Website: http://www.capetownflyingclub
E-mail: info@capetownflyingclub.co.za
Tel: 021-934 0257
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Courses
Social
Aviator's Evening
Achievements
FAWC Night Circuits
Aircraft Accidents and Incidents
General
- Instructor needed
- Wanted
Climbing
Humour
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Dates to diarise
| Date | Event/Course |
| 8 May | Radio Course |
| 11 May | Club social/braai |
| 31 May | Aviators Evening at FAYP |
From the CFI's desk --> J van Zyl
The good news is that CAA has withdrawn the implementation date of 1 May 2007 for the new PPL exams. We therefore still continue writing the exams at the club.
The CAA will let us know when the new date is.
As from 1 May 2007, however, we at the club are implementing the new red tag system, so if you go flying from 1 May be sure to comply with the red tag system.
Those of you that don't know how the system works please don't hesitate to ask me or any of the instructors. This system is a CAA requirement and once you start using the system you will fully understand its importance from a flight safety point of view.
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Courses
A Radio course is to commence on 8th May 2007 with Chantal van Steijn from ATC, but she can only take five students, so first come first served.
We will how ever accommodate students should there be a large demand, by hosting a radio course ourselves close to that time frame.
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In Memory
Last year on the 25th of April, the newly formed Cape Town Flying Club had a tragic accident in ZS-FET that claimed the lives of our new CFI, Joaquim "Rod" Rodriguers, an instructor, Rossouw van der Watt and a student, Mohamed Abadallah.
You and your families are constantly in our thoughts.
High Flight Oh, I have slipped the surely bonds of Earth
And danced the skies on laughter-silvered wings;
Sunward I've climbed, and joined the tumbling mirth
Of sunsplit clouds- and done a hundred things
You have not dreamed of- wheeled and soared and swung
High in the sunlit silence; hov'ring there,
I've chased the shouting wind along, and flung
My eager craft through footless halls of air.
Up, up the long, delirious, burning blue
I've topped the wind-swept heights with easy grace
Where never lark, or even eagle flew-
And, while with silent lifting mind I've trod
The high untrespassed sanctity of space,
put out my hand and touched the face of God.
John Gillespie Magee, Jr. RAF, KIA, 1940
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Club social 11 May
The Flying Club will be having a braai and general "get together" on the 11 May. Feel free to bring your family or friends.
Join others at the club and talk shop and see all the new faces. The bar will obviously be open, and the fires will be roaring.
See you all there!
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Aviator's Evening at FAYP 31 May --> C Teale
The Air Force Base Ysterplaat Aviators Night that will be held at theOfficer's Mess on 31 May from 18h00.
Guest speaker to be anounced.
Enq: Chris Teale: 021 508 6576
Office hours: Mon - Fri: 07h00 - 15h00.
Dress: Smart casual or flying kit.
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Achievements
Date-
| Name | Achievement | CT/FK | Aircraft | Instructor | Examiner | |
| 25/02/07 | L. Perlman | First Solo | FK | KFV | H. Franz | J v Zyl |
| 27/03/07 | J. Reder | First Solo | FK | KKC | F. Allie | W. Watkins |
| 06/03/07 | J. Nicholson | First Solo | FK | KFV | J v Zyl | - |
| 08/03/07 | J. Carlyle | PPL | - | KFV | E. Cornelisen | J v Zyl |
| 21/03/07 | A. Bezzorini | First Solo | FK | KFV | M. Mann | J v Zyl |
| 01/04/07 | D. Wilson | First Solo | FK | KKU | M. Mann | P. Erasmus |
| 01/04/07 | D.G. Olckers | First Solo | FK | KKC | F. Allie | W. Watkins |
| 02/04/07 | A. Russel | Instructor GrII | - | TAE | - | D. Lempp |
| 02/04/07 | A. Vermaak | Night Rating | - | KKU | A. Russel | B. Barnes. Watkins |
| 08/04/07 | W. Swanepoel | PPL | - | KKU | E. cornelisen | B. Barnes |
| 17/04/07 | S. McKenzie | PPL | CT | KKU | J v Zyl | P Wesselman |
| 19/04/07 | G. Pinnock | CPL | CT | KSS | P. Erasmus | G. Smith |
| 19/04/07 | J. Seifert | Instrument Rating | CT | TAE | B. Barnes/P. Erasmus | G. Smith |
| 19/04/07 | W. Fry | Instrument Rating | CT | TAE | B. Barnes | G. Smith |
FAWC night Circuits --> G Pinnock
Unfortunatly, after all Linda Hodgkinson's planning, the weather Australiarized us (as in "shattered all our plans"). So for the umpteenth time, the circuits had to be cancelled at the last minute.
Not to be outdone, we managed to hold Peter Erasmus hostage and we flew our circuits at Cape Town. By the time that last plane had returned, Krassimere had the braai going and the food cooking.
So even though the venue was changed, a good evening involving flying was had (except by Linda's Weather Fairy, which was laughing too hard).
Some of the gang
When SA used to play cricket
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The cockpit voice recorder may sound like this....:
10:56:11: Controller: "Gulfstream One, you're cleared to the Charlie Tango Foxtrot Charlie apron."
10:56:15: Pilot: "Cleared to apron, Gulfstream One."
10:57:05: Co-Pilot: "Waaa!!!"
10:57:09: (Sound of a loud crash can be heard)
10:57:19: Pilot: “Eish! What are we gonna tell the Chief?!”
General
GrIII instructor needed
Please send CV with contact details to henryv@intekom.co.za
Start date: immediate or ASAP
Hi Everyone,
The raffle is going well, but remember guys we need to sell 10 000 tickets this year, I have a 3 page list of dreams that I need to fulfil, we have to sell all the tickets so we can help the kids at Reach for a Dream. Please help, if you have not already bought please do so and if you can please forward this email to as many friends and colleagues you can find.
FIRST PRIZE
Win all your toys at once............
A pristine 10/10 Mooney M20F valued at over R800 000
AND
A very fast, brand new Special Edition Ducati 1098
AND
A PPL or similar value conversion to type
9 OTHER PRIZES
9 PPL's
Cost of tickets is still R250.00 and this year being our 10th anniversary we will be selling 10 000 tickets so that we can raise a record amount of money for the children.
Please support us.
To enter:-
Either send us a return mail raffle@aircraftraffle.co.za with your telephone number and we will contact you.
or If your computer can receive attachments let me know and I will email you an entry form.
or Buy on line at www.aircraftraffle.co.za
or call the office on +27 (0)11 463 5550
Debra and all the Reach for a Dream Children
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Out and about
Club pub evenings
Jarrod Seymour-Hall passed all his Com ground subjects
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Climbing --> Gary Wiblin
I am almost always amazed at the scant regard paid to the art of setting up and maintaining a climb by many flight instructors. Each and every time you take off in an aircraft you are going to be climbing to some or other altitude yet this seems to be one of the most misunderstood areas of the flying training syllabus. Remember, to climb an aircraft you cannot merely increase the angle of attack by simply raising the nose, thereby causing the aircraft to climb. Increasing the angle of attack will indeed initially cause the aircraft to gain altitude, but only temporarily as you will also be increasing the drag, thereby causing the indicated airspeed to reduce.
It is vital to bear in mind that when an aircraft is flying straight and level, lift equals weight and thrust equals drag. As the aircraft enters a climb, however, lift reduces and the thrust needs to be increased. That is not a grammatical error, as the angle of climb is increased, the lift produced by the wing does indeed decrease. If an aircraft were powerful enough to climb vertically, the wing would then be producing zero lift, ie. the aircraft would not even need wings. Think of a rocket blasting off its launch pad. It has no wings at all, just raw power coming out of its tail pipe. Therefore it can be seen that in straight and level flight, lift equals weight, while in a vertical climb, lift equals zero. It would now be thrust alone that equals weight plus drag. It is therefore obvious that as the angle of climb increases, lift decreases while thrust, and therefore power, increases.
Climbing complicates matters somewhat as the aircraft is flying at a relatively slow airspeed while at the same time developing full power. What this in effect means is that the engine, being air-cooled, may tend to over-heat if not treated with caution. Aircraft handbooks normally advise that a higher than usual indicated airspeed be used for prolonged climbs. The reasons for this are two-fold. The most obvious is that by flying at a higher indicated airspeed the engine will receive better air-cooling and of course, in order to increase the airspeed, you will have to lower the nose of the aircraft against the horizon thereby improving forward visibility, thereby negating the need to weave left and right in order to see straight ahead. In any case, while climbing at the recommended cruise-climb speed for your aircraft, slightly and imperceptibly lower the nose every minute or so in order to get an even better look straight ahead of the aircraft. The handbooks usually recommend that you weave the aircraft left and right in order to see straight ahead while climbing but practically this is not a great idea. Most first-time passengers in a light aircraft are more than a little distrustful and weaving about tends to upset them somewhat. Gently lowering the nose is far less perceptible and also does not look alarming to an air traffic controller who may question why your aircraft is following a drunkard's course.
Closely monitor the engine temperature and pressure gauges and if the engine temperature begins to rise more than is normal you may consider lowering the nose of the aircraft still further in order to supply yet more air-cooling to the engine. If you have been progressively leaning the mixture in the climb (allowed in some aircraft) you may also consider enrichening the mixture again. This also has the effect of helping to cool the engine due to the excess fuel being supplied to the cylinders.
If engine over-heating becomes excessive you may have to consider actually leveling off for a while, at least until the engine again cools to an acceptable level in order to once again commence the climb. If the aircraft that you are flying has cowl flaps, make absolutely sure that these are wide open, as climbing with the cowl flaps closed can lead to rapid and catastrophic over-heating.
Only once you have reached your required altitude and the engine temperature has stabilised can you close the cowl flaps, set the power, and lean the mixture for the cruise.
Never climb a piston-engined aircraft blindly. You will need to be constantly conducting a symphony of carefully orchestrated adjustments of power, mixture, cowl flaps, and indicated airspeed in order to keep the heart of your steed pumping reliably and continuously.
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Humour
posted by Cape Town Flying Club at 11:24 PM
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