We’ve decided to call the remake “Reach for the Adnams”. We just need a pretty female as the leading actress – any volunteers?

YR

North Weald can be quite intimidating at times. We have based fast jets including two Hunters, frequent P51 traffic as well as a newly based Spitfire and aerotow gliders flying mirror circuits to the east.

Overhead joins can be a problem because of the 1500 feet base of the Stansted CTA, with the CTR just to the north.

A very busy commercial training airfield at Stapleford Tawney is nearby to the south east, where the circuit pattern is large for noise abatement. And we also have frequent transits by microlights from two local sites. Any arrivals have to keep a very good lookout.

Since the accident they have reviewed procedures, and although RIABs can still be done, there are limitations. For example they are not allowed on Saturdays when a large open air market is held on the site, or when the aeromodellers are flying.

There is a degree of showmanship in doing RIABs, as they are not strictly necessary for energy management. The Yak pilot in the incident cited above clearly showed a lack of judgment. There is a memorial seat outside the Squadron to the two victims from the Cessna as a constant reminder for us to keep a good lookout and not show off.

YR

Yes, little inputs on the rudder too – again the yaw will generate a bit of roll. The secret is to make lots of small inputs and anticipate, especially with the throttle.

Also just finger and thumb on the stick (or yoke), otherwise you are too tense and that can generate unwanted inputs on the ailerons too!

A few thoughts on this as I was recently involved in an 18-ship Pup and Bulldog formation flypast. They might be of some help.

First point. Formation flying is dangerous, so get some proper training first. Even in a loose formation, when it starts going wrong it can happen very fast. Keep the other aircraft in sight at all times. With a mixture of high and low wing you have different blind spots, your planning should take account of this. Be aware that wingtip vortices and slipstream will throw you out of a formation before you know what?s happened, so never try to overlap wingtips.

Work out a thorough briefing so everyone knows exactly what they are doing and more important, exactly what they need to do if something goes wrong or they have an in-flight emergency or failure. Think about communications ? will they be hand signals or radio. If radio, will you use a discrete frequency?

The flight logistics on our flypast were all worked back from the landing phase, and all the timings worked out to give adequate spacing between aircraft landing. Agree speeds that are comfortable to achieve and allow the wingman some margins. You should have time to do some practice with the actual aircraft beforehand to establish these baselines.

During our run and break, we used a five second interval, but we were allowed three aircraft on the runway at any one time. It is unlikely you would be allowed to do this, so your spacing would have to allow for each aircraft to clear the runway first.

DAs. From what I recall, any formation of more than 3 aircraft requires a specific DA, which is one reason we adopted a Balbo of six Vics with 20-30 second spacing between Vics. You would not be doing a flypast, technically, so the three aircraft rule might not apply. For low performance aircraft use an echelon formation to join the circuit ? with a Vic the leader would have to cross in front of a wingman, which is dangerous. We went from Vics to Echelon left for our RIAB, so breaking right was not a problem.

The slowest aircraft should lead. A Cub is pretty slow, which might cause problems for other aircraft on the inside of any turn, which have to fly even slower. Turns are achieved with use of power and elevator, not aileron (which could roll you into the leader). You are adjusting power settings constantly. Small movements are best otherwise you will be overtaking or falling behind and increasing the workload immensely.

Aircraft may fly in formation, provided the PICs have agreed beforehand. What is not allowed is to formate on someone just because you feel like doing it without prior agreement, as your intentions would not be known.

You?ve also posted these questions on PPRuNe. Do a search for formation flying, there were a couple of threads about this recently.

I think what you are suggesting is perfectly feasible with sufficient training, practice and planning. Good luck!

YR

Come this Sunday for the Battling for Britain fly-in. HAC Hurricane is booked to attend. B-25 Grumpy and the Aces High C-47 will be together on static display. The two C-54s are still parked on the Aces High apron. Also hoping for a 72 Squadron Tucano.

Most weekends we have three or four JPs flying, the Gnats often go out too. The newly arrived two-seat Hunter have been flying a fair bit lately as well. And Kennet have lots of other goodies such as the JP1, Hunter, Skyraider, Piston Provost and Wasp, which can also been seen flying now and then.

Peter Teichman is based at NW in his new hangar with P-51 Jumpin Jacques (often flown) and his Staggerwing. Tony Haig Thomas’ Avenger is parked outside and easily viewed, also a T-33 that doesn’t fly.

Loads of Yaks, including several Aerostars.

If you come on a Saturday, be aware that the market traffic on the other side of the airfield can get very congested, some arrive early rather than at lunchtime. Interesting aircraft often fly in for a visit, so you never know what may appear.

Here are some pics of the residents and visitors…

YR

Went today. broken cloud stopped flying until after lunch, then some amazing aeros.

Never seen a ‘handbrake turn’ done in the air before. Didn’t try to take a picture, that’s not the point – just watched the action.

Interesting seeing the way different pilots interpreted the sequences, especially the pentagon loop!

A thoroughly enjoyable day in perfect surroundings – for FREE. And came back down the M11 past Duxford with no traffic jams!

YR

I did think about suggesting it a while ago, as the original plan was to go to Shoreham (where Beagle had a factory) as well. But that fell through because of the air show this weekend.

We’ve got a limited DA, which applies only to North Weald. Next year, you never know! We’ll have had a lot more practice by then, but we’ll probably not assemble so many aircraft until the Beagle Pup and Bulldog Club celebrates its next anniversary. It was the 21st this year – hence the 21 aircraft.

Certainly a nice entry for the Log Book. BTW, our Yak is at Gransden awaiting the paperwork for its annual, so I’m sort of there in spirit! I’m down to ferry it back to Sarfend when its ready.

YR 😀

Great fun isn’t it! 😀 😀 😀

If your aircraft has a constant speed prop – so you don’t have to adjust the throttle during the manouevre – try holding the stick with both hands. This will neutralise any tendancy to pull towards the hand you are using.

I’ve had the same problem formation flying, with some interesting results. But then I had to keep making small throttle adjustments, so couldn’t use both hands! 😮

YR 😀