Mention the name of Wuhan to most people and they immediately associate it with the emergence of Corona Virus, AKA COVID, or COVID 19.
This deadly disease is alleged to have originated in a wet food market in Wuhan.
The wet market in question sells live fish, meat and wild animals, and the theory is that a strain of the virus prevalent in bats and other animals may have mutated, and crossed the species barrier, infecting humans.
The spread of the disease and its societal implications are globally significant, and are now, in the words of the prophet, old news.
Wuhan is located in central China and has a population of eleven million, compared with London’s nine-point five million. Whilst London is a financial powerhouse and hub, Wuhan is one of the major industrial areas of China for decades, and has promoted industrial development and change.
It has four scientific and technological development parks in three national development zones. It is home to over 350 research institutes, almost 2,000 high tech companies.
Well, to counterbalance the export of CV19, it appears that Wuhan may also deliver a completely clean aircraft engine technology that will help to reduce the effects of Climate Change.
Current aircraft engines are known as High Bypass Turbofans. Running on a mixture of Kerosene and air, they rely on spinning a very large intake fan and a number of turbines to incrementally pressurise the air drawn in at the front, which is then combined with the jet fuel to produce combustion.
The resulting high-pressure exhaust gasses exit the tailpipe at high velocity, creating thrust.
This is an elegant engineering solution, which unfortunately has an inelegant by-product – the exhaust comprises greenhouse gasses which have been proven to increase the rate of climate change.
Whilst commercial aviation (Passenger and Freight flights) contributes less than 3% to the annual global CO2 pollution, it still amounts to about 918 million tonnes of the stuff, so any reduction is most welcome.
It appears that those clever folk at the Institute of Technological Sciences at the Wuhan University (Dan Ye, Jun Li and Jau Tang) have designed a jet engine that relies upon a plasma drive to generate thrust.
The basic theory of such a drive is fairly simple. If a source of compressed air is subjected to bombardment with microwave radiation, the air mass is ionised, turning it into Plasma and heated to a very high temperature – about 1000ºC.
No Kerosene. No Igniter system. No complex turbines. No overly complicated fuel metering and injection systems.
All that is needed is a source of high voltage electrical power to generate the microwave energy required (using a device called a Magnetron) and an air compressor to deliver the required airflow.
Boeing has already developed highly effective electrically driven systems to replace engine driven air compressors used for air conditioning and pressurisation. The 787 is an electric jet – engine-driven hydraulic pumps replaced with large electric motor driven pumps, electrically operated wheel brakes.
In order to power all of these massive electrical loads, the 787 has a very heavy duty generating and distribution system. Such high loads generate a lot of heat, so temperature control is provided by a liquid cooling system running through a heat exchanger. This provides heating for the cargo holds.
Theoretically, the same electrical technology could be used to run high capacity compressors and a powerful microwave magnetron.
Engine output power may be controlled and varied by either adjusting the pressurised airflow rate or increasing or decreasing the power of the microwave field being generated.
Research is at an early stage, but the team at Wuhan have managed to generate a plasma flow with sufficient power to lift a small steel ball. Using only 400w of microwave energy (2.45Ghz) and a flow rate of 1.45 m3/hour they generated a jet propulsion force of 28n/kW. Scaled up, this is equivalent to the output of a conventional jet engine.
There are other advantages to using such technology. A typical widebody jet such as a Boeing 747-400 may have a maximum fuel capacity of 138,500 kg – fuel that would no longer be needed.
Future aircraft designed to use this new type of engine could be engineered to use the weight advantage for carrying either extra passengers or cargo.
A double benefit from this simple design.
A simplified engine without complicated turbines and compressors, lighter, easier to maintain, easy to control, with no associated fire risks.
A simplified aircraft structure, without the need to carry thousands of litres of kerosene.
An aircraft that is much kinder to the environment, exhausting just air into the atmosphere.
An aircraft that would be far cheaper for airlines to operate.
What’s not to like?
 Wuhan National Research Centre for Optoelectronics (WNLO), which has published the largest number of academic publications among the top three optical centres worldwide. http://www.wnlo.cn/
I met up with my friend Greg in the Cafe in the flying club. It was 0830 on a slightly overcast summer morning.
Sitting down with mugs of tea, and an egg and bacon sandwich each, we reviewed my proposed route.
We would be flying from my home base of Redhill Aerodrome in Surrey (about 4.0 nautical miles NNE of London’s Gatwick Airport (EGKK), and about 20nm SE of Heathrow Airport EGLL) to Newquay Airport (EGHQ) to meet up with Neil, a fellow pilot and an Air Traffic Control Officer.
We finished our breakfast and pulled out the charts and the NOTAMs (Notices to Airmen) and a meteorological forecast. There was nothing in the NOTAMs to affect our flight, but a check of the Met showed scattered rain showers along our route, blowing in from the south west.
Knowing that Greg had far more hours than me, I asked his opinion, and he remarked that he would go, and see what it was like enroute, and if it looked to be deteriorating, then we could return – adding that as I was the aircraft commander (and the owner!) it was my decision.
I decided that we would go, making the Surrey city of Guildford my Go/No-Go waypoint. If it was poor weather by the time I got to Guildford, some twenty miles west of the field, I would make turn back.
We wandered out to Betty Boo, and did a quick yet thorough pre-flight inspection.
I swiftly started the engine, called the tower for a radio check and traffic information, and was given permission to taxi for runway 26 Right. the shorter of the two grass runways.
It was a quick taxy. There was nothing to hold us up – a midweek morning, and all the school aircraft were already either thrashing round the circuit, or had disappeared into the local area. I weaved my way across the grass, and joined Taxiway A to hold short at A2.
Swinging the Super Cub into the wind, I conducted the vital actions checks, and completed a run up. Waggling the flight controls reassured me that everything was correctly attached, and after conducting a pre-departure briefing, I called the tower “Betty Boo ready for departure” Very unofficial RT procedures, but, hey, it was very quiet and the controller said it first!
“Betty Boo, cleared for take off Runway 26 Right, surface wind 250 at 5 kts”
I made the acknowledgment, and said to Greg “Ready to go mate?”
“Go for it” came back through my headset.
I eased the throttle open, and gently taxied onto the threshold, marked out on the grass with white paint.
“Betty Boo Rolling” I called, and received a terse “Roger” from the tower.
I held the stick forward, applied the power smoothly, correcting the swing with rudder. The tail came up quickly, and within a few seconds we were making the magical transition from ugly duckling to elegant swan, the engine purring smoothly as we climbed away.
Clearing the Aerodrome, I was directed to depart via west Reigate, and the Buckland Visual Reporting Point.
As we climbed to 1500 feet, and looked west, I must admit, that it didn’t look too promising; hazy with a light grey gauze draped across my intended route.
I had a plan, and I was going to stick to it, so we continued westwards, to pass to the south of Guildford.
The weather goblins had other ideas.
East of Guildford, I got the first lashings of rain, the water droplets hitting the windscreen, and then being bullied by the slipstream to rush in rivulets round the sides of the canopy.
I applied carburettor heat, and immediately made a 180 degree turn, saying to Greg “This is a fabric winged aircraft, I am recovering back to Redhill”
“Sound decision” came his nonchalant response.
I called Redhill, and explained that we were returning, to be told that a heavy shower was passing through, overhead the field, and that I should aim to re-join for runway 26 Left via the motorway junction.
Winding the airfield pressure into the altimeter, I ran through the descent checks, and suggested to Greg that we do a few circuits as it would be good practice.
He thought that was a good idea as well, so I called the tower and requested that we do a missed approach, followed by a touch and go, and then maybe some non-standard landings.
The tower quickly approved this, saying that there were no other aircraft currently in the circuit, and to call on final approach.
I brought the power back, and trimmed us for a nice steady 60 mph, planning to reduce to 50 mph on short final. I pegged the altimeter on 1300 feet as I didn’t want to run the risk of infringing class A airspace as I was flying in.
It all seemed to be working out. I was flying through clear air, but although the rain had stopped, looking west, it was still coming in. I calculated that I had about half an hour in the circuit – maybe three turns round the field.
The motorway junction was on the nose, and as I crossed it, I rolled South, roughly paralleling the M23 London to Brighton motorway.
A few minutes later, I banked right, bringing Betty Boo into line with the runway, calling on the radio that I was on final approach for a missed approach.
Having received my clearance, I continued to descend, and at 200 feet, turned off the carburettor heat, and applied full power, climbing away back into the circuit. I progressively cleaned the airframe up, moving the flap lever in easy stages, and retrimming for straight and level.
The downwind leg was uneventful, and I called the tower, requesting a touch and go.
“Call Finals” was the response from ATC, and so I started descending, putting on carburettor heat, and taking the flaps as before. At 200 feet, carburettor heat cold, ready for the go around.
I had nailed the airspeed at 55 mph, and came across the threshold at the correct height.
Bleeding off the power, I gently pitched back into a three-point attitude, and she sank onto the grass.
A couple of rumbles and some gentle bumping, holding her straight with rudder, I smoothly applied full power, and pitched back up into a best rate of climb attitude as required by the airfield regulations.
I had reached about 150 feet when the engine stuttered, popping and juddering, and the RPM was dropping rapidly backwards round the gauge!
I instantly shoved the nose forwards, my hands making the checks unbidden – Magnetos, Mixture, Fuel, Primer, Carb Heat. Everything was correctly configured and where it should be.
The engine was now winding back, giving virtually no power, but I managed to ease another 100 feet out of her.
I slammed away the landing flap, and gently rolled right, hearing the controllers calm voice saying:
“Betty Boo, the field is yours, land wherever, Cessna Golf Charlie Whiskey hold in your current position, I’ll call you back”
My throat was dry, and I concentrated on not stalling, descending in a gentle right-hand turn. Airspeed…. must keep airspeed… I couldn’t risk looking at the Air Speed Indicator – I was doing this by feel and sound. Thank god for all the sailplane experience.
The runway was under the nose, so I rolled wings level, and deadsticked about halfway down the grass, leaving me another 400 metres if I had needed it.
I allowed the speed to wash off, not touching the brakes, and vacated off the runway so that it could still be used.
“Good landing mate”
I jumped. I had almost forgotten that Greg was sitting there in the back cockpit.
“Thanks” I responded. “Not quite how I saw today playing out, but I’m glad we are in one piece.”
We exited the cockpit, and waited for the Ops car to arrive.
The airfield manager duly arrived, and having reassured himself that we were safe, and that the aeroplane and airfield were undamaged, he asked us to push the aircraft further from the runway and secure it and park it and he would arrange for it to be towed to the hangar when the airfield closed.
He kindly gave us both a lift to the hangar.
The aftermath of this, is that I submitted a full report, with my conclusion – that I had been the victim of carburettor icing.
I subsequently discussed this with a very experienced Cub instructor pilot, and he suggested that the Continental engines fitted to this type were highly susceptible to icing. When he heard that a rain shower had passed through about half an hour prior to my touch and go, he was convinced that the short ground roll had ingested enough water to cause icing in the carburettor leading to loss of power and subsequent engine failure.
Now, I learned a BIG lesson from this.
When I was taught to fly, all of my instructors emphasised that carburettor heat should be selected during the approach to land, and should be switched to cold as part of the after landing checks.
They also said that if a landing was baulked – a touch and go, the carburettor heat should be selected COLD, so as to ensure full power availability for the climb out.
This is what I had done in the Super Cub. As soon as I had touched down, I selected COLD, and as a result, there was no warm air running through they system to protect me from the ice caused by the water ingestion.
As this happened a while ago, I decided to review my various checklists. They all state that the Carburettor Heat is selected HOT for the approach, and moved to cold for a baulked landing.
So – my first ever MAYDAY. A sphincter-clenching moment, but one that made me do a lot of introspection. Did I do the right thing?
Looking back, maybe I made the wrong decision to risk a long-distance flight in a fabric-covered aircraft when rain and maybe marginal VFR was forecast? Had I decided not to fly, then I would have never placed myself and my aeroplane into a risk situation – albeit a risk that I had not foreseen or even fully understood.
My aircraft handling skills were not wanting, and the drills that I had practiced so many times were virtually automatic.
The aeroplane was undamaged. The crew were safe and uninjured. A successful outcome.
The following day I discovered that the engineers wanted to be absolutely sure there were no technical issues that could have caused the engine failure. They therefore stripped down the entire fuel system. They only found some minor contamination, so the verdict was that I had encountered engine icing.
What did I learn?
I learnt that an engine can ingest sufficient water from wet grass in a landing roll of 180 metres to fail the engine less than a minute later.
Flying is a serious addiction. It needs feeding, and a sufferer will need to get a regular fix if he or she is to remain happy. Denying any aviator their flying fix will result in massive mood swings, irritability, loss of sense of humour, and a restlessness that is impossible to shift.
Having passed my written examinations for my ATPL in the UK, I needed to build my flying experience, and amass a considerable number of hours in a relatively short time.
Working in Flight Operations for a major British Airline, meant that I had access to heavily discounted airfares, and in some cases free tickets and as flying light aircraft in the USA was half the price of flying in the UK, it made sense to go to America.
Readers of my previous posts will know that I learned to fly in Fort Worth near Dallas, however, I wanted to do my hours building in an area where I could partake of other leisure activities when not flying.
This left me with two choices; Florida or California. I did a lot of research on the two states, and their flying schools, and decided to go to Southern California, initially to Fullerton Municipal (KFUL) and then to Long Beach (KLGB).
As I had friends in Southern California, I frequently combined flying with chilling out in either Rancho Santa Margarita or Dana Point. This naturally involved drinking beer, shooting the breeze, and in some cases, shooting firearms on a friends ranch.
Which brings me to the point of this article. There is always one person that you will meet in aviation who is a true professional and leaves a lasting and indelible impression upon you, stamping their ethos onto your soul.
I met that man in February 2002, at Long Beach Airport.
I had landed at LAX the previous afternoon and planned my stay in such a way as to maximise my flying time. I booked a hotel near Long Beach Airport and drove there from LAX so that I could be at the flying club first thing the next day.
Walking into the flying club, I chatted with the ops desk clerk and told him that I wanted to book an aeroplane and an instructor. I had decided that I would use the hours building opportunity to do the differences training onto a new aeroplane type, and I was offered a Cessna 172 Skyhawk. I was told that Harry was available and that they would ring him for me to discuss times with him.
When the call connected, I explained to Harry what I wanted to do, that I wanted to convert onto a new type and to undertake my biennial flight review.
“Sure,” he said, “The airplane is booked at 1500, for a two-hour slot. So, meet me at the club at 1430, we’ll go through the paperwork, and briefing. Then we will go and sit in the airplane for an hour, going through the drills and talking about the performance. You gotta pay for my time whatever, but you only pay for the airplane once the engine is running, so better to do the classroom stuff on the ground, then we can concentrate on having fun and flying”
Putting down the ‘phone, I smiled. Harry sounded a nice bloke. He’d saved me a good few dollars, so I decided to invest in a new checklist, a chart, and other bits and bobs in the pilot shop.
When I say bits and bobs, I mean a new Noise Cancelling Headset and a RAM mount for my GPS navigation unit.
I read the club rules, signed the books, and reviewed the departure procedures and any long term NOTAMs that would affect me the next day. I decided that I would leave the route plan up to Harry, and just see what happened.
The next morning was gloomy and foggy, typical LA Basin weather, but if it was true to form it would have burnt off by about 1400, so happy days.
I grabbed a quick hotel breakfast, and glugged back a mug of coffee, and then drove to the airport.
Parking up, I walked up the stairs to the club, grabbed another coffee, and went and sat on the balcony overlooking the ramp. On the far side of the airport, the Sheriff Department’s helicopter sat forlornly on the parking, and I could see a C-17 being towed into the McDonnell-Douglas (now Boeing) hangar.
I killed the time reading the Pilots Operating Handbook for the Cessna C172 SP Skyhawk and chatting with the other students and club pilots. After a relaxed lunch of a grilled sandwich washed down with Sprite, I went back into the ops room to meet Harry.
Harry wandered in at 1430, carrying his clipboard, headset, chart and a small case. About my height, but with at least ten years seniority on me. He had a luxuriant moustache, which emphasised his happy smile.
We shook hands, and after a few pleasantries, went down to the aircraft, where he patiently went through the controls with me, paying special attention to the fact that this was an injected engine – different to the normally aspirated models that I had flown previously.
He conducted a brief questions and answers session with me, then briefed for the departure out of Long Beach. It was as I remembered, straight out, a left turn at the Los Angeles River, and down to the Queen Mary, where we would turn south.
The route was down to San Diego via Mount Palomar. Cool. I swiftly drew lines on the chart, and calculated times and headings, corrected with a quick call to 1-800-WX-BRIEF for an en-route weather briefing.
Then it was back to the aircraft.
Harry leaned back in the right-hand seat, looked across at me, and said, “OK, It’s your airplane, I’m just here for the ride.”
So saying, he looked out of the window, as I called Long Beach ground for taxi clearance, and requested a squawk for SOCAL approach Southbound to San Diego.
I frantically scribbled the clearance down, together with the Squawk; I was surely not used to the machine-gun-fast radio in the US.
We taxied out, number two to a Douglas DC-3, and stopped at the holding point to do the vital actions and pre-flight checks.
Once the DC-3 had departed, I lined up and asked Harry if he was happy and good to go.
“I’m good” was his laconic response, and I eased the throttle to the stop, and we accelerated down the tarmac, lifting off cleanly, and climbing away into the bright sunlight.
I smiled to myself. My prediction was correct – the maritime layer had burnt off nicely, and the sky was bright blue.
I changed frequencies to SOCAL approach, and they immediately had me identified on radar and cleared me to the south as filed. Crossing the LA River – which flows through a concreted canal, I rolled into a left turn and then left again to parallel the coast, gently climbing to my planned cruise altitude.
Interestingly, the Los Angeles River has been used in several movies, with probably the most famous ones being Grease, Terminator 2 and The Dark Knight Rises.
I could see Emmy and Eva the two oil platforms out ahead near the shoreline and some large cargo ships entering the Port of Los Angeles at Long Beach.
Harry seemed quite happy with my performance so far and once I had the aircraft trimmed out for straight and level flight, Harry came to life, as if energised by a switch in the cockpit.
He asked me to demonstrate several manoeuvres and spotted a number of areas where he thought I could improve my flying. Climbing a little higher, he had me stalling in every configuration, steep turns, timed turns, slow flight and practice engine failures.
At the end of each feedback session, he would get me to repeat the manoeuvre, and if I did it to his satisfaction, he would murmur “There ya go” If not, it was more practice required.
Having performed all of this he asked me to plan a diversion to Los Alamitos Army Air Base.
This made me work hard. The grilled cheese and ham sandwich and can of Sprite I scoffed earlier was conspiring against me, aided and abetted by the turbulence. I had to be head down in order to plan the divert (No Sky Demon moving maps then!), and I was grateful that the planning didn’t take too long, as I really didn’t want to toss my cookies in the aeroplane.
I rolled the aircraft onto my calculated heading and guessed at a wind correction, and we flew inland towards Los Al, descending at a pedestrian 500 feet per minute.
Harry leaned over and stared hard at my chart and the planned diversion, and then peered at the Direction Indicator. “That oughta work,” he said softly. After a few flights with Harry, I came to recognise this as high praise.
He leaned back into his seat, idly tapping his fingers on the glareshield.
“Hey, Y’know what would be good here… You done a talkdown before?”
I had never undertaken any Precision Approach Radar approaches, even during my instrument training, so this was going to be good.
Harry then said that he would take the radios and that I should concentrate on flying the aircraft.
I continued to descend, and Harry took control briefly and told me to put the hood on.
Once I was wearing the hood, he relinquished the controls. “She’s all yours” he grinned.
For the non-flying types that may be reading this, the “hood” is a smoked plastic visor designed to prevent a pilot from looking out of the windows, thus forcing them to fly using the flight instruments as their sole source of reference to navigate and control the aircraft safely.
I was now working at the extreme boundary of my performance envelope if I am honest. I was jet-lagged, and mentally tired, bearing in mind that this was my first flight for about a month.
Listening intently to the stream of instructions from the Radar Approach controller, I was constantly adjusting the power, rate of descent and heading. We were also getting lower and lower until finally the controller called “Radar Service Terminated”
Harry flipped my visor up, and there ahead of me was the main runway of Los Alamitos right under the nose.
“Will ya look at that! That came together nicely. Now, Go Around, and take me back to Long Beach, and we will have a coffee and a chat about what we should do tomorrow.”
The rest of the flight was almost routine, and I made a standard approach to Rwy 30 and an uneventful landing.
Switching to Long Beach Ground, we were cleared back to the flying club parking and as we taxied sedately back, Harry was giving me more feedback.
Pulling onto a vacant pan, I slowed the aircraft to a halt and performed the shutdown checks.
As the propellor jerked to a stop, the cabin became almost silent. I say almost, because the whine of the gyros spooling down and the ticking of the engine cooling reminded me that I still needed to secure the aeroplane.
We both got out, unplugging our headsets, and chatting amiably in the early evening sunshine.
Popping the control locks in, and removing the key, I made a final check that the master switch was off, before slamming the door and locking it.
I swiftly snapped the tie-down chains onto the lugs under the wings and walked around the aircraft tail to help Harry.
As I approached him, he held out something to me in his hand.
I took the item; it was a C90 cassette. I must have looked at him blankly, because he clapped me on the back, saying “Its an audio cassette, feller”
He reached back into the rear seat area and pulled out a small tape recorder. He had plugged it into the intercom jack in the rear cabin, so I had a complete record of the entire flight; his training, my responses, and the Air Traffic conversations.
He did this for every student that he took on an instructional flight. He made no charge for this. Not only was he an excellent instructor, from whom I learnt so much, but he was generous of spirit, and we flew many subsequent flights, where I was to enjoy his skilled instructing and excellent sense of humour.
His comedic muscle was well-developed. I remember that a few months later, I emailed him from England before my next arrival saying I wanted to do some interesting, longer navigation exercises, and he sent me a reply by email with a number of airfields to visit, together with web-links.
The suggestions were:
Las Vegas Muni, Santa Barbara, and the Chicken Ranch in Nevada…
I duly checked the links, to discover the Chicken Ranch was a brothel with its own airstrip.
I called him from the UK to explain that I didn’t think that SWMBO would be too enamoured of me visiting the Chicken Ranch.
He was roaring with laughter, as he said that he was thankful that I didn’t want to go there because his wife would be equally unhappy.
So, we went to Santa Barbara, but that’s another story.
Sadly, my mentor, instructor and friend died when his parachute failed to open at Perris Field in Southern California in October 2008.
After all these years, I still have four of Harry’s C90 cassettes, which I need to get digitised. I am sure there is still information that I can learn from.
Blue Skies Harry.
See you at the bar in the Big Flying Club in the Sky.
In September 2005 I decided that I needed a new flying challenge. I was stale. I completed my Instrument Rating a few years prior, together with my Multi Engine Rating, and Night Rating. I needed to rejuvenate my flying mojo. To do that I required a new challenge.
I was fortunate that I had been able to put some of the more interesting types of aeroplane into my logbook since getting my licence in 1989.
Through both training schools and friends, I had been privileged to sample the delights of many different aeroplanes. Reviewing my logbooks, I see many different types, from 1930s biplanes to Modern Hot ships.
Whilst I had flown a good number of tailwheel aircraft, and had handled them, I hadn’t completed formalised differences training which is required in the United Kingdom to fly one.
The necessary training was a short course consisting of a minimum of 5 hours flying time. Naturally, this was open-ended, and the number of hours required to complete the training is dependent upon flying ability and aptitude.
I flogged round the circuit at Redhill Airfield in G-BMKB, a Piper PA-18 Super Cub under the guidance of my instructor, Jim. Jim was a highly experienced tailwheel pilot, despite him being in his early twenties.
My general handling abilites seemed to be fine. Take offs were, shall we say, interesting in the early days, but with practice I could get the tail up and correct the swing nicely.
Landings however, were a different matter. My early attempt saw the little aeroplane leap back into the air like a startled Kangaroo, or slalom left and right as I wrestled with the rudder pedals to stop it chasing its own tail.
Jim normally sorted things out, and it wasn’t long before I could land the aircraft nicely in a three point attitude. I didn’t like wheeler landings – and still don’t, but I regarded them as a necessary evil.
I see that I completed my training in the minimum hours required, and have a nice sticker in my logbook proclaiming that I was comptent to fly more interesting types.
Towards the end of August in 2007, I decided that I would invest in a group-owned aircraft. A colleague at British Airways said that he wanted to get rid of his share in a Super Cub based at Redhill, and the price was right.
On a Sunny Saturday, I arranged to meet him and he would let me fly it prior to the sale.
I arrived at Redhill to find the aircraft sitting on the ramp outside the hangar.
I was walking towards the aircraft when I received a text message telling me that the seller was delayed by half an hour and that I should “Have a poke about and see what you think”
I did just that.
I opened the window and door, and had a good nose round the cockpit, which looked well kept, clean and tidy. It also had a radio and a VOR. Luxury!
I unclipped the cowling, and took a dekko at the engine, and whilst I was peering intently into the void I heard a voice say “Good Morning, are you interested in buying a share in Betty Boo?”
He looking meaningfully at the registration – G-BTBU
“She’s known by everyone on the field as Betty Boo”
I guess he was in his early sixties, with a mop of grey hair, and oil on his hands.
After a bit of general chit chat, he finally cut to the chase, and asked me about my flying background.
“Are you a shareholder in the group?” I asked. I wasn’t about to give my background without good reason.
“Yes” he replied, “I am. Been in the group for years”
“Well, if you must know, I learned to fly as an Air Cadet about six miles from here at RAF Kenley, back in the seventies”
He fixed me with a steady look, saying “I used to instruct at Kenley in the seventies.”
“What’s your name?” I asked
“I’m Stewart Rhodes.”
“Bloody Hell!” I exclaimed. “Dusty Rhodes! You sent me solo in 1976”
I shook his hand, but I could see that he was not convinced.
Anyway, I ended up buying a share in Betty Boo, and enjoyed flying her, after I had been checked out by Dusty Rhodes.
How weird. Small world?
Yes. The same man taught me in 1976 in a Kirby Cadet MkIII glider, and then sent me off again 31 years later in my own aeroplane.
Stellenbosch Airfield sits 414 feet above sea leavel, just to the South West of the small town of Stellenbosch, in South Africa.
Whilst Stellenbosch may be regarded as a medium-sized town, it does have a population in excess of 77,000 and has its own University.
Stellenbosch is also located squarely in the Cape Winelands, sharing this beautiful area with the towns of Paarl and Franschoek.
We had decided that we wanted to get to know more about South African wines, and what better place to discover the finer points than to tour some of the one hundred and fifty-odd vineyards and wineries along the Stellenbosch Wine Route.
Needless to say, we allowed for a full day of just cruising around the different venues, sampling the wine, and enjoying the Cape Dutch architecture, which I think has a timeless elegance.
So, having had a full day of cruising some lovely countryside, and meeting some really nice people, we drove back to our Bed and Breakfast accommodation to shower and change, and then we hit the town and found a place to eat.
The next day, I had cunningly (or not so cunningly, as SWMBO knew all about it) booked an aeroplane at the Stellenbosch Flying Club. The aircraft was booked for 1400, so we enjoyed a leisurely breakfast, and then had a wander around the town.
Arriving at the Flying Club, I could see that the distant mountains were wreathed in clouds, but it was still VFR, and therefore still flyable.
I was flying with an instructor, as I wanted to see the local area, and after the swift obligatory checks of my licence, ratings and medical, we walked out to ZS-BFC, a Piper PA28-180 Warrior.
A quick preflight inspection and we started up, taxied out, and then we were off, climbing out to the north-west.
Our flight was to route via the Franschhoek Pass, and head south-east down the valley, and then once out of the constraints of the mountains we would turn back northeast, and head up to the small airport of Worcester.
You can tell that this area has been historically influenced by its colonists; Most of the town names were either Dutch-Boer or English – hence Stellenbosch and Paarl, Worcester and Robinson.
In fact, Stellenbosch was actually a British military garrison town during the Boer War (1899-1902).
The climb out was quite turbulent, as there was a reasonable amount of rotor and turbulence rolling off the mountains, and with three onboard, the aircraft was a bit of a handful.
Dirk, the instructor was happy to let me pole the aircraft around, and sat there pointing out landmarks, and giving me headings to steer to enable me to safely enter the Franschhoek Pass. By this time, we were flying quite high, and I was playfully stroking the cumulus with the wingtips, whilst ensuring that I kept in the middle of the valley.
It was alll updrafts and downdrafts, but great fun, and a real experience,
The most thrilling aspect of this for me was that I had never been true mountain flying before. A few years previously, whilst hours building in Southern California, I took training to get checked out to fly in to Big Bear (L35) which sits at an elevation of 6,752 feet.
Part of my lesson back then was to appreciate that even in a turbo-powered Piper Arrow with retractable gear, the rate of climb at 12,000 feet was negligible.
Once over the mountains, dropping down to Big Bear City was fairly simple, but decelerating on touchdown seemed longer. Take off was different too, having to lean the engine before I even lined up, and boy, I used up a hell of a lot of the 1783m of tarmac before I dragged the reluctant aeroplane into the air.
This flight was positively ethereal, creeping down narrow canyons, with the peaks rising majestically either side (and above!), and the dunn browns and ochres of the flatlands slowly morphing into flint greys and olive greens of the mountain passes.
At Dirk’s behest, I rolled the aircraft gently to the right, and the pass we entered almost immediately opened out into a vast valley, illuminated as if it were a religious painting by bright, golden sunlight that bathed the countless vineyards in a golden glow. This highlighted the variegated colours – deep reds, violets, yellows and shades in between.
I imagine that this is the South African version of New England in the fall.
We continued to fly, eventually dipping down into Worcester, where we quickly gained clearance for a touch and go, and thence onwards to the smaller airfield of Robinson, to the east.
Another touch and go, and then we routed back to Stellenbosch using a more northerly routing, returning back via Duiwelskloof Pass, to the east of Paarl, and then back to recover at Stellenbosch.
After landing, and putting the aircraft to bed, we enjoyed a slow meander back into Stellenbosch, to enjoy a great supper washed down with some of the best wines in the world.
I look forward to my next trip abroad.
Maybe I should consider South America? Perhaps Argentina. They should have a few Cessnas and Pipers that I could lay hands on for a potter.
We have all seen them walking through the airport terminal as we have been departing for our own trips – a group of smartly uniformed and elegant men and women, all dragging the ubiquitous wheelie bags behind them, as they head off to check-in for their flights.
Once onboard, we take for granted the smooth and professional welcomes, and the brisk and efficient manner in which the aircraft is prepared for its trip.
The Safety demonstration is performed, choreographed beautifully to a disinterested audience, many of them studiously reading their newspapers, or playing games on their smartphones.
Once airborne, we don’t bat an eyelid as we are served drinks, meals, and hot towels, all with a smile and good grace.
We are treated to the spectacle of the swift collection of headsets, and the prompt stowage of equipment as the aircraft descends towards its destination.
Finally, we disembark, with the farewells from the cabin crew still ringing in our ears.
Leaving the airport, we will probably notice a crew outside, patiently awaiting the arrival of the crew bus to take them to their hotels.
What an easy life! Operate a thirteen-hour flight to Singapore, then enjoy three days shopping, and relaxing, and staying in a four-star hotel! And get paid for it.
Sounds good, doesn’t it? Fancy it as a career?
Must be an easy job, right?
Now let’s do a quick reality check, and see what is really involved in operating as Cabin Crew.
Firstly, we have to appreciate why the cabin crew are there in the first place. Contrary to popular understanding, their primary function is not serving food and drink and making duty free sales.
Their primary function is that of safety.
Strangely enough, their principal concern isn’t bringing you some warm nuts and a gin and tonic, but ensuring that the required safety standards are being maintained, and for increasing your chances of survival in the event that something goes wrong.
All of these safety requirements are laid down by the relevant regulatory authorities; EASA (European Aviation Safety Agency) in Europe, the FAA (Federal Aviation Agency) in America, and are legally binding upon airline operators.
So, your average cabin crew member is actually a highly-trained individual who is capable of many things that the travelling public are not aware of. They are certainly not stereotypical “fluffy” airheads.
In an effort to discover what it takes to become aircrew, I enrolled on a new entrant cabin crew course with a major British airline. This course would take at least four weeks, which I admit, did surprise me, as I didn’t think it could have that much content.
How wrong I was!
My course was to be conducted in West London, at the main training centre for the airline, and I arrived with plenty of time to spare. I met with my fellow students, who, it seemed, came from all walks of life, and some from other areas of the airline.
We were all still milling about when a harried-looking instructor arrived and requested that those of us on course number 041 follow him immediately to classroom 6.
We all shuffled into the classroom and a minor hubbub ensued as we found somewhere to sit and stow our bags.
Our instructor introduced himself as John, and without further fuss, he launched straight into a briefing, giving us all an overview of what was to come in the forthcoming weeks.
He concluded by telling us that punctuality was vital to an airline operation, and that should we arrive late, we would be awarded a demerit point for each minute. Collect 6 points, and be washed off the course.
I realised then that this course would be no picnic. I did feel that this draconian system was primarily aimed at the younger members of the intake, young lads and lasses fresh out of school, who may have had a much more laissez-faire attitude to time keeping.
For an experienced man, punctuality was ingrained in my soul, indelibly stamped there by my parents, both of whom passsed on their work ethics to me whilst I was still a small child.
Our course was to start with a weeks worth of medical training, known in the flying business as Avmed.
We were all herded into our classroom, which was filled with medical equipment, including portable defibrillators, oxygen cylinders and resuscitation trainers. It all looked a little intimidating.
Our instructor, Louise, was an ex-nurse, and experienced crew, so she immediately commanded the respect of the class. The first thing we had to learn was our basic responsibilities – what we could, or couldn’t legally do.
Cabin Crew are trained to be able to handle lower level medical issues, and are more than capable of dealing with cuts, sprains, burns, and the like.
But normal workplace first aid just doesn’t hack it when the workplace is a pressurised aluminium tube flying at 38,000 feet – miles from any hospitals or medical centres.
Cabin crew may be expected to identify – and treat, diabetics with uncontrolled sugar levels. They may have to adminster therapeutic oxygen to a semi conscious passenger.
Possibly deal with epilepsy, cardiac problems, panic attacks, air sickness and in extreme cases, childbirth and even death on board.
Yes folks – not so glamourous now…
In order for crew to be able to perform these functions, every aircraft is required to carry a minimum level of medical equipment.
This normally consists of a number of small first aid kits distributed around the passenger cabin and one large suitcase-sized medical kit containing a much more comprehensive array of equipment.
We had to commit to memory the contents of each type of kit, its location on the aircraft and the procedure for issuing medication and equipment.
It is important to realise that cabin crew are not trained medical practitioners, and as such are not legally entitled to prescribe medication, so a large proportion of the aircraft medical kit is prohibited for use by cabin crew.
That is why, in serious cases, cabin crew may make an announcement for any trained medical professionals to identify themselves and assist with the treatment of a sick fellow passenger.
There is also an unseen level of back-up available to help.
Many airlines subscribe to a service called MedLink, a specialist medical unit that is experienced in airline procedures and protocols, and whose staff are familiar with the type of medical intervention that maybe needed mid atlantic!
MedLink doctors and specialists may be contacted by using the aircraft’s satellite phone, the cockpit High Frequency radio patch or a specialist system called ACARS.
ACARS stands for Aircraft Communcations Addressing and Reporting System.
This system is normally used routinely for the transmission and acceptance of flight clearances from Air Traffic Control, company operational messages, such as flight plans, fuel plans, aircraft performance calculations and load and balance plans.
In our case, as cabin crew, any developing medical emergency in the cabin may be swiftly escalated via the flight deck to involve a fantastic level of support and guidance for the treatment of a sick passenger.
We were given practical instruction in how to provide therapeutic oxygen, and the use of an automatic external defibrillator. We also had to demonstrate that we could make an accurate patient assessment, deliver CPR, and place an individual into the recovery position.
This training was all delivered in a cabin simulator, with airline seats, and a standard sized aisle. We all had to show that we could get someone out of their seat, place them on the floor in the aisle, use the defibs, administer CPR and then place them into the recovery position.
I have been a qualified First Aider for years, but I still needed to make a huge amount of effort to remember the procedural and legal aspects of delivering healthcare in an aircraft cabin environment, so I was extremely pleased (and relieved) to have passed my first weeks training in Aviation Medicine.
I now had a complete weekend off in which to study that manuals related to operating the rest of the aircraft, including operating doors, firefighting, operating the emergency slides, ditching drills, and wet drills and security training.
No beers for me then!
Stay tuned for the next chapter in this thrilling account…
I woke up on the 1st of January with mixed feelings. It was the start of a brand new flying year, and I could look forward to lots of aerial fun with the Super Cub, always assuming that the lousy weather would improve.
However, there was a cloud of a different type on my personal horizon; the dreaded CAA biannual medical that assures the residents of Aviation House at Gatwick that I won’t suddenly collapse at the controls, incapacitated and crash land, demolishing a primary school or even a whole suburb.
I, like many of you, do not enjoy undergoing medicals. I’m not a screaming hypochondriac, neither am I so decrepit that I would automatically fail. It’s just that – well, I don’t like medicals.
I also suffer from White Coat Syndrome and this has a tendency to elevate my blood pressure to stratospheric levels. In an effort to control my incipient hypertension, I gave up caffeine and reduced my salt intake years ago.
But, as my long-suffering partner frequently points out (her being an ex-nurse and all), it is a complete waste of effort if I continue to eat the wrong things, and dare I say it – drink beer.
So, there I lay on New Years morning, considering that ominous red ring on the calendar, the date three months away, upon which I would have to say “Ah” and cough whilst staring skywards.
I had been making some half-hearted attempts at weight control since October when I first accepted that 95kg (209 pounds) was a little too much weight to be carrying around.
So, I came to the conclusion that drastic action was needed. Damn it, I needed to exercise. Back in the day, I had swum competitively. played rugby, and did a lot of cycling. However, these days, my exercise routine seemed to have slipped, and my work out was to play chess by an open window and glug beer.
This wasn’t a particularly constructive programme, so I had to do something more constructive. I decided to pull my old bicycle out of the garage.
It wasn’t looking very well. It, like me, needed some serious attention.
I put it up into the bike stand, and inspected it. It needed new brake pads, a new chain, a new chainring, and a new cassette on the rear wheel.
The next day, all the parts arrived from Amazon, and I spent a happy morning removing the worn components and fitting and adjusting the new ones.
Now I was ready to rock!
My initial effort included a fairly regular cycle ride into work, a distance of some eight miles, coupled with eating salad at lunchtime. So it was that I coasted into the month of January and for the first week was able to stick to my plan.
However, the festive season brings forth its temptations, and I had “enjoyed” a few Christmas binges with various corporate departments, friends and eaten shed-loads of inappropriate foods. That, coupled with gorging on one of my Mother’s gargantuan Christmas lunches, a lot of work was needed if I was to get my weight down to the sub 90Kg mark!
Hastily scribbling the figures, I worked out my BMI, and was aghast to realise that it was sitting at 31.5!
Running the calculation in reverse, I would have to be a shade over six feet to put my weight back into proportion with my height.
It appeared that my target weight would ultimately be 79kg. I wasn’t sure about this. Being so lean may make me look ill, so I decided that I would make 81 kg my target weight.
I mulled this over. There was no way that I could lose almost two stones in three months. As I considered it, I could almost feel my blood pressure ratchet up another notch or two. I decided that I would have to do this in stages.
I would continue with an expanded “self-help” programme before going to see my GP. I know he is a very busy man… and I am also a craven coward, so I embarked upon a tough regime based on a simple formula.
I would have to eat and drink less, and exercise more. This is an anathema to me, as I love food, and hate most forms of exercise. I exclude playing chess in front of an open window, as this has the benefit of a complete mental workout in the fresh air!
So, on January 2nd I started my revised plan.
I decided that as I liked cycling, I would continue to use my mountain bike for the commute to work – but now on a more regular basis. The first few rides had been quite difficult – an eight-mile slog to be in work for 0630 in winter conditions are less than fully motivating.
I stuck with it though, and I am now able to complete the ride in just over 40 minutes.
Having mastered the psychological barriers to doing anything that actually involves a modicum of physical effort, I decided that I would go one step further – literally. I decided that I would try commuting to work by foot.
This was definitely not one of my better ideas.
The first day I did this was a beautiful, crisp January morning. It was still dark when I left the house at 0515, but with a yellowing moon sneaking along just above the horizon, it was quite pleasant. I cracked along at a reasonable pace and managed to cover the 8 miles in just over two hours, ready for a 0730 start. I felt quite exhilarated as I walked into the office, still damp from the shower, still puffing from the effort.
Exhilarated wasn’t quite how I would summarise my feelings when I left the office at 1530, for the walk home. It took forever, (well, two hours and twenty-five minutes to be exact!) and by the time I got home, my left foot was on fire, and my lower back felt like it had been run over by a 747 freighter.
The blisters took about a week to heal, during which time I cycled very gently back and forth.
The scales testified to the efficiency of this programme, and I had got my weight down to about 88kg
However, I came to realise that my faithful Marin Alpine Trail full suspension mountain bike was not the ideal machine to cycle to work on – knobbly tyres, and lower gearing made it better suited to the wilds of the South Downs National Park, not the A30 Great South West Road.
I decided to buy a newer bike on the Government’s Cycle to Work Scheme, so I ended up with a flagship state of the art hybrid, with built in lighting, and better wheels and tyres. It was also considerably lighter, and shaved about seven minutes off my commute.
I had now completed stages one and two; my New Year resolution was to moderate my alcohol consumption by two thirds, until my birthday in May. I now enjoy a couple of pints a day at the weekend.
Stage three would be to bring my blood pressure down, which was currently averaging at about 159/100, against the ideal of 140/90.
By mid January, I decided that I had now lost enough weight to show the doctor that I was doing my best to manage my health, so I made an appointment, and sat down in his surgery.
I explained that I was worried about my blood pressure, and told him of my forthcoming medical at Gatwick. I also advised him of my white coat hypertension. I also showed him my blood pressure diary, and after studying it for a few minutes, he scurried to the other side of the office, then advanced rapidly towards me with a tape measure in his hand.
I shrank back in alarm – had my doctor suddenly been overwhelmed with the urge to do a quick bit of DIY whilst I was sitting in the consulting room? Was he about to measure me up for my coffin?
My fears were misguided, and he proceeded to measure the circumference of my upper arm. He squinted at the measure, and pronounced that I was a 34cm – so needed a large cuff.
He went on to explain that most home blood pressure monitors (or sphygmonometers) come with a standard sized cuff, and that I was on the borderline of needing the next size up. He expanded on this, saying that using a cuff that was too small could result in erroneously high readings.
He checked my pressure with the larger cuff, and the result was much lower than I was expecting – a mere 132/110!
After a discussion about my weight loss programme, and other factors, we agreed on a further course of action – I would be fitted with an Ambulatory Blood Pressure Monitor for a 24 hour period.
Having been told this, I rang my Aviation Medical Examiner (AME) or Flight Surgeon and explained the situation to him in full. He seemed quite relaxed about it, and told me not to worry, and come and see him for the dreaded class two medical in three weeks time.
So, I duly drove down to Gatwick, leaving myself plenty of time for my imbecilic-driver induced hypertension to reduce to less stratospheric levels, and went in for the medical.
I have known Dr Maddison for several years, and after conducting my medical, together with the mandated 12 lead Electro-Cardio Gram (ECG) he issued me my class two but requested a copy of the results of my Ambulatory 24-hour monitoring test. He seemed quite satisfied that I was taking control, and that the meds that I had been prescribed wouldn’t cause me to auger into a shopping mall or nuclear power station, so I was good to go.
To supplement my new exercise regime, I substituted breakfast every day for a nice, healthy smoothie.
My favourite, if it can be called that, is made with cherries, chocolate protein powder, almond milk, almond paste, peaches and seeds. Once whizzed up in the Nutri-Bullet, it looks like pond sludge but tastes quite reasonable.
It does bulk me out, so I can last easily until lunch time before I need feeding..
Now, people imagine that being a flight instructor is a somewhat sedentary occupation, like an office worker. Let me put you straight folks.
The simulator in which I conduct my training is the furthest from the offices and is a 500-metre walk to the far end of the hangar building. I normally conduct two simulator sessions per day – two kilometres walking! The journey also involves climbing and descending four flight of stairs.
The other aspect of my free workout at work, is that of coffee.
Whilst there are vending machines near my work area they are of the ingredients-in-a-cup design, and quite frankly a pair of old socks stewed in used bathwater would probably taste better.
So, when the need for caffeine hits, I walk to the nest building, 200 metres away, to use the staff canteen.
The exercise benefit here, is that it sits on the ninth floor. Rather than take one of the three lifts servicing this building, I use the emergency stairs, and climb 9 stories. I unwind the spring by walking back down.
I make this trip three times a day; first coffee a standard filter coffee in a thermos jug at about 0700. Then, elevenses. Normally the excuse that Brits wheel out whenever they fancy a cuppa and either a biscuit or a slice of cake. As soon as eleven o’clock approaches, desks empty, phone calls terminated and a mini exodus heads for the canteen.
I usually opt for a “posh coffee” – either a speciality coffee from the bean-to-cup machine, or if I am feeling particularly profligate, I have a medium white Americano from the Starbucks implant in the canteen.
Lastly, I normally come here again at lunch time to be sociable – another 8 flights climbed!
24 flights climbed a day.
So, here we are, with enforced inactivity as a result of COVID 19. The results of the new laws on self-isolation and social distancing make it very difficult to remain fit.
I am legally entitled to take exercise once a day out of the house, but I am not allowed to drive to a venue to exercise. So, I walk a mile or so or cycle around the military ranges not far from my home.
I do have activities that stop me from becoming too bored – a multitude of Honey-dos. So far, I have managed to clear my woodshed so that I can start chain-sawing wood for next winter; I have pressure cleaned the terrace, and swapped the winter tyres on the car for the standard summer ones.
I have just been furloughed, so I now have some extra time to get ahead of the chores curve and maintain physical activity.
So in the next couple of days, I will finish pressure cleaning the paths in the garden, mow the grass, and tackle the small jungle that I have called a compost heap. I must get the strimmer (Weed-Whacker/Brush Cutter) out of retirement.
I will also dig over my vegetable plots. Maybe lay out a small nature reserve, and plant it with wild flowers, and old logs as a habitat for insects and hedgehogs.
Wash the windows. Thats a pane…
The list goes on…
However, a few minutes ago, a good friend of mine WhatsApp’ed me to invite me for a virtual beer, and it would be rude to refuse.
So, I am relaxing before the call – watching two pigeons attempting to eat from a bird feeder designed to support finches and tits. It a bit like watching a C-130J Hercules attempting to land on a strip designed for Tiger Moths.
In between trying to stuff their avian faces, they are also both harassing a female pigeon (at least – I hope it is female!) for favours. She appears to be totally underwhelmed by their advances, so when they are not eating they are waddling round the garden after her.
It seems so sickeningly familiar…
So – I am hoping that I may continue to carry on being active in spite of the strictures of COVID 19.
Having worked for two major international air carriers, one US and one British, I consider myself a reasonably well-travelled person.
However, I am also a total aviation geek.
In the heady days before the world suffered its seismic shift, in the form of 9/11, the flight deck was not an impregnable citadel only occupied by the flight crew.
My partner was resigned to the fact that whenever we boarded an aircraft for a flight, I would always discretely pass my pilot licence to the senior cabin crew member, murmuring “Please pass my compliments to the Captain, and ask him if I may be permitted to visit the flight deck for the take-off”
This often raised an eyebrow and caused me to miss many welcome- aboard glasses of champagne, but I was always accepted into the “office” and would talk flying with the crew prior to departure.
I would be offered a headset and would sit on the jump seat, quietly, enjoying the takeoff and climb, only returning to my seat once we got into the cruise.
It was sometimes a bit bizarre, as the commander may have been one of my students only a few months prior, so an interesting juxtaposition of rôles.
Very often, I would be summoned to the flight deck just before the top of descent and would sit there happily until we parked at the gate, where I would eventually be reunited with the long-suffering girlfriend.
She is still a committed airfield widow, so she knows where to look for me if she hasn’t seen me for a few weeks…
Whenever we go away on holiday, I always do some research into the local flying clubs, so that I can commit aviation around the world.
So it was on this trip.
May 2008 saw me visiting the Republic of South Africa, for the second time.
I had already booked an aeroplane from the Cape Town Flying Club – a Cessna 172RG Cutlass, so I was looking forward to conducting an aerial reconnaissance of the local area.
On a particularly gloomy and rain swept Wednesday, I drove my Toyota hire care to the flying club, leaving the better half to check out the the Victoria and Alfred Waterfront in downtown Cape Town.
The amount of time I had available for aviation when on vacation was limited, so rather than getting a complete check flight, and sitting written exams, I elected to engage one of the club instructors to sit next to me as a safety pilot.
The flight was a simple route. Depart from Cape Town’s D.F. Malan International Airport, heading south to cross the coast at Rocklands, then turn onto a south-westerly heading to Muizenburg, where we would turn south to parallel the coast.
Passing the military base at Simon’s Town, we continued on at about 1000 feet, to remain clear of the cloud base.
We were now descending constantly to remain in VFR conditions and eventually levelled out at about 500 feet above the sea as we rounded Cape Point.
The waters around Cape Point are treacherous, with very strong tides and localised currents giving rise to huge swells. I was thinking that I shouldn’t be thinking about having an engine failure at this moment.
So, having gone as far south as we could, we slid up the western side of the Cape, flying abeam of the Cape of Good Hope, and onwards, heading north.
The cloud was turning into water on the windscreen, the rivulets streaming backwards in the prop wash, and it felt as though King Neptune was reaching out of the deep to shake the aeroplane, as we bounced about in the turbulence.
We dog-legged back to the north-east at Pegrams Rock, and passed overhead the small town of Ocean View, then back to the east coast at Fishoek, then headed back to Fisantekraal, a small airfield north by north-east of Cape Town.
Fisantekraal Airfield is an ex-South African Air Force facility that was built towards the end of World War Two. During the war, it was the home for Lockheed Ventura bombers. A quick coffee in the ops room, and it was away back to Cape Town.
Having safely seceurd the aeroplane, and paid my bill, I sauntered out across the car park, whistling tunelessly. It had been a good flight, mixing it up on the taxi out with a SAA Boeing 737, and then having the challenge of flying marginal VFR/IFR in an unfamiliar aeroplane over some interesting terrain.
So, I left the airport, and headed up the eastern side of the Cape, to meet SWMBO, Mike and Carmen.
Mike, an old Africa hand, had spent many years in South Africa in the travel business, and as a result seemed to know all of the best places to eat.
He made sure that we weren’t disappointed. A short drive into Hout Bay saw us arriving at the Mariners Wharf restaurant – which served the most amazing food and the most excellent wines.
I retired to bed feeling very satisfied; I had flown, enjoyed superb company, ate a fantastic meal, and enjoyed some of the best wines from the Cape.