Spring 2008 - Aerobility

Transcription

The British Disabled Flying Association
Providing Opportunities in Aviation for Disabled People
www.bdfa.net
In this issue – Aviators Ball • BDFA 2008 Events Calendar
£2.50
FREE TO
MEMBERS
BDFA Magazine
SPRING 2008
Pure Performance
Absolute Precision
Aerospace
C L A S S I F I E D S
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flight-time measurement. Officially chronometer-certified by the COSC.
1
w w w. b r e i t l i n g . c o m
For your nearest stockist in Great Britain and Ireland telephone 020 7637 5167
B D FA
Spring
Issue
2008
2
From the Editor
4
BDFA Events 2008
UK Airshow Calendar 2008
5
THE AVIATOR’S BALL
6
NEWS . . . NEWS . . . NEWS
9
Pilots with Learning Disabilities?
2 AIRCRAFTS IN 1 DAY!
How Can I Help?
MERCHANDISE
A Great Couple of Years
16
MS Aerobatics
17
Four Corners Flight
America 2007
20
Who says I’m
too old? - Part 2
21
A Scholars Story -
22
Accessing a PA28:
Shutting Dow n
24
Contacts
Classifieds
Magazine Designed & Printed by:
Tempest Design. Tel: 01274 642858
Spring
Issue
2008
E D I TO R
Cover Image:
www.photovogue.co.uk
You will notice in the magazine a report on our first
Aviators Ball, a glittering, black tie event which was
the brainchild of Simon Rapkin, who works tirelessly
for the BDFA and is to be congratulated in his
perseverance in persuading the BDFA that such an
event could work. The event raised well over
£15,000 for the Association, and we are already
planning a bigger and even better event for 2008.
Keep an eye on www.aviatorsball.co.uk for further
details and be warned; it will sell out quickly!
Speaking of new volunteers, I am pleased to
welcome Emrys Harries who is taking over the
editors chair from me after this issue. Please
support him by sending any photographs and
articles to [email protected]. I will still be
looking after the website so please let me have
any suggestions for improving the way we use
web technology to
[email protected]
T H E
24
Where to Fly
As you will see as you read this issue, 2007 has
been an amazing year for the BDFA, with more
aircraft, new events and more members than ever. I
think it is particularly gratifying that we have been
able to provide flying experiences for many disabled
people who otherwise would never see the inside of
an aircraft. The grins on some of those faces,
including the one on the cover, makes the whole
thing worthwhile, and we are becoming known not
just as an organisation for aviators who happen to
be disabled but a charity that really can make a
difference for many disabled people.
Another high point this year has been the
number of new people getting involved in the
running of the BDFA. We are always on the
lookout for willing volunteers, so if you have
some skills you think might be useful to us,
please get in touch. We even need the
occasional able bodied helpers, so don’t feel
your not being disabled is a handicap!
F R O M
23
From the Editor
Mike Miller Smith
BDFA Chairman
[email protected]
•
15
We have an incredible year ahead with
AeroExpo, Farnborough Airshow,
Mobility Roadshow, member flying
days, hundreds of trial flights, The
Aviator Ball, fund raising with sponsors
and the release of our own hand control,
to name but a few things to keep us
busy. I look forward to seeing as many
of you as possible with that grin we
have, and the feeling inside, when we
sit in the aeroplane at the end of a flight
and realise just how lucky we are.
C H A I R M A N
Aviators Ball -
In my previous columns I have talked
through our activities, pointed out some
of the highs and lows, and expressed our
plans for the future. There is no need this
time, as you read on you will see some of
the amazing stuff that has been going on
in the author’s own words. We have
struggled to cram everything in, this issue
is positively bursting with great content
to the extent we can’t include everything.
The articles speak for themselves, and
you will note the number of milestones
that the BDFA has recently achieved.
This is a reflection on an association
which is healthier than ever before, with
amazing people working as a team to
create and build upon an incredible
charity.
Talking of teamwork, two of our most
supportive members will be retiring from
their official capacities in coming
months. Alison Melia is retiring as
Membership Secretary and Chris Suddes
is retiring as Magazine Editor. These
guys have played a huge part in making
the BDFA what it is today, with their
professionalism and enthusiasm rubbing
off on the charity as a whole. On behalf
of all of us thank you for your hard work.
We welcome Ian Bennett and Emrys
Harries into these respective positions.
T H E
13
The subtle rebranding of the magazine
reflects our wish to promote the
association, using the publication not only
as a fun read and communication tool for
the membership, but also as a porthole
where the outside world can look in at
what we do and get an appreciation of our
achievements and activities. “Aerobility”
for me perfectly encapsulates our goal of
making flight accessible and affordable to
those of us with disabilities and using
aviation as a tool to improve life.
F R O M
The Ultimate HIGH
Welcome to Aerobility, the magazine of the British Disabled
Flying Association. The magazine is somewhat overdue I
know, but then this year has been one of new members, new
aircraft, new instructors, new sponsors and new events, and
I’m sure you will forgive your hard-working committee.
•
12
From The Chairman
C O N T E N T S
3
From the CFI
11
C O N T E N T S
From The Chairman
Safe landings
Chris Suddes
B D FA
2
From the CFI
2007 has been a fantastic year for the
BDFA and we have had a busy and successful flying season. The summer program saw flying days and trial flights that
have attracted new members and new students. A successful week of flying in August
saw us working with FSD (Flying
Scholarships for the Disabled) directly for
the first time and two FSD scholars completed their 10 hours flying training with us.
The Flying operation is becoming increasingly successful and every thanks should be
given to Louise and Ben, our two flying
coordinators. Their efforts in tying up aircraft with Instructors and Students have
been amazing and between them they really
do keep the show on the road.
at Tatenhill is very important to the membership and we appreciate hugely the ability
to run as something of independent set up
with very little help from the guys “down
South”.
The swapping of the Cherokee for the
Bulldog was a great success and we hope
that with the potential purchase of a third
aircraft at Lasham the Bulldog can spend
more time at Tatenhill next year. We are
also looking to find more instructors at both
Tatenhill and Lasham and the possibility of
paid dedicated BDFA instructors is something the committee is looking at.
LASHAM
3
We have seen quite a few changes to our
flying operation over the last few months
and I would like to take this opportunity to
update you all with the progress that has
been made.
The Portakabin (or the Flight Training
Centre/FTC as the Chairman likes to call it!)
is on the South side of the airfield by the
ATC maintenance base. Inside you will find
a separate classroom, tea and coffee facilities and Internet access. There will soon be
For those of you that will be flying from
Lasham please note that I have introduced
a booking in/out procedure and would ask
you to complete your details before flying.
Now that we are operating separately
from the gliding club it is important to
keep a record of our movements.
This year has been hugely successful for
the BDFA and I want to thank all of the
volunteer instructors for their help. The
New Year brings new challenges as the
flying training element of the BDFA gains
momentum. We are hoping to gain an
additional aircraft with hand controls and
it is likely we will be doing more work
with FSD. New students, more trial
flights and new instructors will provide
more opportunities and with the continued support of so many volunteers we
should all be looking forward to a great
year ahead.
Kind regards to you all.
TATENHILL
The operation at Tatenhill has been running
smoothly and my thanks go to Louise, Mark
and Charlie for all their work. Sometimes it
may seem that attention seems to be
focused around Lasham but the operation
How Can I Help?
F R O M
T H E
C F I
•
H OW
C A N
I
H E L P ?
Perhaps the biggest changes have happened at Lasham in the last month. We now
have our own training facilities and our first
operational “base” for the BDFA.
a cabinet containing flight training aids,
which will have a selection of stock available to buy. The aircraft are being parked
on the grass area in front of the FTC and
we hope to have the hoist set up on the tarmac area to the side.
B D FA
Simply put, we at the BDFA seek to enhance lives
through flight. If we could put all the smiles we see
in a year into a bag, it would have to be a big bag. A
very big one.
Whatever the exchange rate, those smiles are always
worth more than the money and effort it costs to
make them. Everyone who’s flown - or been flown
in - a light aircraft knows that it’s the most exhilarating
thing you can do sitting down.
Disability is about the things that people can’t do. The
BDFA is about the things that people can do - making
flying a reality, not a dream. It’s an amazing, special,
experience - and through us it’s available to the
disabled, the profoundly and the terminally ill children and adults alike.
Shona
Bowman - CFI
How can you help?
● A charitable donation from you or your company?
● Sponsorship for fuel or running costs?
● Able bodied help at one of the shows we attend?
There are many ways that
you can help to fill that
bag with smiles - and the
exchange rate is as
favourable as ever.
Check out our website at
www.bdfa.net or get in touch.
Emrys Harries
[email protected]
Spring
Issue
2008
UK Airshow Calendar 2008
A selection of non BDFA
Aviation Events in 2008
MAY
30th RNAS Culdrose, Cornwall
INTERNATIONAL AIR DAY
OCTOBER
4th Old Warden, Beds
SHUTTLEWORTH SPRING AIR DISPLAY
AUGUST
SHUTTLEWORTH MAY EVENING
AIR DISPLAY
3rd Old Warden, Beds
SHUTTLEWORTH MILITARY
PAGEANT AIR DISPLAY
4-5th Rougham, Suffolk
SHUTTLEWORTH TWILIGHT
SUNSET AIR DISPLAY
18th Duxford, Cambs
SPRING AIRSHOW
SHUTTLEWORTH ORIGINAL
FLYING PROMS CONCERT
5th Duxford, Cambs
AUTUMN AIR SHOW
14th Dawlish, Devon
DAWLISH CARNIVAL AIRSHOW
Note that many of the above are to be confirmed at time
of going to press and accuracy cannot be guaranteed.
Thanks to http://www.airsceneuk.org.uk
25-26th Southend-in-Sea, Essex
SOUTHEND AIRSHOW
1st RAF Cosford, West Midlands
AT HOME DAY 2008
1st Biggin Hill, Kent
BIGGIN HILL INTERNATIONAL
AIR FAIR
SHUTTLEWORTH EVENING AIR DISPLAY
ROUGHAM AIR DISPLAY &
CLASSIC CAR SHOW 2008
24th Sewell, Northants
SYWELL AIRSHOW 2008
30-21st Shorham, Sussex
SHOREHAM AIRSHOW 2008
WINGS, WHEELS & STEAM
COUNTRY FAIR
31st Cornbury Park, Oxon
FLY TO THE PAST
MS LIFE - MANCHESTER CENTRAL
Weekend 29/30th March
BDFA AGM - LASHAM
Weekend 19/20th April
AGM weekend and dinner.
RAF HALTON
Sunday 8th June
PFA Young Aviators. Friday afternoon
FREE flying.
MOBILIY ROADSHOW
Thursday - Saturday 12-14th June
5th RNAS Yeovilton, Somerset
INTERNATIONAL AIR DAY
6-7th Duxford, Cambs
SEPTEMBER AIRSHOW
5th RAF Waddington, Lincs
RAF WADDINGTON 2008
The RAF’s main event of the year.
6-7th Southport, Lancs
AIRSHOW 2008
ROYAL INTERNATIONAL AIR
TATTOO - FAIRFORD
Saturday - Sunday 12-13th July
SHUTTLEWORTH
PAGEANT AIR DISPLAY
FARNBOROUGH
INTERNATIONAL AIR SHOW
Monday - Sunday 14-20th July
12-13th Duxford, Cambs
FLYING LEGENDS AIR SHOW
11th Guernsey, Channel Islands
RAFA GUERNSEY BATTLE OF
BRITAIN AIR DISPLAY 2008
DHL BOEING 757 AIRCRAFT
DISABLED TOW - LASHAM
TBC August
12-13th RAF Fairford, Glos
ROYAL INTERNATIONAL
AIR TATTOO
11th Jersey, Channel Islands
JERSEY INTERNATIONAL
AIR DISPLAY
14-20th Farnborough, Hants
FARNBOROUGH
INTERNATIONAL 2008
13th RAF Leuchars, Fife
LEUCHARS INTERNATIONAL AIRSHOW
SHUTTLEWORTH SUMMER
AIR DISPLAY
24-25th Lowestoft, Suffolk
SEAFRONT AIR FESTIVAL
Spring
Issue
2008
SHUTTLEWORTH TWILIGHT
SUNSET AIR DISPLAY
AEROEXPO 2008
Friday - Sunday 13-15th June
Wycombe Air Park. Lots of volunteers
needed to man the BDFA aircraft
stand, hanger stand and entrance.
Aircraft disabled tow by BDFA at
Lasham. More on this soon.
OLD SARUM MS FLYING DAY SALISBURY
Sunday 7th September
Multiple Sclerosis flying day.
For more details and further events go to
www.bdfa.net/events.htm
B D FA
2 0 0 8
SEPTEMBER
C A L E N D A R
JULY
Stoneleigh Park, Coventry.
A I R S H OW
28-29th Lydd Airport, Kent
LYDD AIRSHOW
31st Little Gransden, Cambs
FAMILY DAY OUT AIR & VINTAGE
VEHICLE SHOW
U K
13-15th Booker, Bucks
AEROEXPO 2008
2008
•
28-31st Bournemouth, Dorset
BOURNEMOUTH AIR FESTIVAL
E V E N T S
2 0 0 8
8th RAF Northolt, Middlesex
PHOTOCALL
The British Disabled
Flying Association
E V E N T S
1st Old Warden, Beds
SHUTTLEWORTH MILITARY
PEAGEANT AIR DISPLAY
14-17th Eastbourne, Sussex
AIRBOURNE 2008
B D FA
JUNE
SHUTTLEWORTH
AUTUMN AIR DISPLAY
4
THE AVIATOR’S
BALL.
www.aviatorsball.co.uk
London, November 2008
The event of the year...........
Following the runaway success of the Aviators Ball in 2007 we are delighted to announce an even bigger and better event for 2008, once again in aid of the British Disabled Flying Association, a
registered charity providing aviation experiences for disabled people and sick children. (www.bdfa.net)
November 2008
Venue and date to be confirmed,
London
Programme
•Champagne Cocktails and hot and cold canapés on arrival.
•4 Course gourmet banquet, overseen by a Michelin starred chef.
•Coffee and petit fours Wine and mineral waters included
•Full cash bar until late (all proceeds to the charity)
£ 65.00
per ticket.
B D FA
B A L L
(all special dietary requirements will be catered for and can be discussed on booking)
5
•Guests of honour - tbc
•Entertainment - tbc
•World class entertainment
•Live music
•DJ
•Prize draw and Auction. Last year we had some amazing prizes, including exclusive music memorabilia, a trip
on the Orient Express and a first class trip to Switzerland, so expect even bigger and better prizes this year.
For tickets and/or further information please contact Simon, Joanna or Lauren on 0208 453 0300 or
[email protected]
If you or your organisation would like to sponsor a table for 10 at a cost of £600 please contact
[email protected]
Full details at www.aviatorsball.co.uk
B D FA
Spring
Issue
2008
NEWS . . . NEWS . . . NEWS . . .
CHARLIE’S ANGEL for the day . . .
Filming a Disability Documentary
I had the fabulous privilege of flying
Alan Smith's wonderful R44 helicopter
alongside my instructor Charlie Ayto
on Wednesday 30th May 2007 at Heli
Air, Wellesbourne. Our passengers were
Janus and Bob, who did some expert inflight filming of me in action. Sounds rather
glamorous doesn't it? Trust me, there's
nothing more nerve racking than knowing
every tiny (or big!) mistake is being
recorded on celluloid for all to see and we mustn't forget that this was
both Janus & Bob's first ever helicopter
flight!!!
This filming was done as part of a
documentary film about disability and
how people overcome their problems.
And learning to fly a helicopter whilst
slowly losing the use of your limbs (I
have FSH muscular dystrophy) does
create its own unique problems. But
then it's not yet stopped me from
continuing to fly; it simply makes it more
difficult, as if flying a helicopter isn't
difficult enough! 50 R22 hours later;
well, yes, it's still pretty tricky!!
Alan Smith is the lovely Chairman of
the Trustees for Flying Scholarships
for the Disabled and I was a lucky
recipient of a full scholarship in 2005.
After becoming stressed out with my
consistently shocking fixed wing
landings the following year I decided
to have a go at flying helicopters. I
do like a challenge so I was determined
to have some lessons in the less
expensive though more unstable R22
(the R44 is such a dream to fly in
comparison but then it's also twice the
cost). I can't justifiably describe the
sense of achievement at having
successfully completed
the 110 mile solo cross
country qualifier flight
in March 2007, as it's a
milestone I thought I
would never achieve. I
guess Alan thought it
was pretty remarkable
too, which is why he
very generously offered
me the use of his R44
when I was an FSD mentor at RAF
Cranwell in April 2007.
S o i f yo u h a p p e n t o c a t c h a
documentary about disability in the
future, and you see an R44 pilot with
long dark hair at the controls, then do
take a moment to remember the battle
of a journey it took to get there. Only
after sparing those few seconds for
contemplative reflection comes the time
to callously spot any errors I may
have made because there was a film
crew in the back watching my every
move!
Louise Scotter
Back in the saddle again
at the BDFA Flying Day, Sibson
I was really delighted when I found out that the BDFA was to spend the day
at Sibson Airfield because it's only half an hour from my house. I was very
grateful for the opportunity to fly again, as it was almost 12 months since my
FSD scholarship in South Africa and I had only managed to get into the air
a few times since then.
B D FA
N E W S
2008
.
Issue
Judith Margolis
.
Spring
We decided that we would fly cross-country to
Rutland Water, which is about 20 minutes flying
time from the airfield. The 3,100 acre reservoir
is a watersport centre and nature reserve.
Although I've lived in the area for 7 years I had
never managed to find the time to go. By the
time we arrived, I was perfectly at home with the
controls and feeling as confident as when I first
came home from South Africa. What a treat,
visibility was perfect and we could see all the sail
boats, windsurfers and water skiers that were
already enjoying the wonderful morning.
All too soon it was time to return to base and I
had to turn the aeroplane around and head for
home. There was a queue of equally eager
flyers waiting for us to return and although I
wanted to stay in the air all morning, I didn't want
to deny them the opportunity to enjoy the
beautiful flying day. Rutland Water was definitely
worth another visit and I drove up with my
husband the next week to spend some more time
there. It's a stunning area but I was quite
disappointed about the view from the car! We
spent some time watching the people enjoying
their water sports, but the real spectacle can only
be seen from the air.
.
Thankfully the weather was much kinder in
August and it was a beautiful morning. I had the
first flight of the day, which was just as well
because as I waited for G-AXJV to arrive I began
to feel very nervous about getting into the air again.
I was so worried that I wouldn't be able to
remember anything. Little did my instructor
know that although I was laughing as I ungracefully
clambered into the aeroplane, it took all my will
power to fight off the rising panic in the pit of
my stomach. However, my panic turned into
excitement once my hands touched the controls
and we soon took off into the perfectly blue
sky.
N E W S
I'd had a couple of lessons to polish off my
landings, at Sibson, when I first came home
and another hour during a very rainy BDFA
weekend at Lasham during June.
6
NEWS . . . NEWS . . . NEWS . . .
Is it a bird, is it a plane . . . no, it’s SUEperman!!!
Skydivers Sue Whitby (FSD Director);
Mark Salter, Louise Scotter and
Martine Wright (ex-FSD scholars);
Ian, Kelly and Victoria from RAF
Cranwell plus quite a few more
bravely took to the skies to raise
money for FSD on Wednesday 5th
September 2007 at RAF Weston-onthe-Green.
A fabulous Chinook helicopter saw the first
skydiving action of the day by doing an RAF
parachute drop. The Chinook then landed,
picked up all the RAF skydivers that had so
gracefully fallen from the sky and then rapidly
departed - by which time it was the turn of the
FSD skydiving team! Sue nervously did the first
tandem skydive, closely followed by Martine,
Mark and Louise.
All sponsorship monies raised will be enough to
fund an FSD scholarship for 2008, which is
fantastic news, as 2007 was the first year that
the BDFA provided 2 FSD mini scholarships for
Jay Jones and Simon Khan.
Finally, because we all enjoyed our skydives so
much (!), Sue is looking for participants for
another super skydiving event during 2008. So
come on all you ex-FSD scholars, why not give
it a go? You could raise much needed funds for
both FSD and the BDFA by undertaking a single
'adrenalin rush' awesome skydive. What could
be better than experiencing both powered flight
plus an amazing freefall lasting 40 seconds,
followed by a serene canopy glide, all within just
a few minutes?!
“The rush of air as you leave the aircraft
is initially disorienting but once
established in freefall, oh boy, what a
rush - 40 seconds pass in a heartbeat;
or was it that mine had just stopped!
After the freefall is over and the air has
stopped rushing past you at 120 mph
you can have some real fun by pulling
hard on one side of your parachute
stirrups and spiralling down left & right what a feeling - but all too soon it's over
with a mild bump. All I can remember
thinking is I want to do it again, NOW! I
never thought that one day I'd let myself
be tied up with straps, put a leather
skullcap on and have a bloke strapped
to my back - let alone enjoy the feeling
it gave me!!!!
Mark Salter
To volunteer for FSD's “25th year
anniversary” skydive, please contact
Sue Whitby (tel: 0870 8001942).
N E W S
.
.
.
N E W S
RIK MAYALL supports the BDFA in classic “BOTTOM” style
7
Purely by chance I bumped into Rik Mayall after seeing a hit West End show in London on
19th September 2007. We chatted for a while and to demonstrate his support for the
BDFA Rik kindly agreed for me to take his photograph. But you have to understand this
wasn't just any photo opportunity, as he promptly proceeded to drop his trousers in
true Rik style! And I'm sure you'll agree the result is a fantastic photograph showing
just a bit more than support for the BDFA!!!
The west end show I saw with Carolyn was Joseph and the Amazing Technicolor
Dreamcoat, starring Lee Mead. Joseph is an incredible show and we both thought
Lee was born to play the lead role, as he was totally awesome. He also wears his
loincloth particularly well too!!! Afterwards Lee very graciously signed my
souvenir programme which I gifted to the BDFA as an auction prize for the 2007
Aviators Ball on 24th November 2007. The Adelphi theatre has some of the best
accessible facilities I've seen to date in London and I was really impressed too
with the level of courtesy & helpfulness of all the staff. I highly recommend seeing
Joseph (and Lee too!!!) as I really don't think anyone could leave the theatre
feeling disappointed in any way.
Louise Scotter
B D FA
Spring
Issue
2008
NEWS . . . NEWS . . . NEWS . . .
Un’accoglienza calorosa a Laura (Welcome to Laura)
Hoist Experience - part one
First of all, please let me
introduce myself. My name is
Laura MacDonald and I am
connected to Lasham by
marrying the CFI, Gordon
MacDonald.
I am not new to aviation as I have flown
in the States and got a JARPPL with an
American instrument rating.
I have always been keen to take on
extra work along with the day job at
Farnborough Airport but didn't know
what I was going to let myself into when
I talked to Mike Miller-Smith (a good
friend of Gordon) back in January 2007.
My New Years resolution for 2007 was
to do something worth doing with my
spare time, ideally with a charity. When
this opportunity to work with the BDFA
came along, I gladly accepted.
Mike offered me the position of
"paperwork" lady, to help with the
physical job of sorting out paperwork,
going to the bank and general jobs that
many members struggle with on a daily
basis.
I pretty much got involved straight away,
met many people on the first meeting in
March, got accepted and welcomed to
the group.
I have been dealing with disabled people
through my career in aviation and
always appreciated and respected
people less fortunate that me.
2008
The fourth definition was "a name of
two fictional characters in the transformers
universes". Clear as mud; not the answer
I was looking for.
I am hoping you have enjoyed this
introduction, it is a long road for me to
learn more about the world of disability
and what technology can do to help and
hopefully next time I will be able to
explain how a hoist actually works.
The fifth and last definition was more
appropriate. "A patient lift" for lifting
people.
Laura MacDonald
BDFA Administrator
[email protected]
This one sounded more positive and in
tune with my project.
So I clicked the link. “Hoist used to
transport physically disabled patients”. This
was mainly referred to hospital patients.
Nowhere did I see “device for lifting
disabled aviators into a light aircraft”
I learned a lot about the different types
of lifts available (mobile, overhead and
sit to stand lifts). Surfing some more I
came across the website of the Disabled
Living Foundation (DLF) and discovered
a whole new world of equipment and
products.
And out there I found my hoist again.
The DLF web site http://www.dlf.org.uk/
gives you all kind of advice, free fact
sheets and other useful resources.
Big thanks to
Rolls-Royce
Tim Ellison and Louise Scotter
(pictured with John McLelland,
Programme Executive - Trent
1000, of Rolls-Royce), visited
Rolls-Royce at Derby on 29th
November 2007 to receive a
generous donation of £10,000.
Many thanks to Rolls-Royce
for their continued and
generous support.
46 products were listed under Hoist.
Some were very interesting ones, like
the Mermaid bath hoist (why does a
mermaid need a bath at all?)
N E W S
Issue
technology can help so many people gain
a bit of independence and gives the
opportunity to deal with many challenges
that disabled people have to face.
.
Spring
The third one referred to "a musical
album by Phish." Not sure who the band
is but I searched some more and the
album that went under the Hoist name
had a horse on the front page and by
looking closer to the picture it was lifted
by a hoist!!
.
First of all, not being British (I'm Italian)
and not been very familiar with this
equipment, I struggled to find out even
The second one was more interesting.
"The half of a flag nearer the flagpole".
Perhaps not what I had in mind.
.
I am sure some of you have had the
pleasure of the experience, I found this
a very interesting piece of equipment
that enables so many people to gain the
freedom and independence that they
would not have otherwise.
The first description was "a lifting device
for lifting loads". Umm, is a human body
considered a load?
N E W S
After few months helping at Lasham I
saw something that was new to me and
decided to write an article on this. I
have called my article "the hoist
experience".
how to spell hoist but I got there in the
end and was surprised and amazed to
find 5 definitions in the Wikipedia
directory.
I spent part of my afternoon reading all
about this subject and I am really glad
B D FA
8
Pilots with Learning Disabilities?
The BDFA makes the impossible – possible
Upon reaching the restaurant and
getting closer to the group I realised that
a few of them had Downs Syndrome,
and once I came close to them I could
see that they were a group of people all
of whom had learning disabilities of one
type or another, some having physical
disabilities too.
To be honest, I nearly turned around and
left, as my first thought was that I could
not see any of the people in the group
having flight training with us. Then I
remembered something that happened
to a group of people from Mencap that I
used to know.
There was not much to do except trying
to keep warm and much harder, trying to
keep my wife from insisting on leaving
every five minutes!! I decided to go and
do some recruiting for the BDFA thinking that if we could find some new
members among the crowd - it would
have made it a very worthwhile day.
Stalking the odd disabled person in the
pouring rain and approaching them to
ask if they have ever flown an aircraft
before and whether they would like to,
can seem like odd behaviour………..but
after some time, my patience paid off. I
came across a group of around 20
disabled people heading for the
restaurant - I hastily locked on to my
targets and followed them in.
from Mencap. They were told that they
were not allowed in as they
embarrassed the other drinkers. I was
absolutely horrified and upset as I knew
these lovely people and I realized that
they would have understood very well
what was going on and that they would
have been dreadfully hurt. I never forgot
this and I did not want to walk away.
I gave them magazines and told the
group about what we do. Christine looking
after the group that day and asked me
straight away if there was anything we
could do to help get them into the air.
Guideposts Trust Flying day was born
that day!!!
It was a story that really shocked me at
the time.
Every Thursday this group used to go to
a pub in Barnet to sing Karaoke - which
they loved to do. But after some of the
'regulars' complained that they found it
offensive, the following Thursday, the
pub owners put a security man on the
door to not let anyone in who looked
like they could be part of this group
We planned the first flying day and
within days of it being announced to the
Trusts members, 50 people had signed
up to have a flight with us!!
Some of them flew in the back, with
their carers in the co - pilots seat, but
most sat in the front and had had a few
minutes on the controls.
Everyone loved it, from carers, to instructors,
to BDFA helpers and staff at the airfield.
P I L O T S
W I T H
L E A R N I N G
D I S A B I L I T I E S ?
It was a cold, windy, miserable day at
the Duxford Air show a couple of years
ago. Quite a lot of the flying had been
cancelled and our Bulldog had done a
magnificent display - in the rain - but
flown by the Chief Pilot of the Duxford
Fighter Collection which kind of made up
for the bad conditions.
9
B D FA
Spring
Issue
2008
2 AIRCRAFTS IN 1 DAY!
We had no issues whatsoever and everyone
involved could only comment on what lovely
people they all were and how incredibly
fulfilling it was to give an incredible - life
changing experience like this.
None of them will ever drive.
Hardly any of them will marry or
have children.
Most of them have never been in
airplane before.
As disabled people even we have the
opportunity of doing most of the above,
but I believe that people with learning
disabilities have even more to contend
with.
The fact is, that when they tell their own
friends and families that they 'flew an
aircraft yesterday' they don't believe
them until they see the photos!!!
A I R C R A F T
[email protected]
Kevin Arblaster
I N
As soon as we landed at Lasham and
parked G-AXJV (having enjoyed
lunch!), it was time to prepare GDISA for the flight back to Tatenhill.
As soon has we departed runway 27
out of Lasham, it was apparent that
this was a totally different trainer than
the PA28. It was a lot faster and being
a military trainer it was very
responsive.
In conclusion, on comparing both
aircraft, I think they are excellent
trainers. And there are advantages
about using both aircraft. The PA28 is
reliable and has a hand control for the
rudder. The only disadvantage is that
entry/exit is on the right side. But if
you want something that gives more
of adrenalin rush, then it's got to be
the Bulldog. It's fast, responsive and
fully aerobatic!
2008
D AY !
Issue
1
Now onto the aerobatic Bulldog.
Even though this was my first
experience of flying G-DISA, I have
been a passenger in a Bulldog before.
The first thing I noticed is it's a lot
Spring
2
This is a national charity with branches
all over the UK. There would be endless
possibilities for the BDFA to change lives
of people who have so little, giving
them the hope that if they can do
something as incredible as take the
controls of an aircraft for 10 minutes what else could be achievable??
The other thing you notice about SA
is that this is a military trainer,
signified by having a control column
(or sometimes referred to has the
stick) instead of a 'wheel' to control
the aileron and elevator. Also the
power quadrant is in the centre
console, which I found is a lot easier
positioned for me. To me it felt
natural to have my left hand on the
stick and my right on the power, as I
tend to have both my hands on the
wheel in the PA28.
•
We are dealing with Guideposts trust in
Ware, Herts only, and we still fly only
half the members of that group every
year as this is all we can do at present.
I have been flying the PA28 since it has
been based in the Midlands. So I was a
bit biased when trying to compare the
two aircraft. The PA28 is great as a
trainer, however it slower than the
Bulldog, which is not a bad thing when
building up your hours. Once JV was
trimmed out, the flight went smoothly.
The only comment I have about the
PA28 is that some of the switches are
behind the power quadrant so I find
these difficult to access. I have
Cerebral Palsy which means my
coordination, dexterity and speech are
affected. Rough movements are no
problem for me, however finer
movements are more tricky. A good
example is using the control surfaces
of an aircraft, which are classed has
rough movements, but switches and
radio communication are more of a
problem and need more control on
my part. Though overall I enjoyed
flying JV, as it's very easy to fly and I do
like having manual control of the flaps.
D I S A B I L I T I E S ?
Nearly all of them have never
been abroad before.
B
easier for me to enter the cockpit on
the left hand side. Whereas with GAXJV you enter the cabin on the
right-hand side and then transfer
yourself from the right seat to the left,
which I find a little bit awkward.
L E A R N I N G
Very few of them will ever have
paid employment.
eing a student pilot, this was
only my second cross-country
exercise, so I was willing to get
the experience of navigation. My
instructor for the day was Mark
Edworthy and I had not flown with
Mark before.
W I T H
Many of the Guideposts Trust
members live in care - not with
their families.
P I L O T S
When asked if I would like to fly
G-AXJV and G-DISA on the
same day I thought all my
birthdays had come at once.
Due to the fact that Lasham
needed JV, a swap was required
and SA was going to be based at
Tatenhill for a couple of weeks.
B D FA
10
M E R C H A N D I S E
11
B D FA
Spring
Issue
2008
The Ultimate HIGH
The throttle is eased up to full power
unleashing the roar of 300 Horses from the 6
cylinders Lycoming in front of us. Within
seconds the tail is up and we are accelerating
rapidly towards flying speed. A touch of
rudder to keep straight and shortly we are
airborne holding the Extra low and
accelerating quickly towards the end of
Kemble's runway, as we reach it we've already
doubled our speed since lift off. “Get ready for
the pull up” and there is a squeak from the
front, “3,2,1 pulling up.” Easing back on the
stick I take us into a 70 degree climb. “Oh my
word, this is fantastic!” squeals Suzy in the
front seat. Rapidly passing 1,000 ft we roll left
onto our backs and then roll upright in time to
catch the speed into a 100 kt climb. “Look
over your left shoulder Suzy.” Kemble airfield
is laid out below and behind, “Fantastic, I
can't believe this…”
Within a couple of minutes we are passing
through 4000 ft, Highgrove House is passed on
our right, pointing out the Royal household
below brings another yelp of glee from the
front seat. “Time for you to have a go Suzy”
and following through gently Suzy is given a
quick lesson in the effects of controls. Before
long she is turning, climbing and descending
to my commands. “This is amazing” she
exclaims “I can't believe how responsive it is.”
“Right! Ready for a few gentle aeros?” I ask.
“Yes please!”
We start with a few gentle rolls, more yelps of
excitement from the front seat, “now your turn
Suzy - raise the nose, stick neutral, now stick
over to the left, a bit more…more, keep it
rolling, excellent, OK next time I want you to
put the stick the whole way over to the left.”
Issue
2008
Time to return to Kemble and we fly back most
of the way inverted because we can!
Approaching from the north at 4,000 ft we
start a steep dive towards the runway almost
touching our maximum speed of 220 kts.
Levelling out we knife edge down the runway
before pulling into the vertical, 3 vertical rolls,
stall turn out at the top followed by a gentle
swoop into the landing pattern. Time to put
the Extra back on the ground but also time for
maximum concentration. A marked sideslip is
required on the approach to keep the runway
in view from the rear cockpit until a few feet
above the runway. Straightening up we
touchdown and concentrate on staying straight
and are soon taxiing back to parking.
A few minutes later my passenger, full of
smiles and laughter, can barely stop chattering
with excitement to her friends as she climbs
out of the front cockpit. I take a few minutes
to just sit back and relax. It has been a
satisfying and enjoyable day of flying at
Ultimate High. 3 flights in the Extra and 1 in
the Bulldog in perfect conditions. I feel
extremely privileged to be one of the Ultimate
High team at Kemble and today has been one
of the best. The other Extra taxies in to
dispersal and shuts down next to us. The pilot,
company boss Mark Greenfield, looks over
with a huge grin on his face.
However, my flying for today is not over yet
and I have one more flight to do. Walking
back to the crew room I see my student is
eagerly waiting. 30 minutes later as we are
gently lifting off Kemble's runway in the BDFA
Cherokee, I glance at my student who is
concentrating hard, flying his second ever
take off. We turn gently out to the north. On
the way we have a lesson to complete and
will spend the next 40 minutes practicing
stalls and low airspeed flight. The conditions
are perfect - smooth air, excellent visibility
and a tailwind to help us on our way. The
exercise is proceeding well and my student is
flying well and obviously enjoying the
experience. With the exercise complete we
set course for Tatenhill airfield and home.
Time to sit back & relax and enjoy the view.
My student starts pointing landmarks out to
me and places that he recognises, all without
looking at a map. I compliment him that he is
doing well to recognise so much from the air
and that not everyone finds it so easy. He
looks out the window and bursts out laughing
with enjoyment. Eventually we are
approaching Tatenhill and the student joins
through the overhead and descends into the
landing pattern. I have asked him to fly us
onto the final approach where I plan to take
over for the landing. I only offer the
occasional snippet of guidance as he's doing
well and soon we have settled into the
approach to land.
“Hold that aspect steady and throttle back a
little.” Keeping her steady my student
appears relaxed. “OK, now hold her steady,
this is a nice approach path, when I tell you
to close the throttle, keep the attitude
steady…OK… close the throttle.” He keeps
the attitude just right and I have my hand
close to the controls preparing to take over
for the landing but all is going well. “Gently
start levelling her out… bit by bit…. that's
it… perfect…. gently does it!” The wheels
touch and we are down, my hand is close but
not on the controls. “Well done young man!
First landing!” My student yelps with
excitement and bursts out laughing with
enjoyment.
A few minutes later with a huge grin on his
face the student is climbing out of the cockpit,
a task that is a challenge in itself as he has
cerebral palsy and aeroplanes are not the
easiest of machines for him to get in & out of.
On the ground he offers his hand and says
thank you.
It has been the most satisfying and rewarding
day of flying.
Charlie McIlroy, Senior pilot at Ultimate High
http://www.ultimatehigh.co.uk/
B D FA
H I G H
Spring
Loops, rolls, stall turns, vertical rolls up and
down, flick rolls, spins to the left and spins
to the right - Suzy screams with delight.
For someone who has never flown in a light
aircraft before, let alone flown aerobatics,
Suzy is not only enjoying herself but is
showing a lot of natural aptitude.
U LT I M AT E
Built with no compromise to unnecessary
weight the Extra 300 was designed for
extreme competition aerobatics. Full span
ailerons, large elevator and rudder surfaces, a
lightweight airframe stressed to +/- 10g and
300 horses this is one serious package of fun.
The light weight combined with the powerful
engine gives an impressive power to
weight ratio plus the powerful ailerons give
a staggering roll rate of 400 degrees per
second and the symmetrical wing permits
eye popping negative g manoeuvres.
T H E
Wow! We've already rolled through 360
degrees in under a second before Suzy stops
the roll. “Can we do that again?” comes a
plea from the front. “Please do” and I hold my
hands up for the camera to show who's flying
the aeroplane. “Suzy lets try a loop, get ready
for the g-force, here we go, pulling up….”
“Oh my word…!” Before long Suzy is flying
her first loop, “keep pulling, keep pulling,
that's it, perfect,” exiting the loop we pass
through our own slipstream with a satisfying
thump. The next 10 minutes are spent rolling,
diving and swooping between the clouds over
the Cotswold countryside in this aerial
racehorse.
“OK Suzy, ready?” I ask.
“Yes, let’s go!”
12
Aviators Ball -
WHAT A NIGHT!
BDFA Chairman Mike Miller-Smith and friends
More wine for the Chairman please!
Guests arriving included this sparkling crowd
Phil Reeve & Friends
After drinks, canapés, and a brief introduction by Mike Miller-Smith,
guests taking their seats for the gourmet four course meal were
delighted to find that radio controlled biplanes and helicopters were
tantalisingly available on their tables - soon the high, enchantingly lit
room was alive with diving and circling aircraft, with more than one
spectacular ditching… Waiter! There's a plane in my soup!
Richard Noble &
Simon Rapkin
Jo & Simon Rapkin – “Did you spill my pint?”
Dr Frank Hardiman of the
Purley Rotarians with
wife Rabab
Breitling capped waiting staff and
roving “close” magicians had to
run the entertaining aerial gauntlet
well into the meal before most of
the exhausted aircraft went out of
commission.
Philip
Whiteman
(left) editor
of Flying
Magazine &
Mark
Greenfield
from Ultimate
High take a
flying lesson
13
Miles Hilton Barber, blind aviator
and adventurer, gave a gripping
and inspiring
presentation of some of
his many unlikely and
unusual exploits - from
chancing his luck with
Great White sharks, to
flying to Australia by
microlight - which had
the room alternately
spellbound, and shaking
with laughter.
Aviators Ball,
the place
for the
beautiful
people!
B D FA
Mark Greenfield of Ultimate High
enthusiastically auctioned his own
fabulous prize, of an Ultimate High
Top Gun Experience. BDFA
member and DHL pilot Martin
Bethell had to follow that,
auctioning a 757 simulator session
kindly donated by DHL.
Fundraising activities
included the “sign a
note” draw for a trip
Ben Bennett & Emrys Harries
and meal on the Orient - “that bloke looks just like
Express British Pullman.
Richard Noble”
Spring
Mark Greenfield
Issue
2008
The Aviators Ball took place on 24th November, at the
Amadeus Centre in London. It was a fantastic
celebration of flight and achievement - a dazzling
aviation showcase, with all proceeds going to the BDFA.
Miles Hilton-Barber’s
inspiring speech
Christopher Foyle
Table magic from Zane
As well as being a captivating speaker, Richard Noble proved to be an
impressive auctioneer, with some fabulous prizes as ammunition including the amazing last minute 'on the night' offer of an L39 jet
fighter flight from Franz La Rosee of Breitling UK (won after stiff
competition by Tim Ellison, BDFA co-founder!).
Tom &
Harriet
Mackle
check out
George
Michael
Graham tribe surrounded by happy revellers
Richard Noble & Miles Hilton-Barber:
record breaking auctioneers
Watch out - Franz la Rosee of Breitling UK
& Mike Miller-Smith with the Breitling girls
The band “4AM” were brilliant, keeping the
tempo going for some phenomenal dancing, and
the bar well stocked - including an ice sculpture of
the BDFA logo, doubling as a Vodka luge.
The evening raised an amazing £16,000 for the
BDFA, an enormous contribution to what we do
best - getting the disabled and profoundly ill into
the air to share the special experience of flight.
John McLelland from Rolls-Royce takes delivery of
a signed George Michael poster
Thanks also to www.photovogue.com for the
photography.
Professional prints are available - visit
http://photobank.photovogue.com/v/BDFA/
to browse the library.
Amadeus Centre the outside story
Keep the Ball rolling…
Aviators Ball 2008 is being planned now - bigger, bolder,
better - details and dates for your diaries coming soon at
www.aviatorsball.co.uk.
Spring
Issue
2008
Christopher Foyle, Air League Chairman wins a
signed Red Arrows photograph
B D FA
Thanks to all who supported it and a special
thanks to our sponsors for the fabulous auction
prizes.
14
On returning home in September 2005
following a six week intensive flight
training course in the Southern
hemisphere, armed with a South
African PPL, I confidently believed I
was more than adequately prepared
for adventuring within UK airspace.
How wrong could I have been?
Make no mistake, obtaining my SA pilots
licence was in hindsight, invaluable, but it's
only now, after 110 hours (60 UK hours) that I
appreciate how fortunate I am to have
continued my flying with the BDFA.
My first 13 hours flying with the BDFA were in
the Bulldog, alongside Alex, one of their
instructors, with the intention of achieving
type approval for this aircraft.
Unfortunately, I came to discover that the
South African CAA does not recognize the
Bulldog for type approval.
However, I've recently been informed that due
to forthcoming changes in their rules, this
may not be the case in the near future.
Although my training in the Bulldog was
immense fun, what I didn't fully appreciate
during these hours was just how much I was
learning about the UK airspace and
communication procedures, and how different
these are to the environment in the southern
hemisphere where I was trained. Not only is
our airspace busier, but our airfields and their
associated restricted zones are much more
condensed. Believe me, it's very easy for the
inexperienced and unfamiliar pilot to stray
somewhere he shouldn't - I've done it myself!
In the UK most of our communication is with a
local ATSU, requesting the required services
from them as they are nearly always close at
hand.
In SA however, some of the pilots radio work
involves communicating with other aircraft to
ensure there is no conflicting traffic in the
locality. The nearest ATSU could be hundreds
of miles away.
I must emphasise here that I am not
criticising the South African training at all. On
the contrary, the level of training was first
class and it was one of the greatest
experiences of my life.
Looking back, I believe that it was in South
Africa where I learned how to aviate, but it is
in the two years since where I have begun
mastering how to navigate and communicate.
However, I still feel that I'm nearer the bottom
of the learning ladder than the top, but with
the help of many a willing BDFA instructor, my
aviation, navigation and communication skills
are gradually moving in the right direction.
Flying with the BDFA, whether solo or with
instruction, is always great fun. This is a point
I can't emphasise enough! Almost everyone
associated with the BDFA has already had a
successful career in aviation, and now seem
intent on “giving something back” and
ensuring others get similar enjoyment from
their aviation pursuits. When I first returned
from SA, I gained a couple of hours
experience at a local flying club.
Unfortunately, I didn't enjoy this at all as I
found myself sat next to someone with no
communicational or personal skills
whatsoever, and I paid around £300 for this
privilege. Imagine being trained to fly by
Simon Cowell and you'd be in the right ball
park. If I'd
remained in this
environment, I
don't believe I'd
be flying today.
How lucky I am to
have found somewhere that's not only an
immensely enjoyable environment, but less
than half the cost of anywhere else.
Reflecting on the last two years, I don't think
there could have been a better introduction to
flying. I am currently converting to a UK
licence and hopefully by the time you read
this I'll have completed this process.
Bournemouth Commercial Flight Training have
recently been very helpful with my licence
conversion and I am very grateful to them for
all their enthusiastic assistance. If anyone
wants any help or advice on converting an SA
licence to a UK JAR equivalent, please don't
hesitate to contact me. Now that the BDFA
are a registered training facility, they are able
to assist with this.
I can't begin to explain the enjoyment that I
now get out of my flying and I certainly forget
all about Hereditary Spastic Paraplegia
whenever I'm taking to the skies.
Thanks to FSD for providing me with the
opportunity in the first place.
Thanks to the BDFA for providing the
perfect, affordable flying environment,
enabling me to continue enjoying the best
pastime imaginable.
I hope many more people are able to follow in
my footsteps.
Ben Bennett
BDFA now at Tatenhill Airfield…
PA28 G-AXJV was relocated to Tatenhill Airfield in
Staffordshire on 1st June 2007. Since then it has flown
numerous times from Tatenhill on BDFA trial flights,
lessons,navigation exercises and also on self-hire. From
4th October to 20th October 2007 Bulldog G-DISA was
also based at Tatenhill and quite a few amazing
aerobatic flying lessons were enjoyed!
Thank you ever so much to instructors Mark Edworthy
& Charlie McIlroy for all their fabulous efforts and for
spending such a great deal of their spare time flying
BDFA members at Tatenhill. Many thanks to Mike and
Paul Shelton at Tatenhill Aviation plus a really big
thank you to Margaret at East Staffordshire Flying Club
for all her lovely cups of tea & cooked breakfasts! Finally,
thank you to Propwash who have kindly sponsored
the BDFA and ensure that G-AXJV receives a magnificent
professional exterior & interior valet cleaning every 2
months, which is absolutely fantastic. For more
information, or to become a BDFA sponsor, please email
[email protected].
BDFA Tatenhill flyers from June to October 2007:
Kevin Arblaster,Tim Cappleman, Brian Catchpoole, Mr
Coles, Steve Derwin, Stuart Dunne, Mike Edwards,Tim
Ellison, Chris Fisher, Mary Gwinnell, Mary Hepburn,
Malcolm Hollinshead, G Lewis, Ryan Nestor,Traceyanne
Pilato, Nina Ramskill, Gary Rawlings, Mark Salter,
Louise Scotter, Steve Robinson, Janet Waterworth, Carl
Weininger.
Louise Scotter
A
G R E AT
C O U P L E
O F
Y E A R S
•
B D FA
N OW
AT
TAT E N H I L L
A I R F I E L D
A Great Couple of Years
15
B D FA
Spring
Issue
2008
MS Aerobatics
Lasham Open Day this summer
For the first time in a long while I was in the right place
at the right time, and just for once, I knew it…
The Bulldog was just creeping to a
halt, Alex and Ben beaming
alarmingly big schoolboy grins, as
they set the brake and switched off.
They had clearly been playing. Now
luck had made it my turn - my first
flight in the Bulldog.
The first thing that struck me when I
sat down was the stick rather than
yoke - very much more Biggles, I
thought, looking around and trying to
take it all in. Having only before been
in PA28s, the adjustable pedals,
rather than adjustable seat, were
another new diversion for me, and I
spent a little while soaking in the
fantastic visibility the Bulldog
affords. I was missing the point.
What should have struck me first
was the five point harness.
After a few hiccups caused by an
entrenched reluctance to start from
hot, the 200hp Lycoming popped and
shuddered, crackling into life.
It was a day of big clouds. Lasham
quickly slipped from view behind us
as we turned and headed north, was
momentarily glimpsed again, then
hidden by the shifting, billowing,
scenery. In 'The Wind In The
Willows', Ratty said that there was
nothing - absolutely nothing - half so
much worth doing as simply messing
about in boats. That morning I knew
that Ratty had never flown.
Spring
Issue
2008
First a loop. Picking up speed in a
shallow dive, then back hard with the
stick… I didn't know what to expect,
but that didn't last for long, as my
head was squeezed down, chin
against chest, the most extraordinary
feeling of heaviness I've ever
experienced. With my head fighting
hard to pour itself down my neck, I
thought I'd have to open a couple of
shirt buttons to be able to see out.
Then, over the top of the loop my
headset gave up the fight, lost its
tenuous grip on my ears, flew off and
scuttled across the canopy…
…I looked up, and saw
the peculiar sight of
Basingstoke 4,000 feet
above me. Very, very
odd.
I don't suppose that anyone will forget
their first experience of aerobatics. I
knew even then that I wouldn't, and
that there was more to come. The
Bulldog has a g meter, to show you
how frightened you ought to be, which
indicated that we had pulled 3.5g as
we entered the loop. I now knew the
quick way to weigh 42 stones. At 3.5g
your eyebrows feel heavy. However
modest this would sound to a fast jet
pilot, as a new experience, it was
astonishing.
Next, after recovering my headset and
giving a comforting extra tug to each
part of my harness, a stall turn. Plain
eerie. It simply isn't right for an
aircraft to come to a complete
standstill, pointed straight up, but it
made an interesting contrast to be
momentarily weightless as, with the
last breath of wind over the wings,
we yawed to fall into a vertical dive
with the prop clawing at the air…
…before climbing
again to search for an
open passage in the
languidly boiling
cloud, to spiral into a
lengthy, smoothly
elegant barrel roll,
and watch the horizon
move completely
round the clock.
Amazing.
My son Rob had beaten me to it by
some years, performing his own
aileron roll in a Yak 52, hidden
amongst a bewilderingly skilful
display by the pilot/owner. Now I
could remember, and much better
appreciate, the excitement in his
voice when he told me about it, as
we built up speed to enter our
own… to roll tightly around our axis,
peel off and head south for home.
Throughout, because MS has stolen
my sense of balance, I didn't feel
even slightly queasy. It felt perfectly
natural to be tearing about all over
the sky inside a cement mixer, really
quite normal. They say that every
cloud has a silver lining, and we
looked at quite a few just to make
sure.
It was a great experience that I am
truly grateful for, but I'll be perfectly
happy to make do with learning to fly
straight and level, and leave the
lively bits to people better adapted to
grinning than I am.
Come to think of it, my son does a
lot of grinning…
Emrys Harries
B D FA
Alex reckoned it would be a waste to
go flying in such a delightfully agile
aircraft without giving it some work
to do, and asked me if I felt up to
taking part in, rather than looking up
at, some aerobatics. I have seen
plenty of aerobatic displays - I've
never missed RIAT, my wife works
there as volunteer airside medical
staff - so I was hardly going to
refuse. That alarming grin crept back
over Alex's face, and we went off to
find some clear space between the
clouds, climbing as we went.
16
Four Corners Flight
The challenge was to officially become the first British
pilot to fly a homebuilt airplane around the 'four corners'
of the USA, set multiple international FAI world speed
records during the flight and promote the charity Flying
Scholarships for the Disabled.
The challenge was to officially become the first
British pilot fly a homebuilt airplane around
the 'four corners' of the USA, set multiple
international FAI world speed records during the
flight and promote the charity Flying Scholarships
for the Disabled.
F O U R
C O R N E R S
F L I G H T
A M E R I C A
2 0 0 7
Indeed pilot Steve Wood can claim to be the first
British pilot to have 'twice' flown a homebuilt
airplane around the 'four corners' of the USA.
Back in 2005 he made a similar flight, at that
time promoting Young Eagles flights, but didn't
get the landings recorded. See:
http://www.fourcornersflight.com
17
The 2007 flight officially recorded Steve landing
his GlaStar airplane, Spirit of Endeavour,
affectionately known as 'GOOFY' from its unique
registration N-600FY, at the tower controlled
airports at the 'four corners' of the USA - Key
West, Florida - San Diego, California - Bellingham,
Washington State - Bangor, Maine.
The flight statistics were impressive:
✦ 10019 miles in 7 flying days 70.6 flying hours
✦ Averaging 1431 miles each day at
142 mph overall average speed
✦ 2 International Transcontinental FAI
World Speed Records provisionally set
✦ 28 other FAI International World
Speed Records provisionally set
Steve's records can be found at - http://
records.fai.org/general_aviation/pending.asp
But success was hard earned with Steve being
frustrated by delays and setbacks . . .
Steve originally planned to fly his 'four corners'
flight around America in May 2007, but severe
weather meant a change in his flight plans
and the 'four corners' flight was postponed
until July.
A short 'weather window' then suddenly
appeared allowing Steve to fly a record setting
flight from Florida to Canada on the same day
that his friend, mentor and double world flight
record breaker Polly Vacher started her 'Wings
around Britain' flight - and both pilots were
promoting Flying Scholarships for the Disabled.
B D FA
Steve set his first 3 FAI Class C1b international
world speed records, including a London to
New York record in a time faster than Concorde's!
The flight was truly international and much time
was spent flying over water during the two days
of the flight starting from Orlando before visiting
London and Detroit. Of course, the London
involved was not in England but Canada.
Nevertheless it was a true international world speed
record and appears on the same page on the FAI
records website as the more well known 'London'.
Another coincidental link with Polly Vacher's flight
around Britain was that Steve finally started his
'four corners' flight at the time when Polly was
finishing her record breaking flight.
Flying the disabled was not new to Steve as for
the past 10 years he has been actively involved
in arranging free Young Eagles flights for disabled
and life limited children, initially in England
but more recently in Florida, Goofy's base. Over
the years he's arranged flights for over 1500 kids
in many different airplanes.
Originally Steve intended to set only a handful
of records but the challenge became too great
and he decided to set as many records as he
could for the UK during the flight. Indeed, by
comparison to sorting out the paperwork for
certificating the records, the flight itself was easy.
In the end Steve set more records than planned.
At 32 records he thinks this beats the previous
number set by a British pilot flying a homebuilt
airplane by 1, and setting 12 records in a single
day may be another record for a British pilot flying
a homebuilt airplane.
Perhaps the greatest challenge of a long flight
in a small airplane around such a large country
as America is constantly changing weather.
Because of the large number of records Steve
was setting good weather was essential but the
chance of favourable weather for seven days
in a row was remote with the many climatic
zones involved.
What were the
highlights of the flight?
The Florida Keys were as sparkling as ever and
the landing welcome at Key West, where
the they have their very own 'Conch Republic',
was in typical 'laid back' Island style. No
garlands though as this was just at the start
of the flight and there was a long long 10000
miles to fly.
Florida and its Space Coast has always fascinated
Steve, and is where Spirit of Endeavour is based.
Each time Steve flies past the Kennedy Space
Center he see's the Shuttle launch pads and
can never forget the dawn Shuttle launch
he viewed from the air before the post 9/11
restrictions stopped this.
Flying west had the advantage of added
daylight from changing time zones. No records
were set on this transcontinental part of the
flight but the scenery, including the rice fields
of the Mississippi, was awesome. Following
Mississippi came Texas, a huge state, which
often spawns massive thunderstorms. This was
no exception during Steve's flight from Daytona
Beach to Lubbock.
Beyond Texas were the spectacular sights of
New Mexico and the ever rising mountains of
eastern Arizona and its Apache country. Arizona
was the last of the 48 contiguous states
admitted to the union in 1912 and Steve
viewed this vast state from 14000 ft, or almost
3 miles high. The parched deserts contrasted
with vivid green swaths where watering has
dramatically changed the landscape. This is also
true of south eastern California and Steve was
familiar with this area having done his initial
flight training there in 1993.
Reaching the Laguna Mountains, east of San
Diego, reminded Steve of the day in March
1993 when he was returning from his long
solo cross country flight ready for his check
Spring
Issue
2008
America 2007
by Steve Wood
ride. Then he climbed a low powered Cessna
152 to over 13000 ft to clear weather over
the mountains. On the 'four corners' flight he
could now. Being IFR qualified, fly through the
clouds but this time the sky was crystal clear
with only 6000 ft needed to clear the
mountains.
Brown Field in southern San Diego, almost
touching the border with Mexico at Tijuana,
was the second of the 'four corners' airports
to be visited. Here the tower staff made
Steve most welcome, as did those members
of EAA Chapter 14 who had remained after
their regular Saturday morning meeting. The
tower and the Chapter hanger almost touch
one another so there's good cooperation
between everyone.
Steve enjoyed a spectacular flight up to San
Francisco, not above the Pacific Highway
weaving its way along the coast, but flying high
above the San Joaquin Valley. First there was
the steep climb out from the San Fernando Valley
skirting the Mojave Desert and glimpsing in the
far distance the famous Edwards AFB with its
massive Shuttle landing runway.
By now the scenery was changing as mountains
appeared once again, the next starting point
being Medford, Oregon. Rogue River airport
sounded interesting and Steve found afterwards
that this area had a history stemming from the
native American tribes before the 1851 gold
rush when over $70 million of gold was
extracted from the area. The flight conditions
were superb - smooth air at 12000 ft and
views for hundreds of miles. Mount Shasta
was truly awesome as it passed by off Goofy's
right wing, seemingly so close, and at 14162
ft the snow covered peak was at Steve's eye
level.
Three more record starts to go in California, the
first from San Jose, south of San Francisco.
Inland from the Pacific, San Jose was in the clear
and Steve could clearly see the 'Marine Layer'
edging away from San Francisco. Livermore, the
official start airfield for the San Francisco record,
chosen being away from the 'Marine Layer', soon
was in sight then onwards to California's capital
city Sacramento and the start of yet another
record.
It was to get even better as one after another
snow covered peaks appeared on the flight to
Portland and beyond. Portland was the eleventh
start of the day and soon Seattle would be
reached where the start for the final record was
directly overhead the Boeing facility at Boeing
Field, just north of Seattle. Jepessen, a Boeing
company, has been a great supporter of Steve's
flight so it was fitting that a record would start
here.
F L I G H T
A M E R I C A
Issue
2008
2 0 0 7
The flight north from San Diego was to be a
long one - 1287 miles - the challenge to set
12 international world speed records during
the day, all of them finishing at Vancouver
in Canada. Southern California is infamous for
its 'marine layer' and had Steve not been IFR
qualified he'd have been stuck on the ground
at Montgomery until the clouds, rolling in from
Spring
C O R N E R S
But it was Montgomery Field in San Diego
which really brought back memories as Steve
last visited this airport in 1993 for his flight
raining. Steve perhaps started his record
setting then as he qualified for his pilot
license in under two weeks in the worst
winter weather seen in San Diego for years!
Not much had changed, although many
more aircraft about and security was stricter.
There were more Mexicans too and Spanish
seemed to be the predominant language.
Montgomery Field is so close to the 'Top
Gun' airfield at Miramar that there are severe
flight restrictions in the area - meeting an F15
head on is something worth seeing, although
in reality the flight paths are well separated.
Santa Ana, the second record start point, came
and went hidden under the clouds as did the
massive airport complex of Los Angeles
International. Little better was the view of
Santa Monica, the third start airfield. At least
the start points at Burbank and Van Nuys could
be seen as Spirit of Endeavor popped in and
out of the clouds. Four records started at this
point and more to come!
Perhaps Steve should have got California's
Governor, Arnold Schwarzenegger, involved in
promoting FSD, but there's time yet! The
Sacramento Valley was stunning in a different
way to what was still to come as Steve headed
to his first and only fuel stop of the day at Oroville,
just north of Sacramento. A quick turnaround
meant less time lost with the clock continuing
to tick for the records started before the fuel
stop. Chico was the next starting point and the
last in California.
F O U R
Both times Steve has been in San Diego on
his 'four corners' flights there has been a 'Comics
Conference', the largest of its kind in the
world. There were simply no rooms available
anywhere!. Back in 2005 Steve slept upright
in an office chair in Brown Field's terminal
building, but this time he flew back across
the mountains to Imperial to a motel right
alongside the airport. This flight gave Steve
a spectacular view of sunset over the Pacific
lighting up the vast metropolis of San Diego
in a warm glow.
the Pacific, lifted later in the day. An early
morning start was essential to complete the
record setting flight and Steve fortunately had
coordinated overhead timing with the ATC
centers on the flight route. For the first hour
or so Steve only occasionally glimpsed the
ground, but then the clouds magically cleared
with crystal clear sky all the way to Canada.
B D FA
18
Four Corners Flight America 2007
airport at Paine, north of Seattle, was the starting
point with 'Goofy' passing overhead at 8000
ft before turning sharply east to head over
the peaks of the partly snow covered Cascade's
out of Washington State and across Idaho to
Malta, in Montana, for fuel.
Bellingham, just across the border in the USA,
was the third of the 'four corners' airports and
the overnight stopover. Before this Steve had
decided on a challenging crosswind landing
for fuel at Blaine, literally 'only just' in the USA
as the airport adjoined the border fence. No
problems with customs for Steve as he'd flown
on a US IFR flight plan all the way from Oroville
to Blaine, tracked continually by radar!
Steve enjoys Pacific salmon so a night in
Bellingham gave him the chance to watch
another spectacular sunset, this time from the
ground, at a restaurant alongside the harbor.
Leaving Bellingham the next day saw Steve head
north once again into Canada to start the first
of two international transcontinental speed
records - Vancouver to Bangor. Langley airport,
just across the border, was the starting point.
Once again the weather was superb and Steve
had another spectacular view of the Rockies before
he headed south to start the record attempt.
The aim today was to fly halfway across the
northern part of the American continent to
Duluth, Minnesota. By comparison only one
record would be completed today, from Vancouver
to Duluth, but there would be a second
international transcontinental record started
from Seattle to Halifax, Nova Scotia. Snohomish
19
After the fuel stop at Malta, Steve thought the
flight would be fast and uneventful all the way
across the vast prairies to Duluth. With a very
strong tailwind Goofy's speed
was approaching 190 mph at
times so it looked like Steve
would land early in Duluth. The
weather Gods had other ideas
as suddenly a massive storm
front developed right across
North Dakota. Having Nexrad
weather on-board allowed Steve
to view these storms as they
developed and plan a detour
over into Canada.
Eventually Steve reached Duluth
well after dark for a short
overnight stop at the airport,
thanks to Monaco Air. Ever
onwards, the next day saw the completion of
the two transcontinental records as well as
another seven international records set - Duluth
to Ottawa, Duluth to Montreal, Duluth to Halifax,
Ottawa to Bangor, Montreal to Banger, Bangor
to Halifax and Halifax to Bangor. Halifax in Nova
Scotia was the most easterly point on Steve's
route, but first there was a landing at Bangor
International, the fourth and final of the 'four
corners' airports. In just one day Steve had
seen a wide variety of landscapes and flown
the longest distance of the whole flight - 1793
miles - before finally landing at Lewiston, in Maine.
Even with the two transcontinental records
finished, Steve had more record setting challenges
ahead. First to fly again the world's shortest city
to city records which he thought he'd set in May,
but now the FAI wanted him to fly a greater
distance between checkpoints. This worked to
his advantage as the speeds from Detroit to
Windsor and Windsor to Detroit, second time
around, were faster. Before getting to Detroit
Steve had a superb view of Niagara Falls thanks
to ATC allowing 'Goofy' to fly through the
normally restricted airspace. After Detroit Steve
F O U R
C O R N E R S
F L I G H T
A M E R I C A
2 0 0 7
The Cascade mountain range had been in view
for many miles and this would continue right
until Spirit of Endeavor reached Vancouver, the
finish of the day's twelve international world
speed records. But first came the magical views
of the Puget Sound and the San Juan Islands,
their waters sparkling in the sunlight. Pitt
Meadows airport, to the east of Vancouver,
was the official finish point today, but there would
be no landing in Canada or Steve would have
to waste time with customs both in Canada and
on his return to the USA. Twelve records were
set with the finish at Pitt Meadows, made even
more worthwhile with the unforgettable views
of the Canadian Rockies to the north.
Crossing the Cascade range was truly
spectacular, and the great scenery continued
through to beyond the Great Divide, east of
Kalispell. Communication with ATC was difficult
at times but being on an IFR flight plan protected
'Goofy' from other traffic. Nevertheless, Steve
was surprised to see a regional airliner pass close
by, perhaps only 500 ft below him, with no
warning. Before reaching Kalispell Steve had to
avoid the numerous wildfires burning in the forests
of Montana. These could be seen miles ahead
and Steve's close up pictures captured vivid
views of the devastation.
B D FA
continued
flew to Hillsboro, Ohio, where he'd spent a
month in September 2006 replacing Goofy's
engine after a catastrophic in-flight failure of the
then brand new Eggenfellner Subaru engine.
Needless to say Steve has now fitted a Lycoming!
After a day of rest, the challenge was to set the
final five international speed records during
the flight from Ohio, via London in Canada,
back to Florida.
Saturday, 4 August 2007, dawned with 1427 miles
to fly and the Dayton to London, London to
Cleveland, London to Columbus, London to
Knoxville and London to Atlanta records to set.
All were true international records with once again
Canada and the USA being the countries involved.
Dayton, the birthplace of aviation, has a link with
'Goofy' as Steve's airplane received its certificate
of airworthiness on the 100th anniversary of the
first flight - 17 December 2003 - after a build
period of 7 years!
The scenery was again varied, as was the
weather with summer storms popping up to divert
'Goofy' from its flight plan from time to time.
Spruce Creek Fly-in (www.fly-in.com), just south
of Daytona Beach, Florida, was the final destination
and home base of 'Goofy'.
Steve had met the challenges of the flight with
great success, but then came the long long
process of collating over 60 start and finish
certificates. Of course, this is essential to ensure
that both the Royal Aero Club in the UK, and the
FAI, accept the records as British National and
World speed records.
What comes now? Steve intends to use his
record setting achievements to publicise Flying
Scholarships for the Disabled in the UK and
more particularly the USA. He also intends to
develop links with Dreamflight, an organisation
giving disabled and life limited kids from the
UK a dream holiday to Orlando.
Further flight details and more pictures
at: www.fourcornersflight.org
Spring
Issue
2008
Who says I’m too old? - Part 2
The months since I last wrote the first part of
my story for this magazine seems to have
flown by, (excuse the pun) as I come to the end
of my training I wanted to complete my story,
I hope you find it as interesting and inspiring
as the first.
I was lucky being able to continue with my tuition
during those dark winter months, dodging the
rain and what little snow we had here in South
Wales, and having to compete for aircraft time
with all my fellow student pilots, who also
wanted to fly.
Around this time a new syndicate was forming
at the club and I couldn't resist! Five of us
now own a Cessna 175b, and once she's ready
we will be able to fly as and when we like.
Instructor Carl has gradually increased the
workload now, with more detailed radio calls,
flight planning, pre & post flight talks and
more advanced air work. The first time you get
a simulated engine failure is a bit scary, but once
you get into a routine it becomes easier to
cope with.
Simulated forced landings from 3000ft came
next: pick a suitable site into wind, plan your
descent, (all this with the engine just ticking
over), all the checks, give instructions to your
passengers, make a Mayday call, give position
& details, (if you have the time, that is), and
fly the plane down to your intended landing site
before applying full power for the climb out
to regain the safety of height.
Steep turns next. You really notice the G force
as you pick the nose up and turn through first
180 then 360 deg both left and right. Great view
too!
Spring
Issue
2008
Due to the weather, a club fly out to France
on the 18 & 19th July was cancelled, so instead
we decided to head for Galway on the west coast
of Ireland. Leaving Pembrey early we breakfasted
at Haverford West before setting off out across
the Irish Sea.
This was my first private flight out of the
country and across water. We cruised at 3500ft
most of the way over the beautiful green
countryside, touching down just in time for lunch,
After a look around I went to visit some friends
who lived nearby that I hadn't seen for many
years, whilst my club mates enjoyed the local
hospitality and entertainment on offer in the lovely
city of Galway
Next morning after a city tour we took off for
Innis Mor, an island off the coast, We had a
beautiful scenic tour around the 3 islands
before landing, followed by lunch in the only
local pub we could find.Having spent a pleasant
visit on the island it was time
to journey home. We are
now able say that we have
flown our own aircraft, GARRI over the Atlantic
Two more aborted attempts were made to do
my final skill test, but the weather blocked it
again until finally on Tuesday 4th Sept the
sky turned clear and blue; perfect.
We took off and I carried out all the manoeuvres
as instructed by my examiner - stalls, steep turns,
an EFL, flapped and flapless landings, Climbing,
and finally landing.
After a long debrief and a mountain of paperwork
I had passed out as a pilot. It's up to the CAA
now when I get that coveted licence back, so
that I can at last take my fiancee up for her first
flight.
The whole experience has been well worth all
the time and money, endless studying
late into the night, but it's a childhood ambition
fulfilled and I am grateful to my instructors and
fellow pilots for their patience and constant
encouragement during the 16 months it has taken
me to complete the course, and the lasting
friendships made around the country along
the way.
So whatever your age, ability or disability, never
think you can't, say yes I can, and give it a try,
prove to yourself that you can, and most of all
enjoy the experience, even with all the ups
and downs and I promise you'll feel good
inside.
Happy Flying
Peter Bishop
September 2007
The flight back was
uneventful except for the
wonderful panoramic views
of Ireland as we flew east at
3000ft, we passed Shannon,
a n d K i l k e n n y, a b e a m
Wexford and coasted out
over Stub Head. Wales soon
came into view and before
O L D
I was given the route and flight information I
was to fly and set about the flight navigation
plan ready for my examiner to check prior to
take off in about an hour. Having done all my
training on a PA28, I found that it was out of
The radio oral exam is a flight around an
imaginary flight plan making and answering
the various calls, dealing with a “Mayday”, asking
for and using air traffic information etc. I did
make some silly mistakes but corrected them
and at the end after the debrief I discovered I'd
managed another pass. I was glad of the drive
home to relax, calm down and to savour the results
of my days work.
I enjoyed my afternoon alone up in the elements.
TO O
I didn't sleep much that night, my tummy was
doing loops, I couldn't eat or drink and felt like
a schoolboy doing his first GCSE, my last test
being my driving test in 1961!
To make the 100 mile round trip worthwhile
Derek had arranged for me to do my oral radio
exam the same day, as I'd done the written
paper earlier. So I sat down with all the radio
paperwork and a cup of tea and prepared myself
for another challenge to round off my day.
On Friday 31st August the weather was good
and I was able to finally do my qualifying
crosscountry, flying from Swansea to Aberporth,
then on to Haverford West and home.
I ’ M
I was beginning to doubt I'd ever get my
navigation exam done when Derek from
Cambrian Flying Club asked me on 16th July
if I could make it to Haverford West for 1430hrs
the next day.
After a flight debriefing with my examiner I
was finally delighted to be informed that I'd
passed.
On the 3rd August I took my final Aircraft
technical exam. I found early on that my brain
found it easier to absorb the knowledge on a
one to one basis, hence my return to ground school
in Bournemouth. After a long hard day I gained
an 80% pass, so that's all the exams done now,
I can now relax a little!
S AY S
June's weather seemed to be set against me, but
on the 18th June I was lucky to be chosen to
fly from Swansea to Pembrey airfield with
Polly Vacher on this leg of her Wings Around
Britain tour in aid of Flying for the Disabled.
Polly was really great, and I was pleased to have
had the opportunity to take part in her epic journey.
With 70mins in the air map reading, plotting
course changes, recognition work etc, time
flew by. And I was calling “ finals to land
runway 21 “ before it sank in that I had actually
done it.
very long we were lining up to land on our own
airfield at Pembrey.
W H O
I had been flying solo for some time now
gradually venturing out across country to
practice my navigation skills, identifying places
and buildings, following roads and
railways,(keeping them to my left) and
recognising ground features, all in preparation
for my navigation skills test.
service so I was offered the use of the clubs
Cessna 150. The alternative was to abort the
test. Access isn't easy in the Cessna, especially
combined with my height and metal knees,
but I managed to squeeze in. My examiner
Keith came aboard, and I was finally ready to
prove myself capable of getting us safely and
on time from A to B via C at last.
B D FA
20
A Scholars Story -
An FSD Applicants RAF Cranwell Experience
Towards the end of March 2005 I was delighted to learn that I'd been selected to attend RAF
Cranwell in Lincolnshire for the final selection process of the FSD scholarship scheme.
n Monday 18 April I left my home in
Wimborne, Dorset for a 5 hour drive
to Cranwell arriving there mid
afternoon. The remainder of that afternoon
and evening was spent introducing myself
and chatting with the other 23 potential
scholars and the 8 mentors (previous
scholars who were there to assist).
A
S C H O L A R S
S TO RY
•
M Y
F I R S T
F L I G H T
O
21
Tuesday morning consisted of an interview
with a couple of FSD Trustees followed by the
ears, eyes and heart part of the medical. I
was very impressed with the thoroughness of
the medical, and surprised at how relaxing
the interview was. After lunch, my medical
was concluded and immediately after this I
was taken to a nearby light aircraft to
demonstrate that I was able to access a PA
28 Warrior safely. Later in the afternoon,
together with all the other applicants I sat
down in a computer suite and got stuck into
the aptitude test, which lasted about an hour.
My First Flight
Since I knew how to count to 10 I have been
interested in aeroplanes and at the age of nearly
40 I finally got my chance to actually control one,
even though I didn't know I was going to!
Kemble Airfield was the venue and the Mobility
Roadshow was the event. As Managing Director
of Cyclone Mobility and Fitness I had attended the
Roadshow since it's time of inception at Crowthorne
testing grounds. However, recently the event has
somewhat changed its approach and rather than
the hum drum buzz of motor vehicles motoring round
test tracks it has opened up the skies. Last year
I attended and Jacqui Jones - of Mobility Choice
- suggested that I might like to participate in the
new activity at the Roadshow. So I did just that
and the passenger ride in a microplane piloted by
a very experienced paraplegic pilot whet my
appetite so much that I knew one day I would finally
get around to that PPL I had promised myself.
At the age of 17 I had unfortunately encountered
a ditch following a 3 times rollover in a wonderful
Mk II escort and severed my spinal cord at the
C6 vertebrae, leaving me paralysed from chest
down and loss of function in finger flexion.
What a bitter disappointment, as only weeks before
I had been talking to RAF recruitment about
university sponsorship with the intention to fly
GR1 Tornado aircraft. The childhood dream
had come to an abrupt end.
B D FA
Tuesday evening was also spent in the bar
chatting to fellow candidates and FSD
Trustees.
Immediately after breakfast on the Wednesday
morning I smartened myself up to the best of
my ability and waited to be called for the final
interview. Luckily I was one of the first on the
list and so the wait wasn't too unbearable. On
entering the interview room, although the
initial sight of around 25 people facing me
was a little daunting, ACM Sir David Cousins
instantly made me feel very comfortable with
his initial exchanges. Members of the board
sat in the front row and one by one asked me
diverse questions which I did my best to
answer with some intelligence! In fact the 20
minutes of what I'd anticipated would be
torture raced by and I left the room feeling that
it had gone pretty well. I stayed for lunch, but
shortly afterwards, said my goodbyes and set
off for home.
Anyway, a year later and I was ready to go up
in the air for another passenger ride but the first
day at the Roadshow was incredibly busy and
lots of people needed to be seen. Plus, I had
a new purpose and needed to introduce my
colleague from the charity Back Up to a number
of equipment manufacturers and motor vehicle
suppliers.
Knowing that I really wanted to fly, a representative
of the BDFA had visited our stand to say I could
fly and I arranged a flight on the first day. Very
lucky that I did as the next day was a day many
people will remember - especially those who spent
18 hours on a flooded M5 motorway!
So off to the aeroplane it was. “Hi my name is
Mark and I will be your instructor today. Have
you flown before?” Mark asked. “Yes, last year
at the Roadshow in a smaller aircraft,” I confidently
said. So the leap onto the wing was next, which
was done with reasonable ease, then I dragged
myself up the wing and climbed into the left seat.
Mark followed and after a few checks and radio
communication we were off down the runway.
Up in the sky it was breathtaking, a beautiful clear
sky which was so amazing considering what
tomorrow had in store. At 2,500 feet Mark
calmly said “We are now going to perform some
basic manoeuvres, just take hold of the controls
and follow me; the nose is pointing up so we
need to level out the aircraft, so we just push
the controls forward, the nose dips and we pick
While driving home I mulled over the whole
experience. Breakfast, lunch and dinner had
been provided throughout and I thought the
food was great. I'd made a couple of good
friends and all the staff were really helpful;
throughout the entire stay there was always
someone there to point people in the right
direction and assist with any mobility
problems. To my astonishment and delight,
the FSD director, Sue Whitby telephoned me
early on the Friday morning with the
fantastic news that I had been selected for a
full six week
scholarship at 43
Air School, South
Africa commencing
30 July 2005.
Ben Bennett
up speed - OK, now you have a go.” This was
followed by “If we want to climb we need to increase
the revs, pull back the controls and up we go now you have a go.” Promptly followed by “If
we want to turn left we have to rotate the
controls anticlockwise until we are leaning left
then centre and just hold it there, and we will
turn.” Now Mark told me calmly “You have just
learnt the basics of flying. Please pass me the
map.” Looking at the map he again very calmly
said “keep a lookout for other aircraft as well.”
So not only was I going to fly the aircraft for the
next 20 minutes, I was going to be trusted with
the controls of a machine that I had only ever
dreamt of piloting!
After around 40 minutes unfortunately it was all
over, but now I'm a premium member of the BDFA
with an opportunity of flying the same PA28 at
Tatenhill Airfield maybe that PPL is a possibility.
Thanks to everyone who makes
the BDFA work I am looking
forward to
blue skies!
Stuart Dunne
Spring
Issue
2008
Accessing a PA28:
A Short Guide for those comtemplating a Trial Flight
I recently had the pleasure of meeting many of the visitors to the BDFA
stand at the Mobility Roadshow.
Our clear purpose during the show was to
encourage people to consider flying,
perhaps as a hobby, or just as a one off
experience. Not unsurprisingly, visitor's
questions were many and varied, but
interestingly, the chief question asked had
nothing to do with 'can I cope with the
controls' or even 'can I afford to fly'. In
fact an overwhelming number of visitors
simply wanted to know if they would be
able to get into the aeroplane. One of our
two PA28's, G-AXJV, was available for
visitors to try out access and on the first
day, before the rain, some even managed
a flight. However, for any reader who
wasn't there and might be contemplating
a taster flight, here is an unashamedly
fundamental guide as to what to expect
when getting into one of our PA28 aircraft.
Note: The BDFA also own another aircraft
(Bulldog G-DISA) that could be more
suitable for those who might benefit from
the use of a hoist. Any committee
member would be happy to give you
further information.
From an access perspective, by far the most
important quality of a PA28 is that it has a
low wing. This simply means that when you
are sitting in the cockpit you look down on the
wing, as opposed to it being above your head.
A low wing provides an ideal surface over
which to access the cockpit (it also doubles as
a means of keeping the aeroplane in the air,
but that's another story). The standard access
method for the more mobile is to: climb onto
this wing, walk along to the door and step in.
However the wing's height from the ground
(59 cm) also makes it eminently suitable for
the more esoteric access methods including:
slide transfers (with a bit of a push up
depending on wheelchair height) or, for those
who can stand a little, it's just right to sit on.
Once you are sitting on the wing, moving
from the edge to the cockpit door is a 97
cm slide or shuffle (or whatever your
personal persuasion is). The wing surface
you are traversing is coated with anti slip
track paint, so it's a good idea to wear long
sleeves, as this paint can do a good
impression of a rasp on unprotected
elbows. At the door, there is a small (8.7
cm) lip to raise oneself over. Voila, you are
sitting in the co-pilots seat, albeit sideways.
The PA28 is a four-seater, but if it were a car
we would call it a 2+2. Both front seats
move forward and back (fore and aft if you
want to start using the lingo), just like a car.
This results in a surprisingly generous
amount of manoeuvring space in the
cockpit, albeit at the expense of rear seat
leg room. The pilot in command sits in the
left seat and if you were to become a
student then this would be your regular
position. However, it's also the seat furthest
away from the door (there's only one) so it
can make sense for those with impaired
movement to sit here, so allowing your
instructor to get in and out (on the ground)
without disturbing you (don't worry, there
are dual controls). There is a small gap
between the two front seats that
accommodates a control known as the 'flap
lever'. This will be in the down (retracted)
position when accessing the aircraft, so
sliding across is relatively easy. One lever
that can get in the way is the rudder hand
control, located in the centre of the cockpit.
If this proves to be a problem it can be
removed and reinstalled once you are
comfortably in your seat. Hopefully, you will
now find that you can turn your legs around
so that you are facing the cockpit
windscreen (a rather better view than
looking at the rear bulkhead).
Spring
Issue
2008
B D FA
PA 2 8
Brian Catchpoole
A
Will it change your life; give you new
direction and meaning? I have no idea what
buttons it will press for you, but confidently
predict it will be amazingly enjoyable,
thrilling and fun. Nevertheless, a word of
caution, flying is seriously addictive and I'm
not aware of a cure. You have been warned!
AC C E S S I N G
All that's left to do is put on your seat belt (a
three point inertia reel) and that's it, you are
now ready for your trial flight. Yes, there are
controls to be used and if you're interested
no doubt your instructor will explain them.
But their use is not essential for this flight.
Sit back, let your instructor do the work
before you have a go, and enjoy yourself.
22
LET THE
Shutting Down - DON’T
TERRORISTS
Aviation humour and trivia from around the world
Tough Flight Attendant
One Old Captain
This was overheard on an American
Airlines flight into Amarillo, Texas, on a
particularly windy and bumpy day. During
the final approach, the captain was really
having to fight it. After an extremely hard
landing, the flight attendant came on the
PA and announced, "Ladies and
gentlemen, welcome to Amarillo.
Please remain in your seats with your
seatbelts fastened while the captain
taxis what's left of our airplane to the
gate!"
"Welcome to Las Vegas, Nevada. We'd
like to thank you for flying Southwest
Airlines, and on behalf of the flight deck
we'd also like to extend a very special
and very happy 101st Birthday to a
gentleman seated near the front of the
aircraft." (scattered applause) "So... if
you happen to see the Captain on the
way out, mind his Zimmer frame, shake
his hand, and wish him well with
another 100 years working here at
Southwest Airlines."
Airliner Safety
Instruction Cards
(thanks to www.airtoons.com)
THE CHRISTMAS AIRPORT
It was a few days before Christmas. The trip went
reasonably well, and he was ready to go back home. The
airport on the other end had turned a tacky red and green,
and loudspeakers blared annoying elevator renditions of
cherished Christmas carols.
Being someone who took Christmas very seriously, and
being slightly tired, he was not in a particularly good mood.
(Almost a Scrooge, in fact) Going to check in his luggage
(which, for some reason, had become one suitcase with
entirely new clothes), he saw hanging mistletoe. Not real
mistletoe, but very cheap plastic with red paint on some of
the rounder parts and green paint on some of the flatter and
pointer parts, that could be taken for mistletoe only in a very
Picasso sort of way.
With a considerable degree of irritation and nowhere else to
vent it, he said to the attendant, "Even if we were married,
I would not want to kiss you under such a ghastly
mockery of mistletoe."
"Sir, look more closely at where the mistletoe is."
"Ok, I see that it's above the luggage scale which is the
place you'd have to step forward for a kiss."
"That's not why it's there."
D OW N
S H U T T I N G
23
Bader was also known for humour. As the
(unconfirmed but often told) story goes, after the
B D FA
She read books about how
safe it was and listened to
the stewardess demonstrate
all the safety features. But
she still worried herself silly
every time a visit was coming
up. Finally, the family decided
that maybe if she saw the
statistics she'd be convinced.
So they sent her to a friend of
the family who was an actuary.
"Tell me," she said suspiciously,
"what are the chances that
someone will have a bomb
on a plane?" The actuary
looked through his tables and
said, "A very small chance.
Maybe one in five hundred
thousand."
Douglas Bader’s visit to
Roedean School
war he was invited to present the prizes at Roedean, the
famous girl's public school. He was in full flow explaining a
particular aerial combat to the enthralled girls and got a bit
carried away, “There was one of the F*ckers above me
and one of the F*ckers below me and a third F*cker
behind me...”
"Extremely remote," he said.
"About one in a billion." Aunt
Bessie nodded and left his
office.
"It's there so you can kiss your luggage good-bye."
By a mixture of string pulling, sympathy and sheer
bloody mindedness he managed to get back into
Fighter Command and led 242 Squadron and others
and became an ace, shooting down more than 20
Nazis. He was shot down himself in 1942 and was
sent to Colditz Castle.
Aunt Bessie loved to visit her
nieces and nephews. However,
she had relatives all over the
country.The problem was that
no matter how much she
enjoyed seeing them, she
hated flying. No matter how
safe people told her it was, she
was always worried that
someone would have a bomb
on the plane.
She nodded, then thought for a
moment."So what are the odds
of two people having a bomb
on the same plane?" Again he
went through his tables.
"Ok, I give up. Why is it there?"
British hero Group Captain Douglas Bader lost both
legs in a flying accident in 1932 and was invalided out
of the RAF.
RUIN YOUR
HOLIDAY
The Headmistress leapt to her feet and said “Girls, I should
explain that Group Captain Bader is referring to the
German fighters made by the Fokker company.”
Bader replies “Well I don't know about that but these
F*ckers were Meschersmitt's.”
And from that day on, every
time she flew, she took a
bomb with her.
Spring
Issue
2008
The British Disabled Flying Association
. . . Where to fly . . .
Providing Opportunities in Aviation for Disabled People
BEDFORDSHIRE
The BDFA is a Registered Charity No: 1081804
Contact Details
Head Office & All Correspondence:
British Disabled Flying Association
C/o Lasham Gliding Society
Lasham Airfield, Alton, Hants GU34 5SS
Tel: 07967 269 345
E-mail: [email protected]
and our Midlands flying centre:
C/o Tatenhill Aviation Ltd
Tatenhill Airfield, Newborough Road, Needwood
Burton-on-Trent, Staffordshire DE13 9PD
http://www.tatenhill.com
All Membership enquiries to:
BDFA Membership Secretary*
Ben Bennett
Tel: 01202 849391
Mobile: 07941 535282
37 Wimborne Road West,
Wimborne BH21 2DQ
Chairman: Mike Miller-Smith
Tel: 07747 617045
Vice Chairman: Ben Bennett
Secretary: Norman Tench
Tel: 01494 565406
Treasurer: Rob Sheward
Tel: 07967 390227
Email: [email protected]
Web Editor: Chris Suddes
Administrator: Laura MacDonald
Chief Flying Instructor : Shona Bowman
Tel: 07770 456075 / 01869 347357
Flying Co-ordinators:
Ben Bennett (South)
Louise Scotter ( Midlands)
CLEVELAND / N.E. - Cleveland Flying School
Durham Tees Valley Airport, Darlington DL21 1NW
Tel: 01325 332 855
E-Mail: [email protected]
Web: www.clevelandflying.co.uk
Contact: Lee Scott.
Aircraft Details: Piper Archer PA28-181 G-SOBI (Visionair hand control).
CUMBRIA - Calvert Trust Centre
Little Crosthwaite, Keswick, Cumbria CA12 4QD
Tel: 017687 72255
Web: www.calvert-trust.org.uk
Contact: John Crosbie.
Aircraft Details: Dual Paragliders with adaptations including wheelchair
buggies.
DERBYSHIRE
Darley Moor Airfield, Ashbourne, Derbyshire DE6 2ET
Tel: 01335 344308 Mobile: 07768 472654
Web:www.airways-airsports.com
E Mail:[email protected]
Contact: Chris Dawes
Aircraft Details: 3 axis Snowbird microlight.
KENT
Rochester School of Flying (Cabair)
Rochester Airport, Chatham, Kent ME5 9SD.
Tel: 01634-861713
Web: www.cabair.com
Contact: Steve Mitchell (CFI).
Aircraft Details: PA28-161 G-BOJZ (Visionair Hand Control).
KENT - EFG
Biggin Hill Airport, Westerham, Kent TN16 3BN.
Tel: 01959-573989
Web: www.???????
Contact: 01959 540 400 or 01959 540 054.
Aircraft Details: PA28 (Visionair Hand Control) - control on loan by
Grahame Tribe.
HAMPSHIRE - British Disabled Flying Association
Lasham Airfield, Herriard, Hants. GU34 5SS.
Tel: 01256-384900
Web: www.lasham.org.uk
Contact: Gordon McDonald (CFI)
Aircraft Details: K21 (Schleicher hand controls and portable hoist).
LANCASHIRE - Lancs Aero Club
Barton Aerodrome, Eccles, Manchester M30 7SA.
Tel: 0161-7877326
Web: www.lancsaeroclub.co.uk
Contact: Dave Duckworth (CFI)
Aircraft Details: PA28 G-LACA & PA28 G-GOTH (Visionair Hand Control).
NORTHAMPTONSHIRE
Northamptonshire School of Flying
Sibson Airport, Sibson, Peterboro
Tel: 01832 280289
Web: www.nsof.co.uk
Contact: Lucy Kimbell
Aircraft Details: PA28 (Visionair Hand Control).
CLASSIFIED ADVERTISING
PRIVATE ADVERTISERS
Members Special Rates
To advertise in the next issue please send your
copy to us.
Please write advert clearly and enclose a cheque
or postal order payable to British Disabled Flying
Association for £5.00 for the 1st 30 words and
10p for each additional word (telephone numbers
counted as one word)
NORWICH - Anglian Air Centre
Hangar 12, Gambling Close, Norwich Airport, Norwich NR6 6EG
Tel:01603 410866
Web: www.anglianaircentre.co.uk
Contact: Jack Mills (CFI)
Aircraft details: Piper PA28 (Visionair hand control).
OXFORD - Shennington Gliding Club
Shenington Airfield, Shenington, Oxon OX15 6NY
Tel: 01295 680008
Web: www.shenington-gliding.co.uk
Contact: Mark Stevens (CFI)
Aircraft details: K13 glider with hand control.
PERTHSHIRE - Scottish Aero Club
Perth Airport, Scone, Perth PH2 6NP
Tel:01738 554850
Web: www.scottishaeroclub.org.uk
Contact: ???????
Aircraft details: ????????
STAFFORDSHIRE
Tatenhill Airfield, Needwood, Burton-on-Trent
Tel: 07967 269345
E-Mail: [email protected] Web: www.bdfa.net
WEST SUSSEX - Goodwood Flying School
Goodwood Airfield, Chichester, West Sussex PO18 0PH.
Tel: 01243-755066
Web: www.goodwood.co.uk
Contact: Mark Hubbard (CFI)
Aircraft Details: PA28 (Visionair Hand Control)
WILTSHIRE
Aviation for Paraplegics & Tetraplegics Trust (A.P.T.)
Old Sarum Airfield, Salisbury, Wiltshire SP4 6BJ.
Tel: 01722-410744
Web: www.disabledflying.org
Contact: John Gisby
Aircraft Details: Adapted Shadow microlight.
WILTSHIRE - Old Sarum Flying Club
Old Sarum Airfield, Salisbury, Wiltshire SP4 6OZ.
Tel: 01722-322525
Web: www.oldsarumflyingclub.co.uk
Contact: Lesley Maynard (CFI)
Aircraft Details: PA28 (Visionair Hand Control).
YORKSHIRE - Wolds Gliding Club
Pocklington Airfield, Pocklington, East Yorkshire YO42 1NP
Tel: 01759-303579
Web: www.wolds-gliding.org
Contact: Martin Fryer
Aircraft Details: Adapted Glider.
Note: Glider available where both the rudder and airbakes can be
hand opperated.
YORKSHIRE - York Gliding Club
Rufforth Airfield, York
Tel: 01904-738694
Web: www-users.york.ac.uk/~mdc1/yorkgc.html
Contact: Ring for further details
Aircraft Details: Adapted Glider.
Furthermore the BDFA has flying days at various locations when you
can come along and take a trial flight - see www.bdfa.net for details.
£75 FOR THIS SIZE
Why not have a semi display
boxed advert to make your
advert stand out
C O N TA C T S
Magazine Editor: Emrys Harries
Falconer Flying Group, Cranfield Airport
(nr Milton Keynes) MK43 0AL.
Tel. 07970-945111/ 01767-692289
E-mail terry @ ampthill.force9.co.uk
Web: www.falconerflyinggroup.co.uk
Contact Terry Akeroyd
Aircraft Details:Piper Cherokee PA-28 150 G-AVGD ( Visionair hand control).
•
Martin Bethell
Tel: 07900 652000
Simon Rapkin
Tel: 07956 441717
Spring
Issue
2008
Why not have a semi display boxed
advert to make your advert stand out
and include a black and white photo
Contact us for great prices on
half & full page ads
DISPLAY ADVERTISING
We now accept TRADE ADVERTS in the magazine.
If you would like to promote your product, service or organisation,
please write to :- BDFA, c/o Lasham Gliding Society, Lasham Airfield, Alton, Hants GU34 5SS
Telephone/Fax: 07967 629345 for our rate card.
B D FA
F LY
Phil Reeve
Then do not hesitate to contact us, you may be a first
time writer or a seasoned contributor, we welcome
anything as long as it is aviation orientated. write to us at
the address under ‘Contributions’.
£150 FOR THIS SIZE
TO
Louise Scotter
Tel: 07970 807008
Have you got a yearning to write, an urge to
share your experiences or just a need to part
with some useful information?
W H E R E
National Executive Members
24
high quality work from concept
to completion with competitive
prices and a fast reliable service
Propwash is owned and operated by Mark Chegwidden who has more than
15 years experience in aviation. Whatever your aircraft: motor gliders,
helicopters, light singles and twins to executive and commercial jets, we can
provide a high quality valeting service.
We offer a mobile service and can visit any airfield or landing site throughout
the UK, using fully equipped vehicles. We also offer a fly-in service to our
administrative base at Coventry Airport. No job is too big or too small, we
offer free quotations and discounts for volume contracts.
R 2008
O
F
NEW g Stationery & s
Weddin Call for detail
ries Accesso
tempest l design
We can offer the following services:
✦
Interior and exterior valeting
✦
Paint restoration, oxidation removal and polishing
✦
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✦
Acrylic sealant treatment
✦
Leather pigment repairs
Windy Knoll
155 Idle Road
Bradford
West Yorkshire
BD2 4NB
Our administration office is at Coventry Airport in the West Midlands,
situated in the Airpark premises on the Airport North Side. From the A45/A46
follow signposts to Airport North and look for the Airpark Sign.
tel:
fax:
Propwash Limited
Airpark Flight Centre • Coventry Airport
North Coventry • West Midlands • CV3 4FR
Mobile: 07812 161677 • Tel/Fax: 0121 258 0317
www.propwash.ltd.uk
01274 642858
01274 401237
email: [email protected]
design l print
adverts l annual reports l brochures l catalogues l corporate id
directories l forms l labels l leaflets l magazines l manuals
newsletters l packaging l price lists l stationery l signage
www.aviatorsball.co.uk
THE AVIATOR’S
BALL.
High quality,
low cost web design
and maintenance,
digital media,
London, November 2008
The event of the year...........
dvd editing and
production.
Getting on the web doesn’t
have to cost the earth, and
if you’re not on the web
you should be!
25
For further information
check out
www.antipasdesignworks.com
or e-mail
[email protected]
Following the runaway success of the Aviators Ball in 2007 we are delighted to announce an even bigger and better event for 2008, once again in aid of the British Disabled Flying Association, a
registered charity providing aviation experiences for disabled people and sick children. (www.bdfa.net)
November 2008
Venue and date to be confirmed,
London
Programme
£ 65.00
•Champagne Cocktails and hot and cold canapés on arrival.
•4 Course gourmet banquet, overseen by a Michelin starred chef.
•Coffee and petit fours Wine and mineral waters included
•Full cash bar until late (all proceeds to the charity)
per ticket.
(all special dietary requirements will be catered for and can be discussed on booking)
•Guests of honour - tbc
•Entertainment - tbc
•World class entertainment
•Live music
•DJ
•Prize draw and Auction. Last year we had some amazing prizes, including exclusive music memorabilia, a trip
on the Orient Express and a first class trip to Switzerland, so expect even bigger and better prizes this year.
For tickets and/or further information please contact Simon, Joanna or Lauren on 0208 453 0300 or
[email protected]
If you or your organisation would like to sponsor a table for 10 at a cost of £600 please contact
[email protected]
Full details at www.aviatorsball.co.uk
B D FA
Spring
Issue
2008
AV YO
IA UR
TI G
ON EN
PA ER
RT AL
NE
R
A RANGE OF INNOVATIVE COLOUR
DISPLAY AVIONICS FROM BENDIX/KING.
From the KMD150 Multifunction Display/GPS
with terrain database, to the panel-mounted
IFR-Certified KLN94.
From the portable Skymap
IIIC to the new KI825
Electronic Horizontal
Situational Indicator, Bendix/King has a
AMAZING WHAT
THE RIGHT COLOUR CAN
DO FOR A COCKPIT.
range of choices to fit every need. And
you thought the prettiest pictures were
outside the cockpit. For more information,
contact your local Bendix/King dealer or
call +44-1243-783763 (U.K.) or call
+1-913-712-2613 (U.S.).
EQUIPPED WITH CONFIDENCE.
www.bendixking.com
Piston Aircraft
at AeroExpo !
Love Flying..
AeroExpo
Love
THE INTERNATIONAL EXHIBITION FOR GENERAL AVIATION
A MAJOR GENERAL AVIATION EVENT IN EUROPE AND THE ONLY MAJOR EVENT IN THE UK IN 2008
13-15 June 2008
Wycombe Air Park, UK
www.shell.com/aviation
www.garmin.co.uk
Exhibitors book that space today - contact:
Paddy - Email: [email protected] Tel: +44 (0)20 8255 4218
Astrid - Email: [email protected] Tel: +44 (0)20 8549 5024
General enquiries email: [email protected] Tel: +44 (0)20 8549 3917
www.cirrusdesign.com
www.expo.aero

Spring 2008 - Aerobility

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