Glass with Number One

A glowing red fireball greeted us as we turned east on the autobahn.

The high pressure that has dominated central Germany's weather with its clear blue skies and frigid temperatures the last three weeks weakens slowly. This would be maybe the last chance this month to take Number One for her first GA flight. Called the FBO on Wednesday, but received a no-go; DG is booked up on Saturday.

On 10.02, my mobile rings. The charter company calls to say that there has been a cancellation, D-EGDG is available, would I like the time slot? Affirm. Oh, and by the way Mr. Smith, we will have a can of starter spray in the office and one of the instructors will show you how to work the ground power. Perfect. I want to avoid a 90 minute starting ordeal like last week.

After an early breakfast, we drive to EDFE. Being too early for the FI (he has the keys to the office), we we dive into the terminal, I get the weather and Number One powders her nose. I wanted to fly to EDTY (Schwaebisch Hall), but the weather might be a bit marginal. No taking chance with Number One, I decide to do a local flight. FI arrives and we go into the office. I check the airplane logs and see that it just had a 100 hour servicing. Super, shake-down flight. Last time I had that, the battery cooked on a C152. Another story, another time. You never know if somebody forgot this, or missed re-attaching that.

Winds are a bit stronger today than last weekend and a thin dusting of snow covers the taxiway. Nope, never done snow before. After pre-flighting, we attach the external power. At least she cranks better. Prime three times, crank... No go. Wait a bit, starter spray gets it chance. Spray, prime, crank... One cylinder catches, but no real fire. FI says that the fuel is dripping out of the cowling. He should have seen the puddle I left last week. After more unsuccessful attempts, I ask him if he could try. Sure thing and he jumps in.

Thirty minutes and a can of starter spray later, we finally get her to light up. The trick was NO priming, soak the air filter with the spray, and pump the throttle. Damn, I wish they had an engine pre-warmer. At EDMA where I did my training, they had one and even the oldest, most worn out C-152s started like a charm in -20˚C weather.

The FI and I exchange places (him out, me in) and then let the motor warm up for fifteen minutes. When I checked the oil before the start, it look like molasses...
Call EDFE Ground, taxi to 09, do the checklist and line up. I notice the runway is covered in snow. Hmmmm. Winds are from 030 at 8 knots. I roll a bit left of center and punch it. Turn a bit into the wind with the yoke and rotate at 65 knots. We have a density altitude of -4123 feet, so we basically rocket into the air. Rudder keep us centerline, climbing to 1300' before I can turn to Kilo.

After passing Kilo, I explain to Number One, what the controls do, the various instruments and why I cannot climb too high (EDDF‘s Charlie Airspace). We cruise out from under Frankfurt‘s Kingdom and climb up to FL055. The visibility has greatly improved as well as the OAT. We are now at a balmy 0˚C as compared to the -13˚ at T/O. We really notice the temperature change when we descend later.

We poke around a bit and then decide to head back. We descend down to 3400‘ to pass under Frankfurt and call EDFE Info, 10 miles from Tango. 09 in use, wind 040 at 12 knots, squawk 4441, QNH 1033. This is the only Info airport I have encountered where you have to change the transponder setting . Has to do with FRA; they want to know if a small aluminium menace is about to scratch a Lufthansa Heavy. I enter downwind at 1300‘ and notice that the ground is moving by a quite a clip. Quick look at the Airspeed, 90 knots, OK, the Garmin 430 says 121 knots GS. Oops... Flaps 20 and haul the reins back. Base is at 85 IAS, still 100 GS, but my saviour is the final: with 75 IAS and 65 GS, I float over the threshold and set a respectable cross wind, snowy, centerline landing.

Waiting for spring...