The need to fly
The need to fly
Thailand is a great place
to spend a life, England is a place for my heart too, but one has
to fly.
It's now not possible for me to fly in Thailand, and England is
proving to be a difficult proposition too, and so I must return
to Canada to practice my art.
British Columbia is not a place I can live... I have just worked
hard for several weeks, and at the end of this I would barely
scrape by! It's not a place a flying instructor can survive if
this is the only source of income.
So no one place has all the life aspects the Michael needs.
These past years I have determined that this life is not about money, not about having stability, nothing seems to work for me for long, it is very disturbing at times, but one thing I seem to be able to do is to travel, to have experiences, and to share these with you on this website.
6th July 2018
The long trek began with a 100 Baht Sorng Taew ride to Chiang Mai
Airport where I caught Cathay Dragon to Hong Kong.
The departure of CX888 from Hong Kong would be at 00:30 the next
morning, arriving at 20:45 today.
Octopus Card in hand I took
the Airport Express train to Kowloon. This took HK$110 off my
card which was quite lean on funds and so I had to find a cash
machine, take out some cash, and load it again.
I get about Hong Kong easily, like a local.
I walked about in Kowloon, and then took the underground to
Central and walked there... Stopped for some noodles, and then
took the Star Ferry back to Kowloon.
At 8pm there's a city buildings light show to be viewed from the
Kowloon side.
Rather than take the Airport Express back, I took the Tung Chung
line to Tung Chung, and caught the S1 bus to the airport. This
cost me HK$25.70 in total, somewhat more economical than the
HK110 Airport Express cost.
At Tung Chung I went into the supermarket and bought a towel. I
had a change of shirt, and was cognisant of the amount of
sweating I had done walking about humid Hong Kong. I needed a
wash.
I am to spend some time flying this Tomahawk
There were the following
tasks to be completed on this trip:
1. Tailwheel training and seaplane ratings in the Volmer
Sportsman
2. Train Marilyne to get her solo in a Diamond DA20-C1
3. Give the Chipmunk an airing
4. Finish James's Night Rating training
5. Check Gavin and Marcia out in their Bellanca
With effort, nearly all the
above was achieved.
The first task was the reason I paid extra and booked my flight
to Vancouver sooner than I would have given the choice. Training
was to commence 9th July, but the aeroplane had snags and so this
was delayed. I could have bought a cheaper ticket with a little
more lead time.
Remember this, I will always do my best for my customers, but
sometimes, often perhaps, this costs me more... Oh well, I have
found that in this life I often have enough money, and only
enough. Enough to worry... 'Stop
worrying Michael, get on with it'.
7th July
Saturday afternoon flight to Langley in the Tomahawk with
Alice... Meet up with everyone there, and check in on the
Chipmunk.
Up in the Chipmunk over Glen Valley. Picture by Alice Chan
8th July
Delta Heritage Air Park breakfast... It was a mistake to wait for
Alice to arise in the morning... There followed a discussion on
FB about a woman's need for more sleep than a man. Interesting
stuff, but there must be a limit.
Never mind, I made it to the breakfast, late, but in time to meet
a few people. I was reliant on Alice in her Mini for
tansportation.
In the afternoon I took Alice for a spin in the Chipmunk and then
had a flight with Bill in his Volmer Sportsman. This Volmer is
much more refined than the Volmer I would fly later from Boundary
Bay.
Bill's refined Volmer Sportsman
9th July
I am loaned a Toyota Corolla, now I had transport to once again
experience the frustration of my World's worst roads. Red lights every 500 metres, I hate them with a passion, as I hate anything
that detracts from the efficiency of doing things.
12th July
Trips to Canada seem to start slowly... If it wasn't for a
cracked aileron hinge I should have been into doing the Volmer
training from Boundary Bay...
Oh well, three days of no flying, and I begin to wonder whether I
can achieve the financial gains on this trip to justify me being
here. Of course there is the need to fly, to practice my art, so
I have had some success in this.
So here we are on Thursday and so up Ted and I go for a flight to
Qualicum Beach in the Chipmunk.
Kamloops Flight Service told me that there was no fuel at
Qualicum when I filed my flight plan, but there was by the time
we arrived.
An excellent lunch was had in the airport restaurant.
Met Jon there too, he is the Chief Pilot for KD Air which
operates a couple of Navajos, and a Cherokee Six. He reminded me
that I gave him his first job after he achieved his Instructor
Rating.
Pitt Meadows
13th July
Up in the Chipmunk again. This time to do airwork and
spinning in the Pitt Lake practice area. There was a spin and a
barrel roll or three involved in the airwork too.
We stopped at Pitt Meadows for lunch, they do a good soup and
sandwich special there.
It was an opportunity for me to meet old friends there too.
Returning to Langley involved a right ninety degree turn... As is
customary, a good lookout, no one close, and up we go, left
quarter roll, and complete a Quarter Upward Cloverleaf to end up
precisely on heading... This witnessed by a passing Cessna 172,
whereupon a comment was made. No conflict, but it's not something
they see too often.
14th July
It has become the custom for me to keep my seaplane rating valid
by doing a flight in the Maule with Mark who is very kind. He's a
true enthusiast.
Using the mountainsides beside Alouette Lake and then up the
valley to Thomas Lake we climbed economically with 21"
manifold pressure to 4,000 feet.
I tend not to want to use climb power when the mountainsides are
able to provide lift.
Glacier Air's Citabria
15th July
The Sea To Sky Highway to Squamish is a nice drive, but to get
there I had to cross Vancouver.
There was a long lineup to cross the Lions Gate Bridge and it
occurred to me that there are onle a few ways to get out of
Vancouver, this being the only north route, and just one lane.
There are no motorways in Vancouver, and only two highways...
Some roads are called highways but have traffic lights, and that
disqualifies them.
First order of business on
arrival in Squamish is to stop off for buns, cookies, and the all
important milk for the second order of business: making the tea!
Then it was up with Colette in the 7GCBC Citabria (for some
reason this aeroplane has been labeled as a Scout).
Glacier Air has two new instructors and both need tailwheel
checkouts in the Citabria and so I flew with one of them, Jesse,
for ten circuits as well.
16th July
The Bellanca 14-19 Cruisemaster is a very nice aeroplane.
And so it was I arrived at Boundary Bay to go flying with
Gavin... It wasn't to be however as the pan was filled with
Cessnas jostling for position in the runup area, then for
takeoff, and then to fill the air with wide circuits and flooded
practice areas... Not to Gavin's taste for a training flight in
his new aeroplane. So scrap that idea today, let's try for
earlier in a morning.
In the afternoon I did my
first flight with Marilyne in the DA20-C1.
We went to the Pitt Lake practice area to do some airwork before
taking a break at Pitt Meadows. It had been ten months since her
last lesson in this aeroplane
During Marilyne's previous training, some 15 hours, she had not
done a landing, and so she had developed a concern about this
aspect of flying! Before we departed Pitt Meadows we did 7
circuits to build her confidence.
17th July
Now I begin to get busy!
The morning began with engine start at 07:27, before the Cessna
horde plagued the air.
The IO-470 eninge is not easy to start in the Cruisemaster, and a
specific scheme has been developed to do this. Depart from what
has been written and she won't go, she's like a choosey cat with
her food.
What a pleasure it is to fly this aeroplane, it has well
harmonised and light controls. Stall clean was 65 MPH IAS, and
around 55 MPH IAS with full flap and gear down, but without a
break.
The previous aeroplane owned by Gavin and Marcia was a Fleet
Canuck... The learning required in this new aeroplane was
'Arrival Planning', using small power changes, rates of descent,
and speed reductions to arrive at the destination at the right
altitude and speed to join the other traffic. You think ahead,
and arrange your arrival to avoid sudden power and speed changes,
and rapid descents.
we slid into the circuit at Abbotsford for four touch and goes...
The trim stopped working and so the aeroplane was suddenly nose
heavy, but this was easy to overcome. We flew back to Boundary
Bay where Doug Wilson could repair the trimming system. We were
lucky as we did not go into high cruise for the journey back and
avoided flutter which is possible with a free trim tab.
As for landing, I assessed the aspect of the undercarriage, size
of the wings, etc. This is similar to the Chipmunk and so I
expected the Cruisemaster to land as easily, and it was.
In the afternoon training
continued with Marilyne in the Diamond, this time we flew 8
circuits at Abbotsford, and then dropped into Langley for a break
After a piece of pie we departed again, this time into the Pitt
Lake practice area to do steep turns, stalls, and spins before
returning to Boundary Bay.
18th July
Nice easy run to Texada Island with Daryl in the Tomahawk.
We were shown the Luton Minor, famous for
crossing the Rockie Mountains
Someone should buy this economical fun
little aeroplane
Gillies Bay Airfield has
several loaner bicycles for you to ride into town on.
It's an easy ride, downhill all the way. The Raven Restaurant is
very nice with a good menu... We stuck to pud.
The ride back was something else. Not so easy, and I had to get
off my bike a couple of times.
19th July
It's not widely known that I was once involved in
aircraft maintenance, and I have experience recovering aeroplanes
in fabric.
In Canada where most people in the aviation industry know more
than I do about these things I have never felt it appropriate to
tell anyone what I have done in this life.
And so trepidation was shown by Ryan as I opened up the fabric on
the Volmer and we did the minimum damage in order to remove the
cracked aileron hinge and replace it.
I'm here to fly...
So let's put the maintenance aside and go for eight circuits in
the Diamond as Marilyne gained more and more confidence and
competence in her landings.
20th July
Ted was concerned about his spins, and so in the morning
we took the Chipmunk into the Pitt Lake Practice Area to spin a
few times, plus the obligatory Half Cuban, Loop etc..
Marilyne arrived at Langley with Sam in the Diamond for two
sessions of circuits, first at Abbotsford, and then at Pitt
Meadows where we practiced flapless landings.
Airshow arrivals taxy past, Boundary Bay
20th July
21st July
I attended the free Boundary Bay Air Show with many many other
people, and then I drove into Vancouver to attend the Thai
Festival.
Thais are quick to dance
Classic Thai Style
Best time to get a crowd free shot
22nd July
It's not easy to find circuit space while the weather is good as
there are so many people training at this time of the year.
There is an instructor shortage as well as a commercial pilot
shortage at the moment, but you would have to wonder about this
with the amount of traffic around.
Today's flight with Marilyne was to Chilliwack where we were able
to fly circuits with ease.
First we went into the Pitt Lake area to do some steep turns,
stalls, spins and spirals (to note the differences). Pitt Lake is
a lot better than the Glen Valley training area as there are
fewer other aircraft about.
Chilliwack, while further away, is not so bad when you are flying
a Diamond DA20 as this aeroplane is fast.
23rd July
I went to work at Glacier Air for three days, three
flights today in the Citabria.
24th July
Two flights in the Citabria
25th July
Five flights in the Citabria.
Doug is a new instructor at Glacier Air and
is working on his tailwheel skills.
We are on the way to pick up a Cessna 172 from maintenance at
Chilliwack.
Solo in the Citabria with Doug following
behind in the Cessna 172. This has been a long day.
I must drive back down the Sea to Sky, and through the maze of
red light streets of Vancouver.
26th July
Flew with Daryl in the Tomahawk. Airwork and a PFL in
the Pitt Lake area, stop for a late lunch at Pitt Meadows...
Late afternoon circuits with Marilyne in the DA20-C1.
27th July
Just down the road from where I was staying there was a
fire in the park... This goes deep into the peat and so is not
easy to put out.
Later during a break at 'home' the water bombers flew over the
house on their run ins to dump water on the fire, while a
Citation Jet did the directing.
In the morning I drove over
to the hotel to pick Marilyne up (she's a flight attendant and so
spends many nights in such places), I had been at Boundary Bay
early in the morning and so I avoided the traffic problems
associated with the fire.
Two lots of circuits were flown with Marilyne as her landings
were improving and she was well up to solo standard during the
second session. I like to see six landings without me saying
anything, and I also want the student to be fresh and not
fatigued when she goes first solo, so this would have to wait.
After my break at home it
was time to go night flying with James in his tailwheel Cessna
150.
He flew over to Boundary Bay before dark.
We were up in the dark to do some instrument flying over the
water off Point Roberts. There's no cheating over the water, and
the student soon experiences the leans flying in the void.
After a session of instrument flying we did five night landings
and these were satisfactory. James went solo to do two more at
Boundary Bay before he flew solo back to Langley in the dark.
28th July
Ted and I did a flight from Langley to Chilliwack for four
circuits, and a sandwich.
I drove back to Boundary Bay along the Number 10 Highway Red Lights all the
way... Hate it hate it hate it
Then it was time to see if Marilyne can show me six good
landings... She could and so she went first solo.
Until eleven months before
her first solo Marilyne had done fifteen hours and had not landed
the aeroplane. This is very discouraging.
The first solo is a milestone that has a huge effect on a
student's confidence, and afterwards training becomes so much
more efficient. It is a very important milestone and shoul
ideally be achieved within fifteen hours.
I was invited to see the fireworks in
Vancouver.
A fantastic event put on to celebrate Marilyne's First Solo ;-)
perhaps!
29th July
Jerome needs ten hours dual to be allowed to solo his
Vagabond according to the insurance company and so I was enlisted
to do an hour in this delightful economy plane this morning.
You don't go very far in this aeroplane, and so we went very
local to stall it (52-53 MPH IAS), and then we did three touch
and goes on 13 within the circuits flown by the long range
Cessnas.
The final landing was on 25 with a backtrack to go back to Apron
Three.
Oil had stained Jerome's socks and shoes, it had leaked from the
tachometer cable.
The Vagabond
The next flight was with Daryl in the Tomahawk: circuits at Pitt Meadows.
And then a couple of spins in the Tomahawk over Widgeon Creek, Pitt Lake
Seiji is a freelance instructor at Boundary
Bay and wanted to experience the Tomahawk spin
At the 180 degree point of a spin entry the
aeroplane is inverted
See: https://www.youtube.com/watch?v=jZzIJKwYQbw
I have split this update
into two parts.
When you recover from the spin click here: