First flying lesson in 7 years and........
Discussion
......complete radio failure!
I mentioned in a thread ages back that I was interested in flying/learning to fly vintage planes, and subsequently discovered the Tiger Club at Headcorn. So eventually I joined and booked today to go up with an instructor in a PA-18.
All went well (was much the oldest/most basic plane I'd ever flown, but none the worse for that) until I first realised that I could neither hear myself or the instructor on the intercom, and then that we couldn't transmit on the radio either. Flew back to Headcorn, circled a little, joined the circuit, turned on to finals when the instructor shouted in my ear that he was taking control, and he spun round and dropped us in on runway 21 (which is about the length of a football pitch!). Nobody seemed to even notice us drop in - no signals from ATC.
All was well, no drama beyond that. The Cub has a separate total-loss battery for the radio and the thoughts were that someone before us had put the wrong battery in this morning. So I'll go back up next week and check the battery beforehand this time!
I mentioned in a thread ages back that I was interested in flying/learning to fly vintage planes, and subsequently discovered the Tiger Club at Headcorn. So eventually I joined and booked today to go up with an instructor in a PA-18.
All went well (was much the oldest/most basic plane I'd ever flown, but none the worse for that) until I first realised that I could neither hear myself or the instructor on the intercom, and then that we couldn't transmit on the radio either. Flew back to Headcorn, circled a little, joined the circuit, turned on to finals when the instructor shouted in my ear that he was taking control, and he spun round and dropped us in on runway 21 (which is about the length of a football pitch!). Nobody seemed to even notice us drop in - no signals from ATC.
All was well, no drama beyond that. The Cub has a separate total-loss battery for the radio and the thoughts were that someone before us had put the wrong battery in this morning. So I'll go back up next week and check the battery beforehand this time!
I thought you were going to say the engine cut out. Earlier today I was cursing someone buzzing around above while trying to make a phone call. When there was "knunk nock" sound and silence. By the time I had located them in the sky, it was running again but at a distinctly different "pitch".
I guess either it was a deliberate "lets practice an engine failure", or someone just had a few exciting moments.
I guess either it was a deliberate "lets practice an engine failure", or someone just had a few exciting moments.
Ah, the info I got was from the Tiger Club who own her now:
Tiger Club Website said:
G-LCUB was originally built as an L-18C-PI with c/n 18-1631 first registered as 51-15631 indicating it was built in 1951. It then went to the French Army as 18-1631 and was sold to Three Counties Aero Club at Blackbushe in January 1971 when it was registered G-AYPR.
The serial number 51-15631 is the military number it would have carried when serving with either the US Air Force or the US Army.
The US military registration system works on the basis of the US Government fiscal year in which the funds for the purchase of the aircraft was authorised by Congress. Therefore, the "51" at the start of the serial does show that it was authorised for construction in 1951. However, that does not mean it was actually built in 1951 - more likely 1952 or even 1953. However, that still makes it a bit older than 1959.
The REAL clue as to its true age would be the manufacturer's Construction Number - which would have been allocated by Piper Aircraft when it was being assembled. This number usually appears on a data plate on the instrument panel of the aeroplane and it might also be embossed in some of the structural members of the fuselage. Once you have that number, you can trace the construction records to see when it was built
Bear in mind that Cubs were built by other companies under licence to Piper so that does cause a variation in construction number styles.
The US military registration system works on the basis of the US Government fiscal year in which the funds for the purchase of the aircraft was authorised by Congress. Therefore, the "51" at the start of the serial does show that it was authorised for construction in 1951. However, that does not mean it was actually built in 1951 - more likely 1952 or even 1953. However, that still makes it a bit older than 1959.
The REAL clue as to its true age would be the manufacturer's Construction Number - which would have been allocated by Piper Aircraft when it was being assembled. This number usually appears on a data plate on the instrument panel of the aeroplane and it might also be embossed in some of the structural members of the fuselage. Once you have that number, you can trace the construction records to see when it was built
Bear in mind that Cubs were built by other companies under licence to Piper so that does cause a variation in construction number styles.
CAPP0 said:
Ah, the info I got was from the Tiger Club who own her now:
Hi, also fly from Headcorn. Tiger Club Website said:
G-LCUB was originally built as an L-18C-PI with c/n 18-1631 first registered as 51-15631 indicating it was built in 1951. It then went to the French Army as 18-1631 and was sold to Three Counties Aero Club at Blackbushe in January 1971 when it was registered G-AYPR.
Had meant this year to add some hours in a Robin (FV) and the come and see Chris at the Tiger Club to learn tail-wheel, but the weather.....
Maybe it'll improve and you'll get up more often.
ETA why did he use 21?
Edited by Sticks. on Monday 27th August 11:20
Sticks. said:
Hi, also fly from Headcorn.
Had meant this year to add some hours in a Robin (FV) and the come and see Chris at the Tiger Club to learn tail-wheel, but the weather.....
Maybe it'll improve and you'll get up more often.
ETA why did he use 21?
Hi,Had meant this year to add some hours in a Robin (FV) and the come and see Chris at the Tiger Club to learn tail-wheel, but the weather.....
Maybe it'll improve and you'll get up more often.
ETA why did he use 21?
Edited by Sticks. on Monday 27th August 11:20
Not entirely sure why he used 21 other than that there was a fair bit of movement around 28 at the time and some heli training also going on. Also ATC hadn't acknowledged us or given any signal. It was very much a last-minute decision; we were at about 250ft on finals when he swung it round. The Cub will easily land and stop on 21 before it needs to cross 28, although we crossed the big ditch at the threshold about 2ft off the ground just to make sure!
FYI, Chris is now on holiday for a month.
CAPP0 said:
Hi,
Not entirely sure why he used 21 other than that there was a fair bit of movement around 28 at the time and some heli training also going on. Also ATC hadn't acknowledged us or given any signal. It was very much a last-minute decision; we were at about 250ft on finals when he swung it round. The Cub will easily land and stop on 21 before it needs to cross 28, although we crossed the big ditch at the threshold about 2ft off the ground just to make sure!
FYI, Chris is now on holiday for a month.
It'd be worth discussing at your next lesson. I'm surprised, as I always try and be predictable, esp in the circuit.Not entirely sure why he used 21 other than that there was a fair bit of movement around 28 at the time and some heli training also going on. Also ATC hadn't acknowledged us or given any signal. It was very much a last-minute decision; we were at about 250ft on finals when he swung it round. The Cub will easily land and stop on 21 before it needs to cross 28, although we crossed the big ditch at the threshold about 2ft off the ground just to make sure!
FYI, Chris is now on holiday for a month.
Worth remembering some planes don't have radio afaik.
Don't think I'll be doing tail wheel this year. Hope you have better luck with the weather.
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