Caernarfon-Oxford-Shobdon-Caernarfon

Monday, 15th March

Monday 15 March started at 0445 with a rude awakening by my alarm. The early morning drive from Wakefield to Caernarfon is something I have done many times, but on this occasion it was even more special. I would be flying a former RAF Bulldog aircraft, now registered as G-CBDS, but carrying its original Southampton University Air Squadron markings as Bulldog XX707.

The drive to Caernarfon was uneventful as it usually is at that time of the morning, and I arrived at Caernarfon airport just before 0800 and ate my sandwiches for breakfast. I was flying with Phil Smith who originally taught me to fly. We have flown together many times since I completed my Private Pilot's licence, and now we had a week of fun on the Bulldog ahead of us.

Once Phil arrived I did the pre-flight paperwork and planning whilst Phil refuelled the Bulldog. We were heading for Oxford airport routing direct at flight level 55 (approximately 5500 feet). Once I had completed the planning for our journey to Oxford I joined Phil at the fuel bay to check the aircraft.

The external inspection for the Bulldog is similar to any other aeroplane and is where checks are made to ensure that the aircraft is in a fit condition to fly. There are however, some items specific to the type that have to be checked. The exterior inspection is even more important at coastal aerodromes, such as Caernarfon, where salt corrosion can become an issue.

On the main wing we visually inspect the fuel contents, and the fuel filler caps are concealed beneath aerodynamic covers, which are clearly marked with the type of fuel to be used. There are also stall promotion strips at the wing root to encourage the wing to stall at the roots first. Root stall enhances the aircraft's natural static longitudinal stability in the stall, ensuring that the aircraft would pitch nose-down and gain speed, thereby un-stalling the wings. This is useful for training aircraft but it should be noted that not all aircraft share this characteristic. For example most swept wing types, such as jet transport aircraft, will experience wing-tip stall first, and will tend to pitch up in the stall, further exacerbating the stall situation.

Access to the engine is limited to the oil filler cap, but surprisingly affords a good view of the six cylinder Lycoming engine. Fuel burn rates from the six-cylinder engine vary according to the cruise power setting used, but an economy cruise at 100 knots will typically burn 30 litres an hour. A fast cruise of 125 knots will, according to the handbook, use 48 litres an hour.

Because the Bulldog is equipped with a wide-chord constant speed (variable pitch) propeller it is essential to examine the propeller and propeller hub closely for any signs of oil. Engine oil is used to drive the propeller from coarse towards fine pitch and a set of counterweights move the propeller from fine towards coarse pitch, Any leakage of engine oil near the propeller should be investigated as it may be indicative of a problem with the propeller control mechanism.

Whilst in this position the heat sink fins of the air-cooled engine should be examined to ensure they are clear of obstructions. The starter ring can also be examined, and checked for any damaged teeth.

In the nose area we also check the nose landing gear. The Bulldog has fixed tricycle landing gear, and as with most aircraft the tyre pressures are written somewhere near to the tyre. Whilst in the nose area we also check the exhaust pipes, which point downwards near the nose landing gear. The port main gear leg also houses the fuel drain mast, which protrudes aft and in the case of a fuel over pressure the excess fuel will be spilled overboard from this mast. An over pressure can occur for example, if a warm aircraft is filled with very cold fuel. When the cold fuel expands the excess will be spilled overboard.

There are numerous items to check in the tail area of the aircraft. The tail-skid is an important item to check as the tail of the Bulldog is very close to the ground in a normal parked attitude, and consequently it is even closer to the ground on landing. The rudder, rudder trim tab and linkages should be examined carefully. Rudder trim is an important feature of the Bulldog, and is used extensively in flight. The combination of the wide chord propeller and large tail can produce significant yaw even at cruise power and so the use of rudder trim is essential to maintain balanced flight.

The tail plane should be checked closely. The Bulldog uses large horn balances to reduce the stick forces. This is achieved by the mass contained in the horn balance been ahead of the hinge line of the main control and thus balancing a part of the aerodynamic force. The horn balance can be seen on the outboard end of the tail plane and the top of the rudder in the photographs above.

Whilst examining the elevator and rudder we also pay close attention to the attachment and hinge points, which are shown in close up in the photograph on the right.

The pitot and static head is mounted low on the port wing and should be carefully checked. It is essential to check that it is free from damage and that the covers have been removed.

Caernarfon to Oxford

On first climbing into the Bulldog I became aware that this was a machine with something special. It's hard to describe the smell in the cockpit, which seemed to be a mix of avgas and oil, but certainly far from unpleasant. I settled in and got to grips with the seat belts, which are the full harness type: not surprising in a fully aerobatic aircraft!

At the same time we were making our pre-departure cockpit checks, Air Ambassador's Beech King Air was also being prepared. It too had a busy day ahead, first making a positioning flight to Gloucester and then a revenue flight to London Heathrow. As Phil and I commenced our internal checks, Captain Andy Jones was checking out the majestic King Air.

We waited for the King Air to start and taxi since it was on a timetable and we were not. As the King Air started it added a smell of burnt avtur to the Bulldog cockpit. At 1050 we were at the hold and starting our power checks. The power checks are very similar to any other type with a constant speed propeller, and the only difference compared to types with a fixed pitch propeller is checking the pitch control mechanism. The mechanism is checked by setting a high power setting and pulling the propeller control lever aft, thereby setting a coarser pitch. The engine note drops, the RPM drops, the manifold air pressure gauge shows an increase in pressure and the oil pressure gauge shows a decrease. This check is made three times, and the windscreen and nose area are inspected to check that no oil has leaked from the propeller hub during exercising of the propeller.

At 1100 I stood on the brakes, set 2000 RPM and waited for the manifold pressure to stabilise. With the engine stable I set the takeoff power and accelerated down runway 26, whilst checking the airspeed indicator and the engine indications, and at 60 knots and we were airborne. At 200 feet the first after takeoff item is actioned. The manifold air pressure is set to 25 inches of mercury using the throttle and the propeller RPM is set to 2500 RPM using the propeller pitch lever: essentially this sets climb power. At 400 feet (normal flap retraction altitude) we simply noted that the flaps were already up since we'd elected to make a flapless takeoff, and I turned the Bulldog left towards Criccieth. Phil was making the radio calls and said goodbye to Caernarfon and called Valley for a Basic Service. Phil told Valley that we'd be climbing initially to flight level (FL) 55 and that we were routing direct to Oxford. Valley acknowledged all of this information and asked us to report level at FL55.

By now I was climbing the Bulldog at 1100 feet per minute in a stable climb at 80 knots. I also actioned the after take off checks, which involved turning off the electric fuel pump, switching the fuel selector from 'both' to 'right', turning off the landing and taxi lights and setting the climb power setting.

Passing 3000 feet we started to enter the layer of cloud, and the North Wales landscape started to vanish in a sea of white beneath us.

Level at FL55 was not an altogether satisfying experience. We were in cloud. The next available level was FL75, and so that is where we decided to go. We reported to Valley that we were climbing to FL75, and the controller asked us to report this information to London on 124.750. On reaching FL75 I set 21 inches of manifold pressure, 2100 RPM for an economy cruise at 100 KT and leaned the mixture.

Having checked in with London in the climb, we levelled at FL75 in glorious sunshine. The air was beautifully smooth, we were above all of the lower airspace restrictions such as aerodrome traffic zones and military airspace and could maintain the economy cruise and the direct heading for Oxford.

Approaching Shrewsbury we were planning our descent and checking the minimum safe altitudes, when we both spotted a hole in the cloud cover at almost exactly the point at which we wanted to descend. Phil and I had a brief discussion to reaffirm the minimum safe altitude and began the descent, initially to 2500 feet, to enter the Oxford area. We dropped below the clouds at 3000 feet into a nice, but windy day below.

We had agreed in the briefing that, as I was relatively new to the Bulldog, Phil would handle the landing at Oxford and so we now switched roles. He became pilot flying and I became pilot monitoring and took over the radio as well.

"Oxford approach hello G-CBDS inbound Bulldog; 11 miles northwest of Oxford; FL45 descending; information Sierra QNH 1022 and we have the field in sight" The Oxford controller immediately replied "G-DS, roger; continue approach; right base runway 19; contact the tower 133.425".

On initial contact with the tower I was told "G-DS you're number one for runway 19; surface wind 170 degrees 18 knots and now cleared to land runway 19".

The approach into Oxford was a blustery affair. Phil had set the initial approach speed of 90 knots on base, and it was now time to set the final approach speed of 80 knots as we turned at 500 feet for a two-mile final approach.

We touched down at 1220, and taxied to parking next to a Cessna 172 and a Piper Arrow on the GA grass parking area. We stopped and shut down at 1225. I'd also just flown my 100th P1 hour! "Over 100 hours P1" I commented to Phil. "Congratulations mate!" Phil replied. Phil was my instructor when I learnt to fly at Caernarfon three years ago, and I was pleased that things had worked out so that I'd flown my 100th P1 hour with him. I wonder if he can remember how I've developed since those early lessons with him in the circuit at Caernarfon?! Now here I was with a ton of P1 hours and due to start my commercial pilot's licence in less than three months.

Having settled the landing fees, which were remarkably cheap, we had lunch with a friend who is working towards his commercial licence at Oxford Aviation Academy, and then visited the small pilot's shop on the airfield. We showed our friend and two of his colleagues around the Bulldog, and also made our external inspections. At 1415 we departed Oxford on track for Shobdon in Herefordshire, and almost immediately after take-off we passed over Blenheim Palace in the climb.

As this was to be a fairly short flight we elected to remain at 2500 feet below cloud. After saying goodbye to Oxford we headed straight for Shobdon. With such a short climb we were quickly level at 2500 feet and able to spend some time enjoying the view that was opening out before us.

After identifying Little Rissington airfield on a hill to the South of track, we were very quickly approaching Great Malvern, which was covered in 'cloud streets'. Cloud streets are long separated layers of, usually, cumuliform cloud. Great Malvern also provides an excellent position fix as it's a large town with hills immediately to the West and is instantly recognisable.

It was now that we decided that crew photograph was in order, and with the spacious cockpit in the Bulldog there was no trouble in setting up the camera for a quick snap. "It is days like this one that we learn to fly for" I remarked to Phil. I had now got over my initial anxieties caused by not having flown regularly in 2010 due to the weather, and was relaxed and comfortable flying a truly remarkable machine.

We had been told on the telephone before departure that Shobdon had gliders active and that we were recommended to join left base for runway 27 to avoid the gliding area. It was hardly surprising that there were gliders active given the weather, which was perfect for gliding: the 'cloud streets' we'd observed over Great Malvern were a clear clue to look out for potential gliding activity.

We called Shobdon to confirm the left base approach to runway 27, and initially had some problems raising Shobdon Radio. Once we did, and the join was confirmed, we set up for the approach in a slight right cross wind.

We touched down smoothly at Shobdon at 1505 and immediately took the aircraft for fuel, shutting down at 1510. Having fuelled and pushed the aircraft back to the parking area just across the taxiway, we went inside to pay the bills. Shobdon kindly waived the landing fee as we'd taken nearly a hundred litres of fuel. The café at Shobdon is always stocked with excellent food, particularly cakes, and this visit was no exception. Lemon cake and a cup of tea was my choice. Phil and I discussed one or two of the finer points of flying the Bulldog over drinks and cakes.

With both crew and aircraft refuelled we began the journey back to Caernarfon, and it was here that we encountered a feature of the Bulldog. Starting the aircraft with the engine still warm can be difficult, and quite embarrassing when the engine refuses to fire into life. It took several attempts to get a successful start, but finally we had power.

After departing Shobdon to the West we began our climb to FL85, which was to be our cruising level on the North Westerly track to Caernarfon. We quickly climbed through a thin cloud layer, maintaining a constant manifold pressure on the engine by opening the throttle a little more every one thousand feet. Upon reaching FL85 we settled into the cruise and at the same time became were aware of another Caernarfon-based aircraft on the London Information frequency routing from Swansea to Caernarfon at FL65.

A short time later with both aircraft abeam Aberdovey, albeit the Bulldog being further inland, Phil and I had a descent plan ready for action. We said goodbye to London Information who also suggested that the other Caernarfon aircraft should contact Valley Radar so that they were speaking to the same controller.

Now working Valley Radar I initiated the first part of our descent plan by requesting a Traffic Service so as to have radar-derived traffic information during the descent. We squawked 3726 and were identified 10 miles North East of Barmouth, level at FL85. Now the second part of the plan was put into action. "G-DS, request radar vectors to cloud break". Radar vectors to cloud break is a military let down procedure, but one with which Phil and I are both familiar. "G-DS set Holyhead 1019 report your heading". "Heading is 3-1-0 degrees, Holyhead 1019 is set" I replied. The controller came back with the reply we'd hoped for: "On that heading descend altitude 4000 feet". We began a gentle descent at 500 feet per minute and as we passed through 5000 feet the windscreen went white as we entered the clouds once again. With 500 feet to go I reported to the Valley controller "G-DS approaching 4000 feet". His reply was as expected allowing us to maintain the descent: "G-DS descend further to altitude 3000 feet and report Victor Mike Charlie below". This last phrase was an indication to us that the controller felt that we would be out of cloud and able to see where we were going before we reached 3000 feet. Not surprisingly the controller's instinct was correct and at 3500 feet we were clear of cloud. "G-DS is Victor Mike Charlie below", I stated. The controller responded "G-DS procedure terminates; descend as necessary; own navigation Caernarfon; report changing to Caernarfon Radio".

Caernarfon airport was now in sight with only about five miles to run, and we'd emerged from the cloud base in Caernarfon Bay. We reported in with Valley and changed to Caernarfon Radio. As it was now late evening Caernarfon Radio was not longer operating, and so blind calls were used to ensure that we were being safe in the circuit: particularly as we knew the other Caernarfon aircraft was inbound just a few minutes behind.

We touched down at 1720 and immediately taxied to the parking area in readiness to put the Bulldog into the hangar. As we taxied clear of the runway the other Caernarfon aircraft asked for weather information, which I passed as an "unofficial pilot's weather report". I really had to dredge my mind for the correct format of such a report. It is all laid down in the various ICAO annexes with which I have become familiar for my ATPL studies, but recalling the report format was challenging when I was put on the spot. Fortunately I remembered enough to be able to pass a useful report to the pilot, who touched down about five minutes behind us.

We'd had a great day out: lunch in Oxford and afternoon tea at Shobdon. It was time for me to go to my hotel on the sea front, the Bryn Mor Beach Hotel, and tackle the menu for dinner!