VINTAGE VIEW Do check all the paper work


When it comes to some ex military and older types there will be plenty to consider before flying and no one knows it all, but here are some common things to think about — and the single biggest thing you can give yourself is time.


By their nature vintage types can take longer to get airborne, so give yourself a whole day for the first flight which means get the admin done the day before, checking all the usual stuff (timed items, life items etc) to ensure the aircraft and you are legal.


Plan your first route with care


for a while will inevitably turn up mid-check and understandably want to say hello; if you’re in the middle of checking things over don’t stop, tell them you’ll grab a cuppa when you’re done.


‘ANYTHING ELSE?’ Well, yes. Don’t rely on ‘Fred flew it yesterday’, he might not be as thorough as you… As well as the normal checklist items, look carefully for unexpected damage, whether the aircraft has been inside or out; check all drain holes are unblocked and, regardless of the aircraft being kept inside or outside, check very carefully for water or contamination in the fuel and unexpected over-wintering ‘guests’ in the various apertures - you certainly don’t want to find a blocked pitot at just the wrong moment. Right now it’s bird-nesting season so here’s a curious thing; when my club had a mix of PA-28s and Grummans, it seemed that if you wanted to keep birds from nesting in your PA-28 all you needed to do was to park next to a Grumman AA5, they seem to love being in them almost as much as I do. But whatever your aircraft, it’s the time to look out for bird/mice nests and possible damage caused by wildlife.


‘SO WHAT NOW?’


Go and fly your aircraft and enjoy it knowing that you’re both ready.


10 CLUED UP SPRING 2021


Then sit down with the Flight Manual by your side and mentally fly a difficult flight. Give yourself an emergency brief and don’t forget things such as electrical problems as older avionics can suffer in the damp atmosphere of the average hangar. Consider, too, full and partial problems and don’t forget to check your personal kit; is your parachute okay or due for a repack, for example. Then sleep well.


Get to the airfield, get the weather (if it looks challenging save the flight for another day) and get the Notam checks done, and then concentrate on the aeroplane. Take all the covers off and get it into as much light as possible and stand back - does it look right?


Check the system levels. Switch on the electrics and check the battery level. On air systems aircraft check the pressure and top up if appropriate. Switch on and listen, put your ear against the fuselage, Air leaks? No? Great. Let’s start a walk-round. Many older aircraft don’t have checklists, so diligence is required. How’s the fabric? Depending on your engine you might need to check for a hydraulic lock. If you do get a lock follow the approved engineering procedure. Fluids and perishables will take extra attention.


Take your time (there is a theme here); if you have checklists and don’t normally use them, today might be a day to get those reference cards out. Consider a ground run first to check for leaks.


Having carefully planned the flight, think about doing a short sector first. On lining up in tailwheel aircraft it’s attitude that matters. Get the perspective locked into your mind. Consider how the attitude will


change depending on what type of landing you will want to make.


Take-off is type-appropriate so rehearse beforehand mentally and action as necessary. Remember, you’ll be spending more of your mental capacity flying the aircraft than you are used to. The saying ‘never put your aeroplane somewhere your brain hasn’t been five minutes before’ is a little trite, but it’s also true.


A personal suggestion for a flight outline would be take-off, practice a stall remembering older/ex-mil aircraft might not be benign, a couple of minutes of slow safe cruise and a go-around at height. Then come home and get a landing in while the picture is still fresh in your mind.


Land perfectly (you probably will after a lay off, but don’t worry the next one will be shocking…). Taxy in, have a cup of tea and do another walk-round because any leaks will have had a chance to develop. If it's good to go fly again as you will have a bit more capacity/confidence.


On the next flight play with the aircraft again. Your G tolerances will have reduced so build up slowly — that great aerobatic routine you did with ease at 250ft last October might not be quite as straightforward as it was back then.


When it comes to faster aircraft, if your machine is capable of 180kt cruise consider limiting yourself initially to a slower speed to give your brain a chance. On the approach if everything isn’t perfect then go around, this is not the time for heroics followed by a big flare.


On landings I tend to use: skip = resettle attitude; small bounce = resettle attitude, cushion with power; big bounce = go around.


Finally, don’t forget that those vintage temperamental engines might need a cool down so don’t forget the limits. Then have a good post-flight inspection and go home thinking ‘only 49 days for a beer at the club bar all being well…’


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