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ALGOA FLYING CLUB OCTOBER 2019
www.algoafc.co.za 1
GREMLINS HERALD EST. 1956
S A V E T H E D A T E 23rd November 2019
Venue: Walmer Golf Club
River Road, Walmer
Time: 17:00 (5pm) till late
Guest Speaker: George Stewart
NOM I N A T I O N R EQ U I R E D
THIS TROPHY IS AWARDED BY THE AWARDS COMMITTEE FROM A LIST OF NOMINATIONS BY MEMBERS OF
THE CLUB.
Please email your nomination to [email protected]
by the 8th November 2019
S A V E T H E D A T E 6th December 2019
Venue: AFC Club House
Time: 18:00 (6pm)
All club members incl pre-solo
members are invited to attend; to
have your say, and help us move the
club forward to a better tomorrow.
ANNUAL MEMBERSHIP FEES 2019/2020 (OCT19 – SEP20)
Full R1480
Country R780
Pre-Solo R1150 (once flown solo – become full member of club)
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Hi guys
I trust everyone is well. Well can you believe it, here we are in the last few months of the year! Before
we know it is going to be Christmas! On that note, the office will be closed for a short break over the
Christmas period, we will be closed from the 20th December until the 6th of January.
Please ensure all your paperwork requirements are sorted at the beginning of December to ensure
enough time to get all your paperwork sorted before the SACAA closes on the 13th December.
The club will still be open for students and member to fly; although I would check in advance with
your instructor regarding their availability over that period, if you are needing an instructor.
We have also made a change to our operating hours, going forward the office will be closing at 4pm
on a Friday, so once again please plan accordingly.
We have made some good strides this year, although the financial side might not reflect that yet, we
are heading in the right direction. We had our good old faithful ZS-KEO go in for a much-needed
makeover a few months back and seems we are getting some good hours out of her now.
Our plan is to try upgrade an aircraft every year, and to get our fleet rejuvenated and possibly
upgrade the radios at the same time. Unfortunately, it comes at massive cost, yet it is imperative to
keep up with the times.
We are currently sitting in a predicament, the multi engine aircraft we have been using has been put
on the market, and we are unsure how long we will still have her. We are in the process of trying to
save enough money to purchase a Multi Engine Aircraft for the club, but at the moment we humbly
request if there are any of our members reading this who possibly can assist us for the immediate
future, please would you be so kind at to contact the office or alternatively you could send an email to
[email protected] and we can take it from there. (We are looking to either lease the aircraft when
we have a course on, or if you are in a fortunate enough position to help us finance the purchase of a
Multi Engine, which we would then be able to reimburse you over a fixed period.)
We have also added the LSA Syllabus to our TPM, and if anyone has an LSA Aircraft they would be
prepared to lease us, please get in touch.
The guys at the Cape St. Francis are having their Annual Fly In over the Christmas period, the date is
the 27th December with a fall back date to the 28th, if the weather is not good. Be sure to get there
early, seems every year it is getting bigger and better! If you would like some more info on the event,
please contact Barry Culligan on 0836113333
Until next time, clear skies
Gareth
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MIKE THOMPSON
Mastering the radio during your flight training can often be a daunting task. We’ve all been there
and believe me it will get easier with practice!
The following steps can be helpful to make uncontrolled radio transmissions, also known as TIBA
calls (Traffic Information Broadcast to other aircraft)
Below is an example of how these steps can be used during a radio call in uncontrolled airspace.
AIRCRAFT: Traffic on 130.35 (Special Rules) or 124.8
Depending on where you are.
1) WHO AM I? ZSKEO 2) WHAT AM I? A CESSNA 152 3) WHERE AM I? OVERHEAD PATTERSON 4) HOW HIGH AM I? AT FL 045
5) WHAT ARE MY INTENTIONS? ROUTING WEST TO KIRKWOOD
You can also use the same structure when making initial contact with the Approach Controller on
your return to Port Elizabeth.
AIRCRAFT: Port Elizabeth Approach KEO with information ECHO Good Afternoon
PORT ELIZABETH APPROACH: KEO Approach Good Afternoon GO AHEAD
AIRCRAFT:
1) KEO
2) A CESSNA 152
3) OVERHEAD NANAGA AT 2000 FEET
4) SQUACKING 2000
5) REQUESTING INBOUND INSTRUCTIONS TO PORT ELIZABETH
Through continued practice you will soon sound like a confident professional pilot when making
your radio calls.
Fly Safely! Mike
Mike
ALGOA FLYING CLUB OCTOBER 2019
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WAKE TURBULENCE?
Question: “Can a small business jet or turboprop create a wake turbulence problem for my Cessna
172?”
Probably the greatest danger is getting blasted by a small jet or turboprop as its taxis from a
parked position. It takes a lot of power to get them moving, so that initial surge to get started can
cause a lot of wind. This, of course, is caused by the blast from the engines or the propellers, not
from wake turbulence.
So, one needs to be aware of where you park relative to these aircraft. That is one reason to tie
down and chock your aircraft when parked. Installation of control locks or restraints will also help
prevent damage to flight control that could be blown hard against a stop. If you’ve parked on a
ramp where jets are coming and going you need to conduct a thorough pre-flight to be sure you
have not incurred any damage from the jet blast.
Ok, now that we escaped from the ramp with no problems, let’s look at the wake turbulence
problem as we continue our flight.
All aircraft generates a wake while in flight. This disturbance is caused by a pair of counter-
rotating vortices trailing from the wing tips. The vortices from larger aircraft pose problems for
encountering aircraft. The wake of these aircraft can impose rolling moments exceeding the roll
control authority of the encountering aircraft.
The severity of wake turbulence is directly proportional to the weight of the aircraft. So, yes, a light
business jet or turboprop does make wake turbulence, but normally not enough to overcome the
control authority of a light aircraft. However, encountering wake turbulence can still be unpleasant
and very destabilising to our flight.
So, exercise great caution whenever you are landing or taking off behind someone who is heavier
than you. Remember the larger the jet, the greater the vortices.
(THEO MEYER)
ALGOA FLYING CLUB OCTOBER 2019
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1st Solo Pilots:
PILOT INSTRUCTOR AIRCRAFT DATE Rachel Masunda Kent Osborne ZS-MXS 24/06/19 Okkert Oosthuizen Kent Osborne ZS-MXS 04/07/19 Abdulmalik Hameed Kojakan Thayanithy ZS-KEO 05/07/19
Ali Hamadto Kojakan Thayanithy ZS-MBP 18/07/19 Aisha Changale Russel Abrey ZU-WCG 21/08/19 Bevelyn Attoh Kojakan Thayanithy ZS-MXS 09/09/19
Private Pilot Licence Achieved:
❖ Sinalo Gantsho ❖ Matt Botha ❖ Ross Pyle ❖ Salah Alazrg
Commercial Pilot Licence Achieved:
❖ Sipho Mangesi CPL ME ❖ Gavin Wiblin CPL IR/ME ❖ Shean Bekker CPL IR/ME ❖ Sifat Rahman CPL ❖ Clement Regnard CPL IR/ME ❖ Jonathan Brown CPL IR/ME
Instructor GIII Rating Achieved:
❖ Brandon Gray ❖ Vaughn Botha
Night Rating Achieved:
❖ Thomas Southway
ALGOA FLYING CLUB OCTOBER 2019
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MEMORABLE MOMENTS CAPTURED…
If you would like to send through an article, photo or a bit of news for our next newsletter,
please email: [email protected]
ALGOA FLYING CLUB OCTOBER 2019
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ALGOA FLYING CLUB OCTOBER 2019
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Determining wind direction – without a windsock by Trifly | Oct 6, 2019 The fact is, apart from your aerodrome, it is unlikely that you will find windsocks conveniently placed on your route, nor will every area be covered by ATIS reports, so how do you determine wind direction? More importantly, apart from take-offs and landings (where we normally have access to wind information), why do we need to pay attention to wind direction and speed during our flights? Not being aware of wind direction and speed over rough or mountainous terrain can put you in more than a spot of bother. On the other hand, knowing where the wind is coming from can really help you should you need to land on a remote bush strip, or in the case of a precautionary or forced landing. Similarly, catching a tailwind will get you there quicker should a call of nature be pressing. Every instructor seems to have an arsenal of suggestions of how to determine wind direction, and I think all of these have their merits depending on where you are flying:
DUST
Dust generated over ploughed fields or desert terrain provides an adequate indicator, should the terrain be dry
enough. Dust trails are usually dependent on a mechanical disturbance, wind speed and the size of the particles.
Larger particles require a stronger force to ‘lift’ them, but due to their weight will normally settle closer to the source.
The further from the source you go, the lighter the particles. Therefore, the longer the ‘dust trail’ the stronger the
wind, as the wind is able to carry the weight of particles for a longer distance.
SMOKE
Smoke is not guaranteed as a wind indicator, but in areas such as the Highveld in the Winter months, these are
pretty common. The more the smoke trail leans into a certain direction, and the longer it is, the stronger the wind.
ALGOA FLYING CLUB OCTOBER 2019
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WAVES Obviously this is not going to help if you are in the desert, but waves on water are a pretty good indicator of wind
direction and speed. Waves generally run perpendicular to the direction of the wind, in other words, the wind is at 90
degrees to the wave line. The size and character of the waves also indicates wind speed. If the wavelets are small
you can probably expect the wind to be around 5kts. If you are seeing ‘white caps’ on the waves, be it on a dam or
the ocean, then the wind speed is closer to 15kts.
DRIFT METHOD
Your direction indicator (DI) is also a very useful instrument in determining wind direction. Pick an object or aiming
point in the distance, take a note of the heading indication on your DI. Maintaining straight and level, with your
aircraft in trim, keep flying towards the object. If you check your heading, you will notice that you have drifted off the
original heading while still aiming for the same object. If you have drifted to the right, then the wind is coming from
the left, and the opposite if you have drifted to the left. If your aircraft has a groundspeed indicator, then you can
also determine if the wind is coming from the front or the rear – a higher groundspeed than indicated airspeed,
shows that the wind is coming from the rear. In the case of an emergency, if you know the wind is right, then aim for
the average on the right, so essentially, 90 degrees from your drifted heading.
Practicing these techniques during a flight will not only improve your situational awareness but will also
improve your reaction time in the case of an emergency.
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