Speed Rally Season 2, Race 1 – Springs

The 2019/2020 Speed Rally season opened on the 23rd of November with the first race being held at the Springs Airport (FASY). This would be our second speed rally, the first one having been at Secunda in August.

Pre Race hubris

This time my son Scott was unable to navigate for me because he was studying for exams so I recruited my friend Steve who is also mad about flying and is fairly useful around a map! As is the usual scenario, the weather forecast for the morning of the race looked pretty lousy – low ceilings, narrow temp/dew point spread and generally not amenable to VFR flight. My plan was thus to move my aircraft to Springs on the Friday afternoon – but once again, Mother Nature simply laughed at my plans and some of the biggest storms we’ve had this year arrived. They at least had the good grace to start well before I left for the airfield unlike previous occasions where storm cells have pitched up as I complete my preflight.

Dane Laing’s very well turned out RV6A – Race 31

Steve and I resolved to get up at the crack of dawn to make the 50nm trip to Springs – fully expecting to bin the whole affair, but Saturday was clear and we easily made it across to Springs in time for the 07h30 briefing. The race has become really popular – 40 entries were received including, for the first time, 2 helicopters.

3 Slings in a row – ZU-FWY(Sling2), ZU-IBM, ZU-IBH

After the briefing we joined the start lineup and waited for our ‘papers’ – our map, photos of turnpoints and the route to be flown. These are given 20minutes before the scheduled takeoff time, which essentially gives you about 8minutes to look at the map outside of the aircraft – the rest is done while taxiing to the runway.

ZU-IBM ZU-IOK Sling 4 TSi – Owned by Andrew Lane, the previous owner of ZU-IBM

We had an uneventful start this time after the shenanigans of the previous race and were soon at top speed heading for the first turn point. The turn points are generally road/rail crossings, stations, grain silos etc. These are hard to find in the bleak expanses of the western regions of Mpumalanga. We navigated by open cast mines, slimes dams and highways. To our credit (mostly Steve tbh), we missed only one turn point, picking up a 1minute penalty. The racing is so well handicapped that losing a minute meant the difference between finishing 4th and 14th. Ah well, c‘est la vie.

Beechcraft Bonanza F33A ZS-PJK

We had a fantastic time and the 150nm of the course passed so quickly we couldn’t believe it when we crossed the finish line. It’s a dangerous time to be relaxing though as the handicapping is so good that invariably there are 12-15 aircraft in the circuit on arrival – courtesy and keeping your wits about you go a long way….

ZU-IHH Vans RV7A – Race 3
Jason Beamish about to perform in his Extra 330LX

After we landed and handed in our loggers, we watched some spectacular aerobatics and then had to hustle to get back to Baragwanath as a rather mean looking storm had popped up on the radar and was making its way towards our route. The next race is in March – we’ll definitely be there.

EAA (SA) Sun ‘n Fun Flyin 9 November 2019

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.

Couldn’t resist….. sorry not sorry

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.

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Nylstroom Taildraggers (Almost)

Every year, The Nylstroom Airfield (FANY) plays host to a weekend of taildraggers. Folks fly their non nosewheel equipped aircraft in on the Friday or Saturday and stay over and (probably) have a few drinks in the evening and fly back on the Sunday morning. It is a celebration of all things Taildragger and aviation in general and I was keen to go see what it was all about. 

Unfortunately, life had other ideas and my plans to fly in for a visit on the Saturday did not come to fruition which left me looking at popping up on the Sunday – basically for no other reason than having an excuse to fly the aeroplane. The day’s schedule called for a family lunch which meant I was under a little bit of time pressure – but the best time of the day to fly is the early morning and it was only me so no need to accommodate any late sleepers.

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Admin months

May and June are busy months from a flying admin point of view. My medical (which needs to be done annually) expires at the end of May. My PPL needs to be renewed by the end of June. This makes this a busy couple of weeks.

To renew my medical requires an annual audiogram, lipogram and eye test. To be honest, I can’t see why these need to be done yearly (perhaps with the exception of the eye test?). Having to go through a medical every year at my age (42) seems superfluous – especially since I know I’m in good health.

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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.

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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.

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Breakfast in Parys

To say that the year thus far has not been great for flying is no understatement. As soon as MGL Avionics opened this year I sent my EFiS in for hardware upgrade and that took 2 weeks – where I (obviously couldn’t fly). As that came back and it was re-installed, the wet season arrived with a bang. We’ve been laboring under a ridge of high pressure which has been driving warm moist air from the Mozambique Channel down over Gauteng with resultant overcast and showers. In fact we had about 3 weeks of continual 7/8 to OVC (mostly on the weekends). However, the first signs of the late summer/early autumn period are starting and we’ve had a week or so of fantastic flying weather.

We thought we’d take advantage of this and do the “Sunday fly out to breakfast” thing. This was to be the first time we’d all gone flying as a family and would be a good test of IBM’s load carrying capacity. It should be noted that she’s no Cherokee 235 but with a useful load of 465kg four up is definitely a viable option.

Sunday dawned clear despite the forecast high overcast, so we loaded up and set off for the airfield. The preflight was accomplished fairly quickly thanks to my two helpers who are getting quite good at removing the plugs, covers and the 40kg of water ballast I keep in the rear when flying solo. After the obligatory fiddle with the goPro’s we were able to start up.

PreFlight assistance?
DateAircraftRoute of FlightHoursTotal Hours
24 Feb 2019ZU-IBMFASY(Baragwanath) – GAV –
FAPY(Parys, FS) GAV – FASY
1.4126.4

There was a fair amount of activity on the field as we taxied out – someone was preflighting a Samba XL, my neighbor across the taxiway was (still) fighting with the autopilot in his Jabiru and someone was doing circuits in a Robin. For only the second time since I moved to BaraG winds were favoring runway 13 and we launched without issue. I expected a significantly longer takeoff roll being four up but it wasn’t a big issue – what did get my attention was the slower climb performance – my usual stick deflection produced a Vx climb at 65KIAS as opposed to the more routine 75KIAS but there is a ridge to the south of the airfield which needs to be crossed….

Hard to get this one wrong – straight lines for the win!
4 up in the Sling

Having negotiated the ridge we made a leisurely climb to 7000ft, progressed through the surprisingly quiet GF and made our way to Parys. There are only about 20nm between the edge of the Special Rules Area (7000ft southbound) and Parys, but we needed an even flight level – and for reasons best known to myself, I asked Info South for FL85 which meant that 2min after reaching, I was asking for descent. (It would have been more clever to ask for FL065

Crossing the Vaal into the Free State – FL085

Parys was busy with a Baron back taxiing and two gyros inbound. I performed a textbook unmanned join, with an extended downwind to allow the Baron to depart and landed with the two gyrocopters hot on my heels. Then we had a humorous moment where the only taxiway off the runway was blocked by an aircraft taxiing out – this required some negotiation but fortunately we are all nice folks…

Miss Daisy resting at temporary parking
Montgolfier’s Restaurant – Parys Airfield (FAPY)
There is always time for more photos….

The restaurant at Parys has recently been put under new management and is now called Montgolfier’s. It’s very relaxed, cool and comfortable with a great view of the temporary parking and runway. Food is reasonably priced and tasty, service is as quick as you’d expect for a leisurely Sunday breakfast – all in all a great experience.

Cessna C185 ZS-PHT
PA28-235 (Cherokee) – ZS-DVG

As we started up to head home, the gliders were being pulled out, so we weren’t too surprised that it was a little bumpy – nothing unmanageable of course, but the thermals were starting up. Back at BaraG we landed uneventfully again on RWY 13 (The Sling LOVES a rear CG for landing – #Wheeliesfordays!).

For a first time family trip, it was great – and the rear seat passengers remarked that they’d be prepared to spend more time back there..

Taking Miss Daisy to Springs

I have been looking for an opportunity to take some family members flying in ZU-IBM. There is a heck of a lot going on at the moment with year end functions, prize-givings, concerts and the like and there simply isn’t a lot of time. When the Springs airport fly-in came up though we decided to make a morning of it. Some family members preferred their beds to an early flight so it was only myself and my son braving the trip to the East Rand. 

I tend to overthink trips to unfamiliar airspace. I’ve only been east of OR Tambo Johannesburg International Airport (FAOR) once and that was a long way wide of the airspace doing my night Nav exercise – this route would call for a very close skirting of the airspace around this large international airport. 

Undaunted though we planned to route from Tedderfield to Springs via Suikerbosrand Nature reserve (incidentally I have not been there since I was about 12y old) – I thought it would give me a chance to do some radial intercepts onto the HGV VOR using the “virtual VOR” feature on my MGL iEFIS – it creates radials based on the GPS position, so one can navigate using VORs without having a Nav radio per se (this will have to be fixed if I’m ever going to use this aircraft for IFR though)

Routing from Tedderfield to Springs giving the Buffer zone a wide berth

Saturday morning’s weather was fairly typical for a Saturday morning at this time of year – beautiful at 04h45, and overcast by 06h30. Fortunately the stuff was thin, was clearing from the east (good news since this was the direction of flight) and it looked like a good day to commit aviation. 

DateAircraftRouteDistanceTime(hrs)Total(hrs)
24 November 2018ZU-IBM
(SLG4)
FATA –
FASI
38nm0.7113.7

I try to involve my kids in the preflight process as I think that the more eyes there are scanning the aircraft, the greater the chance of picking up something – but we both had to stop and gawk as a flight of 4 motor gliders taxied past and departed to Springs – they’re quite elegant and looked like they had some pretty impressive initial climb performance. 

In Cruise Selfie 

Then it was time to set sail – in the video below one can see the smile on my son’s face as we accelerated down Runway 29. The routing was easier than I imagined it would be – and much quicker too – by road Springs is a good 90min drive – took us about 24min all told.  Being total newbies to the fly-in scene we were impressed by the number of aircraft joining the pattern from all directions – generally professional piloting meant that we were able to build some good situational awareness and no surprises appeared (apart from the unexpectedly strong crosswind on the downwind leg)!

There is a bit of pressure landing at a busy field when you know everyone is watching your landing – fortunately we didn’t need a broom to taxi the aircraft off the runway so we retained some credibility. Which I lost for us by asking where we could park…. “Um… in any open spot?” So we pulled up next to a very pretty RV8 (ZU-RVA) and shut down. 

Scott with IBM on the flight line at Springs – Check out that sexy RV8…

Then it was time to wander around and have a look at the aircraft – there was a good representation of general aviation in SA – everything from a Trike to a Cherokee 140, to C210 on the type certified side and lots of Vans Aircraft (Mostly RV7A’s with a spattering of RV-6/a’s and two RV-10’s – not to forget the aforementioned RV-8), A couple of Slings, Jabirus and some Kitfox aircraft on the NTCA side. A Robbie R44 and an Alo II kept the motor gliders company too. 

ZS-CNY Cessna C210
Polaris LSA
FASI_ZULSA_241118
“Sport” cruiser

FASI_ZUMTB_241118
Vans Aircraft RV-10 ZU-MTB 
FASI_ZSOZI_241118
Citabria ZS-OZI

Sadly we were not taking part in the navigation rally and we didn’t have time to stay and watch the departing traffic so it was back to Tedderfield for us.

DateAircraftRouteDistanceTimeTotal
24 November 2018ZU-IBM 
(SLG4)
FASI – FASY
– FATA
551114.7

We wanted to stay well clear of the busy corridor between springs and Rand Airport so I decided to head south until passing over Heidelberg airport and then route for Baragwanath (FASY) airport – which is to be the new home of ZU-IBM for a touch and go before returning to Tedderfield. 

As we were doing run ups at the hold for RWY 03 at Springs there was some commotion on the airport frequency – apparently one of the motor gliders based at Springs had had an engine problem on departure from the grass runway and had completed a safe off field landing – I guess this is bread-and-butter stuff for glider pilots?

We had an uneventful trip back to Tedderfield- did one (average) touch and go at BaraG and then perhaps my best landing to date in the Sling at Tedderfield. I discovered an unexpected advantage of having my son with me – he could hop out and open the hangar, avoiding a shut down and hot start ! – Kids have their uses sometimes… 

We’ll be looking for more fly-ins to attend in future.

Flying to a Congress in Cape Town

Having an aircraft means somewhat more flexibility in terms of using general aviation to get to where you want on (more or less) your own terms.  Of course, having an aircraft also means you can make totally financially unjustifiable trips on (more or less) your own terms. 

I tried to do a long cross country to a congress I was presenting at in August, in George. George is an airport with a bit of a reputation – on a small plateau on the coast behind some rather imposing mountains and some rather fiddly airspace which I’m told ATC does not ever allow you to penetrate on a VFR flight plan. I was going to be doing this trip in a rented SR20 but as it turns out the weather forecast was very marginal and I didn’t fancy my chances of getting in. Also, it’s not really fair to congress organisers to have a speaker who may not make it due to weather – so I binned that trip and flew commercial. 

When this congress in Cape Town came up it looked like a much more viable option for flying myself. Firstly – no really large mountains, secondly summer weather which at that part of the coast is not characterised by cloud or thunderstorms, and thirdly access to my own aircraft (so no demurrage costs for the days it would be sitting on the ground). 

Johannesburg to Cape Town is well within the limits of the Sling4 – range is around 750nm and with a flight plan distance of 665nm this would be easily doable. The prevailing winds tend to flow west to east so this would reduce the range somewhat and my personal limits call for never landing with less than an hour’s fuel in the tanks so a refuelling stop would be required along the way. I settled on FATP – New Tempe in Bloemfontein – about 95min flying time from Johannesburg.

Date of FlightAircraftRouteDistance (nm)Time(hrs)Total(hrs)
9 November 2018ZU-IBM (SLG4)FATA(Tedderfield)- FATP(New Tempe)2022,1101,9

The plan was to leave just after sunup on the Friday morning. The plan was thwarted by various delays including me leaving my snacks behind and having to source some more food for the trip. By the time I departed Tedderfield the sun was well up – I need to plane better and arrive earlier – prefilghting and the other admin related stuff I had to do delayed me too much. 

PreFlight done – ready to go.

The flight to New Tempe is 200 odd nautical miles – easy airspace – and with not a hill in sight – the air was clear and smooth and I thought this was going to be an easy trip. And it was – at least as far as FATP.

The Vaal River near Parys

Upon arrival at FATP New Tempe I fuelled up (sadly only Avgas available) – 41litres used for the 200nm trip – around 10Gallons.  Some R66 turbine helicopters were also fuelling up – one of the pilots was wearing the whitest Flight suit I have ever seen. The equivalent of a white tuxedo.

Two turbine Robbies (R66)
$4.00 – The processed meat special!
Time to get going again!
Date of FlightAircraftRouteDistance (nm)Time(hrs)Total(hrs)
9 November 2018ZU-IBM (SLG4)FATP(New Tempe) to Morningstar4954,5105,4

By the time breakfast had been consumed it had got very hot, so I was pretty stoked to be on my way again. Bloemfontein cleared me straight through their airspace which was a plus – but then the turbulence started in earnest and even climbing to FL105 didn’t help much. This part of the world is renowned for its gliding conditions and its easy to see why – had updrafts in excess of 600fpm at times! My smooth sailing plan was but a memory and I was basically holding on for dear life at times. Having a loaded weight of about 600kg doesn’t help when its bumpy.  For the first time I was glad I was alone – I can’t see passengers enjoying this too much! 

Still, the discomfort was more than made up for by the views and the starkness of the scenery. We settled down at about 125-130kTAS which worked out to about 110-115 kts GS – not too shabby. It’s no Mooney but it does the job.

VanderKloof Dam
Sutherland Observatory

Then it was time to get down. Under the category of “if you don’t ask…” I requested a VFR transition through the Cape Town TMA – the reason for this is that their TMA is 2000ft AGL and the mountains in the area while not high are certainly intimidating to some extent and permission to transit the TMA would keep me higher for longer and allow a more gradual descent while being well clear of the mountains. Fortunately they were happy to allow this and my arrival into Morningstar airport was very straightforward. 

Winelands near Tulbagh

Upon arrival at Morningstar I tied IBM down and then tried to put the canvas canopy cover on. I wish I had a camera for this. The wind was howling from the starboard side of the plane and every time I had the canopy in place and I walked round to tie it on it would blow off. Eventually I stuffed it INTO the cockpit and covered everything with it. For reasons best known to the manufacturer it has Velcro straps which are entirely inadequate for the SouthEaster.

Tucked into visiting parking at Morningstar – Note lack of cover!
OzRunway trip map

This was the furthest I’ve ever flown myself, my longest single leg, my longest trip and the first time at two new airports. A good day’s flying! 4h at FL105 with a DA of 12500ft took it out of me somewhat – I do carry a pulse oximeter in the aircraft and used it regularly – never below 91% but still I was exhausted.