Popham
20 September 2009
by Robert Rombouts, BelgiumFinally back in the sky with OO-PUS after my disastrous medical history. As always, I like to fly one day before an Ercoupe meeting to have the possibility if the weather is bad to fly the next day.
The 19th Ostend (EBOS) meteo was not very promising with 5km visibility, no wind, but a becoming 8km visibility during the afternoon. At Manston, it was only 4km visibility but will also improve later during the afternoon. This means that I do not have to expect an endless nice horizon during the trip. With luggage, flight plan filled, and good hope we went direction airport. The route was from Ostend – direct Dover – Washington (reference point) – Popham, a 2hr20 flight time. Soon after take-off, I climb out to fly above the haze, but reaching already 3000ft, I still needed the artificial horizon. The white Dover’s cliffs were nicely visible after 45 minutes flying and as promised, the visibility improved, but I changed my altitude to 2000ft due to low clouds. I think the UK controllers like to hear my voice, because after leaving Ostend approach for London info, I had to change above the Channel to Manston radar, then - Lydd radar – Farmborough east – Farmborough west till Popham. However, always very kind and helpful especially when I mention the type of aircraft “Erco”, then I had to explain more details; as I was flying an unknown, two seat shoebox. Arriving at Popham after only 2hr10 flying, my landing could be more professional; a bad approach, too short final, and too fast, the 550ft elevation of the airfield surprised me. However, the runway 03 is long enough and landed with a soft sweet kiss on the grass.
Tony and Anne where the first to give us a welcome reception on the UK ground, we were very happy to see them again. With a warm coffee (I think it was) and a relaxing rest on the terrace in a watery sun, we talk after a too long time with Anne and Tony to update everything again. Booking a hotel, and meet the kind and fantastic airfield manager Dick Richardson, who brings us with his Mercedes at “The Dove Inn” opposite the Mecheldever Station, very nice rooms with good restaurant near the airfield, an address to remember.Next day, 20th September the weather looked fair at Popham, but who knows elsewhere. Mike arrived first with his G-HARY and a friend, and a few minutes later Keith and Sid with their G-ARHB. Glad to see my Coupers friends back, chatting and enjoying our stay together how short it also can be. A tragic fatal crash happened with a two fin aircraft nearby, first we thought it was an Ercoupe because the plane was unrecognisable destroyed, Mike was sure it was not an Ercoupe, afterwards the news arrived that it was a Nord from a close airfield. Such accidents are always awful; I don’t know more details about it. Normally we expected more Ercoupes as Arthur & Mary (G-ERCO) but the weather in Manston was under the flyable minima. We meet also a very interested visitor, Jennifer Hoibraten from Norway, we convinced her that the Ercoupe is the best plane and she will start to learn flying as soon she is back in Norway.
The Air Britain Bournemouth & District Branch gave me the trophy of the best Ercoupe, that was a good surprise, I was lucky that Hartmut, Heiko, or Stephan were not in Popham. The point is you have to be in the right place at the right time. Thanks Paul from Air Britain for the nice trophy.
After Keith and Sid departure home, Mike and his friend went also back to Bourn.On Monday 21st we flew back from Popham, such a beautiful weather on paper I never received, 3kt wind, CAVOK in Lydd – Manston – Ostend, even the flight instructor who intend to fly to Le Touquet (France) made the remark that it was “scaring unbelievable”. Giving all my best regards to everyone in Popham and go for that Cavok flight. First leg, Popham – Washington (reference point) at 2500ft. After 20 minutes, I had to come down to 2000-1500ft poor visibility-low clouds even nice black once. Therefore, I decided to lower until 1200ft, and even I was still crossing a few clouds. I had the impression that 3kt wind was completely wrong; I could not keep my heading, and was pushed heavily to the right. Changing from one radar to the other until I had London info and asked the Ostend weather, “Cavok”. Or the terminology of “Cavok” is changed (from: Ceiling and Visibility OK- to - Care About Visibility Original Killer) or they are right and I was in an bad airspace. Intending to land in Headcorn if this situation will continue, or waiting what the Channel will offer me. I could not believe it, after Dover it was Cavok, the right significance of it, the French coast was visible and now straight to Ostend over the Channel. Arriving in Belgian control zone after mid Channel, Ostend approach give me the information that sector D was active (a military airspace west of Ostend) no problem I will stay over the water at 2500ft. Approaching more of Ostend, I received the information, sector A was also active (north of Ostend), no problem, will climb to 2700ft and stay over the water. Then the approach ask me if my intention was to pass north of sector A, affirmative, but when I was clear from that military sector A, he give me a vector direct to Ostend with a right hand landing to 26. The total flight time was 2hr05, amazing how fast an Ercoupe can fly pushed from the tail. During the Ostend information’s about the active sectors around the airport, I remember the story of a DC3 pilot coming from Amsterdam with passengers in-flight Antwerp, the Antwerp tower told the pilot that the airport is closed due to fog, the pilot asked “if Brussel was open”, “negative also closed”, then “Ostend”, “also closed”, “what are your intention”......... pilot “jump”.
We had a wonderful fly-in in Popham, thanks to Mike and Paul of the Air Britain Bournemouth & District Branch, this after my 86 days medical punishment.
My conclusion of this trip; the Ercoupers are very nice guys, the Ercoupe is a wonderful plane, the meteo was no so accurate, and make a safety stop if you don’t feel able to continue, hoping soon for a next meeting. THANKS to all.
Regards, Robert