Where the blazes is he?  By B. Umble.

 

Damyn’s Hall is a charming, all welcoming, grass airfield approximately four statute miles from the northern end of the Dartford Bridge and can be seen off to the left hand side of the M25 Motorway when flying in a northerly direction.  The facilities at Damyn’s are excellent including the all important ‘cuppa dispensing’ department within the modern spacious, comfortable, club house restaurant.

 

I took Mike Lusted with me in my now ‘Permitted’ Sky Ranger as he had arranged to fly the Keith Reynolds school Jabiru 2200, now based at Damyn’s Hall.  Mike had ordered the latest model when at the Popham Microlight show earlier in the year but was still awaiting its arrival; he wanted to keep his hand in on type and also I suspect, wished to show me what I would be missing by not joining with him in his proposed Jabiru syndicate.  My decision not to join him was dictated by the fact that I had a new Sky Ranger, up and running and considered it to be ‘the bird in my hand  being worth more than two birds still somewhere in the Australian Bush.

 

We arrived at Damyn’s in a more or less orderly fashion using the east/west runway and taxyed in to the aircraft parking area a short walk from the club house where were met by Allan Bradfield and Keith Shakesby, two old friends and refugees from the Banana Strip.  Allan was in the process of converting from flex wing flying to fixed wing flying under the guidance of Keith Reynolds in Keith’s club Thruster.

The scene was set.  The Jabiru 2200 was parked in front of the club house, fuelled up, checked out and ready to fly.  I was looking forward to the trip.  The day was bright and reasonably warm for mid October, the visibility had been unlimited when we had flown in, in the Sky Ranger and the wind only moderate and from the west.

 

At this moment a charming chap, by the name of Glyn, joined our company seated at one of the tables on the veranda and asked if we had seen ‘Biggles’ in our travels?  I told Glyn that he was still at the Banana Strip as far as I knew, or had been when we had left there some twenty minutes earlier.  Glyn had arranged to meet him that afternoon but would have to leave within the hour.

 

To be helpful, I telephoned ‘Biggles’ and explained the situation in that Glyn was awaiting his arrival but was limited for time.  ‘Biggles’ was most reluctant but I was actually able to persuade him to set off from the Banana Strip within the next few minutes and told him how to get to Damyn’s Hall-something he already knew of course, having been there once previously but one cannot be too careful in these matters concerning ‘Biggles’.

 

The number of persons around our table grew and all thoughts of ‘Biggles’ were quickly forgotten for the time being.  Laughter and merriment was the order of the day.  The aerial activity was increasing by the minute, a sure sign of good weather and I was becoming increasingly keen to be up, up and away in the Jabiru.

 

The Jabiru 2200 Calypso, is a sweet looking aircraft on the ground and in the air and is quite quick in the cruise and is definitely a ‘go places’ aeroplane but a trifle cramped inside, but none the less, comfortable and a real bargain at the then, pre-credit crunch, price.

 

When Mike’s aeroplane finally arrived from Australia by sea, it was, within limits, complete in every detail and ready to be reassembled at ‘ST Aviation’s’ factory based at Downham Market in Norfolk

The paperwork was a trifle slow in being processed but by that time it was nearing Christmas and everything slows down at Christmas.  However, ‘ST Aviation’, moved things along with consummate ease, based on their practical experiences in these matters and as minor problems cropped up with the new aircraft after delivery, as they always do, Kevin Pearce of ‘ST Aviation’ was on hand to put matters right, being a ‘local’ man from Kent, the Calypso being based at Rochester Airport, also in Kent.

 

Finally we walked the short distance to the waiting Jabiru and with some initial difficulty, I climbed aboard.       

 

The right hand seat was comfortable and even when Mike had also climbed aboard there was more than enough space available for pilot and passenger.

The aircraft started ‘on the button’ the engine purring quietly ahead of us.

 

Mike taxyed the Calypso to the holding point and carefully carried out all his checks before taking up a take-off position.  One more look-round the cockpit and one final ‘all clear above and behind’ and we were taking to the air.  The take off was smooth, leisurely and untroubled.  Mike put up the flaps as we passed over the western boundary of the airfield and started a gentle turn towards the south.  Dartford Bridge, but a few miles ahead, stood out well in the late autumnal sun shine-a truly gorgeous day for flying.

 

 

 

 Mike Lusted, another Banana Strip refugee.

 

Mike had made a further left turn in order to stay within the circuit so that we were now heading in an easterly direction and continuing our climb-God was in His Heaven and all was right with the world, or so we thought.

 

A recognisable ‘call sign’ was, at our moment of peace and tranquillity, being broadcast, jarring our ears and jangling our nerves due to the nature of the letters being spelled out-‘Golf-Tango-Hotel-Alpha-Tango-‘‘Biggles’ had finally arrived although Glyn, unknown to ‘Biggles’, had left some short time before we set off.

 

I think words such as ‘bother’ and ‘blow it’ along with other mild expletives, were uttered by both Mike and me when we realised that we had forgotten his pending arrival.

 

The big question at that moment was, ‘WHERE THE BLUE BLAZES IS HE?’ but he gave us a clue announcing that he was approaching Damyn’s Hall from the North West.

 

Mike muttered and quietly swore to himself as he craned his neck to our left.  He could see no other aircraft to his left which served only to heighten his agitation-

“Looking in the wrong direction,” I told Mike, as I leaned forward in my seat and stared at the airspace above the Dartford Bridge, spotting as I did so, the ‘Biggles’ machine flying steadily along and immediately above the M 25 towards Damyn’s Hall and towards us too of course.

 

Our throttle was now wide open as we made a run for it!  

 

Mike, being unable to see the Falcon from his seat caused him to increase his state of fidget, no doubt remembering the last time we had met ‘Biggles’ doing his thing in the Headcorn circuit.  As I had quickly spotted him flying above the centre of the M25, from the south having done what I had suggested he should do in our earlier telephone conversation, I was beginning to feel guilty.  Mike, having earlier, applied   full power, flew as a man possessed so taking us out of the ‘Biggles’ reach; he also broadcast a general warning to all other a/c in the vicinity on the lines of ‘run like hell-bandit approaching!’ 

 

Mike commented on the directional disparity of the ‘Biggles’ message so I had to explain that one of his compasses would have been pointing towards the north, so as far as he was concerned that was where he was coming from.  This makes sense to him but to few other pilots.

 

It was at this moment that I realised that I was not immune to his way of thinking as I had automatically searched for him to the south of our position!  Is it catching I wondered?

I found this realisation somewhat distressing although I suppose it had to be expected.

 

To make sure we were no longer in danger we turned back towards the airfield and watched ‘Biggles’ land in the correct direction and on the correct runway.  Mike put out a general call to other aircraft in the air to the effect that the ‘bandit’ had landed, taxyed in, parked and switched off.  An unseemly scramble then followed as returning pilots jockeyed for position on the down wind leg.

 

“Have a fly round”, Mike suggested once we were clear of the Damyn’s area.

 

Very unfairly  and initially, I likened the Jabiru to flying one of those old ‘WW 2-Home Guard’ pillboxes so restricted was the view out, but then realised that mentally I was automatically comparing it to my Sky Ranger. 

 

The Calypso is a new generation aircraft of composite construction while the Sky Ranger is a conventional ‘Rag and Tube’ aircraft from a previous generation although the simple design has been much copied by other constructors-‘pirated’-might be a better word to use. 

 

I find that I sit too high (long in body-short in leg) and had to lean right forward to see out of the side window-just as well that I did with ‘Biggles’ coming straight at us out of the sun a few minutes earlier. 

The Jabiru flew beautifully being light on the controls, far lighter than the Sky Ranger, although at lower speeds I thought the ailerons a little less responsive in spite of the winglets. The flaps appeared to be very good indeed and the cruise speed comparatively phenomenal for a Microlight-we chugged round the local area at well over 100 mph using an economical power setting.  By the time we landed back at Damyn’s Hall I had become a convert to the Calypso, due mainly to the simplicity of design and ease of handling.  During our approach and landing, Mike had set up the Calypso, on finals with full nose up trim and full flap at 55 kts and only the slightest backward movement of the control column was required to round out and settle smoothly on to the runway surface.

 

This is a ‘go places’ aeroplane.  The Calypso flew more like a GA a/c to my mind.

 

We walked into the club house/restaurant and found ‘Biggles’ in expansive mood being in full flow on the technicalities of landing a ‘hot ship’ such as the Falcon and expanding on his 15 years experience in Microlighting, which allowed him to fly such a ‘difficult’ aeroplane with ease.  As his audience, frightened away no doubt by our arrival, had dwindled to such an extent that only Mike and I were left, I suggested to ‘Biggles’ that he should be making a move towards the Banana Strip, as it would be dark within the hour and he had, anyway, lost his audience.   They were all now outside on the veranda enjoying the last of the day’s sunshine.

 

There then started a pantomime. 

 

On his earlier arrival he had parked in a resident pilot’s parking/tie down spot-an easy mistake to make given the lack of signs, local knowledge and the fact that it was the air field controller’s day off so there were no radio communications available either.  From the veranda we watched ‘Biggles’ walk to his Falcon, which was still parked where he had left it of course, but by this time the rightful owner of the space had returned in his Jabiru and one could see from our vantage point upon the veranda that he was becoming agitated by the ‘Biggles’ cuckoo in his nest. I think his jumping up and down on the spot indicated to us, the watchers, that he was becoming increasingly perturbed. 

 

‘Biggles’ approached giving the complainant a cheery wave as he neared the bobbing up and down figure positioned by the starboard wing tip of his Jabiru.  His gyrations seemed to increase in frequency and intensity as the leather clad figure of ’Biggles’ came closer to the two aircraft.  ‘Biggles’ after a short stop in his perambulations then doubled his speed, hurrying as he did so to his Falcon giving ‘Jab Man’ a wide berth by swerving away from him as he came to their would be, closest meeting point.

 

A ripple of laughter from us, the watchers, all now fascinated by the tableau, greeted this move.  

 

We could not hear the conversation but the body language was making it very clear as to what was being said. 

 

‘Biggles’ literally threw himself into his Falcon and the propeller turned over a couple of times before he realised that he was parked on the side of a deep, wide ditch and to go any further would spell disaster.  He reappeared from the cockpit and with great alacrity and it must be said, agility, dashed to the tail and turned the Falcon around so ensuring safety and just as speedily remounted.  The engine started and he lurched forward a few feet and stopped the Falcon nodding forward as ‘Biggles’ applied the brakes.  One could ‘hear’ him wondering if ‘Jab-man’ had left a wide enough space to allow the Falcon a clear passage.  The Falcon lurched forward a further few feet and again stopped while ‘Jab-man’ waved him onwards-ever onwards.  The assembled company on the club house veranda were totally fascinated by this performance but I was moved to point out that this was a very great improvement in his ground handling skills, as normally he would just have hit anything in the way.  Finally he had cleared all obstructions and then carried out his normal taxying routine.  This routine consists of a great deal of throttle use while applying the brakes.  The brakes are then released   but at the same time he closes the throttle.  These actions give the impression that the Falcon is participating in some weird game of leapfrog.

 

‘Jab-man’ was still gesticulating with one arm whilst holding down his aircraft with his other arm, at the rear of the Falcon, becoming somewhat tired of being blasted by the ‘Biggles’ prop-wash which was shaking both him and his Jabiru.  I had the idea at the time that ‘Jab-man’ would have cheerfully throttled ‘Biggles’ had he been able to leave his aircraft unattended.

 

Eventually ‘Biggles’ and Falcon, moved towards the runway using the inward bound taxy-track.  Fortunately no other aircraft were in sight-it was suggested by one or two wags on the veranda-that they were all holding off until the Falcon had left the vicinity of Damyn’s Hall.  Suffice to say, both were now lost, or certainly unsure of their position in relation to the official runway’s holding point having reached the active runway but half way along its length. The Falcon and ‘Biggles’ milled around in a couple of circles at this point but then set off for the official departure area by backtracking along the runway in use.  This move was accompanied by a great cheer from the assembled company, secure in their grandstand seats upon the veranda.  Silence reigned for a few moments until the Falcon re-appeared facing in the correct direction for departure.  The engine reached its maximum output as the Falcon lumbered forward, gathered speed and finally took to the air. 

 

This final movement was again accompanied by a cheer but this time, with applause thrown in for good measure.

 

The, by now dishevelled, ‘Jab-man’, who had been busy tying down his aircraft up to this time, arrived on the veranda and immediately demanded in a very loud, voice, ‘Who is that Freak?’

It was then that I realised that we at the Banana Strip, have become so accustomed to his possible ‘weirdities’ that we no longer notice them or if we do notice them, we accept them as his norm. 

 

 On this occasion I was not keen on the tone of voice of the questioner and told him, light heartedly, that he, ‘Biggles’, “is a personal friend of mine”. ‘Jab-man’s response was on the lines of my needing to be more careful in future when choosing my friends!

 

Blooming cheek! 

 

I was in the mood to attack but ‘Jab-man’ stormed off before I could sufficiently wind up into attack or indeed, defence mode. 

 

I agree that the ‘Biggles’ ensemble of black, furry hat, black, leather tunic-top and matching black leather trousers, hidden half way down his legs by long brown boots, does give him a somewhat comedic appearance and especially when he substitutes the black leather with a bright brown leather suit, but that is entirely his choice.

 

Mike and I left in the Sky Ranger some 15 minutes later and arrived overhead the Banana Strip in time to see ‘Biggles’ landing.  Where he had been I have no idea and did not ask and neither did I have the chance to pass on the message from the veranda crowd at Damyn’s Hall, as Mike was in a hurry to be away and so too ‘Biggles’.  The message was simple, namely ‘tell him to drop in at any time as we have not had such an afternoon of top class entertainment for many a long year’.

 

It was at about this time that the ‘Biggles’ appearances at the Banana Strip dwindled to nothing, comparatively speaking, as he had been offered or given the chance to ‘TINKER’ on a full time basis.

 

Glyn had bought an X-Air Falcon, fitted with the more suitable Jabiru engine, the construction of which had not been completed by the original owner/builder.  The Falcon in question represented a challenge to ‘Biggles’ which he could not resist and as Glyn had neither the tools, nor the time, nor the basic knowledge to complete the build on his own, ‘Biggles’ was the ideal candidate for the job.  

 

‘Biggles’ had gained his knowledge on type by using the simple expedient of ‘Bend it and Mend it’.  In turn the Banana Strip became a safer place from which to fly as the ‘Biggles’ Falcon was seldom to be seen as he toiled and tinkered at Damyn’s Hall. 

 

The Glyn project was finally completed some long time after its start but there was no great hurry as Glyn was a student pilot and had no licence at that time.

 

I returned to Damyn’s Hall two days later, having arranged with Allan Bradfield, one of the Banana Strip refugees, to fly him around the local area in my Sky Ranger as he had viewed one or two of these excellent aircraft that were being offered for sale at the time and wished to find a good example of the type with a view to making a purchase.

 

His conversion from flex wing to fixed wing flying was progressing well enough under the guidance of Keith Reynolds, he had told me on my visit two days earlier but admitted to having little idea of what to do with, or how to use, the rudder.

 

At the time of my previous visit I was unable to satisfy his whim due to the lack of time and fuel.  I had just enough fuel on board for the return trip to the Banana Strip with sufficient reserve for a diversion, if necessary, so I had promised him I would be back on the following Thursday with more than enough fuel and time to spare.

 

My motto is ‘Stick to What You Know’ and I consider a move from one discipline to another, impossible in my case, or very difficult to say the least and I freely admit that I would not even attempt a switch to flex wing flying.  

 

Allan Bradfield has flown many hours on the flex wing aircraft he has owned so it must be very difficult to do everything in reverse at this stage. 

 

Mike had accompanied me again in order to fly the Damyn’s Hall, club Jabiru while I took Allan for a fly round in the Sky Ranger.

 

The weather was ideal, eight-eights blue and no noticeable wind.  The airfield was very busy at the time with aircraft coming and going.

 

After our customary ‘cuppa’ we made a move to the Sky Ranger.  I encouraged him to sit in on take off but as we very quickly gathered speed-it took him very much by surprise after his few lessons in the Damyn’s Club Thruster-I could feel, through the stick, that he was momentarily, gently pushing forward, as one would in a flex wing I believe, in order to ‘un-stick’ the Sky Ranger.    Once up and flying he was very capable but then he is a very experienced pilot in his own right.

 

Landing was a bit fraught as he thought we needed more power when on short finals in order to extend our glide to bring us onto the field and promptly kicked in hard right rudder!  I found this move a little bewildering for a moment or two and did mention it to him at the time.  This move was quite understandable of course, as his flex wing has a foot operated throttle and he had instinctively used the rudder pedal as a surrogate throttle pedal, to apply power, which we certainly did not need, forgetting that the Sky Ranger is not fitted with such a device.  This was the only movement he made with the rudder throughout the flight.  He did very quickly correct this move and required me to put her down, which is what I was going to do anyway after recovering from the sudden and unexpected change in direction.

 

My hair slowly returned to its original position upon my cranium after we had parked the aircraft and as we headed for the refreshment area, on foot.  I explained to Allan that one of the problems that I experience with the Sky Ranger is its ability to float-on regardless of the use of flaps and particularly in calm conditions but that I have now become accustomed to its propensity to emulate a dry cork on a stormy sea and am fairly adept at using a slice of side slipping to aid its downward motion if necessary.

 

When sitting outside on the veranda watching the landing aircraft while sipping tea, we counted a number of overshoots by Sky Rangers and Jabirus alike that had just rejoined the circuit though Mike, in the Jabiru seemed to have the technique well mastered, when he returned to Damyn’s Hall.

 

Allan renewed his search for a good quality Sky Ranger, mainly through the medium of ‘AFORS’ and enlisted the aid of ‘Big’ Dave Hughes, the builder of my Sky Ranger, in order to make his selection.  ‘Big’ Dave ‘found’ a good example of the breed offered for sale at Popham and Allan negotiated a price and purchased the Sky Ranger-one careful lady driver-with ‘Big’ Dave’s approval.

 

Allan Bradfield was about to embark upon his new adventure flying a fixed wing aircraft.  Keith Shakesby was not quite so sure of the advisability of this move but was prepared to ‘go along for the ride’ so to speak

 

Keith Shakesby (Navigator)                         Allan Bradfield (Pilot)

 

For my part I was about to face a whole new set of experiences and challenges in the ‘Rolls Royce’ of Microlighting-in my humble opinion-the ‘Big’ Dave, C42, Ikarus which would lead me, physically towards the advanced stages of arthritis and mentally towards early dementia,  liable to leave me confused for ever!

 

 

B. Umble.