Sierra Del Barón Rojo

I needed to put about 4.5 hours on UMS before the next oil change and so I planned a trip to Merimbula and then Moruya as the weather was better in those directions, otherwise I would have headed North West to Parkes and then back via Wagga Wagga.

I left CB fairly late because I was waiting for the weather to break a little before I left home for the airport. Start permission was required for circuits and General Aviation aircraft, probably due to the volume of RPT traffic and the weather conditions.

The wind was quite interesting on takeoff from R35 comming from 290 degrees magnetic varying between 15 and 25 Kts (290/15G25), this is 60 degrees to the runway heading making the crosswind component of 13 to 22 Kts. R35 was used because R30/12 has not been available for a couple of months due to work in progress.

The flying conditions were not ideal with some turbulence being caused by wave conditions. While I was flying South East to Merimbula my Gliding compatriots were at Bunyan gliding field contacting wave.

I performed a right-hand circuit onto R03 at Meriumbula due to the prevailing wind conditions and local regulations: all circuits to the east.

After landing I exited on the one and only taxi-way and had to turn past a Rex Saab that was about to embark on its journey. I tied UMS down on the grass using my ropes and sand-pegs I carry on board for such occassions, and I stood on the wing and videod the Saab's takeoff.


A Rex Saab on takeoff roll.

Video of the Saab taking off.

The plan then was to walk into town for my weekly exercise, having decided that it was too much bother to carry my foldup bike onto the plane because it would involve two trips. For those who have travelled with me they will note that I carry a large flight bag and headset, a cooler bag that contains my Gell-Cell battery pack and GPS equipment, and usually a bag of supplies, which amounts to full hands.

The walking trip into town was interesting because one of the locals kept stopping their ute every 500 m and I walked passed them several times, but then I worked out that it was his young son riding a bicycle on the bike path I was using. I also passed several local pedestrians and other bike riders using the path for their exercise as well, including a grand-mother on a bike with her two grand-children on bikes, one of whom was on a tricycle.

It certainly would keep you fit going to and from town to the airport. The journey is not too long and the rewards of the restaurants and a good sea-food lunch are quite enticing.

I didn't have enough time left before last light to hang around for a snack so this time I walked to the bridge and crossed the road to the local garage to purchase an ice-cream and a bottle of ginger beer. Of course I walked that ice-cream off on the way back to the airport.

The next leg of the journey was to head to Moruya up the coast and over the ocean. I put my helicopter pilot's life vest on but I needn't have as I was always within gliding distance of the beaches. I almost flew over to Montague island and buzzed around but I was concerned with the time and prevailing conditions.

When I got to Moruya VH-VEZ was practicing circuits, a Cessna 441 twin. I overflew the airfield at 2,500' and positioned myself so I could watch a couple of takeoffs and landings. Due to the time factor I decided not to land and decided to head home, this saves me a few dollars in landing fees anyway.

The weather deteriorated with cloud base dropping from 7000' to 5000' near Braidwood.
I decided to decent to 4,500' to avoid cloud and to fly around Mt Pallerang ELEV 4146' to avoid most of the turbulence. I even thought that I might have to approach Canberra via the Burbong route but the cloud base lifted once I got closer to Bungendore.

Just after I received my airways clearance a medical emergency was declared on a Qantas RPT flight and I was set into orbit until instructed otherwise. The orbits just seemed to go for ever, and with the westerly wind I was swept back a nautical mile on each turn. Just like gliding but I wasn't allowed to change level.

When I was permitted to head to R35 the wind was 270/15G25 and it seemed to take forever to reach the threshold. Once I established white arc speed I looked at the GPS and it indicated 67 Kts - I was doing 90 Kts IAS. After deploying the gear and 15 degrees of flaps I was at 80 Kts indicated and it felt like I was just hanging in the air.

I yawed UMS into wind because it feels cool to do rather than drop the wing and fly with crossed-controls. I was careful to maintain my approach speed of 80 Kts on base and final. As I drew closer to the ground I maintained left ailerons, wings level and right rudder to straighten up, and back-pressure to keep the nose wheel high until the speed dropped off. This landing was better than my takeoff and UMS certainly has no trouble in this cross-wind. It is great to own and fly a low wing aircraft, and all that glider training has been very helpful with cross-wind and down-wind takeoff handling.

VH-UMS tracks for google earth.