- Joined
- Oct 30, 2003
- Messages
- 18,373
- Location
- Santa Maria, California
- Aircraft
- Givens Predator
- Total Flight Time
- 2600+ in rotorcraft
This ended up being a long story. The short of it is 521 nautical miles,(600 statute miles),10 hours of flying at an average speed of 52kts(60 mile per hour), with a maximum ground speed of 108kts(124 miles per hour), two aborted trips for weather, a ding in the prop, carburetor ice and I made it to Ryan and Katy’s wedding.
The goal was to fly the Predator up to The Vertical Challenge at the Hiller Air Museum in San Carlos, California from Santa Maria, California.
I wanted to do this last year but I had just earned my Private Pilot, Rotorcraft, Gyroplane pilot’s license and I did not feel I was ready for the four different weather systems and the airspace congestion in the San Francisco bay area. I didn’t know what I didn’t know. I have been building up to this trip to SQL slowly over the last year and I now know that I wasn’t ready to meet the challenges a year ago.
The first challenge is weather. The coast of California typically has fog in the morning and it moves in again in the late afternoon depending on where you are. Finding a way to fit in a 5 hour flight in the in-between is challenging and involves luck. Depending on where you are, the fog can even keep you on the ground all day long.
The second challenge is also weather. The wind can come up quickly and blows hard and fast. The typical winds are around 15kts to 25kts but more is not unusual. The wind usually comes up around 10:00 and can last into the night. The entire flight is near the hills and turbulence is often exacerbated in the vicinity of the hills.
The third challenge is getting there on the day of the event. The NTSB reports are full of people who made poor aviation decisions because they felt they had a compelling reason to fly somewhere on a schedule.
The forth challenge is airspace. SFO is class B airspace and you can watch the airliners descending to land at SFO from the runway at San Carlos. A friend here on the forum suggested that I get a San Francisco terminal area chart and it helped a lot to define my options. San Jose is also class B airspace and it lies between SMX and SQL.
The fifth challenge for me was no ground crew to help manage things when they don’t go according to plan, like bring me food when the Restaurant at Paso Robles was closed. Ed had to get ready for Ryan’s, her son, wedding June 21, so no ground crew. I was on my own and I wanted to be back for the 2:00pm wedding on Sunday.
The sixth challenge is ego. There are people at this event that I have known for a long time and respect. I wanted to show them I had become a pilot.
The seventh challenge is to bring enough gear for three nights. The Predator is a two seat tandem and with my bag with clean clothes, warm clothes and toiletries filling up the back seat, secured by the rear seat belt. To get to the front seat you step on the rear seat and step over the seat belt mount to the front seat and then step down to the floor. I have poor balance, no depth perception and it would be a poor regrettable end to an adventurous life to fall from the Predator on my head.
The eighth challenge is range. I have come to understand that I like to have enough fuel for twice the distance I am going to fly because a head wind is particularly devastating to a very slow aircraft. If I encounter a head wind that is half my cruise speed it doubles my time to get there. The Predator will comfortable fly for a little more than two hours at high power settings so my fuel stops need to be no more than 65 nautical miles apart (75 statute miles). The Predator also leaks a quart of oil in 4 hours so I need to have enough oil of board.
The ninth challenge is to be ready for whatever I need to know about all of the 15 airports that I might need to land at or transition through their airspace. It is hard for me to read a chart in an open aircraft. Things like pattern altitude, pattern direction and approach need to be looked up in the facilities guide and it is best to manage this information in an organized way. I had more than 20 laminated knee board radio call sheets.
The tenth challenge is the unknown. I have no way to know what I don’t know. I often find out in challenging ways at challenging times.
I was having a couple of parts for the teeter bearings machined and they only had one done on Wednesday, they promised me the second one Thursday morning. I wanted to leave Thursday as soon as the fog lifted so that I did not have to make the trip in one day. I installed and greased one side and was set up to do the other side quickly as soon as I got the part.
Thursday morning I was packed and somewhat disorganized when I went to work to sign and fund payroll and headed for the machine shop. I stopped by the local Subway sandwich to pick up a foot long for the flight.
Dennis did have my part finished when I arrived at the machine shop on Thursday at 9:00 am.
I installed and greased the second bearing and shimmed the teeter tower with my new Delrin thrust washers. I had all 50 of them laid out on the table by thickness and it made quick work of it.
I started my preflight by 10:00 and the field was still IFR. By 10:30 I had called Lockheed Martin for SMX to PRB. Paso Robles was clear below 12,000 feet with winds at 190 degrees at 6kts. There were scattered clouds at 2,500 over SBP and the Satellite picture showed the fog retreating to the west. I asked for an outlook briefing for the rest of the trip and the Briefer was very helpful. Monterey looked iffy and Half Moon Bay was on the edge of a fog bank. It was too close to be clear on the times. SMX went VFR at 10:50 and I was on a roll by 11:00 and in the air by 11:10.
We flew straight up highway 101 climbing the whole way. I called San Louis Obispo for a transition to the north along the 101 and it was approved at 2,500 feet or above. The ride over the Questa Grade was quick and sure in the cool air. The tower helped me manage a couple of aircraft, one at my twelve o’clock 500 feet below me; it was a Grumman with a round motor thundering along less than 500 feet AGL. I could hear her deep thunder.
The fog off to my left was a reminder of the morning weather. Paso Robles, PRB, was quiet with only two aircraft in the pattern. I called at 5 miles, entering the left 45 for 19, mid field, turning left base and turning final. Touchdown was nice at the taxiway and I called clear of the active as I taxied to fuel.
I fueled up, ate lunch and spent 20 minutes on a pre-flight. I called Lockheed Martin for PRB to KIC, King City. Winds at KIC were 280 at 12kts according to ASOS. The fog was still iffy past Salinas.
The departure from PRB was nice and I climbed up to 1,800 feet MSL and radioed my departure direction, altitude and speed. PRB is at 836 feet MSL and my height above ground level varied with the roll of the hills. The landscape was lovely but my camera stayed in my pocket. I called King City, KIC from 5miles out for a left base entry for 29. There was no one else on frequency as I called turning left base and final. KIC is 370 feet MSL, had some activity and several people waved. I fueled up, did a though preflight and a personal preflight.
I called Lockheed Martin for the leg to Watsonville, WVI and it was on the edge of the fog. Monterey was IFR. The preflight went well.
Take off from KIC was quick and sure and soon I called Salinas, SNS from 10 miles and my transition to the North West along the 101 was approved at or above 2,000 feet. The Monterey airspace begins at 2,500 and I was good to go. I could see the fog off to my left and there was not much blue visible. Finding WVI went much better this time because I could see the smoke stacks at Moss Landing from 15 miles out and they led me to California Highway One. There were 5 aircraft in the pattern and 3 were giving good radio. I fit in well and landed at the taxiway and taxied to fuel. I spent some extra time on my preflight, drank some water and drained my sump.
Lockheed Martin had Half Moon Bay, HAF, clear below 12,000. The ASOS had the ceiling at 3,200 feet. I also inquired about WVI to San Carlos, SQL, direct and it was clear below 12,000 feet there with winds at 260 degrees at 12KTS. The briefer said it looked good either way. This allowed me to miss San Jose’s class B airspace. I have ridden these hills both on road and off road so I am somewhat familiar with them. They have a lot of redwoods and there are not that many places I would want to go over the ridgeline.
I took some extra time with the preflight and wiped some of the oil off.
The takeoff went well from WVI and we flew out to the coast line. It was all going well and I am supposed to be at 2,000 feet within a quarter mile of the coast line to protect the birds so I pulled out the camera. Santa Cruz was bigger than I thought and the development really stretched all the way to Watsonville. There was a pier with what appeared to be two sunken ships end to end. I fear I will lose them when I shrink the pictures.
The California coast is particularly beautiful here as you can see in the pictures. The agriculture often comes right down to the costal bluffs. After about a half hour of flying the fog started driving me inland. I could hear people at HAF taking off and landing VFR so I imagined it was clear. The ridgeline runs all the way from Watsonville to San Francisco and I did not want to fly over the thick forests so I was getting close to going back to WVI. Eventually I got nervous and put the camera away. I was going to be very busy figuring out just where I was even though I recognized most of the roads. I pushed the go to button and SQL was only 12 miles. I checked ATIS and called in 10 miles to the south west at 3,000 feet over state highway 280 and they asked me to ident. They told me to report 3 miles and when I did I received an “experimental 142 Mike Golf straight in for 30, cleared to land.”
I was having a lot of trouble identifying the airport as it is very small with a lot of development around it. I probably descended to pattern altitude, 1,000 feet, a little too soon. I was just about to inform the tower I was lost when I achieved some clarity. I waited a little late to descend to land because there are some wires that run between the 101 and the airport parallel to the runway. The mud flats with the sloughs are also intimidating. We descended to land at 1,000 feet per minute and touched down at the first taxiway. I was told to contact ground and a fellow in an orange vest directed me to my parking place. It was 5:15, I called the Museum and it was closed. I sat in the cockpit for a long time feeling very disoriented and elated at our accomplishment. Suddenly I heard a familiar voice saying, “Vance, we didn’t expect you until tomorrow, some Marines are late so I think we can find you a room, glad you made it!” It was my good friend, North East West who is in charge of the volunteers at The Hiller Aviation Museum. He always makes me feel valued and suddenly I felt less alone.
The wind was starting to gust to 24kts so we went to the restoration shop and made a gust lock for the rudder. While we were there Willie, the man in charge of the event, stopped by and was very pleasant and seemed pleased to see me. I checked into the motel and North and I had a great dinner discussing his many projects at the museum and aviation history in general.
Back at the motel I tried to post on the forum that I had made it ok and after writing for around 15 minutes I lost it all. I started again but a nervous kid with bad skin pointed out that I had to give him my seat because I had been at it for 20 minutes. I went back to my room, put the GPS batteries and my cell phone on the charger and tried to study the terminal area chart, the noise abatement procedures and the different departures. Sleep came quickly and by morning the bed had stopped moving.
I wanted to fly to Half Moon Bay so I did a through preflight and started checking the HAF ASOS.
The airport had left an envelope on the blade tie down explaining that I owed them 10 dollars for overnight tie down. The airport truck came by and the two fellows talked excitedly about autogiros and asked a lot of questions. They had heard the story of the radical decent to landing from the night before. Apparently an airport worker expected a crash and was pleased with the landing enough to tell these fellows about the strange aircraft. They offered to give me a ride to the other side of the field and back so I could pay my fee. In the airport managers office they had a lot of great information about local customs and procedures.
At 11:55 I called the HAF ASOS and it was clear below 12,000 feet. It didn’t take me long to get started and I informed ground of my Bay Meadows departure. ATIS had winds at 260 degrees at 12kts. As I did my run up the wind sock was whipping around pretty much straight across the runway. Several of my friends were watching as I did my run-up and I was excited about the flight so when the tower said, “Experimental 142 Mike Golf, 30 cleared for takeoff with a Bay Meadows departure,” I hit the pre-rotator button and rolled. Take off roll was a little slow as I searched for the right combination of stick and rudder. I popped her up at about 45kts and immediately yawed 45 degrees left. It was gusting and the climb out was bumpy. I asked for a wind check and it was 260 degrees at 19kts gusting to 25kts. OOPS! Another poor aviation decision. I must remember to ask for a wind check before takeoff rather than relying on a 15 minute old ATIS. I knew it was not a good decision as I started my roll and I should have aborted the takeoff.
We were making 25kts of ground speed at 55kts indicated airspeed and it was very bumpy with a lot of crabbing. I turned left at the wreckage of Bay Meadows and was careful to stay south of the state highway 92 to stay clear of the SFO class Bravo airspace.
I was not worried about our slow progress because HAF is only 12 nautical miles from SQL.
As I cleared the ridgeline I could see the runway and I worked at a forty five degree entry for a right down wind for 30. I was now making 25kts ground speed at an unsteady 65kts indicated air speed. There was a thin layer of fog at 900 feet that you could see through and a much denser one at about 2,200 feet. It seemed to be changing very quickly and there was a lot of VFR traffic. I was descending to pattern altitude and as I lined up with the mist I decided to turn around and head back to SQL.
As I crested the ridgeline and reported changing frequency I checked ATIS at SQL and winds were 255 degrees at 19kts gusting to 29kts. I checked WVL ASOS and the ceiling was at 900 feet. I was running out of options and felt anxious. I felt I had begun a chain of poor aviation decisions that can lead to an NTSB report.
I reported to the San Carlos Tower over the Cristal Springs Causeway and was to overhead the airport for a right down wind for 30. I acknowledged and after about a minute they came back and said, “Experimental 142 Mike Golf, are you the experimental gyroplane?” I repeated what I always say, “Experimental GYROPLANE 142 Mike Golf!” I was told to make left traffic for 30 which is the helicopter pattern and report 2 miles.
I was making 95kts of ground speed so things were happening faster than I am used to and I reported 2 miles and was cleared to land number 3 behind the Robinson and the Cessna. I had to extend my downwind for the Robinson and again I was high. My decent was very steep as I slowed to 50kts with the power well back. I asked for a wind check and it was now 250 degrees at 21kts gusting to 32kts. I let her weathervane all the way to the ground and turned into the wind just before touchdown. The landing was remarkably uneventful and the rotors slowed without incident.
It was good to be back on the ground and able to reuse the aircraft. I chained the Predator down in her parking space, tied the rotor down and installed my new rudder gust lock.
I had lunch at the airport Café and saw George and his wife, Marilyn, who have a Yak at Santa Paula. George has talked to me about gyroplanes before.
I was asked to move the Predator because of some incoming military helicopters to a place where they was no tie down and I only had one set of chocks. The gusting wind eventually turned her sideways and ran her into a chain link fence with the petot tube holding her fast. She just got a few scrapes and bruises on her nose. We found a new place to tie her down and they let me use another set of chocks. I needed to move her first thing in the morning because I was in someone’s place. The winds reached over 50kts late in the night.
There was a party and twilight air show Friday night that mostly didn’t happen because winds were gusting to 29. The big military jobs flew but the Red Bull pilot has a limit of 20kts, so he didn’t fly. The Sundowners flew their kites and put on a great show. A still picture cannot capture the magic of four sets of kites dancing in the sky.
I rolled out of bed early Saturday morning and moved the Predator. I checked ATIS and they said there would be no pattern work and the show closure would start at 11:30. Winds were at 270 degrees at 12kts.
There were a lot of people showing up and asking questions about the gyroplane demonstration and wanting to see it fly. I called the tower and they said since I was part of the show that I could do some pattern work. I told them I was not part of the show but was on static display. That was good enough for them and they said I could do some touch and goes working around the arriving traffic.
I suited up and after a lengthy preflight inspection taxied to 30. The wind seemed less intimidating than yesterday and when I asked for a wind check it was 260 degrees at 13kts.
I was cleared for takeoff and was to make a right closed traffic, not start my turn until I was past the end of the airport property and try to not fly over the crowd. The buildings came up quickly on my cross wind and as I turned down wind over the marsh the ride was a little bumpy. I was cleared for the option, number three behind a Cessna that I could not find and I extended my down wind. The tower helped me find them and again I was too close and too high. I pointed her nose at the ground and pulled the power back adding carburetor heat. I had 75kts indicated air speed and I floated long. This is a very short runway with things to hit so I decided to stay out of everyone’s way and added power as the tail wheel touched the runway. She climbed well and I was to make left traffic along the 101. I got a much closer look at the power line tower than I wanted on my cross wind and headed down the 101 looking for places to land. I was number 3 behind a Piper, cleared for the option. I turned cross wind as he passed me and was a little close behind. He was slow getting off the runway so I asked for a 360 for spacing. “No Delay! Cleared for the option, incoming Palatis” the tower shot back. We came in with a near vertical decent. I touched down near the numbers and watching for rotor reversal seemed interminable. We were back up quickly and climbing slowly. The wind was picking up and there was turbulence behind the hangers that was slowing our climb. I followed a Piper that was slow getting off the runway and landed long. I pulled off on at taxiway Echo and was told to contact ground. Ground wanted to know why I had pulled off and I told him I was not comfortable with a mid field departure with the turbulence. I was told to taxi to 30 via Lima and contact the tower. I made two more laps and asked for a wind check, 260 degrees at 16kts. It was time to land.
The fellow in the orange vest guided me to my parking place and said,”that looks like a lot of fun!” After tying her down, securing the rotor and the tail I worked my way back to the motel to park my helmet and flight bag. Several people responded to the pattern work well, there were no negative comments.
J.P. Harrison, J.R. Stark and Mark stopped by to say hello. I met with several more forum members as the day wore on.
J.P. Harrison gave a forum on gyroplanes, gyrodynes and helicopters. It was well presented with a lot of great pictures.
I found myself talking to a nice man named Gerry with a Helicycle from Rio Vista. When he found out I was flying the gyroplane he asked me, “How much would I have to pay to have you do that at my air show on October 4?” He offered to buy me gas and said the insurance was not a problem. I am going to try to work it in around the engine change. Rio Vista, O88 is north east of SQL about 48 nautical miles. It is 208 miles north east of SMX. It is a Wings and Wheels Airport day and it sounds like a great excuse to have another adventure.
The airport opened again at 3:00 but my preflight inspection kept getting interrupted so it was almost 4:00 before I was ready to go. Winds were at 260 at 15. Both Ground and the Tower were very busy. The coastal fog was peeking over the ridgeline. I asked for a Bay Meadows departure and was cleared for takeoff.
The takeoff seemed easy after all my practice in the morning and climb out was showing 35kts ground speed at 50kts indicated airspeed. Once I turned south I followed the 280 and then the 85. When the 85 turned east I followed the rolling hills and reservoirs to miss the 1,500 floor of the San Jose class B airspace. The landing at San Martin was nice and I met a Robinson 44 pilot and his son that had been at the Vertical Challenge. They asked a lot of enthusiastic questions.
King City was not so easy. We had at least a 35kt wind on landing and it was difficult to taxi in the gusting winds until I got the rotor stopped. We taxied to self serve and filled up. I turned into the wind and saw indicated air speeds of 35kts with bounces to 40kts. I decided to take off because I wanted to be at Ryan and Katy’s wedding. I was very careful about rotor management and the take off was near vertical. I waited until I was at 1,000 feet before I began my crosswind. Once I turned south the GPS saw 107kts of ground speed. The winds slacked off as we traveled further south toward PRB but I was still making very good time. I decided to bypass PRB and fly direct to SBP. As I neared the grade I checked ATIS at SBP and the ceiling was a 2,300 feet. I hoped it was enough to make it over the Questa grade. About a mile from the summit I decided it was not and turned back toward PRB. The coastal fog blocked out the sunset and the lights were on at PRB when I touched down.
We awoke to cool temperatures and clear skies for the flight home Sunday. The fog was just lifting when I called SMX from Guadalupe with Alpha. I was thinking about how lucky we had been as we flew over the fields at 500 feet AGL when suddenly the engine lost power. I pulled carburetor heat and after the customary missing the engine came back to life.
If I had tried this last year I would not have known as much about the weather and all the ways to find out about it, I would have not been able to take off in a 19kt direct cross wind, I would have not been able to manage the radio and my two decisions to turn around would have come to me slower.
I learn each time I fly and a very nice forum member at Vertical Challenge said that when he goes on my adventures he learns along with me. That is why this report is more detailed than usual.
It felt good to be home after a lovely adventure with only a marginally damaged aircraft!
I am trying to add a flicker photo stream so you can see the pictures with better resolution and fly along on the adventure. http://www.flickr.com/photos/94595406@N00/sets/72157620155212905/show
Thank you, Vance
The goal was to fly the Predator up to The Vertical Challenge at the Hiller Air Museum in San Carlos, California from Santa Maria, California.
I wanted to do this last year but I had just earned my Private Pilot, Rotorcraft, Gyroplane pilot’s license and I did not feel I was ready for the four different weather systems and the airspace congestion in the San Francisco bay area. I didn’t know what I didn’t know. I have been building up to this trip to SQL slowly over the last year and I now know that I wasn’t ready to meet the challenges a year ago.
The first challenge is weather. The coast of California typically has fog in the morning and it moves in again in the late afternoon depending on where you are. Finding a way to fit in a 5 hour flight in the in-between is challenging and involves luck. Depending on where you are, the fog can even keep you on the ground all day long.
The second challenge is also weather. The wind can come up quickly and blows hard and fast. The typical winds are around 15kts to 25kts but more is not unusual. The wind usually comes up around 10:00 and can last into the night. The entire flight is near the hills and turbulence is often exacerbated in the vicinity of the hills.
The third challenge is getting there on the day of the event. The NTSB reports are full of people who made poor aviation decisions because they felt they had a compelling reason to fly somewhere on a schedule.
The forth challenge is airspace. SFO is class B airspace and you can watch the airliners descending to land at SFO from the runway at San Carlos. A friend here on the forum suggested that I get a San Francisco terminal area chart and it helped a lot to define my options. San Jose is also class B airspace and it lies between SMX and SQL.
The fifth challenge for me was no ground crew to help manage things when they don’t go according to plan, like bring me food when the Restaurant at Paso Robles was closed. Ed had to get ready for Ryan’s, her son, wedding June 21, so no ground crew. I was on my own and I wanted to be back for the 2:00pm wedding on Sunday.
The sixth challenge is ego. There are people at this event that I have known for a long time and respect. I wanted to show them I had become a pilot.
The seventh challenge is to bring enough gear for three nights. The Predator is a two seat tandem and with my bag with clean clothes, warm clothes and toiletries filling up the back seat, secured by the rear seat belt. To get to the front seat you step on the rear seat and step over the seat belt mount to the front seat and then step down to the floor. I have poor balance, no depth perception and it would be a poor regrettable end to an adventurous life to fall from the Predator on my head.
The eighth challenge is range. I have come to understand that I like to have enough fuel for twice the distance I am going to fly because a head wind is particularly devastating to a very slow aircraft. If I encounter a head wind that is half my cruise speed it doubles my time to get there. The Predator will comfortable fly for a little more than two hours at high power settings so my fuel stops need to be no more than 65 nautical miles apart (75 statute miles). The Predator also leaks a quart of oil in 4 hours so I need to have enough oil of board.
The ninth challenge is to be ready for whatever I need to know about all of the 15 airports that I might need to land at or transition through their airspace. It is hard for me to read a chart in an open aircraft. Things like pattern altitude, pattern direction and approach need to be looked up in the facilities guide and it is best to manage this information in an organized way. I had more than 20 laminated knee board radio call sheets.
The tenth challenge is the unknown. I have no way to know what I don’t know. I often find out in challenging ways at challenging times.
I was having a couple of parts for the teeter bearings machined and they only had one done on Wednesday, they promised me the second one Thursday morning. I wanted to leave Thursday as soon as the fog lifted so that I did not have to make the trip in one day. I installed and greased one side and was set up to do the other side quickly as soon as I got the part.
Thursday morning I was packed and somewhat disorganized when I went to work to sign and fund payroll and headed for the machine shop. I stopped by the local Subway sandwich to pick up a foot long for the flight.
Dennis did have my part finished when I arrived at the machine shop on Thursday at 9:00 am.
I installed and greased the second bearing and shimmed the teeter tower with my new Delrin thrust washers. I had all 50 of them laid out on the table by thickness and it made quick work of it.
I started my preflight by 10:00 and the field was still IFR. By 10:30 I had called Lockheed Martin for SMX to PRB. Paso Robles was clear below 12,000 feet with winds at 190 degrees at 6kts. There were scattered clouds at 2,500 over SBP and the Satellite picture showed the fog retreating to the west. I asked for an outlook briefing for the rest of the trip and the Briefer was very helpful. Monterey looked iffy and Half Moon Bay was on the edge of a fog bank. It was too close to be clear on the times. SMX went VFR at 10:50 and I was on a roll by 11:00 and in the air by 11:10.
We flew straight up highway 101 climbing the whole way. I called San Louis Obispo for a transition to the north along the 101 and it was approved at 2,500 feet or above. The ride over the Questa Grade was quick and sure in the cool air. The tower helped me manage a couple of aircraft, one at my twelve o’clock 500 feet below me; it was a Grumman with a round motor thundering along less than 500 feet AGL. I could hear her deep thunder.
The fog off to my left was a reminder of the morning weather. Paso Robles, PRB, was quiet with only two aircraft in the pattern. I called at 5 miles, entering the left 45 for 19, mid field, turning left base and turning final. Touchdown was nice at the taxiway and I called clear of the active as I taxied to fuel.
I fueled up, ate lunch and spent 20 minutes on a pre-flight. I called Lockheed Martin for PRB to KIC, King City. Winds at KIC were 280 at 12kts according to ASOS. The fog was still iffy past Salinas.
The departure from PRB was nice and I climbed up to 1,800 feet MSL and radioed my departure direction, altitude and speed. PRB is at 836 feet MSL and my height above ground level varied with the roll of the hills. The landscape was lovely but my camera stayed in my pocket. I called King City, KIC from 5miles out for a left base entry for 29. There was no one else on frequency as I called turning left base and final. KIC is 370 feet MSL, had some activity and several people waved. I fueled up, did a though preflight and a personal preflight.
I called Lockheed Martin for the leg to Watsonville, WVI and it was on the edge of the fog. Monterey was IFR. The preflight went well.
Take off from KIC was quick and sure and soon I called Salinas, SNS from 10 miles and my transition to the North West along the 101 was approved at or above 2,000 feet. The Monterey airspace begins at 2,500 and I was good to go. I could see the fog off to my left and there was not much blue visible. Finding WVI went much better this time because I could see the smoke stacks at Moss Landing from 15 miles out and they led me to California Highway One. There were 5 aircraft in the pattern and 3 were giving good radio. I fit in well and landed at the taxiway and taxied to fuel. I spent some extra time on my preflight, drank some water and drained my sump.
Lockheed Martin had Half Moon Bay, HAF, clear below 12,000. The ASOS had the ceiling at 3,200 feet. I also inquired about WVI to San Carlos, SQL, direct and it was clear below 12,000 feet there with winds at 260 degrees at 12KTS. The briefer said it looked good either way. This allowed me to miss San Jose’s class B airspace. I have ridden these hills both on road and off road so I am somewhat familiar with them. They have a lot of redwoods and there are not that many places I would want to go over the ridgeline.
I took some extra time with the preflight and wiped some of the oil off.
The takeoff went well from WVI and we flew out to the coast line. It was all going well and I am supposed to be at 2,000 feet within a quarter mile of the coast line to protect the birds so I pulled out the camera. Santa Cruz was bigger than I thought and the development really stretched all the way to Watsonville. There was a pier with what appeared to be two sunken ships end to end. I fear I will lose them when I shrink the pictures.
The California coast is particularly beautiful here as you can see in the pictures. The agriculture often comes right down to the costal bluffs. After about a half hour of flying the fog started driving me inland. I could hear people at HAF taking off and landing VFR so I imagined it was clear. The ridgeline runs all the way from Watsonville to San Francisco and I did not want to fly over the thick forests so I was getting close to going back to WVI. Eventually I got nervous and put the camera away. I was going to be very busy figuring out just where I was even though I recognized most of the roads. I pushed the go to button and SQL was only 12 miles. I checked ATIS and called in 10 miles to the south west at 3,000 feet over state highway 280 and they asked me to ident. They told me to report 3 miles and when I did I received an “experimental 142 Mike Golf straight in for 30, cleared to land.”
I was having a lot of trouble identifying the airport as it is very small with a lot of development around it. I probably descended to pattern altitude, 1,000 feet, a little too soon. I was just about to inform the tower I was lost when I achieved some clarity. I waited a little late to descend to land because there are some wires that run between the 101 and the airport parallel to the runway. The mud flats with the sloughs are also intimidating. We descended to land at 1,000 feet per minute and touched down at the first taxiway. I was told to contact ground and a fellow in an orange vest directed me to my parking place. It was 5:15, I called the Museum and it was closed. I sat in the cockpit for a long time feeling very disoriented and elated at our accomplishment. Suddenly I heard a familiar voice saying, “Vance, we didn’t expect you until tomorrow, some Marines are late so I think we can find you a room, glad you made it!” It was my good friend, North East West who is in charge of the volunteers at The Hiller Aviation Museum. He always makes me feel valued and suddenly I felt less alone.
The wind was starting to gust to 24kts so we went to the restoration shop and made a gust lock for the rudder. While we were there Willie, the man in charge of the event, stopped by and was very pleasant and seemed pleased to see me. I checked into the motel and North and I had a great dinner discussing his many projects at the museum and aviation history in general.
Back at the motel I tried to post on the forum that I had made it ok and after writing for around 15 minutes I lost it all. I started again but a nervous kid with bad skin pointed out that I had to give him my seat because I had been at it for 20 minutes. I went back to my room, put the GPS batteries and my cell phone on the charger and tried to study the terminal area chart, the noise abatement procedures and the different departures. Sleep came quickly and by morning the bed had stopped moving.
I wanted to fly to Half Moon Bay so I did a through preflight and started checking the HAF ASOS.
The airport had left an envelope on the blade tie down explaining that I owed them 10 dollars for overnight tie down. The airport truck came by and the two fellows talked excitedly about autogiros and asked a lot of questions. They had heard the story of the radical decent to landing from the night before. Apparently an airport worker expected a crash and was pleased with the landing enough to tell these fellows about the strange aircraft. They offered to give me a ride to the other side of the field and back so I could pay my fee. In the airport managers office they had a lot of great information about local customs and procedures.
At 11:55 I called the HAF ASOS and it was clear below 12,000 feet. It didn’t take me long to get started and I informed ground of my Bay Meadows departure. ATIS had winds at 260 degrees at 12kts. As I did my run up the wind sock was whipping around pretty much straight across the runway. Several of my friends were watching as I did my run-up and I was excited about the flight so when the tower said, “Experimental 142 Mike Golf, 30 cleared for takeoff with a Bay Meadows departure,” I hit the pre-rotator button and rolled. Take off roll was a little slow as I searched for the right combination of stick and rudder. I popped her up at about 45kts and immediately yawed 45 degrees left. It was gusting and the climb out was bumpy. I asked for a wind check and it was 260 degrees at 19kts gusting to 25kts. OOPS! Another poor aviation decision. I must remember to ask for a wind check before takeoff rather than relying on a 15 minute old ATIS. I knew it was not a good decision as I started my roll and I should have aborted the takeoff.
We were making 25kts of ground speed at 55kts indicated airspeed and it was very bumpy with a lot of crabbing. I turned left at the wreckage of Bay Meadows and was careful to stay south of the state highway 92 to stay clear of the SFO class Bravo airspace.
I was not worried about our slow progress because HAF is only 12 nautical miles from SQL.
As I cleared the ridgeline I could see the runway and I worked at a forty five degree entry for a right down wind for 30. I was now making 25kts ground speed at an unsteady 65kts indicated air speed. There was a thin layer of fog at 900 feet that you could see through and a much denser one at about 2,200 feet. It seemed to be changing very quickly and there was a lot of VFR traffic. I was descending to pattern altitude and as I lined up with the mist I decided to turn around and head back to SQL.
As I crested the ridgeline and reported changing frequency I checked ATIS at SQL and winds were 255 degrees at 19kts gusting to 29kts. I checked WVL ASOS and the ceiling was at 900 feet. I was running out of options and felt anxious. I felt I had begun a chain of poor aviation decisions that can lead to an NTSB report.
I reported to the San Carlos Tower over the Cristal Springs Causeway and was to overhead the airport for a right down wind for 30. I acknowledged and after about a minute they came back and said, “Experimental 142 Mike Golf, are you the experimental gyroplane?” I repeated what I always say, “Experimental GYROPLANE 142 Mike Golf!” I was told to make left traffic for 30 which is the helicopter pattern and report 2 miles.
I was making 95kts of ground speed so things were happening faster than I am used to and I reported 2 miles and was cleared to land number 3 behind the Robinson and the Cessna. I had to extend my downwind for the Robinson and again I was high. My decent was very steep as I slowed to 50kts with the power well back. I asked for a wind check and it was now 250 degrees at 21kts gusting to 32kts. I let her weathervane all the way to the ground and turned into the wind just before touchdown. The landing was remarkably uneventful and the rotors slowed without incident.
It was good to be back on the ground and able to reuse the aircraft. I chained the Predator down in her parking space, tied the rotor down and installed my new rudder gust lock.
I had lunch at the airport Café and saw George and his wife, Marilyn, who have a Yak at Santa Paula. George has talked to me about gyroplanes before.
I was asked to move the Predator because of some incoming military helicopters to a place where they was no tie down and I only had one set of chocks. The gusting wind eventually turned her sideways and ran her into a chain link fence with the petot tube holding her fast. She just got a few scrapes and bruises on her nose. We found a new place to tie her down and they let me use another set of chocks. I needed to move her first thing in the morning because I was in someone’s place. The winds reached over 50kts late in the night.
There was a party and twilight air show Friday night that mostly didn’t happen because winds were gusting to 29. The big military jobs flew but the Red Bull pilot has a limit of 20kts, so he didn’t fly. The Sundowners flew their kites and put on a great show. A still picture cannot capture the magic of four sets of kites dancing in the sky.
I rolled out of bed early Saturday morning and moved the Predator. I checked ATIS and they said there would be no pattern work and the show closure would start at 11:30. Winds were at 270 degrees at 12kts.
There were a lot of people showing up and asking questions about the gyroplane demonstration and wanting to see it fly. I called the tower and they said since I was part of the show that I could do some pattern work. I told them I was not part of the show but was on static display. That was good enough for them and they said I could do some touch and goes working around the arriving traffic.
I suited up and after a lengthy preflight inspection taxied to 30. The wind seemed less intimidating than yesterday and when I asked for a wind check it was 260 degrees at 13kts.
I was cleared for takeoff and was to make a right closed traffic, not start my turn until I was past the end of the airport property and try to not fly over the crowd. The buildings came up quickly on my cross wind and as I turned down wind over the marsh the ride was a little bumpy. I was cleared for the option, number three behind a Cessna that I could not find and I extended my down wind. The tower helped me find them and again I was too close and too high. I pointed her nose at the ground and pulled the power back adding carburetor heat. I had 75kts indicated air speed and I floated long. This is a very short runway with things to hit so I decided to stay out of everyone’s way and added power as the tail wheel touched the runway. She climbed well and I was to make left traffic along the 101. I got a much closer look at the power line tower than I wanted on my cross wind and headed down the 101 looking for places to land. I was number 3 behind a Piper, cleared for the option. I turned cross wind as he passed me and was a little close behind. He was slow getting off the runway so I asked for a 360 for spacing. “No Delay! Cleared for the option, incoming Palatis” the tower shot back. We came in with a near vertical decent. I touched down near the numbers and watching for rotor reversal seemed interminable. We were back up quickly and climbing slowly. The wind was picking up and there was turbulence behind the hangers that was slowing our climb. I followed a Piper that was slow getting off the runway and landed long. I pulled off on at taxiway Echo and was told to contact ground. Ground wanted to know why I had pulled off and I told him I was not comfortable with a mid field departure with the turbulence. I was told to taxi to 30 via Lima and contact the tower. I made two more laps and asked for a wind check, 260 degrees at 16kts. It was time to land.
The fellow in the orange vest guided me to my parking place and said,”that looks like a lot of fun!” After tying her down, securing the rotor and the tail I worked my way back to the motel to park my helmet and flight bag. Several people responded to the pattern work well, there were no negative comments.
J.P. Harrison, J.R. Stark and Mark stopped by to say hello. I met with several more forum members as the day wore on.
J.P. Harrison gave a forum on gyroplanes, gyrodynes and helicopters. It was well presented with a lot of great pictures.
I found myself talking to a nice man named Gerry with a Helicycle from Rio Vista. When he found out I was flying the gyroplane he asked me, “How much would I have to pay to have you do that at my air show on October 4?” He offered to buy me gas and said the insurance was not a problem. I am going to try to work it in around the engine change. Rio Vista, O88 is north east of SQL about 48 nautical miles. It is 208 miles north east of SMX. It is a Wings and Wheels Airport day and it sounds like a great excuse to have another adventure.
The airport opened again at 3:00 but my preflight inspection kept getting interrupted so it was almost 4:00 before I was ready to go. Winds were at 260 at 15. Both Ground and the Tower were very busy. The coastal fog was peeking over the ridgeline. I asked for a Bay Meadows departure and was cleared for takeoff.
The takeoff seemed easy after all my practice in the morning and climb out was showing 35kts ground speed at 50kts indicated airspeed. Once I turned south I followed the 280 and then the 85. When the 85 turned east I followed the rolling hills and reservoirs to miss the 1,500 floor of the San Jose class B airspace. The landing at San Martin was nice and I met a Robinson 44 pilot and his son that had been at the Vertical Challenge. They asked a lot of enthusiastic questions.
King City was not so easy. We had at least a 35kt wind on landing and it was difficult to taxi in the gusting winds until I got the rotor stopped. We taxied to self serve and filled up. I turned into the wind and saw indicated air speeds of 35kts with bounces to 40kts. I decided to take off because I wanted to be at Ryan and Katy’s wedding. I was very careful about rotor management and the take off was near vertical. I waited until I was at 1,000 feet before I began my crosswind. Once I turned south the GPS saw 107kts of ground speed. The winds slacked off as we traveled further south toward PRB but I was still making very good time. I decided to bypass PRB and fly direct to SBP. As I neared the grade I checked ATIS at SBP and the ceiling was a 2,300 feet. I hoped it was enough to make it over the Questa grade. About a mile from the summit I decided it was not and turned back toward PRB. The coastal fog blocked out the sunset and the lights were on at PRB when I touched down.
We awoke to cool temperatures and clear skies for the flight home Sunday. The fog was just lifting when I called SMX from Guadalupe with Alpha. I was thinking about how lucky we had been as we flew over the fields at 500 feet AGL when suddenly the engine lost power. I pulled carburetor heat and after the customary missing the engine came back to life.
If I had tried this last year I would not have known as much about the weather and all the ways to find out about it, I would have not been able to take off in a 19kt direct cross wind, I would have not been able to manage the radio and my two decisions to turn around would have come to me slower.
I learn each time I fly and a very nice forum member at Vertical Challenge said that when he goes on my adventures he learns along with me. That is why this report is more detailed than usual.
It felt good to be home after a lovely adventure with only a marginally damaged aircraft!
I am trying to add a flicker photo stream so you can see the pictures with better resolution and fly along on the adventure. http://www.flickr.com/photos/94595406@N00/sets/72157620155212905/show
Thank you, Vance
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