This year's Easter week we like to perform a flight with our Taifun
17E from Berlin respectively Aachen via South England, the Scilly
Isles to Ireland and the Isle of Man. In this part of Europe the local
weather situation is always changing, not to be trusted at all. Therefore
we add all aviation charts of France to our equipment, notwithstanding
the additional mass of 3 Kilograms. As it shows up, it was good to
have an alternate plan B at hand. We in this case are Manfred Garben
with their D-KKGG, based in Oehna (EDBO), south of Berlin, as well
as Erich Dobler and Henk Dumont with their D-KFDI. Meeting point is
NATO Airbase Geilenkirchen (ETNG), where the AWACS E-3A are located,
close to Aachen near the German/Dutch border. The D-KFDI is also based
in Geilenkirchen, hence this meeting point.
Friday,
April 14th 2006
The front has passed through. Departure of the D-KKGG in Oehna will
be at 10 o'clock. We have to fight against a strong and turbulent
headwind with guests of more than 50-70 km/h (27-38 kt) at an altitude
of 2000 ft. When passing Hannover the wind velocity decreases a bit.
But now the first clouds with showers grow up within the unstable
air mass. The more we follow our course towards west, the darker the
clouds get. But still a few gaps are available and we land at Bielefeld
(EDLI) by 2 pm.
Erich, Henk, his wife Elli and Leo, webmaster of www.powerglidertaifun.de,
are awaiting us close to the threshold to take the first pictures
for the website.
Arrival
at Geilenkirchen of Manfred and Urs with the D-KKGG.
Leo will follow our flight with actual pictures, information and reports
on our website while sitting at his home desk. We will be wondering
about his intuition and fantasy. Numerous times we were able to see
on our website where we were or were about to land prior being there.
The weather situation does not allow a channel crossing, so heading
for Midden Zeeland we try to find our way at least to the Dutch coastline.
The airspace structure within Belgium, especially within the CTA of
Brussels and Antwerp, is so difficult that the trip-route is planned
to operate the aircraft between these CTAs. The filed flight plan
with a departure time of 5.00 pm is transmitted from Henk by phone.
At 4.50 pm both Taifun aircraft depart from the 3000m runway.
Following a westerly direction it's getting darker and darker whereas
a bright stripe shows the frontline in the north. After a short discussion
on the "jabber-frequency" 123.45 MHz Henk asks for an immediately
confirmed change of route. Ten minutes later we continue the flight
in warm sunshine and land at Midden Zeeland at 6.00 pm.
Saturday, April 15th 2006
The weather has deteriorated during the night: at moderate
visibility we can only get to Calais. Both aircraft are being fixed
as good as possible because the forecast shows guests up to 35 knots.
For a price of 12,50 € per person per night we find a cheap but
unattractive double bedroom in a likewise hotel. In the evening it
starts to rain, this does not redound to Calais advantage. Luckily
the forecasted storm holds off.
Flight
preparation at the hotel in Calais, concerning crossing
the Channel.
Sunday April 16th 2006
Back at the airport at 8.30am. The rain has stopped but it still is
hazy. The forecast shows better conditions for a channel crossing
than yesterday. We file a flight plan with an estimated departure
of 11.00 am local time to Shoreham (close to Brighton). Both aircraft
will be refuelled, the life jackets put on. The D-KKGG takes over
the leading and the conversation via radio telephony of the formation.
Off we go for the first jump across the channel: 47 km or almost 20
minutes over water. No natural horizon, but continuous "visual
contact to the water". After 10 minutes of flying time the first
transmission: "Mid Channel Crossing". Soon the white cliffs
of Dover arise. The ceiling reduces from 2000 ft to 1200ft down to
800 ft while approaching Shoreham with a visibility of less than 4
km.
The crew of the D-KFDI sometimes has problems not to lose sight with
the leading D-KKGG. The amount of received Shreham radio transmission
shows that other aircraft are still in the air. Becalming and not
at the same time. For safety reasons Manfred transmits our position
and altitude periodically while Urs keeps looking for possible obstacles
ahead. Finally we are able to transmit "field in sight".
The D-KKGG has to follow a second pattern, due to a high altitude
approach at the first time, and is able to land after a flight time
of 1 h 20', it feels as almost double that much. Welcome to England.
Obviously two Taifun 17E with a German registration do not land every
day here at Shoreham. So it is clear that we are a welcome object
for spotters, e.g. Bob Kent, who immediately informs our webmaster
about our landing, adding some good pictures.
Shoreham
Tower:
an Art-Deco jewel, opened on June 13th 1936.
The Shoreham airport building is like a jewel of the thirties. Today
it's Easter Sunday and lots of families with their children visit
the airport. There is hardly any table left at the airports restaurant.
We enjoy what we call a “British atmosphere”. At the main
terminal hall both D-KFDI and D-KKGG arriving from Calais are shown
on the digital annunciator panel. Pictures on the wall remind of the
glorious past of Shoreham and its role in England’s air defence
during the Second World War and on the enthusiasm for aviation of
British people.
We look for the latest weather forecast (METAR and TAF) of South England
area. It is promising much better weather for a westerly direction.
Meanwhile it is starting to clear up. We decide to continue to Exeter
heading for Scilly Isles. Directed by Low Altitude Radio Stations
(LARS) we pass the Isle of Wight, Southampton and Bournemouth. After
one hour flying time the airport of Exeter gets in sight. A preceding
Boeing 737 follows the approach. The air traffic controller reminds
us to use caution on the wake turbulences. We continue circling and
try to keep above the flight path of the 737. At Exeter we have to
experience that the airport St. Mary’s on the Scilly Isles is
closed on Sundays. A taxi driver helps us out finding a good bed and
breakfast for 90 £ (~ 135€) for all of us. After a walk
through the historical part of town, passing a 13th century cathedral,
we visit one of two recommended restaurants. Being amazed at the good
English food we ask the young waitress serving us to thank on the
kitchen. With a smile in her face she tells us that the cooks aren’t
English but one is an Albanian and the other one is Polish.
Monday April 17th 2006
We
enjoy the typical English breakfast with ham and eggs, an undefined
sausage and white beans. The weather forecast for the next two days
is looking good. Contacting the airport St. Mary’s by phone
(PPR) we learn that at the airport no AVGAS will be available. Therefore
we have both 45l tanks of the Taifuns being filled up, something we
have avoided up till now, due to the heavy loaded aircraft. But 2700m
runway length will be enough to handle a bit too heavy aircraft.
At 11.00 am both motorgliders take off at Exeter’s airport to
follow a formation flight towards the Scilly Isles. Lead by D-KKGG
the D-KFDI follows at a five-o’clock-position. Sometimes it’s
hard to keep the formation due to thermal winds. The aircraft’s
speeds are variable which makes it much more difficult to keep the
distance to the preceding one.
Plymouth harbour passes by down below. Here in 1620 the pilgrims started
their journey to discover the new world, finding America. Our next
crossing point will be Land’s End, the most south-westerly part
of the English coast. Another 50 km overhead the sea towards the Scilly
Isles will be following.
Compulsory
reporting point for aircraft approaching the Scilly Islands
50 km from Land's End.
The base of the low stratus clouds forces us to descend to 800 ft.
Out of the sudden the clouds disappear above the water. We still have
a visibility “’till America” and the Islands appear
shortly. Close to the compulsory reporting point (a lighthouse) Manfred
asks the controller for a sightseeing tour across the islands. No
problem, but we have to state our position and altitude several times
for the other approaching and landing aircraft. At 12.30 pm our Taifuns
touch down one after the other on the 600m runway 33. It has the shape
of a cat’s arched back, e.g. increasing in the middle with a
gradient at both ends.
The aircraft are getting tied and secured. Henk asks for a recommendation
on bed and breakfast. Using an old Volvo car the warden picks us up.
On a trip around the island he explains to us that the island has
more than 9 km streets of asphalt used by 200 cars only.
In the evening we have the best fish and chips on our trip at a mobile
restaurant close to the beach.
Final
at the "Cat’s Arched Back": approach of the
motorglider on runway 33 of the Scilly Islands.
Idyllic
Apron:
On St. Mary’s the power gliders are allowed to stay overnight
on a lovely madow.
A palm-lined island: a village street at St. Mary’s.
The Gulf Stream causes a continuous pleasant temperature.
 |
 |
Small
shore leave
for the crews: Close to the sea is the location of the beautiful
bed and breakfast houses. |
Briefing
with Manfred, Urs, Erich and Henk (f.l.t.r.) |
Tuesday, April 18th 2006
A
new low pressure area is approaching north-west from the Atlantic
Ocean. We decide to disregard our initial destination Ireland deviating
to France across the Channel Islands.
Dark clouds, a foreboding of the approaching low pressure area, are
drifting in with an increasing westerly wind. We are suffering strong
crosswinds on runway 33. Alternatively there is only runway 28 with
500m TORA left. Runway 28 is consisting half of grass and half of
asphalt and is rising up at its first third. But it also gives us
a 15 kt headwind. Henk and Erich have to depart with their D-KFDI
first. After a 400m run the aircraft takes off. The K-KGGG follows.
Done!
The air traffic controller advises to stay above 1.500ft. Commercial
flights arriving from Land’s End directions use altitudes of
1500ft or below. There is not much space to operate between the commercial
aircraft and the clouds. But a strong wind accelerates both Taifuns
to a 220 km/h speed towards Land’s End. We have to avoid the
CTR of Pencanze because of a departing helicopter. But with GPS on
board this isn’t much a problem to do so. Heading easterly the
weather gets better and better.
We stop over at Plymouth and file a flight plan to Guernsey. On our
160 km overseas flight we have to stay below 3000 ft. With a monotonuous
sound the engine does its work. Calmative! A freighter arises at the
horizon. In case of an emergency we would try to get close to it.
After 50 minutes of flight time we can see land. Ten minutes later
we land at Guernsey. We get a parking spot for our aircraft, follow
the “yellow C” and pay our landing fees of 9,60 €,
parking overnight includes. The frontline is expected to be at South
England the following day.
Downtown
Guernsey: View at St. Peter Port.
Wednesday, April 19th 2006
Our destination for today is Belle Ile at the south coast of Brittany.
With a heading of 090° we take the shortest way to the Normandy
coast , follow the coast line to the south and the west, and cross
the land via St. Michel and St. Malo to Dinard.
While circling for a photo mission around the Mont St. Michel out
of the sudden another aircraft appears and crosses our flight path
at the same altitude not more than 200m away. No time for a deviating
action not even for a moment of shock.
After a stopover at the customs airport Dinard, we follow a south-south-west
heading across Brittany at best visibility flying along a few clouds
directing Belle Ile.
Ten minutes prior reaching the airfield we establish radio contact
in English on the published frequency of Bell Ile. No answer, even
after two more tries. Following a no-radio-contact procedure we have
to cross the airfield at a height of 1000 ft midfield, have a look
at the windsock and a possible landing “T” to get the
landing direction. Using a crib of “Landen und Funken in Frankreich
(to land and to talk at French airports) from Patrick Faucheron -an
actual version can be downloaded at www.powerglidertaifun.de, Manfred
reports the position of the formation according to: “D-GG en
finale pour la vingt-sept”. The Taifuns land one after the other
on the 600m runway of Belle Ile.
In the evening we have a farewell dinner with fruits of the sea at
the distinguished restaurant LE PHARE at Sauzon harbour.
Farewell dinner "was celebrated"
by our 4 pilots in a very distinguished restaurant at Sauzon harbour
on the island of Belle Ile.
Thursday, April 20th 2006
The week is almost gone. Today we will go back to Germany. The planned
track leads us via Brittany and Normandy to Le Torque, crossing Belgium
heading for Geilenkirchen and Leverkusen. About 900 km at six hours
flight time. A taxi has been ordered for 8.30 am.
A first glance at the Atlantic Ocean is not very promising. Dark and
low stratus clouds, from which a light rain is falling off, are approaching
already. That’s it for today?
Erich gets detailed weather information from the German DWD for the
planned route. According to this the southern edge of the low pressure
area we have escaped from yesterday in England has already reached
Belle Ile. The planned route via Brittany is impossible to follow
due to a low ceiling. But 50 km more to the south at the mouth of
the Loire river the sun is shining. We drive to the airport and study
meteorological charts (METAR, TAF) for an alternate route south of
Paris. If we can manage to depart during a break of rain, to follow
the river Loire direction east to Germany, it will be possible.
Lucky guys we are: after two hours the sky clears up a bit and the
rain stops. At 11.00 am both aircraft depart from the airport. Less
than twenty minutes later the promised sunny stripe can be seen at
the horizon, getting wider and wider the closer we get. The southern
frontline is shown clearly. East of Nantes the weather is (CAV)OK.
We follow the Loire river. We have to keep sufficient distance to
the nuclear power plants. There is no time to have a castle tour at
the Loire.
We have a refuelling stop and enjoy lunch at Blois, continue via Verdun
to Dahlemer Binz, where we have to separate D-KFDI and D-KKGG. When
we land at 6.00pm and contact the local authority, a big excitement
occurs. Both aircraft have already been reported being missing and
the SAR has asked for information about us. What went wrong?
A phone call the next day makes it all clear. We forgot to contact
Reims Information after a penetration of military airspace east of
Verdun. The German SAR has been informed that the radio contact to
our aircraft had been lost. We promise, that will be a lesson to us!
