21 September 2007
Dates to Diarize
Chairman's Report --> Alexia Michaelides
Greetings fellow members.
I am happy to report that things at the club are ticking along very nicely and thrilled to see ZS-PIA flying again with its small problem finally sorted out. We have two aircraft coming up for new engines, but KBK should be quite quick as the engine has already been ordered. KKU is another story and we are not sure at this stage how long she will be out of action.
Please note that we have some great functions coming up now for Spring, and Vossie and David Wilson will keep you posted regarding dates for next party as well as the Year End Function. Keep an eye on the newsletter for information regarding the Overberg Air Show and Fly-Away. Bookings are not as yet open for that period, and no advance bookings will be possible. This will be done on a "first come first served" basis as per the on-line booking system which is the fair way to do things.
I am making yet another appeal for all new members to come and greet the committee prior to the next committee meeting. The next meeting will be on the 15 October and all new members who have not yet met the committee members are encouraged to come and have a drink with us. We usually meet just before 6pm. We really would love to meet all new members.
David Barnes has some great new ideas for the Pilot shop so keep a look out for the "big reveal" in a few weeks time.
Summer is coming and the shortage of aircraft is being addressed. We will be leasing ZS-IDL, available almost immediately (we are just waiting for insurance cover), and this C150 will be available for hire 'n fly as well as ab-initio training, and we have an option to lease ZS-POX as well, but this has not yet been confirmed.
The decision regarding the new fleet has already been discussed with the instructors. I will be opening the discussion up to the entire membership very shortly and everyone is encouraged to voice their opinion, suggestions etc. All suggestions etc should be in writing and if possible, give your reasons for your recommendations. We will be devising a way to collate everyone's ideas, but in the meantime I have given you food for thought.......
Safe flying to you all
Course Dates
Subject Presented By Date
Aircraft General Wyatt Watkins 25/09/2007
Meteorology Pierre Myburg 03/10/2007
Navigation Pieter Wesselman 23/10/2007
Radio Course Chantal van Steijn (ATNS) 24/10/2007
If you would like to attend please let Beverley know.
ATC flip day round 2
Saturday the 20th October is International Day of the Air Traffic Controller.
To celebrate this day, CTFC will be hosting an ATC flip day.
(If you recall, the last one was rained out earlier this year...the weather WILL be perfect this time!)
The idea is to take the controllers and assistants flying from 12-2, and then braai/party after.
If you can help in anyway, be it flying or braai-ing or anything in between, please let me know.
(email: garethpinnock@gmail.com)
Overberg Fly In: Booking sheets
Please note that there will be no minimum hour requirement for planes going to the TFDC Overberg Fly In (including the Tomahawks). Bookings will take place on a first come, first serve basis. For more information on the event please visit www.flyin.org.za.
End of year function
Beverley needs numbers for catering purposes for the year end function ASAP. The year end function is on the 24th November and we will be having a spit braai which is the best you will ever taste. Of course this does cost money and the club will be sponsoring a portion but tickets can be purchased at R50-00 per head.
Confirm you're coming either by phone (021 934 0257) or email (info@capetownflyingclub.co.za).
Prizes/sponsorships
Vossie needs our help with the donation of prizes and sponsorships towards the cost of the event. If you can help, or would like to be involved in the organising, drop Vossie an email on geminimotors@telkomsa.net.
Donated prizes so far:
Courses & English Language Proficiency Rating
DEAL ALLIANCE will be offering the following courses at the Cape Town International airport at the Cape Town Flying Club premises:
All SA pilots will need to do the Aviation English Language Proficiency Rating with their next licence renewal or by the 15 December unless they provide proof of English first or second language at Matric level. In this case they will automatically be given a Level 5 Rating which is renewable in 6 years time. If they do the Interview with a Test Centre, however and are rated as Level 6 speakers, they will not have to do a Rating ever again. Deal Alliance is the Approved Test Centre here in the Cape. The Interviews cost R700.00 and are held at Signature Flight Support.
December Courses
Deal Alliance will be offering an Initial CRM (2 days), or refresher (1 day) followed by "Dangerous Goods" (1 day). Then they will also be offering a general radio licence test and the language proficiency rating (See above). This will all take place in the week of the 10th December. From next year, this will be offered on a regular basis.
Further details on the Pilot Ground Schools for this year and on the Language Proficiency Ratings can be obtained from either Vanessa or Deborah on the following cell numbers:
Deborah 082 495 8179
Vanessa 076 745 2423
When things go bump in the front --> Tony Beamish
I have the pleasure of being the caretaker of ZS-MAM, a 1976 Seneca II. MAM was fitted with fabulous avionics in 2005 and has long legs. On 18 May 2007 I took my American cousin to Namibia for a visit.
Having departed Cape Town at exactly 11h00 for Lüderitz we climbed to FL105 and at 11h23 set the aircraft up for the cruise on our 470 mile three hour flight on a beautiful day.
MAM has a JP Instruments EDM-760 Engine Graphic Monitor. See: www.jpinstruments.com and (www.jpinstruments.com/edm_twin.html . I won’t elaborate here on the functions of the EDM-760 as you will see this from the links provided except to say that when EGT, CHT, TIT, Oil Temperature, Battery Voltage or Engine Cooling is outside of Piper’s parameters the aural warning certainly lets one know.
1 hour and 59 minutes into the cruise a slight jolt to the left was felt. My immediate thought was that there was a turbocharger problem. Two years ago a clamp on the induction side of the turbocharger came adrift in the cruise and this appeared to be a repeat of what I had experienced before. There was no aural warning but a scan of the steam gages – yes, we still rely on those – revealed a drop in the left engine’s manifold pressure from the 31,7 inches cruise setting. There was no noticeable decrease in oil pressure or increase in oil temperature, so no need in my mind to declare an emergency. Simply invoke some rudder trim and proceed a few knots slower. (Part of my Seneca training focused on the fact that one might experience a partial loss of power as opposed to a total power loss. Another aspect of my training was in those circumstances to nurse the ‘good’ engine.)
ZS-MAM is approaching the ‘ouch’ expenditure stage with two factory remanufactured engines to be ordered in 2008. The Teledyne Continental TSIO-360-E’s have a 1,400 hours TBO and are in their ‘second life’ at 2,700+ and are almost time expired. Factory remans – the only Seneca option right now – come at R290,000 each. (New engines are also an option.) Fortunately the new engine have a TBO of 1,900 hours.
Anyhow, we landed safely in Lüderitz and continued our trip on Air Namibia. Westair Maintenance in Windhoek Eros was retained to fly to Lüderitz with an engineer and a Seneca pilot. It was found that the number three cylinder head had separated from the cylinder. A loaner number three cylinder was installed and MAM was flown by a Westair pilot from Lüderitz to Windhoek Eros. (Apparently there are few South African CAA commercially licensed Seneca pilots around Namibia).
At Eros the cylinder was replaced with a serviceable unit but the engineers still experienced a rough engine. After investigating they found that the number four cylinder had severe carbon deposits in the rockerbox. They removed the cylinder and found the exhaust valve guide worn beyond limits. (See the pictures).
TREND MONITORING
One perceived benefit of engine graphic monitors is the ability to predict a problem before it occurs. Why was there no aural warning in the time leading to the cylinder failure? Why was there no aural warning after the cylinder head had parted company with the cylinder? There were no exceedences in the monitored parameters either before or after the failure. There was also no oil noticeable on the cowl in flight.
Engine Graphic Trend Monitoring in piston engines is, in my view, in its infancy. The engine monitoring software provided by JP Instruments (and downloaded free of charge from their website) is rudimentary yet adequate but not nearly as good as the EG Trends software – whose byline is “Preflight the inside of your engine™”. Their website is: www.egtrends.com. I first saw their software on display at Oshkosh in 2005 but didn’t buy it. I have now placed my order.
ENGINE MAINTENANCE
One really doesn’t wish to throw money at an engine which is on its last 100 hours of useful life and so I hope things run smoothly until the engine Lotto is won – which must be in the next twelve months.
I traced ZS-MAM’s MPI history back to 1992. I started flying the aircraft in 2004. From 1992 to 1999 it flew 390.2 hours (an average of 55,7 hours per annum) and from 1999 to 2004 it only flew 16 hours (an average of 3,2 hours per annum). I have flown MAM in excess of 300 hours between November 2004 and September 2007. There are engine and airframe maintenance issues in not flying an aircraft frequently. Teledyne Continental tells one: “As a general rule, changing your oil at least every 50 hours of operation and flying your aircraft at least once a week will go a long way in preventing internal corrosion and its associated maintenance headaches. If your aircraft is based in an extremely corrosive environment (i.e. high humidity, near the seashore, etc.) or in extremely favourable anti-corrosive area (stable temperatures, low humidity, desert like conditions, etc.) these intervals can be adjusted accordingly but as a rule of thumb they are a pretty good guideline for preventing excessive internal engine corrosion and the unexpected maintenance costs caused by it.”
See: http://tcmlink.com/fiddefault.aspx?cgroup=MATTITUCK&cpagename=CORROSION
I am not inferring necessarily that there is a causal link between the lack of use and the severe carbon deposits in the rockerbox of the number four cylinder but the engine manufacturers cannot preclude that possibility. I belong to the Piper Owner Society (www.piperowner.org) and they approached the engine manufacturer Teledyne Continental (www.tcmlink.com) on my behalf with my research into the MPI history together with the engine graphic monitor stats and usage information. There were no exceedences during my tenure as pilot of ZS-MAM except for the shock cooling warning that has occasionally occurred on final approach for landing.
See also: http://tcmlink.com/fiddefault.aspx?cgroup=MATTITUCK&cpagename=GOODHABITS
If anyone would like to play around with ZS-MAM’s engine monitor graphs then go to www.jpitech.com/1body_downloads.php4 and download EzPlot or EzTrends and then e-mail me and I will forward my flight data files to you.
Tony Beamish
tony@beamish.co.za
Aviation News
Crash Pilot Allegedly Attacked by Angry Commuters --> Avweb.com (submitted by A Russel)
The South African media is sorting out the facts after at least one news outlet reported that the occupants of a vehicle hit by a Tiger Moth in an accident on a road south of Johannesburg Wednesday attacked the injured pilot while he was still strapped into his seat. The pilot, Glen Simpson, is reportedly doing well in hospital but the crash killed his passenger and the driver of a bus that was struck by the plane. One other vehicle was also hit and a total of 23 people were injured, most of them on the bus, which carried 40 people. There's some question whether the attack actually took place, however.
The Independent said Simpson's parents were unaware that any beating took place but quoted 702 Eyewitness News as saying: "His father Mike told 702 Eyewitness News that angry commuters started kicking Simpson after the accident, while he was still strapped to his seat. A witness confirmed that commuters had attacked the injured pilot." The spectacular accident is naturally being investigated by a long list of authorities.
-------------------
Women in aviation history --> Danny Buitendag
In...
1908
Thérése Peltier becomes the first woman to ascend in an aeroplane when Delagrange, her instructor, takes her up. She flies about 656 feet at a height of 13 feet.
1910
Blanche Scott is the first woman pilot in the United States to make a solo flight. This event took place at Lake Keuka, Hammondsport. And, in the same year, Elise Deroche, the colorful self-styled Baroness Raymonde de Laroche, becomes the first woman in the world to receive a pilot’s license in Paris. In 1919, Baroness Raymonde de Laroche breaks the women’s altitude record by flying to a height of 16,896 feet. In the same year she is killed in a flying accident in Northern France.
1911
Mrs. A. Hewlett is the first British woman to gain a pilot’s license. And, the first woman in the United States licensed as a qualified pilot is Harriet Quimby, a drama critic. The following year, Harriet lands in Calais, France after a solo flight across the English Channel from Dover.
1913
Attempting to establish a new women’s altitude record, Bernetta Miller is covered with oil and temporarily blinded when her oil flow indicator smashes. She makes a safe emergency landing in New York. Then, Katherine Stinson becomes the first woman in the United States to loop-the-loop in an aeroplane. The stunt was performed over Chicago. And also in 1913, the first woman to make a parachute jump from an aeroplane is Georgia “Tiny” Broadwick. The 18-year-old American descends 1,000 feet over Los Angeles, California.
1924
French pilot Adrienne Bollard wins the women’s record for looping, performing the feat 212 times in 1 hour and 1 minute in her Caudron 127 in Paris.
1934
Nelly Diener becomes Europe’s first air stewardess.
1937
Famous pilot, Jacqueline Cochran, sets a new speed record for women by flying over 203 mph. In 1939 she achieves a woman’s altitude record of 30,052 feet over Palm Springs, California in a Beechcraft Model 17. And in 1953, Jacqueline becomes the first woman to fly faster than the speed of sound while flying a Canadian-built North American F-86 Sabre. On the same day, she sets the world speed record for women at 652 mph (1,049 kmh). In 1963, at Edwards Air Force Base, California, Jacquiline also sets a 100-km closed-circuit world speed record for women of 1,203.7mph in a Lockheed Starfighter.
1942
Squadron No. 588 of the Soviet Air Force, an all-woman night-bombing unit equipped with Polikarpov Po-2 biplanes, is formed in the USSR.
1959
French flyer Jacqueline Auriol, piloting the Mirage III, becomes the first woman to attain the speed of Mach 2.
1965
Mrs. Guy Maher arrives from Culver City, California at Medford, New Jersey in a Hughes 300 to complete the USA’s first transcontinental helicopter flight by a woman.
1966
The first round-the-world solo flight by a woman is made by British pilot Sheila Scott. She flies 29,000 miles (46,670 km) in stages in her Piper Commanche Myth Too. In 1971, Shelia Scott makes the first flight by a light plane from equator to equator via the North Pole. Flying in a Pipper Aztec D, she covers 34,000 miles (54,718 km).
1969
The first woman airline pilot in the West, Turi Widerose of Norway, makes her first scheduled flight as a first officer for Scandinavian Airlines.
1983
The first all-woman flight crew to fly a round trip across the Atlantic is the Air France C-141 crew form the 18th Military Airlift Squadron, McGuire Air Force Base, New Jersey.
(From www.centinnialofflight.gov)
- Dates to diarise
- Chairlady's Report
- Course Dates
- ATC Flip Day, round 2
- OVerberg Fly in
- End of Year Function
- Courses: ATP & COM Ground School; English Language Proficiency Ratings
- When things go bump in the front (ZS-MAM)
- Aviation News
Dates to Diarize
- 20 October
International Day of the Air Traffic Controller (ATC flip day round 2) - 26 October
Have You Seen my Parachute? Skydive Ceres presentation @ CTFC, 8pm - 9-11 November
TFDC Fly In, AFB Overberg (www.flyin.org.za) - 24 November
CTFC End of Year Function
Chairman's Report --> Alexia Michaelides
Greetings fellow members.
I am happy to report that things at the club are ticking along very nicely and thrilled to see ZS-PIA flying again with its small problem finally sorted out. We have two aircraft coming up for new engines, but KBK should be quite quick as the engine has already been ordered. KKU is another story and we are not sure at this stage how long she will be out of action.
Please note that we have some great functions coming up now for Spring, and Vossie and David Wilson will keep you posted regarding dates for next party as well as the Year End Function. Keep an eye on the newsletter for information regarding the Overberg Air Show and Fly-Away. Bookings are not as yet open for that period, and no advance bookings will be possible. This will be done on a "first come first served" basis as per the on-line booking system which is the fair way to do things.
I am making yet another appeal for all new members to come and greet the committee prior to the next committee meeting. The next meeting will be on the 15 October and all new members who have not yet met the committee members are encouraged to come and have a drink with us. We usually meet just before 6pm. We really would love to meet all new members.
David Barnes has some great new ideas for the Pilot shop so keep a look out for the "big reveal" in a few weeks time.
Summer is coming and the shortage of aircraft is being addressed. We will be leasing ZS-IDL, available almost immediately (we are just waiting for insurance cover), and this C150 will be available for hire 'n fly as well as ab-initio training, and we have an option to lease ZS-POX as well, but this has not yet been confirmed.
The decision regarding the new fleet has already been discussed with the instructors. I will be opening the discussion up to the entire membership very shortly and everyone is encouraged to voice their opinion, suggestions etc. All suggestions etc should be in writing and if possible, give your reasons for your recommendations. We will be devising a way to collate everyone's ideas, but in the meantime I have given you food for thought.......
Safe flying to you all
Course Dates
Subject Presented By Date
Aircraft General Wyatt Watkins
Meteorology Pierre Myburg
Navigation Pieter Wesselman
Radio Course Chantal van Steijn (ATNS) 24/10/2007
If you would like to attend please let Beverley know.
ATC flip day round 2
Saturday the 20th October is International Day of the Air Traffic Controller.
To celebrate this day, CTFC will be hosting an ATC flip day.
(If you recall, the last one was rained out earlier this year...the weather WILL be perfect this time!)
The idea is to take the controllers and assistants flying from 12-2, and then braai/party after.
If you can help in anyway, be it flying or braai-ing or anything in between, please let me know.
(email: garethpinnock@gmail.com)
Overberg Fly In: Booking sheets
Please note that there will be no minimum hour requirement for planes going to the TFDC Overberg Fly In (including the Tomahawks). Bookings will take place on a first come, first serve basis. For more information on the event please visit www.flyin.org.za.
End of year function
Beverley needs numbers for catering purposes for the year end function ASAP. The year end function is on the 24th November and we will be having a spit braai which is the best you will ever taste. Of course this does cost money and the club will be sponsoring a portion but tickets can be purchased at R50-00 per head.
Confirm you're coming either by phone (021 934 0257) or email (info@capetownflyingclub.co.za).
Prizes/sponsorships
Vossie needs our help with the donation of prizes and sponsorships towards the cost of the event. If you can help, or would like to be involved in the organising, drop Vossie an email on geminimotors@telkomsa.net.
Donated prizes so far:
- A cruise for two in Table Bay aboard the catamaran "IQ " Generously donated by David Barnes
- A weekend for 2 at Kagga Kamma Private Game Reserve including accommodation, breakfast and guided excursions (game drive, sundowner trip, bushman paintings tour, stargazing) (www.kaggakamma.co.za) Runways 900m/1400m hard gravel, elevation 3250 feet. Generously donated by Hein de Waal (General Manager: Kagga Kamma)
- A two night stay for two couples (or four people sharing two rooms) at the Zebra River Lodge in Namibia's Tsaris mountains. Includes full board (excluding drinks), a ground trip to Sossusvlei with a guide and a sundowner drive into the canyons of the Tsaris Mountains on the evening of arrival. Total value around R9500-00. (www.zebrariver.com) Runway 1150m x 20m hard gravel, elevation 4380 feet. Generously donated by Marianne & Rob Field (Zebra River Lodge)
- A YAK-52 flight from Fisantekraal. Generously donated by Dale Humby
Courses & English Language Proficiency Rating
DEAL ALLIANCE will be offering the following courses at the Cape Town International airport at the Cape Town Flying Club premises:
- Commercial Pilot Course
From 8 October 2007 @ 0700 - 1300 - Airline Pilot Course
From 15 October 2007 @ 1730 - 2200
All SA pilots will need to do the Aviation English Language Proficiency Rating with their next licence renewal or by the 15 December unless they provide proof of English first or second language at Matric level. In this case they will automatically be given a Level 5 Rating which is renewable in 6 years time. If they do the Interview with a Test Centre, however and are rated as Level 6 speakers, they will not have to do a Rating ever again. Deal Alliance is the Approved Test Centre here in the Cape. The Interviews cost R700.00 and are held at Signature Flight Support.
December Courses
Deal Alliance will be offering an Initial CRM (2 days), or refresher (1 day) followed by "Dangerous Goods" (1 day). Then they will also be offering a general radio licence test and the language proficiency rating (See above). This will all take place in the week of the 10th December. From next year, this will be offered on a regular basis.
Further details on the Pilot Ground Schools for this year and on the Language Proficiency Ratings can be obtained from either Vanessa or Deborah on the following cell numbers:
Deborah 082 495 8179
Vanessa 076 745 2423
When things go bump in the front --> Tony Beamish
I have the pleasure of being the caretaker of ZS-MAM, a 1976 Seneca II. MAM was fitted with fabulous avionics in 2005 and has long legs. On 18 May 2007 I took my American cousin to Namibia for a visit.
Having departed Cape Town at exactly 11h00 for Lüderitz we climbed to FL105 and at 11h23 set the aircraft up for the cruise on our 470 mile three hour flight on a beautiful day.
MAM has a JP Instruments EDM-760 Engine Graphic Monitor. See: www.jpinstruments.com and (www.jpinstruments.com/edm_twin
1 hour and 59 minutes into the cruise a slight jolt to the left was felt. My immediate thought was that there was a turbocharger problem. Two years ago a clamp on the induction side of the turbocharger came adrift in the cruise and this appeared to be a repeat of what I had experienced before. There was no aural warning but a scan of the steam gages – yes, we still rely on those – revealed a drop in the left engine’s manifold pressure from the 31,7 inches cruise setting. There was no noticeable decrease in oil pressure or increase in oil temperature, so no need in my mind to declare an emergency. Simply invoke some rudder trim and proceed a few knots slower. (Part of my Seneca training focused on the fact that one might experience a partial loss of power as opposed to a total power loss. Another aspect of my training was in those circumstances to nurse the ‘good’ engine.)
ZS-MAM is approaching the ‘ouch’ expenditure stage with two factory remanufactured engines to be ordered in 2008. The Teledyne Continental TSIO-360-E’s have a 1,400 hours TBO and are in their ‘second life’ at 2,700+ and are almost time expired. Factory remans – the only Seneca option right now – come at R290,000 each. (New engines are also an option.) Fortunately the new engine have a TBO of 1,900 hours.
Anyhow, we landed safely in Lüderitz and continued our trip on Air Namibia. Westair Maintenance in Windhoek Eros was retained to fly to Lüderitz with an engineer and a Seneca pilot. It was found that the number three cylinder head had separated from the cylinder. A loaner number three cylinder was installed and MAM was flown by a Westair pilot from Lüderitz to Windhoek Eros. (Apparently there are few South African CAA commercially licensed Seneca pilots around Namibia).
At Eros the cylinder was replaced with a serviceable unit but the engineers still experienced a rough engine. After investigating they found that the number four cylinder had severe carbon deposits in the rockerbox. They removed the cylinder and found the exhaust valve guide worn beyond limits. (See the pictures).
TREND MONITORING
One perceived benefit of engine graphic monitors is the ability to predict a problem before it occurs. Why was there no aural warning in the time leading to the cylinder failure? Why was there no aural warning after the cylinder head had parted company with the cylinder? There were no exceedences in the monitored parameters either before or after the failure. There was also no oil noticeable on the cowl in flight.
Engine Graphic Trend Monitoring in piston engines is, in my view, in its infancy. The engine monitoring software provided by JP Instruments (and downloaded free of charge from their website) is rudimentary yet adequate but not nearly as good as the EG Trends software – whose byline is “Preflight the inside of your engine™”. Their website is: www.egtrends.com. I first saw their software on display at Oshkosh in 2005 but didn’t buy it. I have now placed my order.
ENGINE MAINTENANCE
One really doesn’t wish to throw money at an engine which is on its last 100 hours of useful life and so I hope things run smoothly until the engine Lotto is won – which must be in the next twelve months.
I traced ZS-MAM’s MPI history back to 1992. I started flying the aircraft in 2004. From 1992 to 1999 it flew 390.2 hours (an average of 55,7 hours per annum) and from 1999 to 2004 it only flew 16 hours (an average of 3,2 hours per annum). I have flown MAM in excess of 300 hours between November 2004 and September 2007. There are engine and airframe maintenance issues in not flying an aircraft frequently. Teledyne Continental tells one: “As a general rule, changing your oil at least every 50 hours of operation and flying your aircraft at least once a week will go a long way in preventing internal corrosion and its associated maintenance headaches. If your aircraft is based in an extremely corrosive environment (i.e. high humidity, near the seashore, etc.) or in extremely favourable anti-corrosive area (stable temperatures, low humidity, desert like conditions, etc.) these intervals can be adjusted accordingly but as a rule of thumb they are a pretty good guideline for preventing excessive internal engine corrosion and the unexpected maintenance costs caused by it.”
See: http://tcmlink.com/fiddefault
I am not inferring necessarily that there is a causal link between the lack of use and the severe carbon deposits in the rockerbox of the number four cylinder but the engine manufacturers cannot preclude that possibility. I belong to the Piper Owner Society (www.piperowner.org) and they approached the engine manufacturer Teledyne Continental (www.tcmlink.com) on my behalf with my research into the MPI history together with the engine graphic monitor stats and usage information. There were no exceedences during my tenure as pilot of ZS-MAM except for the shock cooling warning that has occasionally occurred on final approach for landing.
See also: http://tcmlink.com/fiddefault
If anyone would like to play around with ZS-MAM’s engine monitor graphs then go to www.jpitech.com/1body_downloads
Tony Beamish
tony@beamish.co.za
Aviation News
Crash Pilot Allegedly Attacked by Angry Commuters --> Avweb.com (submitted by A Russel)
The South African media is sorting out the facts after at least one news outlet reported that the occupants of a vehicle hit by a Tiger Moth in an accident on a road south of Johannesburg Wednesday attacked the injured pilot while he was still strapped into his seat. The pilot, Glen Simpson, is reportedly doing well in hospital but the crash killed his passenger and the driver of a bus that was struck by the plane. One other vehicle was also hit and a total of 23 people were injured, most of them on the bus, which carried 40 people. There's some question whether the attack actually took place, however.
The Independent said Simpson's parents were unaware that any beating took place but quoted 702 Eyewitness News as saying: "His father Mike told 702 Eyewitness News that angry commuters started kicking Simpson after the accident, while he was still strapped to his seat. A witness confirmed that commuters had attacked the injured pilot." The spectacular accident is naturally being investigated by a long list of authorities.
-------------------
Women in aviation history --> Danny Buitendag
In...
1908
Thérése Peltier becomes the first woman to ascend in an aeroplane when Delagrange, her instructor, takes her up. She flies about 656 feet at a height of 13 feet.
1910
Blanche Scott is the first woman pilot in the United States to make a solo flight. This event took place at Lake Keuka, Hammondsport. And, in the same year, Elise Deroche, the colorful self-styled Baroness Raymonde de Laroche, becomes the first woman in the world to receive a pilot’s license in Paris. In 1919, Baroness Raymonde de Laroche breaks the women’s altitude record by flying to a height of 16,896 feet. In the same year she is killed in a flying accident in Northern France.
1911
Mrs. A. Hewlett is the first British woman to gain a pilot’s license. And, the first woman in the United States licensed as a qualified pilot is Harriet Quimby, a drama critic. The following year, Harriet lands in Calais, France after a solo flight across the English Channel from Dover.
1913
Attempting to establish a new women’s altitude record, Bernetta Miller is covered with oil and temporarily blinded when her oil flow indicator smashes. She makes a safe emergency landing in New York. Then, Katherine Stinson becomes the first woman in the United States to loop-the-loop in an aeroplane. The stunt was performed over Chicago. And also in 1913, the first woman to make a parachute jump from an aeroplane is Georgia “Tiny” Broadwick. The 18-year-old American descends 1,000 feet over Los Angeles, California.
1924
French pilot Adrienne Bollard wins the women’s record for looping, performing the feat 212 times in 1 hour and 1 minute in her Caudron 127 in Paris.
1934
Nelly Diener becomes Europe’s first air stewardess.
1937
Famous pilot, Jacqueline Cochran, sets a new speed record for women by flying over 203 mph. In 1939 she achieves a woman’s altitude record of 30,052 feet over Palm Springs, California in a Beechcraft Model 17. And in 1953, Jacqueline becomes the first woman to fly faster than the speed of sound while flying a Canadian-built North American F-86 Sabre. On the same day, she sets the world speed record for women at 652 mph (1,049 kmh). In 1963, at Edwards Air Force Base, California, Jacquiline also sets a 100-km closed-circuit world speed record for women of 1,203.7mph in a Lockheed Starfighter.
1942
Squadron No. 588 of the Soviet Air Force, an all-woman night-bombing unit equipped with Polikarpov Po-2 biplanes, is formed in the USSR.
1959
French flyer Jacqueline Auriol, piloting the Mirage III, becomes the first woman to attain the speed of Mach 2.
1965
Mrs. Guy Maher arrives from Culver City, California at Medford, New Jersey in a Hughes 300 to complete the USA’s first transcontinental helicopter flight by a woman.
1966
The first round-the-world solo flight by a woman is made by British pilot Sheila Scott. She flies 29,000 miles (46,670 km) in stages in her Piper Commanche Myth Too. In 1971, Shelia Scott makes the first flight by a light plane from equator to equator via the North Pole. Flying in a Pipper Aztec D, she covers 34,000 miles (54,718 km).
1969
The first woman airline pilot in the West, Turi Widerose of Norway, makes her first scheduled flight as a first officer for Scandinavian Airlines.
1983
The first all-woman flight crew to fly a round trip across the Atlantic is the Air France C-141 crew form the 18th Military Airlift Squadron, McGuire Air Force Base, New Jersey.
(From www.centinnialofflight.gov)
posted by Cape Town Flying Club at 11:11 PM
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