Long Haul Plan, Light Aircraft Style

Here’s the plan. Scotland to Sweden in the Sting. Why? Well a few years ago in a fit of craziness we bought a log cabin in the woods out there. Not any old log cabin though, it’s on an “Air Park” – a village of like-minded souls at the side of an airfield. In this case it’s Siljansnäs airfield (ESVS) in Dalarna. Each plot has road access on one side and taxiway access on the other. Most houses have hangars, some have just parking spaces. As I type this I’m looking out at trees and wooden buildings. There was a link to an article I wrote in a previous post but to save you digging around, here it is again.

In this aerial view you can see how the taxiways and gravel roads don’t intersect, so there is no chance of driving round a corner and coming face to face with an aircraft taxiing the other way.

That aerial shot was taken from SE-VPS, a “Dynamic” aircraft operated by the Siljan Flying Club which operates aeroplanes and gliders from the other end of the 850m runway. There is a vibrant social scene, especially in the summer when there are a lot of people around. Wednesday BBQs, impromptu gatherings and the yearly Kräftsjärtsvängen Fly-In. I have no idea if I spelt that properly.

The air park concept is quite rare in Europe, but over in the US there are hundreds of them, used more for primary residence rather than second homes. Here is Danny (who built the Replica P47 and retired in November) flying his Tiger Moth over Miller Air Park, Mooresville NC. He lives in the house on the right hand edge of the photo (with the bush inside the circular driveway)

So…Scotland to Sweden. It doesn’t look too bad on Google Maps:

Here’s the aeronautical charts for the whole trip laid out in the boardroom at work. We might need a bigger planning table at home…

 

The route is planned to minimise the water crossings to ones where we can always glide clear to dry land in the event of something bad happening. In the good ole days to cross the English Channel there was a low level VFR corridor at 1500ft. Nowadays we can cross at 6000ft, and if it all goes quiet up front at the mid point, we can still reach the shore. The Sting is a pretty good glider. Just as well, we have lifejackets but no room for a dinghy.

Otherwise we could do like these friends of ours, who flew from Ireland to Northern Norway in a Cessna 172. Here they are at Perth all togged up in their survival suits and lifejackets. They flew straight across the North Sea from Sumburgh to Bergen, which some might say is crazy, but they had room for a dinghy and all the extra survival equipment. They had a ball.

 

In the picture are a dairy farmer (also a flying instructor), an IT guru and a consultant orthopaedic surgeon, but which one is which?

Our plan is to fly out over several days, with maximum flight leg length of 2 hours. Our bladder endurance is much less than the Sting’s – a leg of 2 hours still gives us almost another 2 hours in reserve if we start with full tanks. Weight and balance limits may reduce the available fuel load slightly, but there will always be a healthy reserve.

The legs (provisional):

  • Perth to Sandtoft
  • Sandtoft to Rochester (night stop)
  • Rochester to Oostende
  • Oostende to Wilhelmshaven (night stop)
  • Wilhelmshaven to Höganäs
  • Höganäs to Siljansnäs

…spend a few days and reverse the route. We want to take it easy so have put in two night stops. Friends from the Scottish Aero Club did the return trip in one day when they were racing the weather…that took about 10 hours in the cockpit. The full story is at Scotland to Sweden 2015

We’re getting excited…it’s all a great big adventure. Or a little adventure. A couple from the air park flew their Lancair to an airshow last year. The first leg was Sweden to Iceland, and the airshow was EAA AirVenture at Oshkosh, the biggest bestest airshow/fly-in in the world. After Oshkosh they flew all over the place, getting as far as Alaska. Then they left the aircraft out there at Carson City NV and came home. Next week they are on an airliner to fly back out to pick up the aircraft and eventually return home to Siljansnäs.

Now that’s an adventure.

 

 

 

Long Haul – Helicopter Style

Long haul used to mean climbing into a 767 and monitoring the autopilot for 8 hours or more, ending up in some exotic locale like Florida, Goa, Cancun or the Maldives. Nowadays in a helicopter with maybe 2 hours endurance to min landing fuel, it is a multi leg trip with refuel stops.

One recent job was an ambulance transfer from one of the outer islands in Orkney to the main airport in Kirkwall for onward road transport to hospital. What could take all day for the patient was reduced to a 15 minute flight in the helicopter. But first the helicopter had to get up to Orkney. This is in the area covered by Helimed 2 based at Inverness, but on this occasion they were on another job elsewhere and unavailable. So we were called in to help. It was a lovely day and after a bit of planning, topping up the tanks and checking of weather we launched from Perth.

The first leg was planned from Perth to Wick for a refuel. The track took us directly over Braemar, with views of Balmoral Castle on the right of the aircraft. It can just be made out on the wooded right bank of the river in the middle distance. Apologies to HM The Queen, but from up here it looks tiny. Interestingly, the clearing in the woods to the right is where we once landed in the old Bolkow 105 on a job.

Northwards towards Wick soon saw us crossing the Moray coast, with the air base at RAF Lossiemouth visible to the left…

…and to the right, the mouth of the River Spey and a rifle range in the forest perpendicular to the shore.

From Spey Bay it was overwater all the way to Wick. Halfway there is the small Beatrice Oil Field, which is nearing the end of its operational life. Construction of an 84 turbine deepwater offshore wind farm is due to start this year.

On landing at Wick we refuelled to the maximum possible, which would give us enough to get up to Sanday and back to Kirkwall where we could top up again. The team at Far North Aviation always take good care of visitors, and today was no exception. As well as fuel we got coffee and a Kit Kat.

…and time for a bit of refolding of maps for front seat paramedic John:

Airborne from Wick past John o’ Groats and over the Pentland Firth to Orkney. Here we are running up the western side of Scapa Flow, the great natural anchorage used by the Royal Navy in WW1 and WW2.

Nowadays it is home to only a few mothballed drilling rigs. The causeways between the islands are known as the Churchill Barriers designed to close off access to the anchorage after Gunther Prien in U47 slipped through under the cover of darkness and sank HMS Royal Oak.

As well as the war grave of the Royal Oak, the seabed of Scapa Flow is home to the remains of 52 ships of the German Grand Fleet, which were scuttled by their crews on the orders of Admiral Ludwig von Reuter on 21 June 1919. The ships had been interned since the end of the Great War. There is some talk of Kaiser Steel from salvaged ships going into spacecraft and sensitive medical instruments.

Here’s Lamb Holm again. It’s the site of the Italian Chapel. Italian POWs housed on Orkney helped construct the causeways. Joining the islands “benefited the locals” and so the POW work was exempt under the Geneva Convention.

Onwards to the north! Finally arriving at our destination Sanday, where our little helicopter took up the whole parking area. The airfield is served by BN2 Islander aircraft of Loganair. It would have been a bit crowded  with two aircraft there. They are putting up a new airport building, once it’s complete they should keep the old one. Maybe “Terminal One” and “Terminal Two”? Or Domestic and International?

After pickup it was only 20 minutes back to Kirkwall, where an ambulance was waiting for the patient:

After refuelling at Kirkwall we incurred a major delay. Graeme needed a pee so I told him to go over to the building nearby. Graeme and John wandered off into the distance to the airport fire station. 10 minutes later they were back. I thought they would just pee against the shed 20 yards away. That’s what comes with thinking everybody else thinks like you do…

Now on the way home, we headed towards the Inverness Helimed base for another refuel and to pick up some medical supplies which would otherwise have come to us by courier. We had enough fuel to head straight home, but keeping the tanks topped up allows us to respond to any job that might come in while we’re on the way.

Caithness is pretty flat and boring (sorry Caithness), but the highest point is the peak of Morven, which sticks out for miles. It’s 706m or 2316ft high, which makes it a “Graham” whatever that is…

After “turning the corner” near Bonar Bridge (required because of the shape of the danger area for the bombing range at RAF Tain), we approached Invergordon where there were even more mothballed oil rigs. The rig fabrication yard at Nigg Bay has diversified into production of wind turbines over the past few years. Smart move.

After the stop in Inverness and southbound over the Cairngorms, some were still snow covered. A couple of the ski runs at Aviemore looked like they could be open, white strips on the side of the mountain. It certainly hasn’t been a very good season for our local ski centre at Glenshee, perhaps Aviemore fared better. I used to buy a season ticket for Glenshee, you had to do 16 days or more to make it worthwhile. I don’t think they had that many days open this year.

After the peaks of the Cairngorms, the high ground drops away gently until the edge of the hills to the north of Perth, and after a practise instrument approach onto runway 21 we were soon touching down on the pad after 4 hours flying and about 6 hours away from base. As we say in the business – “Home for tea and medals”

It beats working for a living.

(photo by the Scottish Aero Club photographer Wallace Shackleton)

Aeroshell Sport Plus 4

The manufacturer’s recommended oil for the Rotax 912 engine. Due to the nature of my Sting’s engine installation it is very difficult to get at the oil tank drain (other installations are available…possibly). So for this oil change I decided to siphon the oil out.

It tastes VILE.

Scottish Strips

Just a few random pics taken when out and about. It’s amazing how many little grass airfields there are. Here’s Forfar:

And Bute, a popular destination for sport flyers, also used on occasions by the air ambulance, just a short walk to the pub for lunch:

Bute airfield is at the southern end of the island, just down the coast from Mount Stuart, ancestral home of the Marquess of Bute. Nice place…

Can’t afford that, but wonder if this lot would consider selling? House with 300m strip and hangar at Buchlyvie:

And Lamb Holm in Orkney. The whole island is an airfield:

Just a tiny selection. There are lots of potential destinations for the summer season!

The £1000 Free Pen

I got a free pen! It has a stylus end for iPaddery and a little torch that comes on when you put the cap on the other end. It was handed out on Day One of the Rotax 912 Famil / Line Maintenance course run by the UK dealers CFS Aero. I thought I’d better do the factory course so that I can have a better chance of knowing what I’m doing when tinkering with the engine in the Sting. As it turns out I now have an authorisation  number and am an iRMT – independent Rotax maintenance technician. So I can even do maintenance for others, if they want. I didn’t do it for that reason, I’m just happy to know a lot more that I did before and have the confidence to maintain my engine. But most importantly – free pen!

The course ran over two days in Coventry and cost £894, so they probably can afford to be a bit generous with their pens. Adding accommodation and travel brought the price up to over £1000, but the education as well worth it.

Day one was mostly theory in the classroom and also on the cutaway engines and components which they have in abundance.

Seeing the inner workings makes understanding what’s going on inside the thing a lot easier!

Day two was mostly practical. We changed oil, changed spark plugs, removed and inspected oil filters and much more including carburettor balancing on a running engine in the test bay…in fact everything required for a 100 hour service on the engine up to and including removal of the gearbox to send away for overhaul. Here Peter from Shropshire Light Aviation in the blue shirt is asking Hans from Franz Engines (Germany) about torque settings while Dirk from Styl Aviation (Antwerp) looks like he’s checking his phone.

And this is what a Rotax 912 looks like with the gearbox removed:

It’s all very well looking at the training engines on their stands with all round access and half the systems removed, but now I have to put the knowledge to use and service this baby…

Wish me luck! But first, I have to buy loads of tools

 

Friends In High Places

Perth. Taken from the Captain’s seat of a British Airways Airbus on its way to Aberdeen from Heathrow. Captain Mike was on my RAF Jet Provost course (along with test pilot Tom already mentioned).

I flew SM that day and have scoured the photo to see any sign of white pixels in the shape of a Sting…sadly not.

First Flight Of March

Photo taken by the BMAA’s roving reporter Paul, who used to have a share in the Eindecker when it was based at Eshott in Northumbria. I was just about to get airborne for a quick local flight when he arrived at Perth in his shared Eurostar.

It looks as if there’s not much room – in fact I’m leaning in to monitor the engine instruments as the oil temperature warmed up. There’s loads of headroom.

The aircraft is a Sting, built from a kit manufactured by TL Ultralight in the Czech Republic. Pilot magazine’s flight test of a similar aircraft can be read at:

http://www.pilotweb.aero/features/flight-tests/ultralight_perfection_1_4157832

 

 

Caution: Naval Content

Just for Uncle Johnny…some warships on the Clyde.

This first one was making its way out of Faslane. Not sure if it’s an RN one or not. It had disappeared beneath the waves when we were on the return journey.

This next one is quite sad. This is HMS Ark Royal, which was decommissioned in 2011. I seem to remember this was her last visit to the Clyde before the end, which is why we went up specially to take photos.

Ark Royal from another angle, showing Merlin helicopters and Harriers arranged on the flight deck in an eye pleasing manner. Definitely a PR visit rather than operational.

Looking up Gareloch to HMNB Clyde, the submarine base more commonly known as Faslane. We’re not allowed any closer, as it has its own restricted airspace.

One of Faslane’s residents proceeds along the channel in the Clyde after departing Faslane (“Slipping and proceeding” in Navyspeak). Off to who knows where…

More soon…

Scottish Scenery

Just a few photos to keep us going during the winter months. No idea where this first one was taken…Perthshire somewhere I think.

This is looking north up Loch Lomond. There’s a nudist colony on the island in the foreground, allegedly

The bridge at Ballachulish, between Oban and Fort William…

The town of Rothesay on the Isle of Bute. The oval sports pitch on the left half way up is where we land the air ambulance helicopter to pick up patients for Glasgow.

…and finally, this is Helensburgh, on the northern shore of the Firth of Clyde. No need for a helicopter to get you to hospital from here, there’s a road