Breakfast in Villiers

It’s a public holiday – Worker’s Day and those of us who work are restless to get some air between us and the ground. There is some discussion in the club WhatsApp group about a suitable location for breakfast – some guys want to go to Thabazimbi for the NGK Meifees (May fest) but many of us are a little twitchy about flying to a town airfield and leaving our aircraft there, being transported to the festival ground and having to rely on folk to bring us back to the planes again.

The majority decide to descend on Lekoa Lodge which has had some good reviews on a local aviation forum – the airfield on the lodge property and the prospect of a lodge breakfast win us over so we gather at 8am. There’s Roger in his (new to him) Turbo Arrow, Matthew in the veteran Mooney M20C, Demetre in his Glasair Sportsman and us with the kids in the Sling.

After no small amount of faffing around, we get going – we’re the slowest of the bunch so we line up on runway 13 at Baragwanath. It’s a gorgeous morning – a little hazy but calm and cool so the Sling accelerates rapidly despite being four up with full tanks (heck, we’re still 140kg under max gross) and we rotate and set course for the Heidelberg (HGV) VOR. I always try to route via at least one defined navigation point on cross country flights – it’s too easy to go direct. As we change over to the Special Rules South frequency we hear the Arrow lining up – he’ll pass us before too long.

It is immediately obvious that many others had similar ideas to us and there are a fairly large number of aircraft in the area. My eyes are on stalks and I’m hoping everyone is doing good position reports. I try not to facepalm every time I hear “…any traffic, please advise..”. The air is smooth and we climb to 7000ft as we route south of Tedderfield and towards HGV. Out of the corner of my right eye I see Roger in the Arrow pulling alongside and ahead – he’s cruising at 145kts while we’re at 120.

It’s a short hop to Lekoa – 69nm and it isn’t long before we are calling 10nm out. We pass quite close to a microlight which I’m sure was a little higher than the 6500ft he said he was at – I’m terrified of hitting one as many are not on frequency.

Irrigation circle off the right side – Canola?

As we approach Lekoa I hear and see the Arrow turning base but for the sake of completeness we do the proper overhead join 1500ft above and make a left downwind for the uphill runway 10, despite not having visualised the windsock.

Turning base at Lekoa Lodge

The runway at Lekoa is prepared gravel and slopes quite steeply uphill so Roger has decided to accept a slight tailwind and land uphill. We see him exit the runway as we call midfield downwind and then it is our turn. Matthew reports overhead as we are on short finals. – I crane my neck and I can see him well above us.

This is one of the steepest runways I’ve landed on (yes, the sample size is very small) but it remains disconcerting to be well below the ridge on roundout facing a stiff uphill – I plant it firmly down, keep the nose off as long as possible and retract the flaps on rollout to keep her down. We roll up to the end of the runway and join the Arrow on the side of the strip as Matthew’s Mooney rolls out onto final approach.

Miss Daisy with the Turbo Arrow III (ZS-KFM) and the Mooney M20C (ZS-DWU) at Lekoa Lodge

With the airplanes secured and with Demetre about 20min away we head down to the lodge. We’re offered a ride but we decide to walk – to work up an appetite for breakfast.

The lodge is very much centered to the hunting clientele one feels, but after a period of time almost long enough for us to get into a serious discussion about solving the world’s problems, breakfast arrives. It is OK, not fabulous but entirely acceptable nonetheless.

Breakfast time…

We make the trek up to the airstrip and decide that given the nature of the rough on either side of the runway we’ll pull the aircraft one by one onto the strip and start up, taxi to the end and then leave one by one. As I’m idling in the middle of the runway waiting for an acceptable oil temperature while everyone else stands and watches, it occurs to me that it would have made more sense to pull all the aircraft out, line up at the end and then depart but hindsight is a wonderful thing.

Walking down the airstrip – because why not?

Once again we are stuck between the wind and the slope and again decide on the downwind option – I don’t like the idea of starting a takeoff run at the bottom of a hill and then still have to clear the rest of the ridge once airborne. Density altitude is well below 7000ft and as mentioned previously the slope is significant so down the hill we go.

Demetre managed to catch some video of us on the takeoff run…

Initially I had wanted to do the scenic route over the Vaal Dam on the way back but the breakfast delays meant we are somewhat time pressured so we route direct – there is less traffic due to the increased levels of turbulence – fortunately nobody feels ill and we make it back to Baragwanath in about 35minutes – the Arrow turning downwind even as we are on short finals despite having had to wait for us to depart before even starting up, ah well, speed isn’t everything and we were making a good 130kts over the ground so I’ve nothing to complain about.

In oil pressure related news I had the plane at the AMO earlier in the week – they checked again for leaks and confirmed that the pressure regulator and valve are functioning correctly. We had no oil issues at all on this flight so I’m inclined to think that the issue may be resolved, or at least relegated to ‘not critical’ status. I’m told that The Airplane Factory is trying to get approval from Rotax to go back to using the elf 10W40 oil they used to recommend – the Aeroshell Sport PLus 4 that Rotax stipulates is mainly for the 915is model – rumor has it that before they started using the Aeroshell there were no issues with low oil pressures and I’m not the only 914 Driver with the same problem. Interesting..

Troubleshooting Low Oil pressure

Oil. It’s quite important stuff in engines, especially in aeroplane engines. Considering the only thing keeping us up in the air is the engine it makes sense to keep a close eye on the oil.

He who is without oil, shall throw the first rod

Compressions 8.7:1

I have an issue with a low oil pressure reading. It would be less irritating if there was some oil floating around in the cowling, or a stripe down the fuselage, but no. Not a drop.

Initially it seemed like the pressure dropped with altitude which made us suspect that there may be an issue with the breather pipe, but the oil system on the Rotax is somewhat more complex than the wet sump on most aviation pistons. The engine is a dry sump system. The oil resides in the oil tank (perhaps unsurprisingly) and is pumped from there to the oil filter via the oil cooler by the oil pump which is driven by the camshaft. Oil returning to the sump is pumped back to the oil tank by blow by gases, the Turbocharger has oil pumped via a secondary line and the oil drains from the turbo sump to the oil tank.

The oil pressure is measured by a sensor ‘distal’ to the pump and there is a pressure regulator. The pressure regulator may be the source of the issue – it contains a spring and a ball bearing which regulates the pressure. When we looked at the engine analysis graphs again it appears that there is a better correlation between oil pressure and oil temperature, rather than altitude.

Oil pressure in blue plotted against oil temp (Purple ) and Altitude (green/yellow)

This may mean the problem is easier to solve. Maybe. As temperature increases the viscosity of oil decreases – which may make it harder to pressurize if there is some issue with the seal, pump, oil cooler bypass etc etc.

What this really needs is someone with real know-how to test fly the aircraft, possibly also inserting a mechanical Bourdon tube type gauge into the system and comparing pressure readings. What I wanted to do was to try and replicate the problem with the altitude factor removed – and this would mean flying in the pattern at high power until the oil temperature rose enough to decrease the oil pressure.

So this is what I planned to do. Of course, having an issue to solve on the aircraft almost certainly means that no time will be available to fly so it is 10 days later and time to test fly. That was the plan anyway. Of course, on arrival at the airfield I found it blanketed in mist despite the late hour (9:30am). Not a problem, I had another job to do and that was to try and get a fuel stick calibrated.

I had a great idea for this job – take a hose pipe, stick it into the tanks, siphon out as much as I could then sump the rest out. Well, that plan did not work at all. Firstly I could only siphon 25 litres from the tanks before the hose was uncovered and I couldn’t push it further into the tank (admittedly, I was loathe to force it in in case it did damage to the float gauge). Also, siphoning petrol is no fun at all. I got quite a lot of fuel in my mouth and in my nose which caused me to smell like I was living in a fuel tank for the rest of the day.

I decided to compromise and drain until the area directly below the filler port was dry ( ‘to tabs’ if you will) and then measure how much fuel it would take to fill the tanks to the brim again. With a known tank capacity (84 litres) I could subtract this amount and have the fuel level at tabs. As it turns out, if the tabs are dry, there is less than 35litres in the tank. Good to know. I like having some kind of scientific estimation of fuel tank volume. I used a big piece of wood, marked it as I filled the tank 12.5 litres at a time and then transferred these marks onto a wooden dowel stick.

Primitive Dipstick

While I was sorting this out, the fog had lifted to low overcast but that seemed compatible with circuit flying so I started up and headed out. On climbing out from the field I couldn’t help but notice the rather large storm approaching about 30km away – this was going to put a spanner in the works. Still, I was able to do about 5 circuits at high throttle settings, getting the oil temp up to 82 Celsius / 180 Fahrenheit- without causing a low oil pressure alarm – the pressure did decrease though – as shown in the Savvy graph below.

Top graph is Oil Temp against Pressure – seems to correlate somewhat doesn’t it?

The incoming storm put paid to the 30min flight I was hoping for and I put her down very quickly – into the teeth of the Cb outflow – not my best ADM moment but safely down and we crammed the plane into the hangar just as the first drops were starting to fall.

It looked worse than this in real life!

There will be no flying for the next two weeks but after that I’m popping IBM across to the AMO for the oil change and they will check and possibly change the oil pressure regulator – which will hopefully sort out the issues. To be honest I think it needs a climb to altitude and thereafter a throttle back to allow oil Temp to decrease a bit to fully troubleshoot. Time will tell. In the meantime, I need to wash my hands. Again. Blood petrol….

Weather 1 – Me 0

I was supposed to fly to Middelburg(FAMB) this afternoon to camp at the AeroClub of SA Airweek being held there this weekend. The weather, it seems, had other ideas.

I was delayed by 30min at work this morning and by the time I arrived at the airfield the storm line was developing. I hung around finding things to do on the plane until 16h00 local by which stage I could probably have found a route but the flying time would have meant an after dark arrival – and I’m not night current at the moment – not landing at an unfamiliar field at night thank you very much.

The proposed route – see the problem?
Waiting for the rain to stop….
Shortly after deciding to NOT fly to MID…

Tomorrow is another day……

A new rating

So I have a new type on my license – and some endorsements to go with it! I recently spent two days at Wonderboom Airport (FAWB) getting rated on the Sling 2.

The Sling is a locally (South African) designed and built aircraft. It’s nominally a light sport aircraft but as configured it requires a PPL to fly as the maximum takeoff weight is over 600kg. Interestingly the same aircraft, with one wing tank removed will have a MTOW < 600kg and can be flown on a recreational pilot license as a light sport airplane. 

It’s also quite different from the Cirrus I have done all my training on to date. Of course, it’s much lighter, all metal and has a significantly different engine? How different? Well, it’s a Rotax 914 – a 1.2l 4 cylinder producing 115hp compared to the Continental 0-360 6 banger on the Cirrus. It’s also turbocharged and the prop is a variable pitch constant speed unit (Yes, the Cirrus had a variable speed CSU but with no direct pilot control). Importantly, it burns MUCH less fuel – 20litres per hour compared to the 50-65litres per hour on the Cirrus. And it will burn MoGas happily too. 

To obtain the conversion onto the Sling was not an easy matter. Firstly, there are a lot of flight schools operating Sling 2s. There are only 2 in the country that have the Sling 2 914 Turbo on their ATO. Thus I had to travel to Wonderboom, which is a great airport. Unfortunately it is 90km from my house. Not so good. I did the conversion through FliteCare who were fantastic – they could accommodate me at short notice, and their desk staff were amazing. 

I first needed to have briefings on the Sling aircraft itself – concentrating on the many differences between it and the Cirrus – this took about an hour, then it was time to dive into the nitty gritty of turbochargers and variable pitch propellers.  Turbochargers are easy to understand – once you figure out how the wastegate works and the differences between the hot and cold sections. The variable pitch propeller on the other hand I found to be a lot more complicated. It’s bloody brilliant engineering but seems very complex. My biggest problem is remembering the difference between fine and coarse pitch which I find counterintuitive. 

As it turns out, the intricacies of the variable pitch prop are moot in the Sling because it has a very clever system to adjust prop pitch. Firstly, instead of being controlled by oil pressure and springs, the pitch is adjusted electrically by servos in the hub. And there is no pitch lever as would be suspected, but a pitch control instrument on the panel which has a knob to select T/O, Climb, cruise, hold, and Feather. One can also bypass the selector and adjust pitch manually should the control unit fail – this is done with a rocker switch. Once a setting is selected, the CSU adjusts pitch to maintain the required RPM on the prop. Because the Rotax is a geared engine, engine RPM does not directly reflect prop RPM – so prop rpm is not set, but the CSU will indirectly control engine RPM. 

Speaking about engine RPM – this is high! A regular aviation mill will turn at about 2500-2700RPM. The Rotax idles at 2000 and will go all day at 5500. An interesting feature about the 914 is that full power is actually 100hp with an additional 15hp available when you push the throttle through the gate – allows 115hp for up to 5min – would primarily be used for takeoff and initial climb to 300ft AGL and obviously for the go-around. In the gate position the engine is turning at 5800rpm. 

After the briefings, it was time to fly. The conversion requires upper air work, simulated engine failure and at least 5 landings. Preflight is fairly standard with the addition of a prop control unit check – cycle from full fine to coarse with the engine off (remember those electric servos?). The other very different aspect is the dry sump oil system – oil is stored in the oil tank – so in order to check the oil one needs to ensure all the oil is in the tank and not in the crankcase.  This involves turning the prop by hand (check mags off, key out master off first!) until the telltale gurgle from the tank indicates that the oil has returned. 

Dragging the plane out of the hangar is a one man affair – really a pleasure. Startup is a non event – fuel pumps on, fuel on and crank. It literally starts like a car engine. Run at 2000 until oil pressure settles then warmup is at 2500 until oil temp reaches 50C. Operating temps are much lower than conventional engine due to the hybrid air/water cooling system. 

Taxiing is much simpler than the Cirrus due to the direct nosewheel steering – so much nicer than the free castoring nosewheel. She’ll roll 2 up at 2500 so the engine can warm nicely en route to the run up bay. Most pre takeoff checks are done on the taxi as they have a reputation of getting quite hot while idling stationary. In the bay it’s final checks, run up at 4000RPM checking the mags (<300drop and <115between), takeoff briefing and then it’s time to fly. 

The best word to describe takeoff is “sporty”. Stabilise at 5500RPM and 100hp then through the gate to 115/5800. Lots of right rudder is required and before you know it, we’re at 48kts and the rotate call. Liftoff at 55kts and best rate at 75 has her climbing away comfortably at about 1200fpm. After takeoff checklist includes setting prop to climb, coming back out through the gate and cleaning up the flaps. 

For the conversion we set off to the general flying area – steep turns are a non event – very easy to keep the nose up. Stalls are reasonably benign but I did detect a slight tendency to drop the wing and not a huge amount of buffet. The (brilliant) MGL Avionics iEFIS unit has an AOA indicator too which is helpful.

Then we did some circuits at Freeway airfield – which has a massive runway which is gravel. Also a non event for the Sling. I may think twice about taking an aircraft I owned onto a gravel strip but certainly it wasn’t an issue on this plane. 

Back to Wonderboom with me having no idea at all of where I was – fortunately the instructor was at home in the airspace. The plan was to do a couple of circuits, but this was foiled by a medium sized Cb cell which decided to discharge itself over the airfield. Conditions on landing were challenging to say the least – significant wind shear and gusts from about 15degrees off the front of up to 25kts. The Sling handled this with admirable aplomb. 

Sadly this meant I had to make the pilgrimage to FAWB again to finish the rating. We banged off 4 circuits easily in the mid morning this week – 2 normal landings (Flap 20), 1 flaps up landing (would really rather not do those….) and 1 short field stop and go. The procedure for landing the Sling is similar i believe to the C172 – cut power just short of the threshold and glide it in. You can’t do that in a Cirrus..  The short field landing we did just to demonstrate it – in the POH it says “short field landings as per normal landing” since the landing distance is about 270m. However, we did a short field approach – flaps 30 and standard piloting, stopped on the runway, and then did max performance short field takeoff – full throttle, brakes off, through the gate and full back pressure on the stick from the moment rolling starts. The nose wheel lifted of at 20kts and we broke contact at 48kts. Lower nose to Vx (75) and then up and away. Very impressive, especially when you look at the airport diagram and see how short the distance was – we landed on 29.

We were airborne before the circled intersection from RWY29

It’s really nice to have excess power available. So I’m now rated on the Sling2 and have endorsements for turbocharged engines and variable pitch propellers. Onward and upward!

I like the night life….

Some of the best video I’ve seen on YouTube of flying is in the evening – after the sun has set. Being able to fly at night obviously extends the useful flying day and also improves the options for waiting out weather and other potential delays. I’m a firm believer in having options to decrease the risk of acute get-there-itis.

 

With this in mind I’m setting off on my first post-PPL rating – the night rating. Interestingly we have the night rating as a separate rating instead of built into the PPL like it is in the United States. The requirements are not onerous but definitely stipulate dedicated experience in the dark – at least 3 circuits at night (I’ll be doing many more), 10 hours of instrument training (5 of which can be in the sim), a 150nm cross country by night and a theoretical exam.

 

As it stands currently, I’ve done 7 odd hours in the sim – all hard IFR flying and have enjoyed it quite a lot – I’m sure it’s the wasted youth playing Microsoft Flight simulator but at least I have some theoretical knowledge to hang onto that experience. So it’s actual night time flying I need – and this is what I did last night…

Date of FlightAircraftRouteIF ActualTime(hrs)Total(hrs)
19 July 2018ZS-ZIP (SR20)FALA(Lanseria, Johannesburg) - FALA1.31.683.6

So. Flying at night. It’s… well…. dark. In fact this surprised me because I was anticipating that the lights on the plane would be better than they are. They’re not great for taxiing on the apron so that took a little getting used to. The lighting on the taxiways at Lanseria is great so that wasn’t an issue. No delays fro other aircraft on the field while taxiing which is always a plus. Run up and pre departure checks were as per normal, although I chuckled at my instructor when she said that we’d aim for the darkest patch off the end of the runway if we lost and engine, we’d turn on the landing light, and if we didn’t like what we saw we’d turn it off again. This did bring home the stark reality of night flying – it’s really difficult to find a safe landing spot should the big fan in front decide to stop. Lining up on 07 you get the sense of how dark it is – a row of lights leading out into almost infinity and just blackness beyond – not a sliver of moon in sight even.

 

 

Performance in ZS-ZIP was pleasantly surprising – 9 celsius outside temp will do that  and climb out was brisk (for an SR20). The instructor had me on the gauges almost immediately after takeoff and I flew the numbers – 5deg nose up with 50% flaps at full power gave me just over 85kts (Vy) so we were at CAPS height crossing the 25 threshold which was reassuring. Then it was head down in the cockpit. The aim of the flight was instrument navigation introduction – I’ve done lots of sim time but this felt somewhat easier I thought. We did a number of VOR radial intercepts under the Lanseria TMA – I must say that the VOR intercepts are reasonably easy with it being a command instrument – fly to the needle and the only tricky bit is remembering which reciprocal to use (FROM top TO bottom). Then we climbed out into the practice area for some upper air work – clean and configured stalls (no problem) and some steep turns – again not an issue which is quite funny considering how much difficulty I had with them prior to my PPL practical test.

 

Then some timed turns which are challenging – essentially we work out an angle of bank for the rate one turn (TAS divided by 10 plus 6-7kts) which at 130kts TAS works out to be around 20deg. Then set up on a radial, bank in to the rate one bank angle, start the timer and then try and maintain 45deg of heading change every 15seconds – 3 deg per second. Not quite as easy as it sounds but very rewarding to get right. These will be useful later in IF training when it comes to holding patterns and procedure turns. Then it was time for some ADF work. ADF navigation puzzles me from a number of aspects. Firstly, it’s a big drain on my brain to figure out which way to turn each time and secondly, they’re essentially obsolete. They’re so obsolete, in fact that our 2004 model SR20 G2 has no ADF radio on board. As a result, we have to bodge an ADF navigation exercise by using the bearing needle on the HSI to point to a GPS location and then fly using that as an ADF station. It gets the job done and perhaps it’s ADF as ADF should have been.

 

Still, ADF intercepts are fiddly. Intellectually I know it’s a simple case of remembering where one is in relation to the station and turning appropriately. The little tricks – turning away from the desired QDM inbound and towards and beyond QDR for the outbound – do help, but they’re not intuitive – I’m guessing that practice practice practice will be the key to successful ADF navigation. Finishing up with some unusual attitude recovery (again, fun…) I considered we’d done some good work. So what is it like flying at night? I found it really serene – its you and the plane – I didn’t hear any nighttime rough running and the air was smooth (and freezing – note to self – take a better jersey next time) and calm. The lights stretch for miles and the dark patches do feel like they’re reaching up to grab you – I assumed all the dark patches are mountains because why would anyone put lights on a mountain? The best part for me is that the feeling is getting better – i.e I’m flying more by the seat of my pants than I have been before and it feels smoother – I do need to be a little bit less aggressive on my turns – I do tend to roll quite positively which works during the day but perhaps not as well under instrument conditions!

 


 

We decided we were chilled enough and headed back for Lanseria. One scheduled 737 on long final and then we were to roll in onto approach. The night time approach is easier, and harder than I thought. Flying the profile is easier than during the day as less gusts and updrafts but the roundout and landing was very different. The instructor was following me on the controls – we went over the threshold at what I felt was the right height having had 2 red and 2 white on the PAPI the whole way down. Then she says “do you feel like you’re sitting on the runway?” and I say, “Um… yes?” and she says, “OK, go to idle” and we touch down light as a feather – best landing ever I think. Which would be awesome, except in my mind we were about 5feet higher and I wasn’t expecting the touchdown at that point. This confused me a little as I was convinced that one would feel lower coming in at night. There is no centreline marking on the runway so the only visual reference is the side lighting – guess I need to pay more attention to that in the coming flights – which should be two sessions of night circuits. Can’t wait.

 

Safe flying!

Flying with the Family – 1 and 2..

Date of FlightAircraftRouteTime(hrs)Total(hrs)
30 June 2018ZS-JAB (SR20)FALA(Lanseria, Johannesburg) - FALA1.178.4

How do you make having a pilot license feel real? Fly with those who are most precious to you. For just over a year now I’ve been disappearing off to the airport for protracted periods of time and bringing nothing back other than stories of where I’ve flown, or how bad or good the conditions were or which exam I passed. I think it’s been a little hard on the family to be contributing (by managing without me at the house) but not getting any significant return.

Concentration

So it was that after gaining my PPL (ok, long before even) there was significant interest from the family in going flying with me. There was much discussion, argument even about who would be first. “But Mike,” I hear you say, “You trained in a four seat aeroplane! Why can’t you take your wife AND two kids?”

Ah. And therein the rub. Most 4 seat aircraft are only nominally 4 seat aircraft on the South African highveld plateau. My home airfield has an altitude of 4500ft. ISA temperature for 4500ft is 6degrees Celsius. Only in the very depths of winter, when a cold front is passing, does the daytime temperature even approximate 6deg. So we’re by definition hot and high which degrades takeoff performance of normally aspirated aircraft – especially those with only 200hp on tap. Given that the flight school almost universally runs the aircraft with full/nearly full tanks, we are almost always payload limited in the SR20. The 22, on the other hand, with 310hp… not so much. (Which is why the only SR20s in South Africa are the 5 owned by the flight school. All the others are SR22s)

So, it would be that my wife and daughter would be first to fly with me. I hummed and hah’d about the routing. I wanted to do the city tour but decided to stick with what I know and simply cruise up and down in the flying training area. This turned out to be a very good call – as I was SO nervous that additional navigational demands would have seriously impacted my ability to fly safely. It gets real very quickly when your family is on the aircraft.

So how did it go? It was….. OK. The flying was good, the GF was quiet and I even threw in a steep turn to make sure everyone was awake. I gave the lecture (pre departure) on not talking while I’m on the radio and to let me know if they see any other aircraft – my daughter saw lots – I want her as my copilot – I’ll call her “Eagle Eye” from now on. The only downside was that it was pretty bumpy with the wind from the south rising up over the ridges and causing a little bit of turbulence. Landing was within spec (I thought it was pretty poor but the passengers thought it was ok) and just like that… I’d taken my first passengers for a plane ride.

30/6

More importantly, they both say they’ll fly with me again. This is the best part – because what is the use of the PPL if you aren’t going to use it to take people places? My little girl did get a headache which I put down to an uncomfortable headset (loaner) and possibly also being in the back seat without a cushion – note to self – remember the cushion next time.

J 

My wife seemed surprised at how methodically I did my preflight and that I kept checking and double checking everything – I like to think I’m very cautious – this is what I normally do! I believe that I inspired confidence in her.

 

Date of FlightAircraftRouteTime(hrs)Total(hrs)
7 July 2018ZS-CCT (SR20)FALA(Lanseria, Johannesburg) - FARG(Full stop) - FALA1.581.1

The second flight en famille was this last weekend – I took my mother-in-law and my son up. This would be a lot less pressured as I’d broken the back of my nervousness to carry passengers. I wanted to do some short field work so I took them out to my usual hunting ground Rustenberg(FARG) for a landing – it also gave them a chance to change seats – my MIL did the right seat out and my son back.

7/7

So FARG was extremely busy. I’ve never seen it like that before. When I called 10nm out there were 3 aircraft already in the pattern (one orbiting to drop parachutists) and 2 others inbound – which is a lot for an uncontrolled airfield. We’ve been suffering under a heavy high pressure system for a few days now – the QNH was 1038mmHg (30.65in) and I forgot to set to local until well into the descent which left me a little lower than I wanted to be for the overhead join but fortunately I was at the front of the queue and was able to recover on the downwind leg. Schoolboy errors..

The landing was (as should be at a shortish field) positive and we taxied onto the apron for the seat swap. As I’m taxiing out to 16, the paradrop guy announces he’s commenced his meat bombing run – so I ask him how many jumpers – 8 or 9 he replies…. OK. Then I ask where they are because I can’t see them from the hold short position and his response is to say “Don’t worry, you’re well away from them – just go you’ll be ok.”

Hmm. Didn’t seem like the best advice but after checking again to see they were not on the upwind and as I was departing straight out I decided to go for it. Didn’t see them at all. I even looked back after takeoff and didn’t see them. Oh well. I’d have been much happier to have eyes on but since the drop pilot didn’t even know how many jumpers he had, it seems like it wouldn’t have been that helpful to have seen some. I’d be interested to know what the procedures are at other fields where skydiving occurs. To me the safest approach would be to halt all ops until the divers are all recovered onto the field but I’m not that keen on sitting there with the Hobbs running while people drift down 4000ft under canopies.

But back to Lanseria we went only to find that every man and his dog was, in fact flying today. We were 4th inbound to the left downwind with a B737 on long final and 2 on the right downwind – Orbits, orbits for everyone! But the best part (after having to fly a 7mile final) was that the wind was blowing directly down the runway. I think this is only the second time in my flying career and we made an absolute greaser. Top tip – when flying with your mother in law, make every landing a greaser. Another 1,5h in the logbook and cross country time to boot.

Untitled

I want to do my PPL(Instrument) so I need to log the cross country hours. Also starting the night rating so doing some sim hours too. The best part is that on reflection I don’t remember having to work too hard to fly the plane this time. Maybe I’m getting that feel – finally.

Solo Navigation Exercise 1






Solo Nav Number 1 – FALA – FAVV – FARG – FALA

Date of FlightAircraftRouteTime(hrs)Total(hrs)
28 April 2018ZS-JAB (SR20)FALA(Lanseria, Johannesburg) - FAVV(Vereeniging) - FARG(Rustenburg) - FALA1.961.1

Look. Flying an airplane is fantastic. Flying an airplane solo on the other hand? Absolutely amazing.

It’s great to be flying solo again. But scary too. Almost everyone I know who has learned to fly tells me they got lost on their solo navs. I’m sure this is why we only go to airports we’ve been to with instructors.

Today’s routing is south from Lanseria, over the northwest suburbs of Johannesburg (I can see my house from here!), over Soweto and Orlando and out to the Vaal Triangle for a touch and go at Vereeniging airport (FAVV), then north west over the Grasmere (GAV) VOR and thereafter to Rustenburg(FARG) for another touch and go and then back through the Magaliesberg General Flying area to Lanseria – about 130nm total.

Southbound FALA—FAVV 28 May 2018

CAVOK prevailed fortunately and the early morning provided smooth conditions which was a pleasant change from the bumpy air I’m used to. (Note to self – take wife and kids flying in the morning).

Lanseria to Vereeniging was very much an uneventful leg – was expecting more traffic at FAVV but there was one aircraft that had landed and was taxiing clear as I did my overhead join – approach was from the south where there are quite a lot of power lines quite close to the field so short field technique is required.

Vereeniging to Rustenburg – it’s a long way. And there is NO traffic. At all. Rustenburg is starting to feel like a second home at the moment so the challenge was to land before the mid touchdown zone which is somewhat disconcerting as this requires aiming AT the clearway short of the field. Still lots of dead plovers on the runway – the one good thing about the south to north approach is that the large smokestack nearby is to the southeast of the field – and the climb out is to the northeast..

Quickly through the GF and back to Lanseria. 1.9 on the Hobbs and my first solo nav under my belt. Did I get lost? Nope. Could one get lost? Sure. My instructor is pretty rigorous on continually looking at the map and knowing where you are, even before you get to the waypoints which I agree is probably the safest way to do things. 1 Nav down. 2 to go.



Solo Currency flight to Rustenburg







Date Aircraft Route Flight Time Total Hours
26 April 2018 SR20 ZS-CTP FALA – FARG – FALA 1.6 59.2

This was a currency flight – it has been more than 3 weeks since my last flight and the school rules stipulate not less than 1 week between solo signoff and solo flight. So it was off to Rustenburg for a couple of circuits. Essentially uneventful flight – we just went over all the overhead joins and the short field landings and then back to Lanseria

 

Of note though…. I caved, and bought the Bose A20’s. Oh man. What a difference. Look, the DCs were comfortable but the A20 has almost no clamping force and it feels very light. The cord is a little stiff so I’m concerned about the connections to the control module and the plugs – but I decided to go with the Dual GA Plug connectors in the interests of being compatible with more aircraft – also I’m led to believe that the panel power (LEMO) plug is flimsy at best. Of course this means having backup batteries but I’m told I can expect about 30h between battery changes. The ANR works really well and there is only the slightest leak of noise via the sunglass temple frames. I definitely feel much less tired after using them compared to the green domes.

 

 

Ridin’ in the back






The view from seat 1B in the Cirrus SR22T

Date Aircraft Route Flight Time Total Hours
14 April 2018 SR22T FALA – FARG – FALA 0 – Ride along 57.6

Ongoing maintenance issues with the flying school aircraft mean I’m grounded for the moment. Fortunately my flying buddy Ari came to the rescue this weekend. He owns an SR22T and was kind enough to let me tag along on his flight on Saturday.

 

Saturday dawned CAVOK at my house but wouldn’t you know it, was Marginal VFR by the time we had refuelled. Plan was to fly to Rustenburg(FARG), land, swap pilots and then head back. Fortunately we were able to depart VFR. I can report that the SR22 (G5)is very comfortable in the back. Sadly I was forced to use the Bose A20 ANR headset which was laid on. (Life is really tough..) Sheesh. They make a HUGE difference.

 

It is very different in the back. It’s great to be able to observe the procedures and flows from a non flying perspective. Ari is very methodical and correct – nice to see and confidence inspiring. They use the full checklist on the Perspective avionic system – usual procedure for the flight school is to do everything from memory and then run the pre-takeoff checklist prior to calling “ready in the bay”. I think I may well revert to using the full checklist in future – sealing up those potential Swiss cheese holes.

 

Marginal visibility over Harties

I’m always impressed by the performance of the SR22T compared with the SR20. Of course this is obvious at the elevated field where our 20’s are probably well short of rated 200hp whereas the turbo is still doing 310hp. It makes a big difference. As we climbed through the fog layer which was about 200ft thick the visibility improved greatly and we cruised out toward Rustenburg between the layers. Technically VMC but I wouldn’t have been happy flying on a solo nav in these conditions. Some (very impressive) slow flying followed – to hold the plane at 69kts for 5min is no mean feat – at 68 the stall warning goes…

 

We landed at Rustenburg (FARG) where they seemed quite excited to have us – they were obviously having some kind of event – but we were landing, changing pilots and leaving again – after we’d back taxiied along the runway stopping to remove dead birds along the way. Quite strangely these didn’t seem to be due to aircraft strikes as the carcasses all seemed reasonably intact.

 

Cirrus. From the Cirrus. #inception

 
Backtracking runway 16 FARG

At Lanseria our fears of deteriorating visibility had come to fruition. “Alpha Romeo India, the field is IMC, please state your intentions…” A large bank of low cloud/fog had settled over the base and final sector.. Now this is where having a little bit of savvy helps. The controller is not allowed to offer Special VFR but you can ask for it. Which we did. Special VFR allows one to enter the TMA under visual flight rules when the field is IMC as a result of poor visibility, provided you remain clear of cloud and with the ground in sight at all times. Which we did and in no time we were stuffing the aeroplane back into the hangar (which does involve moving another plane out of the way first)

 

Marginal

A great morning’s flying coming out of what looked like a very marginal day. As they say, the hardest part is coming to the airport and NOT flying. It’s much better when you can actually fly. No hours for the logbook this week but a great experience


Cross Country – and a new Province




Morning sunshine
 

Date Aircraft Route Flight Time Total Hours
8 April 2018 ZS-CTP SR20 FALA – GAV – FAPY – FAPS – FALA 1.9 (Dual) 57.6

 

Back in the Saddle
We’ve just come back from 17 nights away. It was great. Apart from the whole “not flying” thing. So I was a little apprehensive about this flight. I don’t think I’m at the “it’s like riding a bicycle” stage. I made sure to get to the field early – I find it focuses me if I give myself a good hour to get the plane preflighted, cameras set up, controls cleaned (yes – I’m that guy who wipes down the controls before flying) and into the correct headspace for flying.

 

To be honest, I almost cancelled the flight due to tiredness. We spent two days driving home, didn’t sleep well on the overnight and had an iffy night before this flight – but I felt I was ok to fly with an instructor. I wouldn’t have flown solo though. Bad call? I’m not sure – I did think about it a lot.As it turned out, it was good to be early. The plane had been left in a bit of a mess which always annoys me (some people treat hire and fly like rental cars), and there was a snag with the plane. One of the lower engine cowling screws was missing. On the Cirrus these are spring loaded screws. And this one was missing. Now, I’m unclear as to how they can come loose unless they’re loose before flight. So whoever preflighted the plane last didn’t check the screws. I wasn’t prepared to fly the plane with a missing cowling screw but fortunately we were able to cannibalise one of the flight school aircraft having an MPI for the screw and we were able to head out.

 

Sunrise FALA 8-4-2018

Sunrise over the freight apron

 

Amazingly… I can still fly. Being away for ages and thinking a lot about the little things about flying seems to have helped. I wanted to concentrate on getting decent airspeed before climbing (I tend to pitch early after liftoff leading to airspeed hovering around flap retraction speed) and secondly, getting trimming the plane right. Why such emphasis on trimming? I know this is a core skill but having your hand on the stick can hide a lot of trimming errors – and I discovered to my horror (jk) that I need my left hand to write on the knee board. This requires me to release the stick. And then it goes pear shaped. And I’m not going to use the autopilot simply so I can write. (OK, I should use the AP but this is as good an excuse as I can think of to improve my flying).

 

8/4/2018

Our Route vs Plan – From Cloudahoy

 

Lanseria – Parys
I’d forgotten how great it is to fly in the morning. Smooth air, good vis, no pesky Cb’s. Our route took us south over the north western suburbs of Johannesburg and over sprawling Soweto heading for the Grasmere(GAV) VOR – which is allegedly easy to see being in an open field and all – but we flew directly over it and I couldn’t see it. A little bit to the left and a few miles of flying later we crossed the Vaal River which marks the boundary of Gauteng Province and the Free State Province. Our destination? Parys Airfield, which, in the past was a popular $100 hamburger/breakfast spot but of late seems to have fallen into some neglect – the runway is no longer pristine. It’s short, and this is exacerbated by the invasion of dirt and grass onto the touchdown area – I planted CTP firmly down just after the grass patch, fire walled the throttle and pulled back to keep the nosewheel light –  great short/soft field practice – we don’t have to do grass field landings for our PPL..Parys is located in a geological feature called the Vredefort Dome – which is the largest verified impact crater on the planet. It is also one of those towns that seems to become popular for the Sunday jaunt crowd – lots of antiquey places restaurants and general hipness. Pretty interesting. Also pretty challenging – as you can see from the map image above, there is high ground north and west of the field so good climb management is required.

 

Parys – Potchefstroom(FAPS)
This was my second attempt to get to Potchefstroom – the previous attempt resulted in a diversion back to Lanseria due to come pretty aggressive looking storms which developed rapidly.  It’s a short hop to Potch from Parys – about 25nm so we’d just got to top of climb when it was time to descend. Another shortish runway but in much better condition – we did our overhead/unmanned join (which always requires some head scratching because unlike our American friends, we don’t enter the downwind on the 45. We fly overhead 1000ft above the pattern, turn and descend on the “dead” side of the field, turn across the upwind segment and enter the downwind (obviously making sure there is no traffic on departure). The advantages of this is we don’t bomb into the circuit and are able to see the runway while descending so we know who is departing or not. The disadvantage is that it can be confusing as to which way to turn especially since there is often a non standard pattern in force. And it takes longer.

As it turns out is was academic as there was NO other traffic. At all. In fact we didn’t see any aircraft on the trip at all until we arrived back in the Lanseria TMA.

 

Potch – Lanseria
Long(ish) leg this. But my headings were good, the trim was coming right and we were able to enjoy just being in the air. There is not much out there. Lots of fields, a few mindumps, mineheads and a meatbombing (parachute) area.

 

Somewhere over the West Rand
 

Much of nothing. Pretty nothing. But not much

 

Arriving into Lanseria from the west is a little fiddly. There are two TMAs to avoid – the first is the OR Tambo International Airport TMA (FAOR) which has it’s lower limit at 7600ft. I guess the TMA is equivalent to what they’d call class Bravo airspace in the US. So we had to be at 7500 well before that. The Lanseria TMA (Class B)lies under the FAOR Class B at 6500ft which means highest is 6400ft. Which leaves about 400-600ft clearance over a ridge – which feels tight.  It doesn’t help that the ridge is bristling with aerials and towers. Fortunately there is an area where the terrain is a little lower which we headed for.

 

Surprise……
On short finals, my instructor asked the tower for a touch and go. Eh? We were supposed to be landing. So I knew something would happen – I was waiting for the EFATO scenario. No. Glide to final from downwind? No. Flap failure? Check. OK. What was that approach speed with flaps up again? I’ll admit, the base leg was a little hot and high. The reason for this became obvious when I realised I was still flying the full flap power setting. Easily corrected and managed to put down my best flapless landing to date. Bad thing? It was on one wheel. Good thing? It wasn’t the nosewheel. I blame a slight crosswind, but the tail was never in danger.Another 1.9h in the logbook. And now I’m signed off for my first solo Nav. Excited? Most definitely. Progress. It’s a good thing.