Johan Walden A SLIM LOGBOOK

THE DOUBLE LIFE DOUBLE

Every student pilot leads a double life. In one you get to fly aeroplanes, wear Ray-Bans, and think you’re Tom Cruise. In the other, you spend months crawling your way through that insurmountable pile of textbooks that dominates your shelf.

FOR TWO YEARS MY STORIES have been What is the problem? Why solve it? How do I dedicated to the former; flying adventures of solve it? Where and who can I go to for help? PPL and CPL training. But today that must be And when do I need to do it? fixed and balance restored to show the true picture every student pilot faces. So I’m going to deviate from my usual ‘story’ and get into the The What nitty-gritty of exams, books, and ground-school. What follows is simply my own experience and What is the “problem”? Well, it’s a very big the information as it one… a 10 exam problem. revealed itself along The hard truth of the the way. I was very fortunate IT’S CLEAR CPL is that there are eight exams, all of which to have an “aviation Gandalf” in my life WE’RE GOING TO you must pass within 18 months of your first. If you who looked out for me. Owen didn’t NEED THE RIGHT don’t, you’ll have to start all over again – a fate have a pointy hat or a flowing grey beard, SUPPORT more common than you might think! In addition, but he always gave there are the Night Rating me a steer where I and General Radio needed one. Whenever I faced a problem or licence exams. And if you want an Instrument task, he would tell me to ask the “what, why, Rating with your CPL then you can add that to when, where, how, who?” questions. If you say the pile as well. them quickly it sounds professional. Just breathe...

The Why

18 months sounded like a long time to me, but my instructor was quick to warn me not to fall into a false sense of security. And to make sure I got the message, he plonked the whole pile of textbooks on the desk in front of me. As I watched book after book come crashing down on the table, I asked myself. “Why oh why did I decide to become a pilot?” It’s a very important question to ask – and one Owen asked me. Because the honest answer will either give you reason to stop (which is perfectly fine if you decide you actually want to do something else with your life) or the courage to ‘suck it up’ and get studying.

I got the picture when the instructor piled the CPL books on the table

How And Who

Now that we know what the task is, it’s clear we’re going to need the right support to accomplish it. Some might prefer to strike out on their own, but for me at least, now was not the time to be bold. So a must-have was a flight school that offered a solid ground-school course where I could get the help and guidance I needed. One school I visited had a very regimented course with intakes at the beginning and middle of the year. A strong pace seemed like a good idea but I quickly ran into problems with their rigid “sausage machine.” With a shipping time of several weeks for the textbooks and the course starting soon, I realised I would be playing catch-up before I even started. That, or a six month wait for the next course. So I kept looking. Another school had a different approach. Their courses were more flexible; a saving grace for students juggling full time jobs. Many of the classes were given by airline pilots – people who know their stuff. And there was also the option of extra one-on-one time if I was struggling to pass. They seemed less of a clone factory to me and appeared genuinely interested in their students’ progress, so I enrolled with them.

Everyone’s situation and preferences are different, so you’ll know what works best for you.

Enrolling in a solid ground-school course was a must-have.

Getting Started

Which textbooks to buy is a can of worms I’ll open next month. But while I waited for said books to hit my doorstep, I got started with a night rating – a logical next step after PPL. This, I found, was an excellent way to ease my brain back into study mode again. While not too overbearing, the night rating theory has fingers in all the pies: Meteorology, Aircraft Technical, Law, Human My instructor hammered into me just how important a strong PPL foundation is, as most of the new theory builds on those principles. In his words, “We often fail CPL exams because of PPL theory, and ATPL exams because of CPL theory.” In hindsight it was often the stuff I thought I knew that caught me out in the exams. And my face burned especially hot if I knew the answer lay in my PPL notes at home. CPL WOULD BE MORE STUDYING THAN I’D EVER DONE Performance, and so on. It doubled as a nice CPL would be more studying than I’d ever done, refresher course on PPL theory while I got and I knew it. But with a strong foundation and to learn something new and to explore the the right people around me I knew it could be wonders of night flying. done. The work is huge, but so is the reward.j

1.1 Night rating: General

The aim of the night rating theoretical knowledge instruction syllabus referred to in sub-regulation 61.14.1(2)(a) is to ensure that the applicant has a thorough understanding of the theoretical aspects surrounding the night rating. Night flying takes place in a potentially hostile environment and applicants must understand each element of the environment in which they are operating.

(a) Air Law – (CAR 1.00.1; CAR 61.14.5; CAR 91.02/04/06/07; SA-CATS-OPS 91.06)

(i) The definition of night flying; (ii) The privileges and limitations associated with the night rating; (iii) The pilot-in-command’s responsibilities; (iv) The equipment to be carried on board for night flying; (v) Aircraft lighting including navigation lights; (vi) VFR differences from day flying; (vii) Aerodrome requirements for night flying.

(b) Meteorology – (Air Pilot’s Manual, Volume 2, Chapter 17, 20, 24 & 25)

(i) The formation of fog; (ii) Various types of fog; (iii) Katabatic winds; (iv) Mixing, veering and backing of winds at night; (v) Formation of ice and frost; (vi) Nocturnal Thunderstorms.

(c) Human performance – (Air Pilot’s Manual, Volume 6, Chapter 1-3)

(i) Factors affecting night vision; the preservation of night vision; (ii) Visual illusions; (iii) Hypoxia; (iv) Vertigo; (v) Autokinesis.

(d) Lighting systems – (Air Pilot’s Manual, Volume 5, Chapter 24-26; SA-CATS-OPS 91.06)

(i) External aircraft lighting; (ii) Internal cockpit lighting; (iii) Taxiway lighting; (iv) Runway lighting; (v) Approach lighting systems; (vi) Obstruction lighting; (vii) Aerodrome identification beacons; (viii) Where to find information on lighting systems; (ix) Pilot-operated lighting.

THE SAVAGE BOBBER

Text: Jason Beamish and Guy Leitch Images: Shane Doyle

THE BIG IDEA IS THAT BEING

stripped down to basics gives the owner the opportunity to customise their plane to their heart’s desire. Those familiar with motorcycle customisation will understand the idea of a bobber motorcycle, which is basically a minimalist custom bike. With the Bobber, over 90 modifications can be made to the base aircraft.

Czech plane builder Zlin looked at the many Piper Cub reincarnations and reckoned they could build a better Cub. Zlin started with a standard Savage and took off everything that wasn’t entirely necessary. Taking stuff off made it 25 kg lighter, which makes it more agile, and the absence of covering on the fuselage makes it more resistant to lateral gusts.

Excellent visibility and functional design, together with a robust, resistant structure, combine to render the Bobber particularly suitable for flights into the bush.

THE WALK-AROUND

Jason Beamish writes: On my arrival at Flying Frontiers’ base at Eva’s Field, Craig introduced me to the unique looking plane. The first thing that strikes you is the uncovered bare tube fuselage with the unique Harley Davidson style saddle bags behind the rear seat.

The engine cowling is also minimalist – the same as the classic J3 Cub, with the cylinders exposed for cooling. Large ‘tundra’ tyres are

Like a J3 Cub, the cylinder heads protrude from the cowling.

mounted on the very effective rims and brakes from Beringer.

Craig did the walk-around with me, pointing out key pre-flight items, as well as uniquely positioned essentials such as the fuel drain, which is on the underside of the fuselage at the lowest point of the fuel system behind the back seat, instead of at the base of both wing tanks.

The Bobber’s Rotax 912ULS is happy on both Mogas and Avgas, which makes her much easier to operate knowing you can get fuel almost anywhere. The engine draws fuel from two 46 litre tanks – one in each wing.

The wing and steel tube fuselage structure is reassuringly strong, despite having been built to the 600 kg Light Sport Aircraft weight limit. In the design testing, Zlin subjected the Bobber’s frame to more than 1,600 pounds of load at 6G for over two minutes without deformation.

A close look at the airframe reveals some surprising details – the ailerons and elevators have gap seals – favoured by gliders for high speed and minimal drag, and so an unlikely item to have on a slow speed design. Out on the end of the left wing, to minimise position error, is an unheated pitot tube – beyond the reach of over-reading created by prop wash. Along the front of the wing are vortex generators to keep the airflow attached to the wing and reduce the stall speed to give good STOL performance.

Old fashioned round steam gauges are preferred rather than finicky and rain vulnerable EFIS glass.

ABOVE: Rear seater gets even more basic instrumentation. BELOW: With the doors off the minimalist cockpit provides true fun flying.

ABOVE: Vortex generators give great STOL performance. BELOW: Leather saddle bags and tool bag.

Like the Super Cub, the pilot sits in the front, so a rear seater changes the CofG significantly. To cater for this, the pitch trim wheel next to the throttle adjusts a trim tab on the left elevator.

The rear fuselage has manoeuvring handles on both sides and the tail is easy to lift. This is a function of the absence of a rear fuselage skin.

The tailwheel in connected to rudder pedals but beyond 30 degrees of travel it uncouples and becomes free-castering. The tailwheel assembly looks strong and there is a large easy to inspect shock absorber.

I loved how she handled and her unique minimalist appearance

THE COCKPIT

Getting into the Bobber requires some agility, especially if you want to get into the back seat. You stand on a step on the landing gear leg and then hold onto the frame inside the cockpit roof and swing yourself up and in. It gets smoother with practice. The control cables are exposed, so it’s best not to snag them.

The instrument panel on the black Bobber we flew is properly minimalist – with just three big round gauges and smaller ones for the engine. Avionics are limited to just a small round VHF Comm and a transponder. EFIS is however an option and a MGL EFIS is fitted in the red Bobber. Neither of the seats is adjustable, so short pilots may want to bring a cushion. There is no baggage bay as you put your stuff in the saddle bags bolted onto a fuselage tube. Simple but effective – and it keeps the bags away from the long elevator push rod.

Unlike the original Cub or the more radical Shock Cub, the Bobber has toe brakes. To aid instruction, the rear seater also gets brakes, but they are squeezed between the side of the front seat and the fuselage wall, so narrow shoes are recommended.

Prominent in the cockpit is the flap lever mounted at the pilot’s left knee. So like all proper planes – you fly it with your right hand on the control stick and use your left for power and other gross motor skill functions.

Sticking faithfully to the Cub’s simple heritage, the fuel tank gauges are clear sight tubes in the wing roots, albeit buried a little further into the wing structure than optimal.

FLYING THE BOBBER

Craig set me free to go make friends with the Bobber before launching on our cross country safari to some very interesting places.

I strapped the machine on, a snug fit, settled into the immaculate blanket stitched leather seats and fired up the 100hp Rotax. With a bit of choke for a cold start, she burst to life.

Taxiing is very easy. There is great tail wheel ground control and powerful brakes if needed. I lined up on the runway at Eva’s Field, waited for the temperatures to get into the green, did the run up and vital actions, set first flap and she was all set to take to the sky.

Opening the throttle, she leaped into the air. We used very little runway and the climb-out was great. In all aspects of flight I found she has responsive and well-balanced flight controls. In

ABOVE: Bags are suspended above the elevator tube. BELOW: Jason Beamish with the two Bobbers on the beach.

slow flight she flew dead straight, and stalling was a non-event in any configuration. Throwing her around is a delight – the Bobber is just an all-round sweet aeroplane.

Once the upper air work was done, I set myself up for some circuits to see how she handles the landing, and to prepare for what was to come along our trip. You can really fly her tight on downwind, base and final and have an almost illegal amount of fun.

Final is set up with full flap and you fly her into a gentle touch down. She really is just such an easy plane to fly. Open power to set sail again and off we went. I did anther two touch and goes and was really impressed at how she handled, especially that day as we had a stiff crosswind at Eva’s.

For our safari I got to put around 30 to 40 hours’ worth of adventure into the Bobber. The big tyres made landing on the beaches and remote places safe, and the great handling of the machine was rewarding in all conditions.

In conclusion, the Bobber really impressed me. I wanted to hightail it with her back to our hangar at Coves but could see Craig reading my mind, so he kept a close eye on me!

What an awesome machine. I loved how she handled and her unique minimalist appearance. I reckon everyone needs one.

The Bobber is designed for fun, with tandem seating and an open cockpit, it provides unsurpassed visibility, making an ideal platform for anti-poaching patrols, game counts and aerial surveillance.

The sensation of freedom becomes an unforgettable experience. For cold weather, cabin heating and a kit for enclosing the entire cabin section are available.

Thank you to the Flying Frontiers team and family. If anyone wants a proper adventure, make sure to give Craig a call on 082-459-0760.j

the machine was rewarding in all conditions

Quality construction evident in elevator tube and aileron controls.

Sturdy Alaska Baby Bush tail wheel can handle most rough stuff.

SAVAGE BOBBER SPECIFICATIONS

ENGINE ROTAX 912 ULS 100hp 5800 rpm

FUEL TANK CAPACITY 92 litres (24 Gallons)

PROPELLER 2M Meglin composite

WING SPAN 935 cm (368 in)

LENGTH 640 cm (252 in)

HEIGHT 223 cm (87.8 in)

WING AREA 14,2 m2 (152.85 sq ft)

WING CHORD 156 cm (61.4 in)

CABIN WIDTH 60 cm (23.6 in)

PRESIDENTS TROPHY

AIR RACE 2021

The Flying Lions put on an immacualte display.

The normally sleepy town of Ermelo became the hub for air racing enthusiasts from 20 to 22 May with the 2021 rendition of the prestigious Presidents Trophy Air Race – the famous PTAR.

Johan Whiteman and Quintin Kruger round turnpoint 1.

THE PTAR HAD BEEN STRUGGLING with the number of entrants dwindling each year, so organisers Rob Jonkers and Jonty Esser came up with a new format and simplified handicapping system.

The new format was tried and tested, and proved to work well on the short course Speed Rally Series. Saldanha Bay hosted the “new” format PTAR in 2019 and the feedback from pilots and navigators was positive so the format was adopted for future PTAR’s.

Ermelo was chosen to host the 2020 PTAR, but sadly the Covid-19 pandemic caused the cancellation of the event. With the easing of the lock-down restrictions, SAPFA decided to run with the 2021 PTAR and the Ermelo Aeronautical Society were still willing to host the event.

The team form Ermelo intermediately went to work and by the time the first aircraft arrived on Wednesday they were ready for a great race. Flight tests were done on the Wednesday and Thursday to insure the handicap issued to each aircraft was as accurate as possible.

By Thursday evening the excitement was buzzing, although the weather was looking worrying. A pre-race briefing was held in the marquee. Race Director Rob Jonkers explained the start procedure for the following day and ran through the rules pertaining to turn points and arrival at the airfield after the race. After a hearty dinner most crews opted for an early night.

BY THURSDAY EVENING THE EXCITEMENT WAS BUZZING

The race starter at work.

Leon Boutell and Martin Meyer with winners trophy.

Race Day 1 dawned with beautiful blue skies but a blustery north easterly wind which kept the temperature in the low single figures for most of the morning. After the 8:00 briefing the crews made their way to their aircraft to allow the scrutineers to give the planes a once over, ensuring tanks were full and autopilot devices were disabled. Cell phones and other mobile electronic devices were placed in a sealed bag – not to be opened until checked by the judges on landing – unless the competitors were properly lost.

The first day of competition starts with the faster aircraft with the slowest aircraft taking-off last. This means that the competitors fly against the clock and hardly see one another.

Once all the aircraft were safely home, everyone was treated to a wonderful sunset display by the Puma Energy Flying Lion Harvards, accompanied by music from the opera Carmen. Brian Emmenis and his Capital Sound team are masters matching music to flying and the beautiful sunset added spectacle.

Day 2 of the race takes on a different life as the slowest aircraft depart first with the faster machines chasing them from behind. All aircraft are released at specific times and if they all mange to fly a perfect course, to their handicapped speeds, they should all cross the finish line at the same time.

The pilots and navigators allow themselves to be herded into a group photo.

The route for Day 2 was again a figure of eight which saw the competitors crossing over the airfield at the mid-point. The fastest aircraft was getting airborne when the first aircraft passed overhead.

The finish was, as planned by the handicappers and starters, a very close affair with all the aircraft arriving within seven minutes of each other. The team of controllers from ATNS were kept very busy with 57 aircraft entering the circuit in close succession, at times there were 20 aircraft on final approach.

The scoring team then had to spring into action and start downloading the GPS logger information. The bulk of the crews decided to make for their guest houses after a well deserved beverage to prepare for the formal dinner. The overall winner of the race would only be announced at the formal dinner that was to be held at the Ermelo Inn later in the day.

At the dinner the anticipation was sharp as few had few knew who would be the crowned the 2021 PTAR champion. The evening was kicked off with a welcome note from Brain Emmenis and talks by Theodor Boshoff, the Chairman of the Ermelo Aeronautical Society. Jan Hanekom paid homage to the recently deceased SAPFA stalwart Chris Booysen.

After dinner it was prize giving. Leon Boutell and his navigator Martin Meyer managed to edge out all other teams to become the 2021 champions. For Leon it was a particularly special day as he had just learnt that he had qualified for the National Rally Flying team and would be eligible to compete in the World Rally Flying championships taking place in Stellenbosch later this year. j