. He turned on the cockpit speaker – a lousy alternative. We flew on and he clearly said to me – “you have the radios” – like I didn’t anyway – but he was telling me to make sure he knew what was going on. We got vectored for a “1 mile short final please and make best speed – you are number one ahead of a regional jet on 10 mile final”. We normally won’t accept that short a landing clearance and will ask to go around – but Greg was happier with that than carrying on without headphones. I bored on and the regional started getting twitchy with the controller. He reported a Cessna in front of him. The controller soothed him with the fact that I would be exiting the runway as fast as practical and I acknowledged that I “got it”. I got a REAL nice landing and we scooted down the runway to taxiway Charlie. The regional was somewhere right on our tail and must have been within an ace of going around as we got off. We stopped to clean up and took a moment. The regional appeared beside us on the runway as we were cleared to taxi “Charlie, Mike, Bravo to the ramp, cross runway 34. Stay with me”. The regional was cleared “Charlie after the Cessna clears then Mike, Bravo, November to the ramp cross runway 34.” The regional wasn’t familiar with the airport and asked for progressive taxi. I laughed when he got told “Follow the Cessna till you turn left at November – Three Sierra Papa (me) please stop just after you cross November for a moment so the regional can see where to turn left”.

We parked and fiddled with Greg’s headphones, tested them in another aircraft and confirmed it was his headphones had gone bad. Time was up.

I asked how Greg thought my flying had gone as I had felt unsettled before starting. He said it was as good as usual except for the steep turns. Back on Tuesday for more steep turns. I commented that if that was all we did for the whole lesson I would be happy with it. Greg smiled and said he was pretty sure that he would throw up before I ever do. Tuesday – we will see!

If you have read the very first post in this “learning to fly” section you will know that I am part motivated by the health of friends near to me. Six years ago Sharon Mooney and I discovered we became US citizens at almost the same time. Now Sharon finds herself living her life with melanoma.

Sharon bikes and surfs and skis and sails just like she always does. She has recently been honored on the Livestrong web site for getting back on her bike just 6 weeks after major surgery and riding 65 miles in the “Ride of the Roses”.

You can read more on the Livestrong site and if you feel so inspired – you can make a donation to the “In honor of Sharon Mooney” endowment.

Cyril Hall – Royal Air Force Volunteer Reserve (Service Number 990275) – was not really a blood relation. In my childhood he was the third husband of my grandmother’s sister. He used to sit in the corner looking all “crusty”, having a cocktail and making a great art out of the smoking that eventually killed him. My grandmother’s sister has recently died and my Uncle was clearing out the house. He came across Cyril’s RAF logbook from the war and had a copy made for me. It was always vaguely thought that Cyril “flew Spitfires” during the war. In fact the logbook shows he did not – but he did fly in the Battle of Britain and was incredibly lucky to survive. He was in the thick of the battle and in far worse circumstances than the immortal “few” fighter pilots. In his case he was a member of a very small subset of the “few”.

The logbook opens with a note that he flew 631¾hours as a Wireless Operator/Air Gunner and Nav Radio Specialist (cover for Radar Operator) from May 28th 1940 up till April 1944. From the Record of Service in the back of the logbook plus some Internet research:

Cyril Hall flew in the Battle of Britain with 18 Squadron from May to August 1940 in the staggeringly underarmed, unarmoured and underpowered Blenheim IV. He joined the remains of 18 squadron as it evacuated out of France. He flew with the squadron from 26 May-12 June 1940 from Gatwick and 12 June-8 September 1940 from West Raynham. The squadron was tasked with attacking the German buildup for the invasion of the UK in the Channel Ports, France and the Low Countries. Casualty rates on these missions were routinely 50% losses and often approached 100% losses. He was lucky to survive and was truly one of “the few” of the UK bomber force that survived the Battle of Britain period.

From August to November 1940 he attended No 2 Electrical and Wireless School Yatesbury flying Dominies and training as a “Wireless Operator”. As he already was a W/O – this note was probably cover for Airborne Interception – later known as Radar.

November through December 1940 found him at 23 Squadron again in Blenheims in their role as Night Fighters with early Airborne Interception (Radar). The Blenheims tackled the German bombers through the winter of 1940-41. January to June 1941 he was with No 3 Reserve Squadron in Wick in Scotland. Primarily equipped with Hurricanes flying as night fighters – Cyril flew in Douglas Havoc twin engine “night fighters” equipped with Turbinlite. The Turbinlite was an immensely powerful searchlight carried in the aircraft nose that was used in an attempt to illuminate German bombers for the Hurricances to shoot down. The Havoc itself was unarmed as it was all it could do to carry the searchlight. It was not a very successful method of finding bombers and was replaced as soon as airborne radar was available in night fighters. At this time he would almost certainly have been part of the defences over Scotland trying to stave off the Blitz on the Clyde shipyards.

June to August 1941 saw him at 25 Squadron in Blenheims equipped with airborne radar – he would have been the operator in the back talking the pilot on to the target in the dark of night – though the RAF record of duty suggests they were engaged on convoy protection duty for much of the time. August to October 1941 he was back with No 3 Reserve squadron. I can’t specifically find their task at that time but probably training or training other operators. He spent two weeks in October 1941 with the Canadian 406 Squadron in Beaufighters in the night fighter role. October and November saw him back at No 3 Reserve.

He spent December 1941 with No 29 Squadron who were flying a mixture of Blenheim and Beaufighter night fighters as they converted over to Beaufighters. Then from Dec 1941 to June 1942 he was with No 3 Reserve Squadron again. Then from June to September 1942 he was with 54 Operational Training Unit in Beaufighters but it is not clear if as an instructor or under training. Given his next deployment – probably under training.

Then a whole year from September 1942 to August 1943 with 141 Squadron in Beaufighters. 141 had been equipped with the disastrous Defiant during the Battle of Britain and had been shot to pieces and when Cyril joined it had just been reformed – flying Beaufighter night fighters in Ayr in the defence of Scotland. He joined just after they were moved south to Tangmere which became its new base in June 1942 and Predannack in February 1943. In April 1943 it moved to Wittering, from where it began night intruder operations over German airfields in support of Bomber Command. A horribly dangerous task. British four engine bomber crews would shoot at anything with two engines – assuming it was a German night fighter. It might just as well be a Beaufighter. It was during this period on the 18th March 1943 that Cyril was promoted from Warrant Officer to Pilot Officer on Probation (emergency) and his service number was changed to 146289 in the “officer” series of numbers. (Promulgated – London Gazette 9th July 1943). He left the squadron a month before it got re-equipped with Mosquitos.

In August 1943 he was “rested” and rotated out to 53 then 54 then 52 Operational Training Units till May 1944. He was promoted Pilot Officer (Flying Officer on Probation) on 18th September 1943 (Promulgated – London Gazette 15th October 1943). He would have been instructing and like most of his contemporaries – they considered it more dangerous than actual missions and deadly boring.

To get out the OTU he volunteered as a pilot and from the 12th May to the 8th June he attended No 7 Elementary Flying School – Desford – for a Grading Course. He flew a total of 10.5 hours in a DeHavilland DH 82A Tiger Moth – mainly with a Sergeant Mortimer. It was two lessons a day sometimes three. Spin recovery was actively practiced on lessons 4, 11 and 13 (it is highlighted and underlined in the logbook). He soloed on his 15th lesson on the 8th day for a whole 10 minutes after 7 hours 45 minutes instruction. He actually had 4 lessons that day – including the solo. He passed the Grading Course on 6th June 1944.

Then on October 4th to a “War Course” at No 28 Elementary Flying Training School. October 6th he was flying again in a Tiger Moth. 19th October he was endorsed as knowing how to swing a propeller and he was also endorsed that he understood the petrol, oil, ignition and cooling systems. He flew through October – sometimes solo and the lessons were building on skills, adding emergencies, forced landings and side slipping. There were also plenty of practice spins – again underlined. He was 20 hour stage checked in November and on passing that – started on aerobatics and LOW FLYING (again underlined). By the end of November he had started work on Navigation away from the airfield. He also spent time in the LINK trainer (a mechanical simulator for instrument flying practice). December included more LOW FLYING, aerobatics and cross country trips. By the end of the year in 1944 he had amassed 43 hours of dual instruction, 24 hours solo time, 4 hours of night instruction and an hour solo at night.

In January 1945 he flew for the first week of the month and on the 8th January 1945 he was awarded his wings. 37.25 hours dual instruction, 32.05 hours solo time, 10.15 hours instrument time. Progress was “Average” and Special Faults to be watched was “Nil”. He was confirmed promoted to the rank of Flying Officer.

It looks like he was awarded two weeks leave because he did not report to Secondary Flying Training School No 17 – Cranwell till the end of January where he was introduced to the twin engined Airspeed Oxford. After just 6 days and 5 hours actual flying in the Oxford he demonstrated his cockpit drills to Warrant Officer Fisher and passed his presolo written exam. Then a few minutes later he soloed the Oxford on February 8th. He then carried on Flying 2 -3 times a day in the Oxford often solo till June 25th. He amassed 75.15 hours instruction and 65.30 hours solo in the Oxford and was passed out at “Proficient” on the 27th June 1945. The War in Europe had been over for 6 weeks. The war with Japan was still raging. He spent July at RAF Spitalgate – reason unknown before heading for No 21 Advanced Flying Unit at Wheaton Aston where he flew Oxfords again from August to September. But the tempo was much reduced. Sometimes a week would pass between flights. Then in October 1945 he spent a month at RAF Perton where he only flew 7 times in the month. These were his last flights with the RAF. He passed out from the Advanced Flying Unit course as a “Proficient” pilot and “Proficient” at making Standard Beam Approaches.

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The mission is simple enough. A Cross Country to two DIFFERENT airports, total distance more than 100 miles, one leg at least 50 miles and three landings at a controlled tower. I have three different plans prepared to match the weather. The West plan, the East plan and the North plan. South would be a swim! The problem has been trying to get ANY weather.

Tuesday rained and snowed. Thursday was marginal though later in the day it got better. Today – today was just perfect. Calm or light winds and a high ceiling. The night before I check the winds and I pick the West plan. Providence, Bridgeport, Windham and Providence. 163 miles. Friday morning – I put in the final details of the winds, call the weather at all the airfields I will visit – or might visit and then head to the school.

It is my instructor Greg’s day off – but he has kindly come in – just to allow me to fly today. I’m planning on navigating the “old(er)” way – flying between radio beacons called VOR’s and ignoring GPS direct flying. I want to use the VOR system to get more practice in its use. Greg goes over my plan carefully. He asks questions about one part where I have decided I will pick the second airport whilst in flight after getting the actual weather in the air. We do a final weather and TFR check and I go out to pre-flight the aircraft. Today I’m flying N9905F. She has just been re-engined and the engine is still getting broken in. I’m to run her at 72% power instead of 65% and run her an extra 25 degrees mixture rich. She is running on straight mineral oil to break it in and I take along an extra quart in case I need to top off.

After we have preflighted – we both look at the left main wheel. It doesn’t seem to be sitting quite square. I get under and look at the axle carefully – it seems OK. We rock the plane back and forth to “spring” the undercarriage and make sure she is not just sitting funny from getting her out. We get the mechanic to come look. Brian brings a T-Square and compares both sides. He confirms the wheel is not square on the left. There is not a spare aircraft. Oh boy – this is all I need. After some careful measuring Brian checks the numbers. We ask the question – “Will it fall off?” – “No”. “Is it safe?” – “Yes”. The angle is in tolerance. We joke that I will just have to make right wheel landings but it is decided all is well. I get in and settle down.

I haven’t flown for 6 days. I feel a hair out of sorts and turn to my checklists to focus and center myself. By the time I am turning the key to fire up – I’m back on track. And the engine goes “thunk”. The starter makes no impression on it – it is like everything is stuck at top dead center. A second crank and she fires. I go to the runup pad and get the plane warm while enjoying the luxury of using the empty passenger seat as my chart table. I check the VOR instruments carefully. I get minus 1 and plus 2 errors on them checking against the local VORTAC. I look in the aircraft box at the log sheet. It has been running with the same trend for the last couple of weeks and the 3 degrees difference is within the 4 degrees standard on the ground. All is well. I’m cleared and get the longest taxi down to runway 5 – why does this always happen on my solos? It is the quiet part of the day and I’m cleared, departed and handed off to approach just about as quick as the controllers can reasonably get rid of me!

My flight plan is so on the money today it is not true. I’m two minutes late climbing out – but the rest of the plan runs the same two minutes long. The visual waypoints come up on time. At the Connecticut River – Providence tell me they can’t get me a handoff to New York Center right now and they cut me loose to fly VFR. Try them on 124.7 in a couple of miles is the suggestion. I monitor the weather at Bridgeport and then Bridgeport Traffic and decide to listen to the traffic. It is busy and there seems to be a lot of student traffic. The Bridgeport controller is juggling and one student is not responding to calls. At 15 miles out I warn them I am approaching so they can start to factor me in. The controller is still trying to raise the missing student. The controller stops accepting traffic coming from all over and starts to make us all fly pattern so he can keep it under control. The missing student comes back on the radio and is shepherded home. I report my midfield downwind as requested and get warned about a plane low over Long Island Sound on a 3 mile final. I’m number two after him and I project the runway out across the water and spot him. I follow him in and land. It IS a right crosswind landing and I stay off the left wheel as I land.

I taxi in – park with the engine running for a moment, set up for Windham and ask to go. I follow another Cessna out to the runway. A plane lands, the Cessna goes, two other planes land and the I depart straight out to the NE. I’m headed for the Hartford VOR. It is my airport turning point. North South winds and I turn left for Hartford. East West and it is right for Windham. I try getting the weather at Windham but I am not close enough. I fly on – tracking the VOR. I can hear aircraft on the CTAF at Windham and they are using runway 27. That works for me. Looking left I can see Hartford standing out and I can pick out the airport and the abandoned GE airport to the NE. Looking right and ahead the haze is obscuring Windham. I’m quite close, almost on top of the Hartford VOR before I get the weather at Windham. It confirms Windham is good and I can hear two helicopter and a Civil Air Patrol aircraft working runway 27. I fly on to Windham and join the pattern. Someone else calls to use runway 9. I call and tell him the rest of us are using 27. We don’t want to meet in the middle flying in opposite directions! He breaks off and announces he is going elsewhere.

I land. It is about 5 knots fast, a little floating and long but there is plenty of runway left. I pull off and taxi round. Though 9905F is not supposed to be used for a lot of landing during her engine break in – one more will not be of great harm – I’d like to get this runway right. The Civil Air Patrol and I are going to be taking turns in the pattern. Just before I go – something makes me run the engine up and do a mag check. She runs horribly rough on the left – so I lean her out and run the engine up for 30 seconds. Another check and the plugs are clear. I take the runway, and fly a pattern. My second landing is nice and tight and I set up and take off and depart for Providence.

The flight back is an interminable, light, choppy hassle. The plane won’t fly level from one moment to the next. I’m constantly having to trim and adjust and getting the Providence Weather down is a scrawl. I call Approach and get cleared onto a left base for runway 23. I write it down. That’s a hassle – a long way around the airport. The opposite of 5 which was on the weather. I get handed off to Tower. I announce I’ll be setting up for 23. No – say Tower – we are on 5. I mention the other controller gave me 23 but I am fine with 5 – it is the logical and easier route from where I am. A moment later I hear the original controller on the radio talking to another aircraft. He is joking that he is retiring in November because he is no longer up to the job!. A good straightforward landing in about minimum distance. I’m straight off at Taxiway Tango. I don’t think I’ve ever managed that short a landing on runway 5 ever. Of course it makes for a long taxi back.

In to the school. I call and close my flight plan. Then I call for my security escort in to the school. As I put the plane to bed I stick the fuel tanks. Predicted fuel burn – 20 galls – Actual 21. Hey. I’m getting better at this! And the left wheel – seems quite straight after all.