When I completed my plane I filled in all the documentation and sent everything neccessary in to CAA. They accepted all of this and issued me with a proving flight authority. In the mean time the plane was damaged and repaired by Boet. Note that no structural changes were made to the plane, merely, bend here, weld there and viola recover with the same material
So I send in the application for ATF and bang, HKGK
. Now MC (the oke doin the paperwork in CAA) is calling for1. new W&B, because it is repaired and propellor was replaced
2. runout check done on the gearbox because there was a prop strike
3. Compass Swing test done on the compass, which by law has to be there and has to be swung once a year. CT international do this at a cost of R10k
4. a Colour photo of the plane, not an email a photo,
5. I sent in the flight folio, Boet told me to, now MC wants to take his time and process it, then is neccessay approve it. If there are changes he will inform me and then I need to create 2 full colour, bound versions of the flight manual and send it to him. He will then stamp one and send it back, this must be kept in the plane, and the other goes into the file.
Now the biggest issue is the compass. I have never heard of any Microlight requiring this test in the past and every year. He insists that this is in fact the case. I have asked him for copies of the legislation to prove this requirement, still waiting. So I send this message to him, to forward on to the relevant okes in CAA. Let's see what happens. I am, in short requesting the use of a GPS in lieu of a magnetic compass.
BTW, heads up, he is coming to CT during AAD and he wants to inspect all the aircraft at the various airfields, i.e. ramp test. I suffer from transient memory loss and for the life of me can't remember where Morning Star is
To Whom It May Concern:
CAA
I am in the process of applying for the first ATF for a Bushbaby ZU-EPH. I built this aircraft myself under guidance from the Bushbaby Factory and their agents. I have a rudementry compass installed into the aircraft. MC has requested that I present him with a copy of the compass swing test that needs to be performed on this compass
Now, Bushbaby aircraft, due to the use of metal tubing in the airframe, and the close proximity of metal braces around the entire cockpit area, and in particular the dash board make it virtually impossible to get a traditional magnetic compass to work correctly. This statement is further supported by the fact that MC himself has rather installed an MGL digital unit and located the electrically operated Magnatrometer into the wingtip, (the wings are constructed of wood and aliminium and thus non-ferrous) in his own Bush Baby. CAR 91.04.4 states that minimum flight instruments required for an aircraft for VFR flight include a magnetic compass. This compass is subject to compass swing tests, and the resulting deviation card needs to be kept in the aircraft at all times.
MC has also informed me that a GPS device may NOT be used as a primary flight instrument. I can understand this statement, in particular with reference to airspeed, where the GPS only measures ground speed, and altitude, where the GPS basis this on sufficient sattelite coverage and the ability to then make a 3 dimensional calculation. However the GPS also has a Compass feature, that is not magnetic, and thus not subject to deviation as a result of ferrous metals in close proximity to it. It can be set to both Magnetic or True headings and is not subject to drift at any time. Additionally the compass funtion in the GPS, being reliant on external references and motion to provide a heading are inherently accurate and do not require any form of compass swings, and the resulting deviation card.
If the motivation is around the fact that the GPS is electrical and is thus subject to failure, I would say that due to the fact that the GPS has it’s own internal battery source, over and above to being powered by the aircraft battery makes it inherently more reliable than the MGL digital unit and Magnatrometer, currently being used in other planes as a magentic compass replacement, which does NOT have it’s own internal power source.
As far as the ability to have compass swings done in the Cape Town area, there is only Cape Town international, that has these facilities. Microlight aircraft do not have transponders installed and have an approach speed of 70MPH are thus NOT permitted to land at Cape Town international airport. MC has mentioned the need to then purchase a Landing Compass at an estimated cost of R2500, which will enable the compass swing test to be performed, on a compass that cost a mere R300. Additionally a vast majority of compasses used in microlight aircraft do not have adjustable compensating magnets, making the ability to adjust the compass swings to within 5 deg therefor impossible.
MC made the statment that even though microlights generally do not fly in Controlled Airspace, that there is still the possibility of this occuring, and should a ATC tell you to fly a heading of 330deg then you must be able to do so. I suggest that a GPS would be a far more accurate device to use, than a compass and it’s deviation card. Additionally the GPS would also be used in any case to give the ATC accurate ETE, ETA and distance measurements.
I would like to propose the use of a respected dedicated GPS Device, manufactured by established manufacturers, such as Garmin and Magellan, that have their own internal power source, and are reknown for their reliability to be used in Microlight aircraft in lieu of traditional magentic compasses to provide magentic heading readings to the Pilot. Also, as a result of their inherent accuracy, these devices also be not subject to the now unneccesary compass swing test.
Yours Sincerely
Morph
ZU-EPH
. For that you must be transponder equipped. 
To be able to comply with vectors, you need at least a stabilized compass. This would be a gyro compass, or an inertial navigation system. If MC is interested, I would be happy to take the time and explain all these things to him.
