In 1988 I joined the Republic of Singapore Flying Club after an “Open House” event offering one-day membership with a joy ride provided. I took that opportunity to revitalize my flying spirit. The urge to take to the sky was once again appealing and I eagerly found my way to the Club situated at the East Camp of Seletar Air Base. This military base being shared with their civil counter-part which had supporting facilities for aerospace industry, servicing, repairs and spares. It had been developed and expanded over the years. The Club itself was the oldest and the most prestige’s one being founded by the British during their colonial rule in 1928. In it’s early formative years pilots from the RAF were being seconded to assist in training of new pilots.
The flight was a sort of welcoming event and was also thrilling enough after a long absence since my first ride as an air cadet in 1955. I obtained my Student Pilot’s licence in March and started to fly in May with Alan as my instructor and the aircraft was the Cessna 150, the smallest of the Cessna Family. The Club had a mixed collection of aircraft consisted of one Cessna 150, two Cessna 172 Sky Hawks, two Piper PA 38 Tomahawks and one Aerospatiale “Tobago” TB10 the “Merc of the air” The Cessna 150 and 172 were high-wing monoplanes while the Piper and TB 10 low-wing. All had fixed tri-cycle undercarriages except for the TB10 which was fully retractable There were 2 areas allocated for light aircraft training, Area 1 from ground level to 3,500 Ft covering Choa Chu Kang, Upper Bukit Timah , Woodlands. And area 2 from 4,000 ft to 10,000 ft the area covered Sembawang.
The RSFC Club house
I would like to describe my very first training flight on the 8th of May. It was for familiarization and we got into the Cessna 150 a 2-seater side-by-side arrangement and I occupied the left seat as Pilot under training (PUT). Alan as instructor took the right hand seat and we started from the parking apron, having obtained permission from Ground Control to start-up and taxi. We moved slowly to the holding point and waited. There was radio communication over between Alan as he switched over to the Control Tower. I could hear them on my headset and it was mumbo jumbo, I could not understand a single word. I was trying to figure it out what was said in this conversation using terms in radio phraseology, The next moment we were moving slowly turning right into the runway proper towards the sea end where the piano keys marking painted in quartering of black and white with the Runway number # 21. We made a “U” turn and positioned at the threshold, waiting in readiness. As soon as clearance obtained my instructor applied full power and the Cessna went charging down the runway, gathering momentum as it went. I felt a sudden jolt as the Cessna lifted off the ground went airborne. Felt that floating sensation as the plane climbed slowly gaining height.
RSFC hanger facility
Below and behind us the Control Tower seemed to have shrunk in size and faded away. Appearing before us the 3 Reservoirs of Pierce, Mc Ritchie and Mandai with their huge canopy of gigantic trees spread throughout quite an area like a green carpet. The steady drone of the Lycoming was assuring us that the engine was healthy and reliable. By the way Cessna aircraft is still manufactured in the United States of America and widely used the World over. By then we had switched over to Paya Lebar Control as we entered into Training Area 1. The area was so small and restrictive that you could not fly straight for a couple of minutes to realize you that you have crossed the boundary. Soon we were re-tracing our route back, Alan calling Paya Lebar control notifying that we were leaving the sector to Seletar for re-joining procedure. He then switched over to Seletar Tower informed our re-entry into the sector. Once overhead the base and permission granted, we began descending gradually to circuit height flying on a downwind leg that was parallel to the runway over the Sungei Seletar towards the Straits of Johore, keeping the Seletar Island to our left and aimed for the chimney stack ahead at Masai, Johore for a line ahead.
Once over the Straits we made a right bank descending into the base leg and another right bank to line-up with the Runway # 21 aiming for the piano keys. Reduced speed, nose down and descending. I found the runway rushing before us as we came lower and lower. And finally at a precise moment Alan flared the aircraft to touch down gently and rolled along some distance before vacating the runway. We taxing slowly to the parking apron in front of the club-house and stopped. Wow! what a hands-on experience, feeling through the motion of flying with your instructor. I got out of the aircraft with a big smile, from ear to ear and thanked Alan for that familiarization flight. It was smooth, enjoyable and enriching introduction.
During that time I was an assistant manager with the Singapore Soviet Shipping Company a joint venture between Dato Ng Quee Lam, a rubber magnate and the Government of the Union of Soviet Socialist Republics. We were really busy as trade volume increased and so did the vessels. Not only were the vessels calling our Port for loading, discharging, taking fresh-water or replenishing supplies, they had chosen Singapore as a staging and repair base. The whaling fleet on the way to the seas off “Antartika” would stop at Singapore for replenishing before heading for happy hunting grounds. The mother-ships like the “Vostok” and the “Sovietskaya Rossiya” were huge floating factories and had some 400 crew each with more than half women. I guess that it would be safer for the men to lock their doors. The giant vessels were self-contained being equipped with hospital, theatre, gym and other supporting facilities. As usual the mother-ship would be accompanied by a fleet between 18 – 20 whale-catchers, small hunting vessels named “Kitabuoys”. Each vessel armed with a harpoon gun at the bow for shooting and killing of whales. Then the dead mammals were secured by the tail and towed to the mother-ship that had stern ramp where the whales were dragged up by winch to the main deck. On the deck there would be a reception party armed with long knives for cutting up and conveying down for canning the meat and other activities such as extraction of oil for cosmetics, the tooth removed for ornamental carving etc…
The Soviet fish factory ship “Vostok” at Eastern Anchorage
Kitabuoys (whale-catchers) at the Eastern Anchorage
Soviet luxury cruise liner “Maxim Gorki” at PSA wharf
The Soviet Fishing Fleet was the largest in the World with numerous ocean-going trawlers notably the “Atlantic” and the “Tropic” class of above 2,000 tons.. Besides that we had many cruise-ships like motor ships ”Khabarovsk” and “Felix Derjenskiy” that were plying South East Asia waters, Hong Kong and Australia. Also the non-combatant arm of the Soviet Navy came to Singapore for repairs mostly to Keppel shipyard. The auxiliary vessels, like the ice-breakers, hydrographic, cable-ships, oil-tankers, meteorological and marine biological research vessels. At its peak volume we had more that a 1,000 vessel per year and over 40,000 crew members visiting Singapore; one could only imagine how really busy we were. I was in the agency department with 4 boarding officers under our manager Jimmy and we handled vessels entering or leaving port. We prepare the pre-arrival procedure by sending notification to the Port and the Immigration Authorities for in-ward clearances. Arrange for pilot services for port entry, movements to requirement that means to anchorages or for berthing alongside wharf or shipyard. Some times Port Health was involved if the vessel was from effected ports. Other arrangements involved included bunkering, replenishing of stores, technical supplies, provision, crew salary and the supply of fresh water for drinking. Crew matters were another concern as we had to arrange them for shore leave for recreation purposes, medical treatment or a visit to their Embassy at Nasim Road for protocol sake.
It was not an office time a 9 to 5 job as vessels usually sailed after cargo operation and could happen at any time even graveyard hours. Holidays were unheard of we worked throughout the year. Everyday our vessels had movements either entering port or leaving or sea-trail. I remember one New Year I was called upon to attend a case where a female crewmember from a cruise-ship was found dead at the foot of the cable-car tower. She was said to have fallen from the building and I thought my colleague was pulling a joke on me but it was not.
Meantime the Police required the agent to follow-up with identification and other necessary preparation of postmortem with final repatriation back to country of origin. To sum it up,” time” was the essential factor and I had numerous problems trying to secure or juggle with time trying to slot in for my weekend flying. This was not an easy task as the saying goes, “the early bird catches the worm”. Usually by the time I could decide the best slot had been taken up and what was left did not meet expectation.
Meantime pressure from work had been demanding and at times I found that I could hardly concentrate when I did my flying. My progress had been depressing and I admit that I was a slow learner and at times did not shine. Only at the weekends that I could hope to arrange some flying when there was nothing on and this had not been encouraging. I could not maintain the consistency for flying and the gaps apart made matter worse. To add further complications there were changes of instructors and aircraft when I had to switch over to the Piper PA 38 a low-wing monoplane in October. I had been flying high-wing Cessna before the switch. This had a profound effect as it meant going back to square one.
The Piper PA 38 was a good-looking trainer with clean lines; a single engine low-wing monoplane with a distinctive “T” tail. The horizontal stabilizer mounted at the top of the fin helps to improve handling quality, smoother and quieter. It was powered by a Lycoming 4 cylinder 112 hp piston engine that gave a cruise speed of 108 knots. Seating arrangement was side-by-side with the pilot under training seated on the left seat and the instructor on the right. Access into the pod-style cabin can be made on either side port or starboard doors, The canopy provided an excellent all-round visibility, however when came to landing the low wing obstructed the look-down view of the runway. It had a fixed tri-cycle undercarriage with a front nose-wheel and 2 main wheels supported by robust spring struts. Between the years 1978 to 1982 the Piper aircraft factory had produced about just under 2,500 trainers.
Piper PA-38 Tomahawks
I had clock some 11 hours on the Tomahawk over a period of some months and quite enjoyed flying it. I would like to mention that the initial stalling practices were frightening affairs, as the instructor slowed down the aircraft to a stalling speed around 55 mph. You would notice when the airframe begins buffeting and pitching as precede to stalling. Immediately followed by activation of the stall warning horn “tee, tee, tee” then the nose dropped away and you plunged down. It literally meant falling out of the sky losing altitude of around 200 – 300 ft. It was scary enough and but we were taught recovery control by counting 1-2-3 and applying full power to gather the momentum and pull her up to level flight. The experience had my stomach churned up to my mouth and drained the blood off my face. It was terrifying but Colin my instructor remained calm and composed. I assumed that over the period of time he had mastered the art of self- preservation. It was no big deal to him but just another normal routine. I supposed he enjoyed it and maybe it was to test whether I would wet my pants.
Right opposite to our club and across the runway at the West Camp was based the Republic of Singapore Air Force No. 150 Squadron. They operated the Siai Marchette SF 260 trainers, very streamline and aerodynamic design. The Italian-built had similar features like ours single-engine low-wing monoplane but with a more powerful engine. It enjoyed a retractable undercarriage that of course reduced unnecessary drag. The immaculate white fuselage had a splash of red to brighten up the nose-cowling, wing-tip tanks and the tail-fin to denote a training role. It was a beautiful sight to see them take-off one after another and climbed to the skies. Proven to be a good cost-effective trainer as it had been used by several foreign Air Forces.
I would say that our flyboys were fortunate enough to have the “Marchette SF 260 as their basic trainers as it was a good choice of aircraft. It could do aerobatics and enjoyed a good climb rate.
It took me 3 long years to log only 20 hours flying time and still not ready for my solo having not build up enough confidence in myself. Finally aggravated by my financial situation that had become less encouraging as flying cost kept growing and other commitments kept demanding I had no alternate but to “throw in the towel and call quits” It was a sad and a painful decision and thus ended my general aviation flying in the year 1991.
My student pilot’s licence as issued in 1988 by CAAS.
By comparison between the Piper PA 38 Tomahawk and the Siai Marchette SF 260 we can see a clear advantage in the power-plant and performance enjoyed by the air force Marchette over the Tomahawk. On the other hand the Tomahawk is usually employed by the civilian counterpart in flying schools and clubs.
Piper PA-38 Siai Marchette SF 260
Instrument panel PA 38 Instrument panel SF 260
Length: 23 ft 2 ins Length: 23 ft o ins
Wing span: 34 ft Wing span 27 ft 5 ins
Power plant: Lycoming 112 hp Powerplant: Lycoming 260 hp
Seating: 2 (Side-by-side) Seating: 2 (Side-by-side)
Cruise speed: 108 knots Cruise speed: 230 mph
Stall speed: 55 mph Stall speed: 65 mph
Climb rate: 700 ft per min Climb rate: 1,880 ft per min
Max. Take-off weight: 1,670 lbs Max Take-off weight 2,430 lbs
Service ceiling: 12,000 ft Service ceiling: 21,235 ft
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