T67M Mk II Slingsby Firefly Conversion and Competition Aerobatics Training

1 - Slingsby Introduction - Engine management - Local Aeros - HASELL Rolling on a point, Wingovers, Loop, Aileron rolls, Stall Turns, 1/2 Cubans, Demonstrated Avalanche.

Arrived nice and early at Sleap - almost a two hour drive so I needed to recover with a coffee to be refreshed. Met Bob again and we he started with the Slingsby brief

The flaps are always kept down on the ground so that people don't step on them. I can see from the walkway that the it would be easy to step back and put your foot on the flap. Main thing is remembering to raise them before starting the engine as the prop can throw stones back and damage them. Normal check out. Rudder only goes right on the ground by hand. Oil wise minimum 6 and max 8 quarts. Over 8 gets thrown out and 6 is too low. Between 6.5 to 7.5 seems to be the best range.

The canopy is a little fragile. It comes up and slides back - has to be controlled into the open or shut position so it doesn't bang down. External handle and internal bar. Its very important to have the canopy properly locked as it would act as a big air scoop if it opened in flight. When closed from the inside there is a lever which moved up. The bottom of the lever has to be above the middle white line. Two red pawls also wrap around a bar and I used my fingers to ensure that these were properly engaged. Bob stressed the importance of not touching it when in flight. Its obvious that if the canopy came open and off it would probably wipe out the fin and that would mean leaving the aircraft.

Bob said it would be fine to step on the cushion but not the plastic bar just across the front of the seat. It was obvious from the tape that this had been repaired a few times. The seat is not adjustable but the rudder pedals are. Pulling over the top of each pedal seemed to work to bring them forward. The straps are normal design. I like the inertia reel design so you could move around on the ground to reach things then lock the shoulder straps as part of the Vital pre-take off checks.

Bob recommended having the DV window closed for all phases of flight - given the potential to end the plane if the canopy opens that's probably a good idea not to touch the canopy at all.

Demist and heat all required a twist setting then a twist to release the lock, very nice. There are louvre's which I actually forgot to use!!

Fueling - Easy fit caps with a tap which fold backwards so that the airflow will keep it closed. Only the electric indicators, no dipstick so a visual is a good idea as well just in case. The fuel drains are conventional one under each inboard wing tank. Bob said that they don't fill the tanks as it affects to aero's. the guys tended to have them above the 23 litre mark. At 80 litres capacity each side that 40 a side for half tanks.

The QFE given was out from the actual from the altimeter - Bob said stick with our altimeter as its likely to change soon.

It was actually the first nice weekend day of the year and of course the airfield was extremely busy. Bob stated that he wanted minimum calls.

The first hitch. Bob said he didn't bother with checklists but preferred Mnemonics !! Having prepared my nice new shiny checklist I was somewhat hamstrung. That and the fact that I fly quite a few aircraft and I was always taught to use a checklist. Todays checks and set up was somewhat stop start and probably didn't go as smooth as it would normally do. Bob mentioned TTMPFFIHH or something like it. I'll fly the Slingsby as the owner wants so time for learning mnemonics.

Pre start checks - Lights check - On chatting about the use of pitot heat it was agreed not to use it unless we thing we need it icing wise. Martin recommends below OAT 10 deg C switch it on. Not uncommon for different instructors to have differing opinions for various reasons so off it was. After canopy closed and brakes on (pump toe brakes hold on - lift pawl on the brake lever and set to on.

Preparation for starting - Fuel on the lowest tanks (Master on only), Left mag selected full range on the three plungers upon my insistence, Mixture rich, throttle 1/4" friction nut firm. Fuel pump on until the pressure rises/ registers (was about 3 seconds first time). then off and ICO. Left hand for the starter, ready to catch the throttle, Right hand on the Mixture ready to go to both mags. Press the starter - it cranked for quite a while when she fired; I fed in mixture a bit slow but she caught; Didn't manage to keep the revs below 1000 RPM but did reduce after, mags to both and quickly saw starter warning out and the Oil pressure registering. Blinking on the dashboard is the Alt warning reminding you to switch on the alternator. Dead cut check - 1(L) 2(R) then 1/2 back to both. 1000 rpm for warm up then 1200 rpm for cooling.

Taxi-ing from the grass I had the opportunity to hit both stops with the rudder - nb the left stop is important since you cannot physically test that with the exterior check.

Power checks were done at the hold this time. Brakes on -Clear behind - cover on toe brakes anyway (out of self preservation habit) stick back - 1800 rpm, mag drop 1/2 (R) 1/2 (B) 1(L) 1(B) - different but logical sequence. Work the prop - win the Slingsby case this is pull back and when it drops (500 RPM) increase immediately to catch it. Di it at least twice on the first start up and only required once if its warmed up. Idle check - ammeter charging (actually wasn't keeping up but not discharging and no warning light - Just getting used to the Slingsby). Radio check asking for a checks and information. Runway 36 LH (apparently RH in the week).

Pre Take off vital checks - Bob went through a Mnemonic - in retrospect I have adopted this for the Slingsby
TTMMPFFIHH FF

Throttle friction Nut - tight.

Trim - Neutral

Mixture - Rich

Mags Both

Prop Max

Fuel Pressure tank change to Highest Contents / Fuel pump ON

Flaps  Check Up

Instruments  P&Ts

Hatches Closed, Canopy locked / harnesses - lock shoulder straps

Full and Free

All Sleaps runways require backtrack - Bob reminded me to stay right of Center line so that the turnaround will be to the left as all turns should be Test both rudders stops on the move on the ground. Entering the runway, strobe / landing light ON transponder to ALT on conspicuity

Roll was normal - a little right rudder required - Remember the side by side centerline management. With full power to nose will pick up too soon so a little hold down required keeping the nosewheel light. No flap Rotate at 60 knots. Then get the speed to 77 knots for Climb out

At 200 ft - Engine management in the climb out (LH twist not pull - do it on noise first)
- Throttle to 24.5" (NB the throttle will rise to
- Prop 25 (00 RPM)
- Mixture 3.9

Once in level flight mode - Cruising / Talking throttle back to to 20"

NB on a Weekday climb in the circuit to 2000 QFE then call Shawbury

We were over in the Rednal area and only climbed to 3000 ft - I asked if I could try rolling on a point to get a feel for the stick....confirmed the slowest roll rate in NATO - almost akin to a Tiger. Not too hard, short stick and reasonably short travel rudders meant that forces were relatively high. Bob wanted to see my loop. First of all he set the aero's settings 25 / 25

Quite a few loops - 115 knots hold the line before - Look Up clear then right - Pull hold relax pull. I found looking right agreeable because my peripheral vision mean I could still see up sat on the LH side. May consider glancing left once the G had diminished. I was being too ham fisted and could feel buffet. I was moving the stick around too much for Bobs liking.

Aileron rolls - 105-110 entry - Rolls to the left - first one went pear shaped because I used too much rudder. When the POH had mentioned that the plane was designed not to have too much adverse yaw it was no false statement. Actually hardly any rudder required and quite a push underneath bit like the chippy. The last quadrant requires a push and a perfect transition to +ve/neutral to avoid dishing out. Again quite a few with varying degrees of success. I elected to try a half cuban - 115-120 entry - same as a loop according to Bob, 1st one went ugly. I used far too much rudder and it wallowed. The second was actually quite respectable. Comment from Bob was that I needed to hold the 45 deg line before and after rolling erect.ugly - holding down line at 45 before and after the rolling erect. Bob wanted to see my stall turn. Now it was getting exciting. 120 entry seemed strange since its always at a slightly lower recommended speed for other planes than the loop. As it turned out it was such a draggy airplane in the vertical it ran out of energy pretty quickly. Maybe due to the fact that full power was not applied. I didn't do bad at all. I did need to hold the down line for longer. Bob asked me if I'd seen an avalanche... I said no so he demonstrated. Worked out perfect with an inverted flick at the top of a loop!

Once we decided to head back - rather pleased that my stomach and G tolerance had stood up to the thrashing in a new machine although the G was fairly tame compared with the Yak. Throttle back to 20 - nose down 750 ft/min - two turns right for mixture richen slightly. We were on 36 LH circuit - Deadside was the Shawbury side. Didn't want to descend very well and I wanted to pull the power back more; Bob said I could come back to 18 but not below. Descended to cross 36 at 2000 and come back over 18 at 1000 QFE circuit height descending on the deadside... didn't peg all the nuances in the circuit (later) but Bob did want REDS BLUES and GREENS which I like. My landing was good. Strobe transponder and Landing light off exciting the runway. Great intro to the Slingsby and quite allot of aero's thrown in to boot

2 - Slingsby Introduction - Spinning detail - Loops.

We agreed to get the spinning in rather than the circuits because it was an extremely busy circuit and such a beautiful day.

Parachutes on- damned uncomfortable but necessary. With a few at the hold it seems that Sleap has a tradition of batching back tracks so that 3 or so aircraft can backtrack together and turn at the end and take off. I've always found Sleap relaxed and their pilots professional and doing stuff with no fuss.

Climbed to 6000ft nearby Rednal. HASELL checks - Height 6000ft, Airframe, important is the Flap must be set up. Security, pockets - loose items, Canopy shut properly and locked, harnesses, engine, PTs Fuel (no pump required on for aero's incidently) Location clear of villages and Lookout in the direction we'll be falling in. Bob didn't discuss number of turns or the jump out height. I added the PLUS part, Clear canopy, Clear horizon and 360 degree look around.

We did several spins and I must say they didn't go like clockwork - errors, didn't have neutral ailerons, didn't move the stick as far forward as was needed for proper recovery and was late centralising the rudder. One went particularly pear shaped and it looked as though we were entering a rebound spin to the right. I did some right hand and these were wallowy and I was starting to get the controls in the right position. Entry at 60 knots, Rudder and stick back. I think my problems were related to the short bent stick. I was finding it very difficult to judge the aileron position. In hindsight I think I am going to have to look at the wing to double check the aileron is in the correct position before applying recovery rudder. More practice required not entirely convinced that I was in full control. I was also tending to pull out too quickly.

Back to re-visit loops - not judging the pull correctly - under cooking it and falling out on some which would affect the shape of the loop. Only on one did I fly through my own slipstream.

Slow roll - Didn't go great as the straps were too loose and struggled with the forward push however i though the nose stayed up reasonably well and it wouldn't take long to get that in better shape.

When it came to land we had an interesting time of it. A glider taking off with two aircraft parked on the runway. We were literally on late final and they were still there. Bob took control and did what can only be described as his flat show; serious S shape and knife edge drag creating figures that wasted time so we we could land with a clear runway. Worked out perfectly and was quite exciting. Bob was obviously an awesome handling pilot.

I noted we didn't have the light on - Should be doing a field approach check

3 - Circuit Detail

The weather was pretty grim cloud just above the circuit height; best of not much traffic to get in the way.
* Remember flap up for start - to avoid stone damage to the flap and down for park to stop people stepping on it

Start timer (appears to be get 4 zeros then a double press of the centre button)

Not properly figured out the the start stop timer after start. Pushed a few buttons and when it read all the zeros and started counting up I was happy.

Serious circuit session; Take off on Runway 23 today LH circuits - On the centerline important - Rotate at 60 flapless then 77 knots then climb. Dabs brakes and state U/carriage up.

At 200 ft (Bob wanted hands on throttle at in the climb so I couldn't trim off the forces - maybe I'd developed a bad habit of trying to trim too soon. Engine management throttle 24.5, Twist prop LH till 25 - can do this on sound then look, then Mixture LH twist quite a few to get a 3.9 flow rate. Ultimately minimising fuel usage keeps the cost down.

At 500 ft  - fuel pump off Landing light off- lookout and turn. On 23 try and turn before the village

At 1000 ft 20" throttle, trim and likely that a DW call is imminent

B -check off - dab check for pressure
U - fixed
M - Slowly to full rich,
P - Prop RH twist
Fuel - Pump On
Landing light - On
Flaps  - clean
Instruments PTs
Hatches (Look at canopy) / Harnesses

Base - reduce power hold attitude - 1st stage - the flap limiting is high at 89 knots so we were always in the white arc.
nose down to get a descent started and trim for 75 knots. Bob seemed to want to see hands off and trimmed. That pushes my buttons too. On 23 nice parallel to base ditch - stay inside this was Bobs recommendation - always felt too high and hot but the displaced runway was the issue

Final
40 deg flap - aim for 70 knots.
REDS - check Mix rich

BLUES - Prop Max
GREENS state "3 greens"
call final

Landing I found relatively easy - wasn't too high and I didn't come in low on any. Important is letting the plane fully settle - remove all flap (I was rushing and on one I hadn't fully retracted - make sure you feel the latch. Smoothly apply full power and RH rudder to stay on the centerline - nose up but not too far as not to rotate early - rotate at 60 knots

Did lots of normal approaches / one flapless and quite a few glide and engine failures!!! one on the climb out at 600 ft - Bob turned back!!  basically he was demonstrating a big man handle to get down...not knowing the plane or the airfield;d that well I would have landed straight ahead. On another we were climbing out at 300ft so I nosed down to glide and had a perfect field just to the right.

What I learnt from all this was that you had to do what was required to get down. On on for the failures he took control and literally flew to the runway joining perpendicular - he fly flight over the tower wing low with not a great deal of clearance between the aerial and the wingtip and we took a hard sideways bump on the runway. More than I think he intended however all seemed well so we rotated again. Several landings including a flapless 80>75>70. One Crosswind landing on Runway 18. Pretty much a none event, lots of rudder to straighten; not a great deal of into wind aileron required and she stayed straight on the ground.

We did catch upto traffic on one occasion so it was SSC 40 deg 70 knots with a bit of power.

4 - Solo Circuits

By now I was confident do fly the plane myself. I checked the oil we still had 7 quarts. Start up and checks all went tickerdy boo.
Must remember start on lowest take off on max and remember to change in flight (one thing to remember is that the gauges may not be reading correctly in a bank so only read them wings level)

Did about four normal, one flapless and two glide approaches including the one I did to land. All went really well and my sequence of engine management and circuit checks was becoming embedded; I slipped a couple in as well it it was just lovely and easily controllable. Landing was a greaser.

5 / 6 / 7 - Aeros critique and development - Spinning sign-off

Loops - the initial pull has to be hard but for the first 30 degrees then it comes off. I didn't have great feel although I am looking around alot more. Quick steady relax accelerate pull... Using a feature on the wing helped

Stall turns - Not difficult in the slinger - split about whether to look. You can feel a bridged figure when you kick too early. Holding the downline. Started looking at the wings instead of the ground as coming out straight and on your line is better judged that way. I mixed some loops and stall turns using the Wreakin as a 90 degree feature and I was losing about 20 degrees on the line.

Rolls - all to the left in the Slinger as its very slow - key is not too much rudder (if any) and lots of push. The critical part is the last quadrant and the amount of push. Felt like I dished out quite a few of them. Also making sure you are unloaded after the pull up made quite a difference too.

Wing dips - you would imagine that these would be easy - Bob demonstrated and it was quite extreme. I've read that they should be min 45 degrees to be seen by the judges. full aileron and a bootful of opposite rudder. I seriously lose my line every time I did this and will have to put some time in practicing these. The 2013 Basic sequence has a loop to start so it seems that I'm going to have to do 2 dips on the run in and 1 last one on the diving line (just to complicate things!!) just before entering the straight for the figure. The way Bob demonstrated I could feel some carrot and strawberry fromage coming on. Another challenge and one I didn't expect.

Wingovers - My version was completely different than Bobs - I would centralise and let the plane fly around the apex with its energy and come out after the nose had fallen. Must admit I was never satisfied of getting 180 degree reversal doing this. Also I'd probably use up half the competition box if I did so. That won't do. Bob stated that he wanted to aim for +- 100 degrees around the apex. From what I've read the criteria is 45 degree lines of equal length and 180 degrees reversal. The difference with Bobs was that after holding the 45 degree line and unloading; aileron was fed in but he kept it going so effectively the plane tucked under itself. It was much easier to reach the 180 degree reversal in a shorter space (Good for comps). The real skill was in judging when to straighten up and when to hold the line. A few of mine we were coming down at less than 45 degrees more like 60 degree. Lovely figure and best not to look at the ASI because it goes well below stall speed as you are upside down falling sideways!! I can imagine that if you try pulling out too early with low speed and much elevator a spin could occur.

Spins - Was time to nail this. At 6000 ft just to the West of the airfield. I made a conscious effort to make sure 1) I entered without ailerons, 2) Once in the spin I quickly confirmed no aileron again as previously I wasn't entering straight. 3) I made a better effort in pushing forward more briskly than previous 4) Once the rotation stopped centralising briskly and allowing the dive to happen to before applying any pull out stick. They all went well and I recovered from left and right spins without any issues. Only on one I jerked the recovery and Bob demonstrated a flick to show me what could happen.

Other stuff - Don't forget the after start mag check; Also the full and free as part of the vitals...still struggling with the memory job without checklists ..perseverance and familiarity. My fuel awareness is improving as it sucks up fuel pretty quickly when you are having fun. The guys tend to aerobat it with half or just over as a max.

FFTTLS - On the runway "after landing" One I made up

F- Flaps Up

F - Fuel Pump Off

T- Transponder off

T - Trim Neutral

L - Lights Off

S - Strobes off (once vacating)

Now ready to hire and practice the basic sequence

8 / 9 / 10 / 11- Solo Aeros Practice

Great to be back. Very special day. I flew into Sleap in Victor Alpha and after a quick cup of coffee started checking out Uniform Kilo. A re-introduction to the Slingsby. Not too bad apart from starting her with the flaps down - a no no. Easy on the ground and relatively good climber once fired up. I was a little concerned about losing my bearings as there was snow everywhere. Whixall Moss stood out - I took the 296 in the leg pocket to avoid any embarrasment as Shawbury were not operational and wouldn't be able to help me..

I climbed over the lakes near Ellesmere and at 4000ft I could easily make out Rednal. Tried my pathetic attempts to wing dip. Not so easy keeping the line but I seem to have come to a reasonable compromise as full rudder was making me feel sick!! Having since seen some of the pathetic Slingsby wing dips at the Breighton competition all is not lost and I should be able to wave to the judges in some sort of fashion. Heartened to see no one could hold the line and it wasn't penalised.

Still have to practice on the 45 degree down line. Aileron rolls, not bad still work to tidy them up but now no dropping out of the last quarter - the push and the pull at the end saw to that. Three loops not too bad and I'm feeling them a lot more now. Moving my head around is really helping to see all my little errors and try to correct them. Still have no idea about how the quarters compare or whether I am off heading. Wingover, well I really enjoy these - probably 120 degrees over the top. In holding the 45 degree line down I am gaining too much speed. If I were to pull out just below 135 knots I may be able to lose energy enough for an earlier entry to the aileron roll but that may give a short line. Something to be practiced. Stall turns did a couple and seemed to go well. More right clog on the up line and didn't look in the right place either for the nose or the vertical downline. I suspect I wasn't vertical.The fact is that these were my first solo stall turns. Didn't do the 1/2 cuban this time. Lots more work to do on this sequence. can't wait to do more.

Next session; Had a long wait as every runway at Sleap requires backtrack and awhole raft of new arrivals kept me at the hold for 16 minutes. - I was also a little low on fuel. Up above Ellesmere at 3000 ft. Rolls, loops, wing overs, wing dips,  3 x full sequence. Stall turns... Directionally poor although I am getting through the sequence and in the right order... a start  

Next session quite lowish cloud. Still cracked on with loops, stall turns - not too bad in the stall turns. The sequence appeared to range between 2900 to 1800 ft. Wing rocks - one on downline now no drama - Aterwards I discussedThe Va issue with Bob. I was concerned that after both the 1/2 cuban and the wingover I was above Va and hence had to be careful with the controls. Bob said that Va was only a concern with full deflection and he recommends OK to pull in the yellow.... Rolling after wingover felt unnatural and not sure if I was doing it correctly.

Next session - It was a lovely day but the wind was gusting - It definately was blowing me around when I was slow - sequences went along the railway line from Rednal. Today Shawbury was active and they gave me a sqawk - no drama. Stall turns, loops, sequences seemed to be 5K down to 3k....losing 100ft on loops ... somehow pulled 6G on one pull out. Feeling more confident but not quite there yet.A few more sessions and I am ready to have a bash in competitions.

12 / 13- Solo Aeros Practice

Such a perfect flying day not to be missed. I Flew VA to Sleap. Uniform Kilo was just sat on the grass with fuel and oil so I jumped straight in. Took my time so I didn't botch the checks after a month away. I did botch the radio calls.

Climbed straight to 5000 ft - Leading away from Rednal is a nice straight railway line.

I warmed up with rolls loops and stall turns

Trying to imagine where the judges were I did two sequences. rather sloppy as one would expect from a month away but I was relatively happy. I then went on to explore the stall turn some more, experimenting with early and late kick arounds. Late kick arounds got my vote as I think they were the most accurate. I did some manhandling and UK didn't spin. It was a great confidence builder. I had to go around as someone decided to use up all the runway, but agaion this was a good refresher and got in an extra circuit.

The second sortie was more of the same concentrating on sequences and positioning. Using two hands for the loop was definately better and I felt more in control.

14 / 15- Solo Aeros Practice

Another perfect day. Again flew to Sleap in VA. Two sorties; 3 x Beginners sequence and 2 x Beg sequence plus some concentration on wingovers and 1/2 cubans.

16 / 17 / 18 / 19 - Solo Aeros Practice

Four sessions to get battle ready for the Aeros Comp at Sleap. Over two days driving to Sleap. Very tiring and I was finding that it was really sapping my energy especially with the driving however timing wise it was roughly the same as flying VA and quite a bit cheaper. The first two sessions I did the Basic 2013 sequence 9 times focusing on axis and my line feature being the railway line from Rednal. The last two were bringing the sequence down to competition height. I was eventually having a run in at 3400 ft and finishing at 2200-2600 ft. I knew there was room for more. All told it was becoiming second nature.

20 / 21 - Sleap Open Beginners Day 2013

See Post PPL Section for details