REPORT all incidents & hazards to aviation:
Telephone: 011-
Mobile: 083 461 6000
Fax: 011 545 1453
E-
JABIRU owners check for
service bulletins here:
Click here to calculate
density altitude
Did you know your aircraft’s best lift/drag ratio is the same as it’s best glide ratio?
Bushbaby owners check for
service bulletins here:
Useful Bushbaby or other aircraft checklist for annual inspection (ATF)
Click here to download
Don’t wait till it’s too late
Call SEARCH & RESCUE
011 9286454
or call an emergency on 121.5Mhz
Contact the WEBMASTER
Maintenance Schedule for Rotax 2-
APPROVED by CAA. The TBO for the 582 is now at 600 hours and the crankshaft may only be replaced on condition, among many other changes
Right click Cape Town Airspace and ‘save as’ to download and save the .kmz file.
DEFINITION of a Light Sport Aeroplane
P. LIGHT SPORT AEROPLANES
24.01.1.P.1 Design standards
Non-
built aircraft.
24.01.2.P.2 Classification parameters
(1)For an aeroplane to be classified as a light aeroplane, the following parameters need to be met:
@Maximum gross take-
(i) 600 kilograms for land planes;
(ii) 650kg for amphibian and sea planes.
(b) Maximum stall speed with no flaps deployed at MAUW 45 knots;
© Maximum speed in level flight maximum continuous power 150 knots;
(d) Two place maximum;
(e) Single, non-
(f) Unpressurised cabine.
(2) For the purpose of establishing conformity with sub-
included:
@ 80 kilograms per seat;
(b) Full fuel tank or 40kg (whichever is greater);
© Luggage mass as specified by the manufacturer;
(d) Safety rescue system if one is fitted;
(e) All standard and additional equipment and systems as fitted.
Radio Comms -
The signal quality is reported on two scales; the first is for signal strength, and the second for signal clarity. Both these scales range from one to five, where one is the worst and five is the best. The listening station reports these numbers separated with the word "by". Five by five therefore means a signal that has excellent strength and perfect clarity — the most understandable signal possible.
Designed & maintained by Richard Adcock -
Good or bad? The why and why not -
analysis on why it really is NOT a good idea!
CAPE TOWN FREQUENCY CHANGES:
Cape Town Approach OLD: 119, 700 MHz t NEW: 120, 050 Mhz
Cape Town Flight Information service OLD: 126, 500 MHz NEW: 131, 125 Mhz
New frequency – Cape Town Clearance Delivery – 122, 100 MHz
new circuits at FASH from Nov. 15 2011
ALL CIRCUITS TO BE FLOWN TOWARDS THE WEST OF FASH. 2.5NM CENTERED AROUND S335850 E0184922, EXCLUDING THE FACT CTR.
RIGHT HAND CIRCUIT for RWY 19 AND LEFT HAND CIRCUITS for RWY 01 to APPLY.
JOIN OVERHEAD at 1800FT ALT: DESCEND ON THE DEAD SIDE FOR 1300FT ALT DOWNWIND.
FASH FREQ 119.3 MHZ. GND to 2321FT AMS
VISUAL FLIGHT RULES MADE EASY
(courtesy of WYNAND from AVCOM)
URGENT! MANDATORY INSPECTION -
Possible power-
document and check your motor before undertaking any flight
FROM THE TOWER SIDE
Into the circuit
It is already the end of January and almost everyone is back from their holidays as it is sometimes going crazy at Cape Town International.
It is back to holding outside the CTR for far too long to your liking to wait for the arrival and departure sequence to finish. When you finally get to downwind, you probably need to orbit a bit more to get the last schedule traffic in or out. That’s when it is always a good idea to keep that circuit as tight as it is safely possible. Most of the regulars here from Cape Town normally do know that ATCs will find it easier to squeeze you in from close downwind. If you are too wide, it sometimes just take too long for you to land and vacate before the next schedule catch you up from behind.
Not too long ago, a light aircraft based at Cape Town Intl. was given an instruction
to land-
There have been instances where GA pilots acknowledge the instruction to plan for Charlie taxiway on landing and completely overshoot the Charlie intersection or pass it at too a high speed to turn off. Recently a pilot overshot the intersection in his light aircraft and unfortunately on that occasion the following schedule aircraft had to execute a missed approach.
Tell ATC if you are not comfortable or unable to fly close circuits or to land deep to vacate at an intersection when you ask for joining. This will enable ATC to make safer decisions in the airspace we battle to help keep safe. There are pilots out there, and we have an idea of the voices, which really make life easier for all of us with their professionalism and skill. I am sure it is the same from you’re side too towards ATCs. Most ATCs work really hard to let GA traffic in and land in between arriving and departing schedule traffic. The rules of the company and the SACAA dictate that schedule traffic has absolute priority over GA traffic. When things go wrong, ATC has to explain why they gave priority to the GA traffic and not the schedule traffic. That is why it is important to always keep up your situational awareness and work with ATC.
Things can go crazy within a moment’s notice and both ATC and pilots need to be aware
that we cannot afford to make mistakes. Most of the time it is the simple things
that cause unsafe situations for example, lack of situational awareness, non-
Regards
Ashley Kurtz
- If you want to go up, pull back on the stick!
- If you want to go down, pull back a little more.
- If you want to go down real fast and spin around and around and around, just keep pulling back!
DENSITY ALTITUDE
Caught out by the density altitude recently? Temperature and humidity have a huge effect on density altitude as witnessed recently at Morningstar where the high temps.and humidity played havoc with what pilots are accustomed to. Using the DA calculator (see right) the density altitude at Morningstar was over 3000ft! This reduced aircraft engine and airframe performance to such an extent that a few pilots even had to abort take off.
The conditions even resulted in carb icing! Get with the programme and familiarize yourself with the DA calculator to see just how radically high temperatures and humidity can affect your aircraft.
When last did you do a really thorough pre-
?