Testing testing testing
Testing testing testing
So here I am back in Vancouver.
The idea is to give Ted one more flight in
the Chipmunk he and I flew for 22 years, and while I'm at it there's some
Citabria flying to do.
Graham needs to get a flight test to renew his licence, so I ride along to give
him some practice.
Brian needed his biennial
flight with an instructor, happy to oblige.
The Kittyhawk Fly-In was a fantastic affair with 120 aircraft attending, from microlights and helicopters, to a mass of light aeroplanes, and a Douglas C47.
I flew down with Graham...
He insisted I fly it back so I could get his commentary and criticism of my
flying!
Of note was my tighter circuits at Thruxton (I had to go around once), and how I
'overshot the turn onto final'...
On the ground I showed him how this was to
follow the noise abatement circuit pattern where you are required to do a slant
final to the runway by overshooting the turn from right base.
Graham prefers
a straight in well established stablised final approach in the SF260, I don't
disagree.
At Thruxton there was a good cross wind, and this turned out to have a tailwind component as well... Make it difficult for Michael!
This was a trip down memory
lane for me. I displayed the Stampe a couple of times in the distant past.
The C47 looked enormous on
a small farm strip in East Sussex.
I took a lot of pictures, too many for a quick update like this.
Back to test flying
The Sling has a new three blade Constant Speed and Manual Variable pitch propeller (CSU/VP) and so I have been test flying it to the requirements of the Light Aircraft Association.
It has given the aeroplane a more spritely takeoff performance and climb, and a few more knots in the cruise.
I have twice had appointments at Slinfold and at Popham on the same day.
In
Canada I used to drive between airports in the Lower Mainland near Vancouver,
and this always took an hour, and sometimes more.
Slinfold to Popham is a
fair distance, but it's a nice cross country drive, and mile for mile it's a lot
quicker than driving in the Lower Mainland. I am certainly happier driving in
England, so why am I putting myself through the Vancouver traffic all over
again?
Alan had a bad experience with a critical CRI who shouted at him from the back
seat... A loss of confidence.
I don't shout! So we had a very pleasant lesson
together that built his confidence back. He will need to do a flight test soon
to revalidate his licence.
It is a common problem that pilots fail to get
their twelve hours done and their bienial flight with an instructor...
There
are many reasons this happens such as aircraft maintenance, and sickness.
Even I had to do a flight test to revalidate my UK PPL when I returned from
Canada.
Another two-some, Slinfold and Popham on the same day.
First I did a rate of
climb test in the Chilton.
The little Mikron engine gave me a couple of
worrying hiccups but above 2,000 RPM she ran smooth, and so I applied full
throttle and set it up around 70KIAS which is above the normal climb speed (60),
the Chilton soared up into the air, climbing very well. The deck angle at 70KIAS
was a little more comfortable.
The first minute the aeroplane climbed from
the base 1,000 feet amsl to 2,100 feet, and then the rate of climb dropped off
steadily to 800 feet per minute through 5,000 feet. It was a worry, I leveled
off at the top of climb at 5,400 feet, and just behind me the base of controlled
airspace was at 5,500 feet.
I start the climb and establish it before I climb through 1,000 feet above mean sea level.
Next I did further testing of the CSU/VP propeller on the Sling from Popham, in order to locate the max coarse pitch stop.
Further testing of the Sling 2. The weather is on the autumn change.
On Sunday I took the Chilton up for a one hour flight at 2,500 feet, testing the
speed range:
Unstick on takeoff was at 47KIAS, stalls, 38 clean, no buffet,
but with flaps selected there was buffet at 37KIAS and a sharp right wing drop
at 35KIAS.
2,000 RPM - 87KIAS, 2,100 - 90/91KIAS, 2,200 - 97KIAS, 2,300 - 103KIAS, 2,400 - 109KIAS, and max continous 2,600 RPM gave around 115 KIAS. She's fast.
On Monday morning I caught WS19 to Calgary, and ran to catch WS123 to Vancouver.
The Calgary flight was delayed waiting for a marshaller after taxying in, the
Vancouver flight was delayed as well.
I need no have run a sweaty marathon
through the terminal to catch my connection after all.