Last week when I was at Parlin Field for fuel I picked up a flyer for the “Wings and Wheels” fly-in which was yesterday. The event promised a bit of a car show with hot rods, a half chicken BBQ for $7, and airplanes from all over. What’s not to love? It’s also another great opportunity to visit Parlin.
The winds were a bit different today with light winds out of the south. Nashua was using runway 14 which is the opposite direction from the typical arrangement. When I arrived in the vicinity of Parlin aircraft were using Runway 18 which is the opposite direction from what I used last week. Parlin also has a turf field, but it was not being used today.
When approaching an uncontrolled field like Parlin you are generally required to make a “left traffic pattern” meaning that you make all turns to the left as you visually approach and land at the airport. The pattern is a rectangular shape with a downwind leg parallel to the runway in the opposite direction, “base” leg, and final approach segments. Approaching Parlin from the south to land on runway 18 would normally dictate a left traffic pattern but due to terrain the chart and airport facility directory information indicates that a right traffic pattern is used for runway 18.
Even using right traffic for 18 leaves an interesting approach! On the downwind leg you are over terrain which is definitely higher than the airport although still well below the normal pattern altitude of 1000 feet above ground. Once turning base and final it is notable that there is a hill in the way between your position and the airport! A shallow approach will not do here. The trick is just to remember your short field/obstructed field technique from private pilot training. I put in full flaps after turning final. I stayed high during the first part of the final leg until crossing the hill with plenty of altitude margin. Once the hill is cleared I reduce power to idle. Pitch for 62 knots. If you’re too high, the aiming point will move downwards: slip a little bit. If you’re too low, the aiming point will move upwards: add some power. Ideally you don’t have to add any more power and the engine will remain at idle until you turn off the runway.
With the gear and full flaps out, power out, the Cardinal is a drag machine. The prop at engine idle is even in a high drag configuration with the blades angled perpendicular (flat) to the airflow. The result is a nice steep approach at a minimum airspeed. Without aggressive braking I was stopped in about 1500 feet from the displaced threshold (aiming point for landings due to the terrain on final).
On the landing rollout the locals on the radio suggested turning left onto the grass next to the taxiway if I was able. This is fine even in the Cardinal RG, and while I have not operated on turf runways yet I know others have with success. In this case for taxiing on grass and uneven surfaces another private pilot lesson is recalled and I turned onto the turf with the yoke pulled all the way back to help keep the nose wheel strut extended. This is the weakest part of the landing gear and also the part that if it fails you’re going to ding the prop. So you want to make sure the prop is given the maximum possible clearance. Then you’re taxiing just requires more power, and no brakes.
I was marshalled into the alleyway between two areas of grass with airplanes parked and shut down, then several volunteers helped push the Cardinal backwards into a spot tail-to-tail with a biplane. I chocked my wheels with the set of small chocks I keep in the plane (although most planes I looked at weren’t chocked – grass is an effective brake when winds are light).
A gorgeous Cessna 195 was parked on the grass. Cessna built these planes between 1947 and 1954. They have a round radial engine with seven cylinders arranged around the outside. You can see this in the picture above. Radial engines are known for their oil consumption. The engine in this plane likely consumes around 2 quarts of oil (and 16 of fuel) per hour!
Another rare aircraft type was a Call Air A-3. Just 15 of this type were ever built! This aircraft has a wood and fabric low wing that is braced with struts from above. Lots of people are familiar with the high wing strut supported 172 and 182 designs from Cessna but it’s also possible to strut brace a low wing from above. In these aircraft the strut is under tension when on the ground (supporting the weight of the wing) and in the air when the wing is supporting the aircraft the strut is under tension. My understanding is this design is strong but has a lot of parasitic drag, making it best for stout low speed aircraft (the Piper Pawnee is another example). Many of these have been used for agricultural flying, including the Call Air models.
Next I paid my $7 and waited in line for chicken. The deal was for half a BBQ chicken. Nobody thought about sides, clearly this was an Atkins meal. But there was delicious sauce of several different flavors. The chicken was quite good.
I sat down at a table with several generations of a family. The grandfather flies a Van’s RV-6 aircraft that he built himself from a kit. His plane was in the hangar in the back, a beautiful aircraft. He said it took him 5000 hours in 5 years to complete. His daughter and two granddaughters had driven up from Sudbury, MA to visit the grandparents and the fly in. Also present was a man who flies out of his own backyard in Chester, NH with a 1740 x 28 ft grass strip (a private airport called Heaton).
Another neat aircraft arrived while I was eating my BBQ chicken. It’s a bulbous twin engined flying boat that looks like it shouldn’t possibly fly: A Grumman Widgeon. The Widgeon is quite big and it looked impressive coming in. It is quite a weird craft. Fun fact I just learned? Jimmy Buffet owned a Widgeon and crashed it in 1994.
Just six days ago last Sunday I flew past Crotched Mountain ski area and spotted a bit of snow. Crotched Mountain last week. This week I once again flew past since I was flying the same approximate route. There is still just a bit of snow but quite a lot has disappeared since last week! I think it will all be gone in another week.
Coming in from the north-northwest put me on a long final for runway 14 at Nashua and I was following another aircraft that was flying an ILS from about 6 miles out. This turned out to be a bit of a frustration flying VFR. Initially I had about a 30 knot overtake on the other aircraft and put the gear down and flaps out sooner then I would otherwise have done in order to slow down. Even after slowing down to match the speed of that aircraft I made another interesting observation. They were not doing a very good job of holding the runway centerline! Since this aircraft was flying a practice ILS approach most likely the pilot is an instrument student. The ILS is quite sensitive especially close in and it is easy to “chase the needles” and overcorrect left and right. It’s one of the things you learn how to do when you’re an instrument student. In this case the meandering course made it just a bit harder to follow the aircraft at a reasonable distance since they were going left and then right. So I just concentrated on following them down to the threshold.
The Nashua tower controller gave me a bit of a scare on short final, saying “Cardinal 667 your traffic is over the approach lights” since *I* was on short final, just passing over the approach lights. I was already cleared to land. It quickly became apparent that this traffic call was in fact for the airplane following me. Aviate, Navigate, Communicate, above all always keep flying the airplane. I made a fine landing and cranked the windows open for the taxi to parking. Summer is almost here!