Clear of Cloud

My Aviation Career

My aviation career has been that of a plodding PPL.  My aspirations for anything more were cut down fairly early on.  I was undergoing a Class 2 medical examination for the private pilot's licence and my doctor asked if I had any intentions of flying professionally.  I told him that I'd no real desire to work for the airlines but that I'd certainly like to have someone pay for my flying.  I'd consider a little bit of aerial photography, instruction, ferrying aircraft, that sort of thing.  Bearing that in mind the we set about testing me.

I have a "squint" or "lazy eye".  I spotted it myself some time ago but it's imperceptible to most people and it has no practical effect on my vision.  In fact, apart from this, my vision is quite good.   Well the good doctor checked me out to Class 2 but when it came to the eyesight requirements he told me that he felt I probably wouldn't pass the Class 1 medical required for a commercial licence.  Taking his guidance I booked myself in to the Aeromedical examination unit in the Mater Private to have his suspicion either verified or dispelled.  Unfortunately they verified it and I was shackled to a very expensive hobby.

Why write about it now?  I've just been wandering around the web and there are noises.  Sounds of an impending change in the Joint Aviation Regulations (JAR).  I had always presumed that, if anything, the JARs would become more restrictive.   In fact the changes (if they haven't already happened) will include a relaxation of the ophthalmological requirements.   Unfortunately, I'm not sure what the values of my "lazy eye" (Refractive amblyopia) is so I don't know whether the changes will make a difference.

Of course even if I suddenly meet the eyesight requirement for a Class 1, I'm still not sure whether I'm prepared to invest the big bucks required to get a CPL.  Still it would be nice to have the option.

P1

Good day for flying last Saturday.  It was clear blue freezing cold - not a puff of wind.  A had spent the morning de-icing the aeroplanes.  Friday night had been the coldest night of the week and Alpha Charlie was refusing to start.  The battery just didn't have the "juice" to start the little Lycoming engine.  The prospect of a perfect flying day and being short one aircraft for business was fuelling A's consternation.  A new battery, ordered during the week, arrived and was installed in the engine compartment.  A turn of the key was all that was needed - to discover that the new battery was completely flat and to send A completely into orbit.

Having vented his frustration and re-organised the day's flight schedule, a much calmer A and me hopped into the second aeroplane to do some circuits.   With no wind, I had to pay much closer attention to speeds in the circuit but I pulled of some real greasers and seemed to exorcise the hideous ghosts of last weeks flying.  I love hearing that stall warning buzzer just before the wheel kiss the tarmac -ah, the satisfaction.

I was booked to go flying again on Sunday and I knew that if I could keep the consistency of Saturday's flying that I'd be let off on my own. Sure enough, four nice landings with A in the right hand seat and we made the call for a "full-stop" landing.  He hopped out and I was alone.  Alone in an aeroplane.  It wasn't a new feeling but it certainly isn't familiar either.  In fact it was a little more nerve-wracking that before.  This was my first time solo in the Grob and to be honest I don't like handling it on the ground.  I control the Grob on the ground like a drunk.  Anything beyond a walking pace and I veer and weave like I'm dodging bullets from a Messerschmitt on a strafing run.  But A thinks it safe to let me go so away I go.

Unlike the TB9, the difference between flying the Grob with only one on board instead of two is vast.   The performance of the aircraft is significantly better and it took me some time to adjust to the difference.  My solo circuits were all a bit sloppy and all of the landings were recoveries of poor approaches but I did recover the landing and greased them all on.  Landing number three was a full stop and as I taxied to the fuel point I thanked ATC, said a quiet prayer and let a quiet yelp of delight.  I love being a pilot !!!!

I still forgot to turn the lights off though. Darn.  The next time I'll get it all right.