Krautkoerant
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Krautkoerant |
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| January 2000 |
Greeting to you all! I trust that everyone had a safe and enjoyable "festive season". Flying operations are progressing well, and except for the disappointing weather which hampered flying at the Bloemfontein camp, a lot of time and kilometres have been notched up, especially from Worcester. Despite the poor Bloemfontein weather, Rika Olivier achieved a most commendable Diamond Goal flight. Unfortunately the other aspirant cross country pilots were not as fortunate and should give serious thought to attempting their Gold and Diamond flights from Worcester, as recent achievements show that much more is possible from here than was previously thought.
I'm particularly pleased to report that more members are pushing the cross country limits from Worcester. In November some excellent distances were flown, notable among which were Peter Wooley's two pre-declared Diamond Distance 500km flights. Other excellent flights were achieved during the Winelands Week. Cornelius von der Heyden flew a quick multi leg 300km, Peter Wooley made 345km out and return to Clanwilliam Dam wall on Christmas day, and Graham Anderson flew a multi-leg of over 500km as well as a flight to Clanwilliam via Ceres and the Cedarberg, in some exceptional Worcester weather.
During the same period we had quite a few visitors staying at the airfield, both from SA and overseas. Notable amongst these was Ronald Haller, who some will remember from last year, and who extended his stay to a few weeks this time. The extended Winelands Week also saw a lot of training and pax flights taking place and I would like to say a special word of thanks to the tug pilots who gave up their holiday time in order to get others airborne, especially Rico Suter, who tugged on Christmas day. The Winelands Week also brought in quite a few new members, whose names are listed in the News Column.
There are a number of difficult issues pertaining to our operation at Worcester airfield which will need careful attention by the club management in the immediate future, and your co-operation and support in these matters will be important.
For the immediate future, I wish you all success with your flying goals, be it solo or that long cross country flight. Success breeds success and great things are possible when we encourage one another!
Firstly some news from members overseas. Martin Körte has graduated from his Mexico City university and is now working in Beunos Aires, Argentina. That hard-working couple, Graham and Marisa Levitt, are now settled in icy cold England. Marisa is working as IT manager for a London firm of actuaries, while Graham burns the midnight oil seven days a week working towards his MBA. The Cranfield University campus, where he is studying, is traversed by an airfield and Graham's concentration is constantly being interrupted by the resident private planes. These include the likes of Folland Gnats, a jet Provost, a Percival Provost and a Lightning. With the London Gliding Club only 20 minutes away at Dunstable, we should have more gliding news from him in the next issue. Steve Matchett in London has moved house again and says that it is cold in the extreme. He has visited Dunstable, but with the sharp prices matching the winter weather, gliding is hardly a proposition right at the moment (makes us realise just how lucky we are at Worcester). And while not strictly a member, those that have been in the club a long time will probably remember Ed's younger daughter Janine. Janine sends greetings from Australia and says that she and her family will be visiting Cape Town in August.
Congratulations to Helmuth and Claudia Schuster on the acquisition of a Grob 109 motor glider. Unfortunately this means that Claudia has resigned from the club.
More on the membership front, we say good bye as well to Bruce and Sarah Ingram who are relocating to Johannesburg. Fortunately we also welcome a host of new members; Thomas Lawton, Abraham van Wyk, Peter Knoch, Mark Williams and Wade Gainsford have all recently joined, and we welcome back "old" members, John Holmes and Craig Hawtrey. We hope you settle into the club routines and, when the time is right, that you do great things in the abundant sky. Talking about the sky, I read somewhere recently that big as it is, no one has as yet managed to collide with it.
A new, permanent home has been created for our club web site at http://www.cgc.org.za. Thanks go especially to member Walter Uys of e-CENTRIC, the company which has sponsored the hosting of the new site, but also to Quinton Hoole (e-CENTRIC) and Paul Bailey. As many of you may remember, the site was created by our boffin Andrew Roos and must be one of the best soaring web sites on the Net. Thanks to all of you!
So what about the Bloemfontein camp? Here congratulations are the order of the day for a least one camp participant. Rika Olivier completed her first 300km Diamond Goal flight from Tempe and judging by the unfavourable weather conditions experienced in the Free State, she did well to achieve this goal. Perhaps we should invite the Bloemfontein chaps to come and do some exciting distance flying in the mountains around Worcester. Unfortunately, despite Jacques Willig doing a thorough job organising the camp logistics, the weather was not the only problem experienced. No sooner had ZS-NIG arrived there, when it was discovered that its 100 hour inspection was due, something which could not be attended to at Bloem, so back it came, to be replaced by ZS-MIV. A huge waste of time and money. If that was not enough, on the arrival of GJJ in Bloemfontein, it was discovered that its LS1 annual inspection was also due! Fortunately Rien de Muijnk was on hand to sort this out. The bottom line is, however, apart from the weather this year, Bloem has proved to be a first class venue as far as all ground facilities are concerned, including the outlanding prospects, and the local club pulled out all the stops to help make our people comfortable. Thanks Bloem! This is definitely a destination the club can consider returning to this year, so now you have 12 months in which to plan your goals.
Also on the flying front, congratulations to Quinton Hoole on going solo, converting to the Club Astir, and successfully completing his Five Hours and Silver Height Gain. Apologies if I have missed others' achievements, but it's because you haven't told me.
TIBA: This is an important update on revised RT frequencies for Traffic Information Broadcast by Aircraft at Worcester, and it affects your own RT procedures. We at FAWC are in the Eastern Sector of the Cape Town Special Rules Area, which centres on Cape Town International Airport and is enclosed by an arc 50NM east thereof. The frequency in use in the SRA from ground to below the TMA (which begins at FL85), is now 124,8.
Outside of this 50NM radius the frequency is 124,8 up to 1500’Agl, and above that 126,5, just as it was before.
In FAD157, the Worcester/Robertson GFA, the frequency is still 124,4 from ground up to FL70.
For those flying northwards from FAWC through W82D (FL105-FL145) and W91 (FL75-FL115), the week end frequency for these portions of airspace is standard TIBA.
In the August Krautkoerant I issued a strong warning about snakes (of the reptilian kind). On Christmas day, Ronald Haller had the unnerving experience of discovering a snake in the parachute of GJJ. One wonders if this wriggly reptile was brought all the way back from Bloemfontein, because if so, it means that someone has flown dual in our Single Astir!
Bad news to report is the recent death of Alan Totman. Alan had helped the club out on numerous occasions with a stand-in tug, notably the Pawnee, ZS-FBB.
Books: The club has been accumulating an interesting little library of gliding books. Everybody knows that a book lent is a book lost, such is one of the unfortunate quirks of our human nature. However, these books may be lent out to members, provided they pay a cash deposit equal to the value of the book. No doubt you are put off already! Talk to André Leeb du Toit if you are interested.
It's with pleasure that I can report that the German government's proposed air tax that I mentioned in the last edition, has been dropped.
For those of you using a Garmin 90 or similar Garmin GPS units (and probably applying to other makes too) here's a tip that could save you a few tears later. When recording a track log, remember to switch off the track log function after the flight. Otherwise next time you power the unit up, it will simply carry on recording and over write previous data once the memory is full.
The latest Woxie Award goes jointly to the hard working R's, Reinhold and Rien, who completed the unpleasant job of cleaning out the "winch garage" and taking the rubbish (not the winch) to the municipal dump. Thanks chaps!
From reports it seems that Mafikeng was the place to have flown in November, as you will read in the news from the ESC further on in this edition.
Its interesting to see that despite the flying panel's strongly worded views against beat up's, which were expressed in the last Krautkoerant, these manoeuvres are still a feature when there are paxes and a suitable ground audience available to impress. Also a feature are gear-up landings, with both GJJ and GOK receiving flattened bellies lately.
In case some are not aware, the committee was recently forced to raise tug rates slightly. NIG is now R8.50/minute and MIV R9.50/minute. Still cheap compared to that other club!
And while the ever-willing tugs are there to take you up, remember that gravity never loses and the best you can hope for is a draw!
That memorable gliding visionary and long distance cross country pioneer, Peter Kayssler, died in Swakopmund, Namibia, on 16/10/99.
Peter Kayssler flew way back with the Luftwaffe and came to Namibia with his brother in 1946. He later developed the "Diamond Farm" Bitterwasser, to the south west of Windhoek, creating an oasis centred on the edge of a 3,5km diameter pan. Bitterwasser became a Mecca for gliding enthusiasts from all over the world, long before Gariep Dam earned its present popularity. Still a venue of note to many world-class glider pilots, it was at Bitterwasser that Helmuth Fischer completed his first 1000km flight in 1987, the fifth to be flown there.
It was one of Peter Kayssler's Bitterwasser traditions that any pilot achieving a record or Diamond planted a palm tree there and each tree bears a metal plate with details of flight and pilot. Among those which are connected to the Cape Gliding Club are Kurt Eberbach (500km no. 39, 1975, flying ZS-GJJ), Alexander (Sandy) Hultberg (500km no. 126, 1984) and Lazlo Nagy (500km no. 131, 1984). There is also a palm dedicated to the first 500km flight of Peter's late son, Peter Jun. (500km no. 33, 1975). For a 1000km flight a King Palm is planted. The Bitterwasser palms are world famous and have even been featured in the renowned Segelflug Bildkalender, attesting to the huge number of long-distance successes Peter Kayssler facilitated at Bitterwasser during his lifetime. These trees will remain as a memorial to the man whose enthusiasm for the promotion of long distance cross country soaring is renowned throughout gliding circles worldwide.
PW
To soar with black eagles over the sandstone slabs of Sneeugat Peak in the Groot Winterhoek – now that would be something! On Friday 24th December it was my turn – I did just that!
Rico Suter had kindly launched me over Victoria Peak, just before midday. I would have enjoyed his companionship on this beautiful day, but there was nobody to help him launch. Such is his generosity though.
After a fast climb and traverse over the high moors of the Stettynskloof mountains I cross over the du Toit’s Kloof pass. Up here I am riding a highway of clouds. The rules today are simple, follow the youngest clouds and stay high, as the lift is quite broken at lower levels. Over the entrance to Bains Kloof I make the wrong decision – I elect to cross the Tulbach valley to the Witzenberg. My choice is as biased as it is illogical; I am driven by my wish to see the Visgat – that Alpine valley that is part of South Africa’s fruit basket. The clouds over towards Saronberg near Porterville actually look much better and the Visgat costs me dearly. I cross the Tubach valley to find only weak lift on the Witzenberg side. Now I am low, below the ridge line of the Skurweberg. In careful figures of eight I claw my way up above the ridge, while just in case, I have a field in sight. My effort is rewarded as I breach the ridge – I can see right into the Koue Bokkeveld. Instantly the lift gets stronger, as if also invigorated by the view. I can now traverse the ascending ridge in a straight line towards the first peaks of the Groot Winterhoek, still towering above me.
Then I see them, that symbol for all glider pilots, a pair of Black eagles circling in the sandstone bowl of Sneeugat Peak. I join them in the same circle and together we climb to 8000’. I thank them as I leave to cross the high peaks which, the last time I flew over them, were covered in snow.
At Porterville I decide to turn around. Here there is only spreadout and I don’t trust the poor lift. So I follow the weather over the mountains to the Ceres valley, continuing across the Hexriver mountains and valley in a south easterly direction. Beyond the Langeberge and over Robertson, I turn back towards Worcester, as it is starting to overdevelop, landing just after three o’clock as the first rain falls behind me at Nuy.
That evening I measure it out on a map – just under 300km – not a pundit, but for me it was Christmas!
Gliding is not all flying and flying is not only gliding. So although I had a PPL which had lapsed some years ago, the time had come not to talk of taking the family on a flying holiday, but actually to do it. This way they would share in some of the fun of flying off to new and foreign places. As it happened, we were to be invited to a family reunion, but Christelle was to learn that no matter how well you know a place, it always looks different from the air.
In April last year, after making a number of phone calls, Faye Bool and Louise (bless their souls) sprang Albert Graham on me. Albert, ever so kindly, reminded me that procedures were SO IMPORTANT to flying. All checks were important, not only in the circuit, but especially those on cross-country flights, and MOST IMPORTANT of all, the EMERGENCY CHECKS. I will never forget the emergency engine failure where I ended up a wreck on the field beyond the field I had chosen... "and by the way, your aircraft has exploded because you did not do your checks shutting off the fuel and the master switch" ...gulp, gulp... "and the passengers, because you did not brief them, have all burnt in the wreck" ...squirm, squirm.
It was not all suffering though - on every flight I learnt (and re-learnt) power flying. A Cessna 152 still rolls a great deal quicker into a spin than most gliders. And glide approaches are really difficult if you don't have airbrakes (or as with the Nimbus, a drag chute for those extreme occasions). You may say, yes, but it does not glide as well; let me tell you that neither does it recover from below the glide slope nearly as well!
From time to time I was not available for arranged instruction and hence it eventually took me a year to get the licence back. One mid-year morning which was scheduled for a training flight, Albert phoned me. He said that while I had the first option, a second option was that instead I could go along on a training flight in a Citation belonging to the Red Cross Air Ambulance Service at five that afternoon. Hello second option!! (This aircraft is registered as ZS-RKV, Rooi Kruis Vliegtuig, for the Anglophiles. If ever you hear that call-sign on a wave flight you now know who it is).
I was at the Red Cross hanger at four. What a sleek machine, sitting far lower on the deck than I imagined. I had the benefit of sitting in on the pre-flight briefing. For the "student" it was going to be a first time initial turbine conversion onto the Citation.
The flight commenced with a climb out to FL200 over the sea to the west of Kommetjie, followed by an acceleration to VNE (nogal) and a rate one turn (STILL AT VNE). Then it was back to 190 knots and another rate one turn, just to regain confidence in your own abilities. This was followed by stalls in all the various configurations; clean, flapped, gear down, in a turn. In the clean configuration the angle of attack indicator clearly indicates the approaching stall, as does the buffet. The recovery is remarkably gentle. Apply climb power and she simply flies out of the stall. Albert later explained to me that the buffet was caused by the stall strips on the inner leading edges but that the wing itself was not stalled - I hate to think what a full stall would be like (and I have an idea, so does Albert).
Then followed the emergency descent exercise from FL190 - for those emergencies where a sudden decompression occurs. Those guys who go to Citrusdal for their kicks - if only they knew. The one moment we were going along all nice and easy, thank you very much, the next the bottom had fallen out and my stomach was in my throat. Even a Rhonlerche (one of the shortest flights in my logbook: flight no 34, Odendaalsrust, 10 October 1971, 4 minutes with Ted Rudnick) would have made Noordhoek Beach from where we were with ease, but at that rate of descent the Citation would have hit the deck at best only half way there. At FL140 we recovered. Though it felt like a life time it only lasted 30 seconds or so. Our vertical speed, so I was told, exceeded free fall terminal velocity.
So then it was back to Cape Town International for some circuit bashing - pilots were swopped and the exhausted student pilot exchanged for a fresh one. After some orbiting around the refinery and up the West Coast, we are on an instrument approach to runway 19, myself sitting right behind the pilots. "You are too far left" - we all think that one should approach a runway the same way as the N1, stay left. Not that you can judge from 10 miles out, whether IFR or VFR, on which side of the runway you are. The inner Vasi lights start going red - too low. At eight miles out I see Albert's hand closing the right throttle. Suddenly the fresh pilot is also sweating. At 200 feet, a go-around is called out (and standard operating procedure - no questions asked), we climb away, still on one engine and remain on one all the way around for a circuit and a perfect landing.
Back in the hangar we are all excited - I simply cannot walk away from such a flight, and am relieved to see that the other guys are equally animated. The Citation is parked and refuelled - one ton of Jet A1. Someone somewhere will benefit from tonight's training. Looking at the photographs and newspaper clippings against the walls and in the briefing room, you can see that this is not a run of the mill flying operation. The picture of a Citation on a tar road near Port Nolloth looks every bit the saviour of a patient in distress. What would I give to just keep on flying - and how I envy Albert and his group.
Then it was back to the drawing board (and the books) as I still had to study to rewrite the exams I had passed some 15 years ago. Perhaps just as well.
Finally, with the cross-country and the flight test all behind me, the paper work was completed and safely dispatched to Pretoria.
In the meanwhile I had spoken to Koos Basson and booked MDF (that well-known C172 stationed at Worcester) for the Easter week end. On the Thursday I rushed (as interminable consultations had delayed me) out to Worcester for a check flight with Koos, my fresh PPL in hand. Mike Pascoe, about to take off in UUA, looked on with some incredulity as I pre-flighted MDF. The check ride in MDF went well and all was set for Pofadder and the family reunion.
The next morning I filed a flight plan - even though we would not enter any controlled airspace, but with a precious family on board I preferred to have S&R on standby. ATC was most accommodating as they clearly prefer flight plans - just PLEASE remember to close them off on arrival at your destination. With everyone strapped in we were off. Passing from the known to the unknown we travelled ever northwards (Pofadder being as close to exactly north of Worcester as anyone could ever hope for) and, having passed Calvinia, we entered the truly desolate Northern Cape. Up to now all had been happy and content in the stable air. However, on the plains of the Bushmanland the Cu's were building, the air becoming very turbulent. Suddenly we were sucked violently upwards, only to be spat out again by the thermal, 1000 feet above our flight level. I must confess that I had probably instinctively pulled back. My passengers were by now rather unhappy - positively green actually. Eastward, as far as the eye could see, the Cu's were stacked, though it was barely one o'clock. If only there had been an Easter Camp at Verneukpan, I remarked to Christelle. But my wife was in no fit state to appreciate the fact that I would prefer to hang out in this sickening boiling bubble. Speaking for myself, I must confess that the ride is rather harder and the movement more abrupt in a power plane than in a glider. On the other hand the attitude in a glider gets far more radical than the even keel we were keeping. Abeam Loeriesfontein we lost the NVV VOR signal, so it was over to dead reckoning between the pans and the sparse features on the ground, from there to our destination, Pofadder. Finally, and dead on time we crossed the dry river bed "Nam se Laagte" and overhead the high tension lines, I commenced the descent for Pofadder, the tin roofs a glimmer in the distance. We circled once and landed, much to the relief of the passengers, where fortunately a reception committee was at hand to rescue them!
Already tied down for the weekend was a C207, piloted by Kobus Nieuwoudt (ex-CGC who was also at Bitterwasser), having been chartered to take a party down the river.
On Sunday morning I flew to Springbok to refuel, but not full, as I was apprehensive about the length of the runway with respect to the full load I would be carrying the next day. So we only uplifted enough fuel for Springbok-Pofadder-Springbok with all on board. The navigation there and back was straight forward (VORward (AGV) along a straight tar road, with only Springbok itself being difficult to find amongst the mountains.
The next morning I had to swing the prop with the help of Kobus. I could see that everyone was quite apprehensive - what would happen up there if they can't even get it going on the ground. I later learned that Kobus was faced with the same predicament shortly after our departure. We met up again at Springbok where we both refuelled and filed flight plans for our respective destinations.
On the apron the locals told us about the difficulty of taking off on runway 10 if the dust blows off the pans in the distance - they say you end up flying up the valley floor which keeps rising tantalisingly close to your own rate of climb. At Pofadder I was told that not even a twin would do a straight climb out of 10. We, however, and much to my amazement, managed the impossible. With the mountains cleared, we set course for NVV. On the radio, while hearing the parachutists climbing out over Citrusdal, I bad Kobus farewell. Serious rotor in the lee of the Winterhoek peak was the only upset to my passengers before our descent over FAWC. After an orbit on final to allow a glider to clear the runway, we touched down safely on our home field.
Later I learned that MDF has a climbing prop - no wonder the short runway at Pofadder and the valley at Springbok had not posed a problem. Now for the next trip. So, where again, exactly, is Verborgenfontein? See you there!
All I really wanted was a strong south wester. All I got instead, on the dawning of this particular day, was a light north easter - not exactly a portent for a good soaring day at Worcester. For quite a while I had been plotting, and Sven, who I now know is as tenacious as a bulldog when it comes to keeping to the task in hand, prodded me to persevere with the planned 500km task. This man has a peculiar way of making one feel exceptionally foolish and small for not attempting what may seem impossible, and to save face I was obliged, despite the weather, to continue!
The plan, which to a beginner at 500's seemed rather ambitious under the circumstances, was to fly a polygon, starting remotely at Apiesklip Farm on the slopes of Brandwag Peak, then east to Tradouw Pass beyond Suurbraak, back west to Botha railway station out in the valley west of Kleinberg, then east again to Buffeljagsrivier Dam beyond Swellendam, and finally back to Worcester. About 512km in all.
So with the declaration photographed and all the old-fashioned analogue recording goodies signed and sealed and stowed on board, GKS and I were whisked into the haze behind Rien in the Citabria at 11.20. This had to be one of the most awful, dead, windless and inverted looking days such as Worcester has the habit of dishing up so often in Summer. I distinctly remember thinking: "Why am I doing this?"
There followed the stock-standard release near the Quarry, a short climb, followed by a spoilers-out dip to notch the baro trace. Better keep a positive outlook towards this attempt at least. An hour and a half later we were still battling to reach the start point less than nine kilometres away, the outlook from the cockpit having become considerably less positive than it had been earlier! Every day has only just so many soarable hours and this was definitely not the correct way to commence a successful 500 from Worcester. I remember thinking that I must be such a fat-head, and this task has got to be just wishful thinking and a complete waste of time. Adding to the discomfort of the heat, a patch of turbulence had upturned my two litre water bottle, and so being aware that there would be absolutely nothing to drink for the entire duration of the flight was not quite the encouragement I was needing.
Eventually, after over an hour and a half of sweating and floundering around in the nascent, broken thermals, we rounded the Apiesklip remote start only after 1pm, in the process falling down smartly to 2500’. This precipitated a tense glide back to the Audenberg slopes, with a steady eye on the airfield 12km away to the right, the vario sounding as despondent as the pilot was by now feeling. But at least we had started, and the Audenberg knife edges are all fairly reliable spots for lift. After a climb there it was on to De Wet, change frequency to 126,5, and then on to test out what the Keeromberg had to offer. What with the inversion and lack of any ridge lift, this foreboding mass of barren twisted rock was not at all inspiring towards the commencement of a 500 either. Pressing doggedly on eastward through the up's and down's with nothing much worth turning in, the lift along the Langeberge began to improve enough to facilitate some serious thermalling. It soon became clear, though, that if any meaningful progress was to be made, the thermals that there were had to be discarded fairly low, usually at about 4800' max, before pressing on to find the next, usually about 1000' lower. And so we progressed through a sharp learning curve, always trying to remain over the mountain tops, but not quite managing enough height for this much of the time. This was not without it's own comfort, as for me, leaving glide range of the airfield always brings a strange sense of relief, in that one is then totally committed to getting on with task in hand. At least the low altitude afforded a wonderful view of the colourful purplish pelargoniums which crowd the grassy ledges along the Langeberge.
Gliding certainly teaches patience - there are no quick fixes! Nuy... Robertson... Ashton... and in the far distance, the high peaks at the "Swellendam corner" - it all takes a fair time to traverse. After losing 1000' crossing the gap created by the low mountains between Ashton and the "corner", some welcome relief awaited us, as many of the Marloth slopes were ridging with a south westerly. On past the safe haven of the deserted Swellengrebel Flying Club, and another 20km to the Tradouw Pass-R322 T-intersection, where it was quite overcast and completely dead out in the valley. What a relief it was to turn around!
To encourage myself I reckoned that further west towards Worcester the day must be peaking, and with not too much sweat, a good speed was achieved on the return leg along the baked rocks of the Langeberge, passing abeam FAWC about 10km away. It would have been far more relaxing to operate about 1000' higher though no doubt all pilots say that! But what about turning at Botha, out there in the valley beyond Kleinberg? You’re right, like at Tradouw the valley was quite dead. A click with the camera and we were reduced to scratching back close over the burned slopes of Brandwag peak, once again down at 2500'. Even Jan du Toit's Kloof looked so w-i-d-e from down there and again it seemed like an ignominious end was in store for a once grand plan. How the fickle vario and altimeter can play with one's emotions! In retrospect, Botha is perhaps a little bit out on a limb to use as a turnpoint, but without electronic logging I needed an easily recognisable feature to photograph in order to get the full distance.
Fortunately Brandwag saved the moment by giving us enough height to return to Audenberg, but at this point I considered it prudent to ask the opinion of Sven, the duty instructor, what he thought the chances were of a repeat performance to Swellendam and back, only to be told that "I could always turn at Ashton". Thanks! All I needed was a little encouragement, not just words of ambivalence! So we began again. And while we didn't turn at Ashton, by the time we were abeam Bonnievale not much further on, my resolve was fast dissipating on account of the lateness of the day, and there round we turned, and like a real tourist, took a pic just to prove I was really there. After this defeat I was really dejected. But about 10km into the return journey, the reality of having thrown in the proverbial towel brought out the true stubborn nature of the Wooley beast as I thought "stuff it, turn around again, if necessary land and overnight at Swellendam, hitch back for the car and trailer on Sunday morning, and retrieve yourself if there's nobody at Worcester, but whatever you do, don't give up now!". So with much time already wasted on this little detour, another 180° , this time back on track towards the east.
As things panned out, we did make Swellies, with its ridge now pushing steadily and strongly in places, the nearby wa bome visibly rustling away in the wind. Strangely though, other slopes along the same range looked and felt quite dead. From here Buffeljagsrivier Dam appeared so far away, but the dark inky-blue water was duly photographed from about 4000’ as I, now in a fatalistic mood, turned one last time for the mountains and home. The deep shadowy folds in the lofty Swellendam mountains were by now quite black in the slanting afternoon sun, and I wondered if maybe I'd left it all just a bit too late!
The climate at Swellies is completely different to Worcester, much milder. Even at that time of year the rolling scenery is very lush and from my vantage point in the cockpit I had a wonderful view of the verdant Swellendam fields, which no doubt would have been far more enjoyable had I been planning on making for the Swellengrebel club's airfield. But there was another plan which rather interfered with my appreciation of the view - another 120km trip back to Worcester, and with only 15m wingspan, much too far for a final glide.
My concerns turned out to be unfounded. The journey back was reminiscent of the last and my spirits rose as the GPS ticked down the kilometres, fast though bumpy and uncomfortable progress being made through the rough afternoon air, which was bubbling away at regular intervals with released energy. With FAWC in sight, we made a detour around Apiesklip once again, just for the heck of it, adding an extra 25km to the distance. It had been a solitary flight, with neither a glider nor eagle to be seen lurking anywhere along the folds of the Langeberge. Approaching FAWC, a radio call for the wind brought back an anxious reply from CFI André, "Where are you? Where have you been? We thought you had landed out". I learned later that some of the chaps had talked of getting the trailer out and coupled up. Oh ye of little faith!
Sometimes everything comes together, though not always quite as we plan it. And I have to admit that having achieved my goal of 512km I was, quietly, a very "happy chappie". Considering that the weather had not been anything like what I had hoped for, and coupled with the initial rounding of the start point so late, I suppose things could have gone a lot quicker. The detour of about 16km near Bonnievale also slowed the trip up considerably, as did my choice to round the start point again at the end of the flight, but these unnecessary extras did extend the distance flown to somewhere in the region of 553km. But so what about the time taken. At the end of the day it proves that a pre-declared 500km flight from Worcester is well within reach of many aspiring club cross country pilots, not just the competition hot-shots. The annual exodus to the flat plains of the northern Cape and Free State may not in fact be as essential as previously thought, when pursuing those elusive Diamonds. Unless of course speed around the task is important to you, or the breaking of records.
So what do you need to do likewise? Apart from a basic minimum level of skill and confidence, one needs a ship of reasonable performance, and in this respect the club's 15m Astir CS or Cirrus would be more than adequate. The met conditions need to be reasonable, though as you have just read, it doesn’t have to be exceptional or "cracking". It helps to start early as beginners tend to waste time. You need all your own on-board equipment continuously ready beforehand (declaration form, camera, barograph, task route, water container etc), and be abreast of the latest weather reports. Have a leak before you get in - you might be up there for quite a while if the weather's not too good! Don’t forget about checking the readiness of the trailer either. Finally, you must have a good idea in your own mind of exactly what you are doing and where you want to go, both mentally and in flight. Never be afraid to lean on fellow club members to help make it all come together – I can guarantee you will find that if you rattle their cages, they will be more than willing to help you as much as they possibly can (thank you Sven and Graham!) And if something really matters to you, remember: "However long it takes, never give up!"
There's also a pleasant sequel to this flight. As luck would have it, on an even more hazy and strangely mixed up day the following week end, we (GKS and I) managed yet another pre-declared 500, this time in a northerly direction, proving once and for all that 500's are not going to be all that rare at Worcester from now on. But that's another story with which I won't regale you now.
Summer has certainly started well for us as far as the winching operation goes. A few volunteers spent two Saturdays prior to the first winch day preparing and overhauling the equipment. The winch was cleaned, new petrol and hydraulic pipes installed, engine oil replaced, new plugs installed, brake effectiveness improved, the choke fixed and many other nagging issues seen to, including overhauling the bakkie and attaching a new parachute. Thanks go to the many members who assisted with these tasks, and to Rien de Muijnk especially, for all the hours he put in to get the winch in good operational order.
The end of October and middle of November saw our first and second winch days of the season which proved to be very successful. The winch gave no problems and we had 9 and 7 launches respectively, with average launch heights of between 1900’ and 2300’, and average flight times of between 19 and 22 minutes. On average, pupils receiving instruction each had three to four flights per day.
December 12th saw our first big winch day of the season, where both K7’s were used, and most instruction and pax flying was conducted off the winch. Four instructors were on duty, resulting in a record 16 launches, with the first launch being just after 9.30am. The following averages are available:
1: Launches to 2500’ (good breeze helped)
2: 4000’-5000’ achieved (good thermal day)
3: Flight times of 25mins
4: 3-4 flights per pupil
This must be an historic first for our club, and hopefully we can continue this enthusiasm. Our future plans are to cast a 2x40m concrete slab on the Cape Town side winch launch point, which should alleviate any problems with debris and stones being thrown up during launching.
We would like to emphasize that winching is available for all in the club to use and become involved with, so please, we encourage participation. Great emphasis is placed on safety, and conversions onto winch launching and winch driving can only be carried out and approved by winch-rated full brevet instructors.
We realise that winching is not everyone’s cup of tea, but rather than be the subject of constant criticism, we would like to see all members supporting the winch initiative, even if they have no intention of utilising it themselves. It’s of relevance to note that some visiting paxes actually request to be launched on the winch.
Please feel free to chat to me if you have any queries, positive (or even negative) comments, or just want to get involved in winching.
If this report from the European Soaring Club doesn’t get all you CGC members reaching for your maps to plan a December 2000 soaring camp, nothing will! Just look at what is being achieved in SA – people coming from all over the world to do great things in the air – why not give it a try this year?
1 - 17 December 1999
We have been treated to some more 'African' times in the last two weeks! With five days without power and telephone and one day without water at the Clubhouse, one just has to shrug ones shoulders and remember that one is in Africa! We have also lost four flying days to bad weather and so have had to resort to water polo and game park outings to fill these days. Springbok, Ardvark and Meercats have been sighted on the airfield, and migrating Stork together with resident Vultures in the air all meant that one did not necessarily have to go to the game parks to see African wildlife at its best. Anyway, the longest flight during this period was a creditable 750km pre-declared triangle by Alain Mazelerat from France in a Nimbus 3. This was a day with a mediocre cloudbase of only 11,500ft, but where the conditions over the whole task area were the same and without any showers or storms. On the same day Jay flew 500km in his LS4 (and this on the day when there was no water to fill the wings!) but had a struggle at the end of the day when the airmass was obviously becoming rapidly more stable. Also yesterday Brian in the ASH25 with Joachim Rietschel from Germany, and Gill in an ASW22 flew a 300km triangle at 137 kph. Today the weather seems to be getting back to normal - 13,000ft cloudbase to the south west. Alain Mazelerat flew the longest distance at 635km, Dean Crosby flew his 300km goal distance in the LS4 and Gill broke the British feminine Open Class 300 out and return speed at 140 kph.
Work is continuing on the new grass runway for the pre-Worlds in a years time, but a local Ardvark has taken up residence in the middle of the area - his front door is about big enough to take any glider main wheel. Negotiations are underway to tempt him into more appropriate surroundings by next year!
24 - 30 November 1999
On November 23rd three pilots launched on 1000km flights but turned 40km short of the last point due to deteriorating blue conditions. Disappointed after 930 km they all three set off again on the following day, half an hour earlier at 9.45 with another 1000km programmed into their GPS. The race was on again, against the clock, weather and one another. The Nimbus 3, LS6 and LS8 were joined on this day by Brian Spreckley in an ASW22 also trying a 1000km. Unfortunately the weather was not as good as the previous day with storms starting already at 2pm. Mike Young in the LS6 and Carr Withall in the Nimbus 3 turned back from the second turnpoint but Steve Crabb decided to carry on. He rounded the last turn but landed out 150km short at Vryburg Airfield. Luckily this was the night of the BBQ at Mareetsane Farm and so the retrieve crew were able to stop for supper on their way home.
The quest for 1000km ended for Steve and Carr when they departed at the end of this week. Mike however had another few days holiday and was now flying the Nimbus 3. On Monday November 29th, as it was his last day, he set off again to try to crack the 1000km barrier. The launch time of 10am was perfect, the first cumulus locally formed over the departure point just as Mike released. The first two hours of soaring were excellent, although the cloudbase was a bit lower than previous weeks - Mikes maximum height during the day was only 13,000ft. Round the first turn Mike started to encounter the first storms as he approached the second turn. The rest of the flight was continually dodging the storms until he landed at sunset. A remarkable flight on a very difficult day. Well Done Mike!
14 - 23 November 1999
What a fantastic first ten days we have had. Maximum temperatures have been in the mid 30's and cloudbases from 14,000 - 18,000ft. The countryside is a very dry sight, much browner than the last few years and the horizons are full of dusties marking the thermals.
In one weeks flying the following World & National Records have been broken:
14 November 1999
Paul Crabb - Irish 15M class LS8 300km triangle 142.77 kph
15 November 1999
Paul Crabb - Irish 15m and Open Class LS8 500km triangle 156.6 kph.
19 November 1999
Paul Crabb - Irish 15M class LS8 100km triangle 153 kph
21 November 1999
Brian Spreckley - British Open Class ASW22 BLE 500km O/R 167.8 kph
Stephen Crabb - Irish 15m Class LS8 500km O/R 163.8 kph
22 November 1999
Gillian Spreckley - British 300km O/R LS6 - JCB 138.92 kph
23 November
Gillian Spreckley - World and British Records Open and 15M 500km O/R 148.5 kph
The following article by Peter Wooley is based on information by Paul Tickner from the Chief Directorate of Surveys and Mapping, Mowbray
Long before we become fully fledged cross country glider pilots, we learn to use the 1:500,000 and 1:1,000,000 World Aeronautical Charts (WAC’s) of our area, especially important to us at Worcester as we fall within the radius of the Cape Town terminal control area (TMA). These fascinating and detailed charts are produced by the Chief Directorate of Surveys and Mapping (CDSM) whose offices are based in Mowbray, and it’s interesting to have some idea of their method of producing these authoritative maps.
While the actual aeronautical information is supplied to CDSM by the CAA, the topographical component is compiled by CDSM themselves. Aerial photography is the primary source from which the topographical component is obtained, the photography being undertaken by specialist firms contracting to CGSM. Specially modified aircraft carry the camera systems, which can weigh as much as 170kg and cost in excess of R1 million. These cameras utilise film lengths of up to 150 metres which provide individual exposures of 23x23cm. A photograph taken from 16 000’ will cover a ground area of 7,5 x 7,5km and be of such fine resolution for the viewer to be able to discern even the markings on roads. Flights are conducted at between 15 000’ and 40 000’ agl.
The aerial photographs obtained are then used to produce 1:50,000 topographical maps, from which the smaller scale 1:250,000 maps are derived. Due to the five times reduction in size, it’s necessary for the cartographers to thin out certain details, a process they term "generalisation". These 1:250,000 maps are then used to derive the 1:500,000 maps, and likewise the backgrounds for the 1:1,000,000 World Aeronautical Charts, all WAC’s being produced strictly to ICAO specifications. While basically created in the air, to be modified for later use again in the air, it is a staggering fact that 128 of the 1:50,000 topographical maps are used to compile a single 1:500,000 chart, an area of approximately 87 000 square km.
Those of you who use GPS receiver units will know from the set-up menus that various co-ordinate systems are in use in various countries, and that the one we glider pilots all use is the WGS84. However, it’s interesting to note that the South African topographical maps were not always compiled in accordance with the WGS84 datum as they are now.
The reason for this complex co-ordinate systems is simple enough. The surface of the earth is not flat but approximately ellipsoidal. In mathematically defining a co-ordinate system to be used in map production, different countries have used various datums which were particularly suited to the shape of their particular portion of the globe. While these datums were appropriate for the various countries to which they were applied, the advent of GPS called for a single global standard to be adopted. The result is that all GPS receiver units embody the identical internal ellipsoid datum (WGS84) enabling receivers to be used in any country without re-setting to any specific local datum.
As regards our older topographical maps, this change to the WGS84 datum means that the Latitude Longitude co-ordinate grids have shifted slightly in relation to ground features. But before you begin to fear that you might be missing the next turn point, lets put this into perspective! In real terms, latitudes have moved between 12 and 92 metres and longitudes between 24 and 80 metres on the ground. As the US military, who own the satellites which transmit the GPS signals, utilises what is termed selective availability (SA), a scrambling of the signals to degrade the accuracy, the change to WGS84 will not have any visible effect while you are out there on your next 1000km attempt from Worcester. As far as the 1:250,000 maps are concerned, the difference is barely plottable.
A new venture on the part of CDSM is the production of a large scale 1:250,000 VFR aeronautical chart for the Cape Town area, extending from Hermanus in the south east to Saldanha Bay in the north west, and including Worcester. This 1:250,000 map has been compiled in close consultation with the local aviation community (including ourselves) and shows a host of features not previously shown and which are of specific importance to pilots. For example, the Johannesburg version shows free ballooning areas, parachute drop zones, microlight, hang gliding and paragliding sites. Amongst the new set of symbols is a most appropriate one for the glider winch launching site at Orient, and CDSM have even designed an aerotow symbol especially for our operation at FAWC. How's that for pleasing your customers? While these 1:250,000 maps are obviously of more interest to low flying power aircraft than ourselves, it is pleasing to note that CDSM are
catering specifically for the real life needs of the aviation community. The Cape Town map should be available by the time you read this. This map, as well as all the other South African charts you may ever require, which are essential for flight planning here as well as at away-camps, are available from:
Surveys and Mapping
Rhodes Avenue Private Bag X10
Mowbray 7705 Mowbray 7705
E-mail: HYPERLINK mailto: Ph: 021 685 4070
CDSM@SLI.WCAPE.GO Fax: 021 689 1351
cdsm@sli.wcape.gov.za
Web site: http://w3sli.wcape.gov.za
In order to ensure that gliders have a valid Authority to Fly, it is imperative that the LS1 reminder sticker in the cockpit be checked at every DI and the expiry date noted. If the LS1 inspection is imminent, the Maintenance Officer (Mark Siegelberg) or the CFI (myself, 782 2362) must be informed immediately (see Cloudbase Chap.4, page 3, Item 3i).
Every glider's DI book must be signed by the person carrying out the DI and countersigned by the Duty Instructor, if the DI is done by a pupil who has not been signed out for this task. Also, don’t assume that because a glider has already flown that the DI has been done, check the DI book yourself to make sure it has been signed off, and by whom. This is important for your own safety.
The same also applies to the tug aircraft. Tug pilots should check the taco reading against the MPI reminder sticker and keep the Chief Tug Pilot, Rien de Muijnk, informed of the hours remaining to the next MPI, especially if these are low.
Fines: There has always been provision for the levying of fines on members. In the past, misdemeanours like walking away from a glider while leaving a canopy open, or other such potentially expensive and thoughtless acts, precipitated a fine. This has not actually been enforced for a long time, though if you check, there has always been this provision included at the bottom of the Tariff List, so the idea is not new at all.
Due to the escalating lack of a responsible attitude among many members at all levels, the committee has been reluctantly forced to consider imposing fines once more. This will be done for a six month trial period and should not be perceived in a negative light, but unless a more responsible and accountable attitude is adopted by members, there will be no option but for the panel or committee members to issue fines which will be debited to your flying account.
Some of the problem areas are: unsigned DI entry, expired LS1, expired medical, covers not placed on gliders, master switch left on in M/Falke, glider batteries not put back on charge, Flight Centre batteries not put on charge, not washing the tug or gliders prior to flying, arriving late for duty, not swapping out your duty if unable to do it as rostered, not holding a pre-flight meeting, poor airmanship, landing with gear up, parachutes placed on ground, canopies left open, no radio call prior to winch launching, unnecessary radio chatter (such as thanking the tug pilot), overflying the airfield restricted area (Cloudbase Chap.5, fig 1).
Although some of these misdemeanours do not seem serious, all of them are very important in keeping up the high safety standard that our club has attained, and which we are committed to maintaining. Please, therefore, treat this in the positive light in which it is intended.
IMPORTANT! All GPL holders take note: Your GPL MUST be renewed immediately, as at 1/1/2000 it will have expired. Please will you therefore give me (André) your GPL so that I can endorse and update it immediately.
Dave Starke has put forward a motivation for a Runway Retrieve Vehicle (RRV). In this he discusses the reasons world-wide for the apparent inability of the gliding movement to attract new and young people to the sport. Many ideas have been put forward to attract new devotees, amongst which are creating a welcoming environment and making the gliding experience as pleasant as possible. By comparison with other clubs, Dave feels we are not doing too badly, although the average age of our pilots is similar to most pilots worldwide – too old! We are not attracting enough new long term members. One of the reasons, he says, is the "hard work" required on the runway to facilitate aero-tow launching, especially on our very hot summer days. We need to make life easier for ourselves and those we hope to attract. He suggests the use of a Runway Retrieve Vehicle as is used by many gliding sites around the world. Dave points out that the cost benefit due to increased efficiency alone would be substantial, and would finance the vehicle in time.
The Committee has agreed in principle to the proposal and has asked for a budget figure for this project. Instead of the Electric Golf Car type of vehicle, it is proposed to use a Volkswagen engined off-road type "Pipe Car". Rien de Muijnk has already obtained such a Pipe Car and has all the parts, except the engine, to build the RRV. It will be equipped with a radio and fitted with aviation safety equipment. Rien will be the leader of this project.
Depending on the cost of obtaining an engine, which Rien would re-build and overhaul from scratch, the total cost should be of the order of R5500 (about R2000 if an engine of any size and condition is donated by a club member).
No longer will it be necessary to call for ‘hands’ to fetch a glider which has landed well down the runway, which then has to be pushed back 150 meters or so, back to the optimum launch point. The RRV helper will simply hitch up the glider and hold the wing while the glider is being towed back. The RRV will tow the glider down a tow-path without even the pilot having to get out! This will not only make life on the runway easier but will speed up the launching operation and, just as important, will save tug time for which we all pay. In the long run this saving alone could pay for the project.
It is reported with regret that due to issues of a personal nature, Sandy Hultberg has resigned his portfolio as Chief Tug Pilot. A sincere note of thanks must be recorded here for the consistent effort and fastidious care he has put in with regard to the maintenance of our pair of tugs. Not an easy job at the best of times, and with the need to ferry aircraft to Stellenbosch for maintenance, often during working hours, a very time consuming job.
Sandy was also instrumental in the club's acquisition of the Citabria ZS-NIG, and has been responsible for a tremendous amount of other work for the club behind the scenes, especially on gliders. Thank you, Sandy!
The portfolio of Chief Tug Pilot has been taken over by Rien de Muijnk. You are all urged to give Rien any assistance he might ask for with this onerous position. With regard to tugging, will you please re-read the "Tug Pilots' Update" in the last issue of the Krautkoerant (if you haven't trashed it already!). Rien can be contacted at 789 2347 should you wish to discuss any tug-related matters.
Thank you Rien, for taking on this important portfolio at such short notice.
The new Duty Roster is out and as you can see, I've made every effort to roster the more experienced duty pilots with the less experienced.
As this seems to be the cajoling department, I would like to appeal to you to take your duty as an important contribution to the club operation, because that's what it really is. I realise that Duty Piloting is a lot of work and that your heart probably sinks when you open your roster and see your name there - the thought of going all the way to Worcester, probably with no flying for yourself, and all that PT with the Flight Centre and pushing gliders around. But please realise that ALL who fly on your duty day are depending on you to be there and to add your little bit, sweaty, dusty, hot and grumpy as you may be! It's essential that on the flight line you are active and involved, not just fulfilling the role of a passive time-keeper. The entire responsibility for ground safety, turn around time and even the accounting re-charge system is in your hands on that day, so it can't be stressed too much that what you do is really important.
Please check the roster right now, and if you think that you will be unable to do duty on the particular day you are down for, arrange to swap with another duty pilot RIGHT NOW. Act with responsibility – don't leave it till later, and whatever you do, don't leave it to myself, one of the instructors or some other club official to arrange on your behalf.
For those who have been unhappy about the apparent lack of competition from companies in this field, there is an alternative.
Glider insurance can now be arranged through Stalky van der Riet acting for Hoggard Insurance Brokers. Underwriters are Guardian Aviation Acceptances and typical rates are 4,25% for an assured value of up to R100 000.00 and 3% for sums over this, diminishing to 2,5% as the value increases. The "Agreed Value" and must be related to international market values. There is a minimum annual premium of R3500.00. More details are available if you should require them.
Stalky van der Riet can be contacted at 082 444 0352, 011 886 3909 (office ph), 011 789 1502 (fax)or e-mail, stalky@hixnet.co.za.
Contents Page: Chapter 6, Add "Aerobatics Rating".
Chapter 6: Pilot Ratings, Add the following:
Aerobatics: Only a few basic manoeuvres are allowed. 45° up-line and 45° down-line, 360° turn, climbing turn, spin, chandelle and loop. A written exam on basic guidelines, emergency situations,
disciplined approach, understanding and construction of the flight envelope diagram for Astir gliders. Each manoeuvre is cleared separately by an Approved Instructor with ground observation.
Appendix (ii) – Suggested Reading. Add "The Handbook of Glider Aerobatics" – Peter Mallinson & Mike Wooland (Airlife Publishers).
4) Chapter 5, page 2: Airspace around Worcester, Special Rules Area. Change "The frequency is 126.5" to "The frequency is 124.8 MHz".
5) Chapter 19: "Basic Aerobatics", has been completed by Steve Matchett and will be e-mailed and issued to members.
6) Chapter 18: This chapter on Wave Flying is in preparation by Chris Way.
I always say truth is always stranger than fiction! The editor has been asked to request, through the medium of the Krautkoerant, that members with dogs refrain from bringing these creatures into the pool area, and more importantly, that they refrain from bringing them into the pool itself (is somebody pulling the editor's leg again?).
CGC SMALLSFOR SALE: "Coachman" bakkie-top caravan on permanent site at FAWC. Sleeps four. Tatty condition but very solidly built. R1500.00. Contact Peter Clemence 782 5217(w) or clemence@new.co.za FOR SALE: Cape Gliding Club polo shirts with 50 year commemorative logo, (R75). Contact Alison 854 4094. FOR SALE: ASW20FP, Winglets, full panel. POA Sandy Hultberg 854 4094(w). FOR SALE: ASW19B, 985hrs tt. POA Heidi Snyman 09264 64 400331/2/3 (w) or 404473 (h). FOR SALE: Kestrel 19m, one quarter share. R20 000. Colin Hancox Ph 715 5279(h). FOR SALE: K6CR 15m, one quarter share. R10 000. Peter Clemence Ph 782 5217(w). FOR SALE: Gliding first day covers "Gliding in Namibia". Two stamps, one showing a primary, one a contemporary glider. Date stamp also shows a glider. Refer to Heidi at above numbers. WANTED: VW engine in any condition for the proposed RRV (runway retrieve vehicle). Contact André 782 2362. |
Cheers,
Peter.