After a successful navigation rally held some weeks ago the groundwork was laid for the resumption of Speed Rally flying. The season has been completely disrupted by the COVID pandemic with the second and third races being cancelled. There was much excitement when it seemed that we could continue with two further events this year.
And such it was that Steve and I found ourselves heading east on Friday afternoon to Secunda. Getting out to Rand Airport is a lot less of a schlep on a Friday afternoon than Baragwanath and the hangar attendant had pulled IBM to the front of the hangar so we were good to go – traffic levels at the airport are quite high and we were number 3 or 4 to depart for the short 70nm trip to Secunda (FASC).
As much as May is a flying administration month with medicals and license renewals (did I mention it took 9 weeks to get my license renewal back from submission to collection?), August/September is annual time.
Last year I had a big shock in that I had to pony up for the 5yearly rubber hose replacement, so I was hoping for a less significant annual inspection this time round. Annual time is funny, because it forces one to take a look at the hourly cost of ownership of the aircraft for the previous year – and this obviously depends on the number of hours flown. So the denominator this year is much lower than last year because of the lockdown. Last annual year I flew 65hours. This year, 44…
The fluttering noise didn’t catch my attention as much as the white flash of paper passing before my eyes. Flailing wildly didn’t help as the paper in question – the photos of the start and finish gates – flew out the gullwing door of my Sling, and contrary to what would be expected, got sucked into the propeller from behind and shredded.
This was going to be a problem. One does not simply chase after pieces of maps while holding short of an active runway for a set takeoff time. Our Air Navigation Rally second course was about to get even more interesting. It wasn’t lacking in interest before the map shredding incident – the 30kt winds had provided quite enough entertainment already this morning.
In a previous post I described the limited flying that we had been allowed to do – one ‘maintenance/engine preservation’ flight per 28days. After significant lobbying by the Aeroclub of South Africa and a slight relaxation in the lockdown regulations, this restriction has been lifted to some extent.
We are now permitted to fly unlimited flights per 7 day period, provided we take off and land at the same airfield, do not disembark the aircraft at any other field and carry no passengers. There is also a requirement to have hand sanitizer on board, to wear a mask and gloves and to thoroughly sanitize the aircraft between flights. A simple online form is required to be completed every week in which we agree to do these things and the weekly flying permit is issued.
Last weekend I attempted to fly yet another ‘maintenance/engine preservation’ flight as allowed for by our Commission Against Aviation. It had been 29 days since I knocked off the rust and it looked like the perfect day for aviation.
However, the weather had other ideas. A cold front was blowing in from the Cape and as is typical with our cold fronts, by the time the arrive in the hinterland they are devoid of cloud. What it was not devoid of however, was wind. Our runway runs 31/13 and the wind generally comes from the south in winter and the north in summer. On this day it felt breezy but not unmanageable.
On the 15th of November, the Johannesburg Light Plane Club (JLPC) celebrated its centenary. This makes it one of the oldest flying clubs in the world. Aviation in South Africa has ebbed and flowed, but the club has been a going concern for 100 years which is no mean feat.
The South African chapter of the Experimental Aircraft Association is celebrating it’s 50th anniversary this year. Every year there is a flyin to the Brits Airfield (FABS) but this year promised to be even more special. Any excuse for a flight is a good one, so it was off to Brits I went.
As summer starts to take hold it’s getting light earlier and I was able to pull the plane out at 6h30, in pleasant conditions with the low morning clouds clearing away and only the slightest breeze. I should have realised it was too good to be true…
As I rolled down runway 13 (into the sun – of course…) I noticed 3 Guineafowl taxiing out onto the runway ahead of me. Now a guineafowl is not a small bird – they probably weigh around 4 kilograms and stand about 35cm high – I didn’t fancy the idea of one of them going through the prop or hitting a wheel. In retrospect I made the wrong call by rotating 2-3kts below nominal rotation speed (50kts) but IBM eagerly kept into the air and disaster was averted. It would have been better to stay on the ground, wait for normal rotation and try to ignore the birds than to take off early and potentially stall out. Fortunately I was so close to rotation speed that it made no difference but definitely something to think about for lower speed incidents – better to hit a bird on the ground than stall it in.
The other concern is that the birds could have tried to fly and then I may have been in the situation where I’m flying at low speed and then hit a bird….
Bird excitement behind us, we climbed up under the Johannesburg TMA – cruising at 7500’ and routing to the west of the Lanseria class B airspace. We passed over Orient airfield (a major gliding Mecca), but it was too early for the obligatory powerless landers in their funny hats.
This dogleg set up a more or less direct course to Brits – and a routing directly into the teeth of a not insignificant headwind – 30kts on the nose meant we took a lot longer to get to Brits at only 90kts over the ground.
For the (anticipated) large flyins, the CAA usually declare an Aerodrome Flight Info Service (AFIS) which means that the usually unmanned airfield is manned with a tower operator whose role is to ensure separation but does not give explicit landing or takeoff clearances – it’s a little bit strange – the landing clearance usually sounds like “ZU-IBM, number one on the approach, land at pilot’s discretion”. Anyhow, as it turns out they were only opening at 07h30 and I arrived overhead at 07h25. This resulted in some confusion with arriving aircraft coming from 4 directions and all trying to ascertain if the tower was open or not.
I’m getting a little bored with the in-cockpit got GoPro shots. I feel like there are only two angles really – either out the front or looking at the wing. While these do have some interest, I’m keen to try some external camera shots.
The problem here is airways going to be how to safely attach a GoPro to the exterior of the aircraft. Safety here is two pronged – one doesn’t want to interfere with the aerodynamic performance of the aircraft. Neither does one want to be responsible for GoPro sized dents in structures or people on the ground.
I’d imagine the CAA/Police/justice system works take a dim view of damage caused by falling action cameras. Additionally, you can’t simply attach objects permanently to an aircraft. With this in mind I’ve been looking at getting a mount to capture footage like this.
There are a number of options and ideas to achieve this. The easiest way is to simply use the GoPro suction cup and apply it to the wing. Look. The cup grips well. But I wouldn’t like to bet my GoPro on it. So that idea is out. Then there are some proprietary mounting systems sold mostly on Amazon – flightflix and nflightcam being the two most prominent brands. But they are really expensive, especially once shipped here.
So I thought I’d have a go at making one myself based loosely on the flightflix tie down mount.
General aviation is widely accepted to be in somewhat of a decline in South Africa. Thus it is quite exciting when an exhibition aimed primarily at the general aviation sector is scheduled – look, it’s not Oshkosh or Sun ‘n Fun but this is about as good as it gets for us locals. It is also quite unusual in that there was no airshow scheduled – only static and trade exhibits. The exhibition is Aero South Africa and it was billed as an offshoot of Aero Friedrichshafen
The other day I offered to help one of our club members to move his aircraft to another airport for its MPI/Annual. No problem, right? Except it’s a controlled airport I’ve never landed at before (at least during the day – I did a touch and go there on my night cross country but the tower was closed).
This did give me some room for pause – it’s an easy airport, 2 runways, wide runways but there are some issues. Firstly, the airspace is busy – there are a lot of flying schools on the field and a fair number of commercial GA operations. Secondly, the airport is crammed tightly against the Class B (TMA) airspace of O. R. Tambo international airport (FAOR) and they don’t take kindly to bugsmasher’s violating their territory.