Dangers to watch out for, Tricks the WX can play certain times of the seasons or in certain Geographical areas exc. Might be a good topic to read when planning trips into areas unknown.
If possible give us GPS coordinates.
Flight area tips.
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Bennie Vorster
- Toooooo Thousand
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Flight area tips.
Please post tips for newcomers and strangers to your areas. For instance
Dangers to watch out for, Tricks the WX can play certain times of the seasons or in certain Geographical areas exc. Might be a good topic to read when planning trips into areas unknown.
If possible give us GPS coordinates.
Dangers to watch out for, Tricks the WX can play certain times of the seasons or in certain Geographical areas exc. Might be a good topic to read when planning trips into areas unknown.
If possible give us GPS coordinates.
Growing old is far more dangerous than flying !!!
Bennie Vorster
083 277 5110
Bennie Vorster
083 277 5110
Where do we start? This could become huge
OK ,
Western Cape, Cape Town areas. Different airfields suffer different effects, in particular to the strong wind conditions we experience down here. I generally try to avoid moderate to strong easterly winds. These come over the mountains the other side of Paarl and have been known to cause standing waves and in general bumpy uncomfortable conditions.
Obviously you have to be very careful when flying near any of the mountain ranges, especially if you get yourself caught on the leeward side of the mountain. Approach mountains at a 45deg angle to the ridge, or cliff-face, just in case you hit a sudden downdraught, this was you still have opportunity to turn away and hopefully fly out of the draught.
If you do hit a standing-wave, you will feel the plane free falling, your natural instinct would be is to climb out of it, you should rather nose down, which will accelerate your plane and get you out of the sink quicker. Expect to get lift following a sudden sink. Try not to panic and always fly the plane.
If you are going to cross over mountains give yourself 1000ft clearance per 10knots of wind speed.
If you are flying in uncontrolled airspace, where you have no vertical limits, and you experience thermal turbulance, climb a bit. I have found a mere 500 ft will take you into smoother air.
In very windy conditions try different altitudes until to get the lowest headwind/highest tailwind that you can safely handle. This will get you to your destination sooner.
Lastly, when flying in a new area it is always a good idea to talk to a local pilot or school about local conditions and as important, local rules.
OK ,
Western Cape, Cape Town areas. Different airfields suffer different effects, in particular to the strong wind conditions we experience down here. I generally try to avoid moderate to strong easterly winds. These come over the mountains the other side of Paarl and have been known to cause standing waves and in general bumpy uncomfortable conditions.
Obviously you have to be very careful when flying near any of the mountain ranges, especially if you get yourself caught on the leeward side of the mountain. Approach mountains at a 45deg angle to the ridge, or cliff-face, just in case you hit a sudden downdraught, this was you still have opportunity to turn away and hopefully fly out of the draught.
If you do hit a standing-wave, you will feel the plane free falling, your natural instinct would be is to climb out of it, you should rather nose down, which will accelerate your plane and get you out of the sink quicker. Expect to get lift following a sudden sink. Try not to panic and always fly the plane.
If you are going to cross over mountains give yourself 1000ft clearance per 10knots of wind speed.
If you are flying in uncontrolled airspace, where you have no vertical limits, and you experience thermal turbulance, climb a bit. I have found a mere 500 ft will take you into smoother air.
In very windy conditions try different altitudes until to get the lowest headwind/highest tailwind that you can safely handle. This will get you to your destination sooner.
Lastly, when flying in a new area it is always a good idea to talk to a local pilot or school about local conditions and as important, local rules.
Greg Perkins
!! 
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Bennie Vorster
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- Location: Newcastle
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Let's see now.
Flying to Newcastle.
Newcastle airstrip and town is sort of surrounded from the North to North-West to the North-East of the town by some mountains. Meaning that when flying from the GP area or the Free state side of town, you will have to fly across these mountain ranges and all the stuff that Morph told us about leeway and clearance will be applicable. When at the airstrip you will have to keep an eye out for Escom wiring when coming in for landing on 29, but if you keep at 4300 ft you should clear easily and line up for a perfect landing. Keep in mind that the middle of the strip is a bit higher elevated than the ends of the strip. When a North or North Western is blowing we do not like to fly over town, but the possibility of flying towards the Dundee area is silt a possibility. Normally or at least quite often we get a valley rise coming in from the South-West at about 17h00 in the afternoons but also settle at about 17h30 and leave very nice conditions to fly in at 18h00 till sunset.
On the West side (Left downwind for 29) You will see The Cargo Chem factory which chimneys and smoke is an excellent way to inform your self of the conditions around the strip. Also on the Easterly side you will be seeing the smoke from Iscor and sometimes you will find the wind blowing in a Southerly direction over Iscor but in a North West direction over Cargo Chem. Choose wish side you want to play around or else you will encounter wind shear when flying into the different areas. Most of the time we use 11 for take off or landings.
Also when landing on Champhsfort Dam wall, when planning a trip there, always look at the wind effect on the water to make a decision on rather to just fly over, or to land. Still don't know why but be ready for one or two turbulent effects just before landing over the sluice gates.
Careful for turbulence most of the time over the Dundee strip.
When flying from GP to Newcastle always first fly to Volksrust and then to Newcastle. When misty threw the pass area in wintertime the option of flying in the valley exist. Just be careful. Should clear mountains at about 7500 ft. See you all soon.
Flying to Newcastle.
Newcastle airstrip and town is sort of surrounded from the North to North-West to the North-East of the town by some mountains. Meaning that when flying from the GP area or the Free state side of town, you will have to fly across these mountain ranges and all the stuff that Morph told us about leeway and clearance will be applicable. When at the airstrip you will have to keep an eye out for Escom wiring when coming in for landing on 29, but if you keep at 4300 ft you should clear easily and line up for a perfect landing. Keep in mind that the middle of the strip is a bit higher elevated than the ends of the strip. When a North or North Western is blowing we do not like to fly over town, but the possibility of flying towards the Dundee area is silt a possibility. Normally or at least quite often we get a valley rise coming in from the South-West at about 17h00 in the afternoons but also settle at about 17h30 and leave very nice conditions to fly in at 18h00 till sunset.
On the West side (Left downwind for 29) You will see The Cargo Chem factory which chimneys and smoke is an excellent way to inform your self of the conditions around the strip. Also on the Easterly side you will be seeing the smoke from Iscor and sometimes you will find the wind blowing in a Southerly direction over Iscor but in a North West direction over Cargo Chem. Choose wish side you want to play around or else you will encounter wind shear when flying into the different areas. Most of the time we use 11 for take off or landings.
Also when landing on Champhsfort Dam wall, when planning a trip there, always look at the wind effect on the water to make a decision on rather to just fly over, or to land. Still don't know why but be ready for one or two turbulent effects just before landing over the sluice gates.
Careful for turbulence most of the time over the Dundee strip.
When flying from GP to Newcastle always first fly to Volksrust and then to Newcastle. When misty threw the pass area in wintertime the option of flying in the valley exist. Just be careful. Should clear mountains at about 7500 ft. See you all soon.
Last edited by Bennie Vorster on Mon Apr 17, 2006 1:45 pm, edited 3 times in total.
Growing old is far more dangerous than flying !!!
Bennie Vorster
083 277 5110
Bennie Vorster
083 277 5110
Morning Star local conditions
Morning Star has a 20/02 tarred runway. Either end of the runway has first low port jackson trees and then high bluegums, 100ft. The western side of the runway has port jackson trees(10 to 20 ft). The eastern side has a lot of tall hangars with tall bluegums behind them
If the wind is blowing expect to get mechanical turbulence from the blue gums while in the circuit, which is only to the east of the field, i.e. LH on 20 and RH on 02
South Easter, straight down the runway, expect a sink on finals as you descend over the blue gums, Unless you are prepared to come in low over the bluegums and get klapped by mechanical turbulence, there is no way of putting it down on the numbers unless you can side slip
Easterly - Lots of rotor/mechanical turbulence from the hangars. Since the hangars are towards the southern end try come in from the north(20) and put it down before the start of the hangars. Alternatively if it is a NE and you have to land on 02 land deep
Westerly. The runway is close to the Port Jacksons on the west, so expect to turbulance all the way down. if you are a trike pilot and the wind is stong westerly and there is low activity on the field rather put it down on the taxiway next to the hangars, further away from the trees.
Northerly, usually associated with a cold front and can be miserable. Again, expect a sink on finals on 02 in strong wind conditions
In any strong wind conditions at Morning Star come in quicker, land deeper if necessary, and fly the plane all the way down. Don't be scared to go around or divert to an alternative field if you are unsure.
Morning Star has a 20/02 tarred runway. Either end of the runway has first low port jackson trees and then high bluegums, 100ft. The western side of the runway has port jackson trees(10 to 20 ft). The eastern side has a lot of tall hangars with tall bluegums behind them
If the wind is blowing expect to get mechanical turbulence from the blue gums while in the circuit, which is only to the east of the field, i.e. LH on 20 and RH on 02
South Easter, straight down the runway, expect a sink on finals as you descend over the blue gums, Unless you are prepared to come in low over the bluegums and get klapped by mechanical turbulence, there is no way of putting it down on the numbers unless you can side slip
Easterly - Lots of rotor/mechanical turbulence from the hangars. Since the hangars are towards the southern end try come in from the north(20) and put it down before the start of the hangars. Alternatively if it is a NE and you have to land on 02 land deep
Westerly. The runway is close to the Port Jacksons on the west, so expect to turbulance all the way down. if you are a trike pilot and the wind is stong westerly and there is low activity on the field rather put it down on the taxiway next to the hangars, further away from the trees.
Northerly, usually associated with a cold front and can be miserable. Again, expect a sink on finals on 02 in strong wind conditions
In any strong wind conditions at Morning Star come in quicker, land deeper if necessary, and fly the plane all the way down. Don't be scared to go around or divert to an alternative field if you are unsure.
Greg Perkins
Hi Folks,
putting info on different airfields and regions is a very clever idea, and can enhance safety significantly. Unfortunately if it is part of the forum, it will not have the benefit it could have. Over time the topic will move down the page, and few pilots will actually rummage through pages of forum to locate info on airfields and areas. I suggest that on the website pages are made available for airfield briefings, route briefings, and area briefings. For maximum benefit the format should be userfriendly to access as well as to add info. If photos can be added, so much better.
Regards,
Arnulf
putting info on different airfields and regions is a very clever idea, and can enhance safety significantly. Unfortunately if it is part of the forum, it will not have the benefit it could have. Over time the topic will move down the page, and few pilots will actually rummage through pages of forum to locate info on airfields and areas. I suggest that on the website pages are made available for airfield briefings, route briefings, and area briefings. For maximum benefit the format should be userfriendly to access as well as to add info. If photos can be added, so much better.
Regards,
Arnulf
-
Bennie Vorster
- Toooooo Thousand
- Posts: 2111
- Joined: Sun Nov 13, 2005 1:57 pm
- Location: Newcastle
- Contact:
Don't be lazy now -
Bennie Vorster
- Toooooo Thousand
- Posts: 2111
- Joined: Sun Nov 13, 2005 1:57 pm
- Location: Newcastle
- Contact:
Microland,
03- LANDING- Right Hand Circuit:
watch the powerlines just before the threshold, come in high, power off over the lines and bar in to loose rapid altitude. Anticipaite turbulance at the threshold as the predominatly northerly breeze/wind cascades over the hangers on the left hand side. (plenty of smooth grass immediately to the right of 03 for emergencies NB irrigation equioment)
03 TAKE OFF- Right Hand Circuit
Nice long runway; but rough ground after the end of runway, not good for engine outs!!! Smooth grass field directly to right of strip
21- TAKE OFF- Left Hand Circuit
Same powerlines for the 03 threshold, (now at the end of 21). As soon as you are airborne off 21, start a gentle climbing turn out to the left to avoid the lines. (plenty smooth grass field on immediate left of strip but watch out for irrigation equipment)
21- LANDING- Left Hand Circuit
Easy approach, long runway, rough ground on short finals before threshold, smooth open grass field parallel to runway on left hand side
09- LANDING- Right Hand Ciruit
09- telephone pole directly on approach to the threshold for 09, keep plenty height until over the pole.
09- TAKE OFF- Right Circuit
Easy take off, trees on left hand side, smooth grass field suitable for emergency landings (nb irrigation systems) on right hand side once clear of 03/21
27-LANDING- Left Hand Circuit
Easy approach, no obstructions, careful of sudden sink rate just before 27 threshold so come in with suffcient altitude and land deep into 27 if needed
27- TAKE OFF- Left Hand circuit
27- Short Uphill runway with telephone pole and lines at the end, use very selectively for take off's and with ++ discretion . Once airborne there is no emergency exit until over the road (Hangers on left, Trees on right and telephone pole and lines directly ahead)
35- LANDING ONLY- NO Take offs
Landing only, no take offs as runway is short and has buildings and high trees at the end, very useful runway when lots of crosswind turbulence for 03 and strong northerly wind. Long easy approach with no obsticles.
RUNWAY 17
NO TAKE OFFS OR LANDINGS WHATSOEVER!!
03- LANDING- Right Hand Circuit:
watch the powerlines just before the threshold, come in high, power off over the lines and bar in to loose rapid altitude. Anticipaite turbulance at the threshold as the predominatly northerly breeze/wind cascades over the hangers on the left hand side. (plenty of smooth grass immediately to the right of 03 for emergencies NB irrigation equioment)
03 TAKE OFF- Right Hand Circuit
Nice long runway; but rough ground after the end of runway, not good for engine outs!!! Smooth grass field directly to right of strip
21- TAKE OFF- Left Hand Circuit
Same powerlines for the 03 threshold, (now at the end of 21). As soon as you are airborne off 21, start a gentle climbing turn out to the left to avoid the lines. (plenty smooth grass field on immediate left of strip but watch out for irrigation equipment)
21- LANDING- Left Hand Circuit
Easy approach, long runway, rough ground on short finals before threshold, smooth open grass field parallel to runway on left hand side
09- LANDING- Right Hand Ciruit
09- telephone pole directly on approach to the threshold for 09, keep plenty height until over the pole.
09- TAKE OFF- Right Circuit
Easy take off, trees on left hand side, smooth grass field suitable for emergency landings (nb irrigation systems) on right hand side once clear of 03/21
27-LANDING- Left Hand Circuit
Easy approach, no obstructions, careful of sudden sink rate just before 27 threshold so come in with suffcient altitude and land deep into 27 if needed
27- TAKE OFF- Left Hand circuit
27- Short Uphill runway with telephone pole and lines at the end, use very selectively for take off's and with ++ discretion
. Once airborne there is no emergency exit until over the road (Hangers on left, Trees on right and telephone pole and lines directly ahead)35- LANDING ONLY- NO Take offs
Landing only, no take offs as runway is short and has buildings and high trees at the end, very useful runway when lots of crosswind turbulence for 03 and strong northerly wind. Long easy approach with no obsticles.
RUNWAY 17
NO TAKE OFFS OR LANDINGS WHATSOEVER!!
- Attachments
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- Finals 09- Telephone pole and lines
- Finals 09 Telephone Pole.jpg (97.21 KiB) Viewed 18621 times
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- Finals 03- Powerlines
- Finals 03- Powerlines.jpg (95.19 KiB) Viewed 18622 times
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- Microland Hazards- Overhead.jpg (90.81 KiB) Viewed 18610 times
ZU-CPW..... t/bird mk2
Hoedspruit Civil Airfield
Hangar 8
Hoedspruit Civil Airfield
Hangar 8
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Bennie Vorster
- Toooooo Thousand
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African Grey
- Got my wings at last
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- Joined: Wed Aug 23, 2006 8:49 pm
- Location: Durban North - 3km from Virginia Airfield
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Circus Airfield - Cautions
Powerlines on approach to 05 - They are marked....!
Circuits are 05 Right and 23 Left. This keeps you in the Special Rules EAST area as the Helicopte GF is on the other side of the R59 on Frequency IS 125.40....NOT 124.8 as in Airfields of South Africa nor 125.8 on a Jepperson map I saw....!
Circuits are 05 Right and 23 Left. This keeps you in the Special Rules EAST area as the Helicopte GF is on the other side of the R59 on Frequency IS 125.40....NOT 124.8 as in Airfields of South Africa nor 125.8 on a Jepperson map I saw....!
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Slabfish
- Nothing beats flying
- Posts: 416
- Joined: Sat Oct 08, 2005 2:29 pm
- Location: Jeffreysbaai FAPX
FAPX-Here at Paradise we fly all circuits to the north of the field for minimizing noise purposes.Power off Apr into 28 and early left turnout from 08 to miss the houses and the bird sancury in the lagoos top end,Visetors to fly by the book over buildup areas and big gatherings of people, like on the beaches ne.Allways good to have visitors down here, but please, some PILOTTE make it very difficult to for us to do the explaining to the ratepayers association after the holidays,after usualy only 1 or 2 PILOTTE make all the k@k,
Anyways, all welcome to come n upgrade on yr flying in wind abileties.
Call Chris 0833466083 or Clem 0826540500
Kind Regards
Flysafe
Clem
PS,1300m very smooth compacted shalestone runway
Anyways, all welcome to come n upgrade on yr flying in wind abileties.
Call Chris 0833466083 or Clem 0826540500
Kind Regards
Flysafe
Clem
PS,1300m very smooth compacted shalestone runway
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Quentin Ferreira
- Look I'm flying
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