Just an opinion...

As the time for me to leave the old continent aproaches I have more and more things to do, to finish, to clean up. This is why I'm not posting too frequently nowadays.
This one is also just a private opinion. On our favourite rumour network there are very different opinions on wheather to go to Maun (or any other place in Africa) by the and of this year and beginning of next year. Whether there will be openings or not. Although I'm talking against myself (more guys there the bigger the competition), I really think that anyone who has decided to land a job there should pack and go. At least that is what I'm doing.

I didn't renew my contract with Haszon. This is a great little company, that proved that a few dedicated guys can get into the game with the big guys (meaning here multinational publishers). I'we been here from the beginning and it was fun. But nothing can compete with flying in Africa.
Also there are two types of guys who are flying or have flown in Maun. There are the ones who like to be in Maun and there are the ones who go there to build some hours and then they're off. But this all doesn't matter as far as I'm concerned, because in terms of flying Maun is one of the best places to start for either type. The only thing one should decide is wether he wants to go there or not.

I really am in a shortage of time. Still doing my IR, have some ten more sessions untill I can do the exam ride with the CAA guy. And then there is the risk of not getting the papers in time. December is here soon, and here no one will work... But January 6th should still be the perfect time.

Keep cool. And sorry for this photographic egotrip...
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Teaser: Ludwig's lion

A few days ago I've changed the header of the blog. The photo was taken by Ludwig Reiter at Chief's Camp, Moremi National Park (see map at the end of this post). When I wrote him about this he's sent me a few more (click for bigger). So here they are. No coments. Just enjoy...

Saját elmentett helyeim nagyobb térképen való megjelenítése

This is crazy

I arrived to my office yesterday morning (19th of October) at 0830 and came home almost a day later at 0310 (20th of October). And still can't get no sleep. The girls are having their dreamtime.
But one more tough day at the office and from Wednesday IR again. If things go well I'll be ready for the checkflight with an examiner in two weeks.
And next week ICAO level exam is planned, too. So things are rolling.

Keeping the spirit high

High Flight
by John Gillespie Magee, Jr.
Oh, I have slipped the surly bonds of earth,
And danced the skies on laughter-silvered wings;
Sunward I've climbed, and joined the tumbling mirth
Of sun-split clouds...and done a hundred things
You have not dreamed of...wheeled and soared and swung
High in the sunlit silence. Hov'ring there,
I've chased the shouting wind along, and flung
My eager craft through footless halls of air.
Up, up, the long, delirious burning blue
I've topped the windswept heights with easy grace
Where never lark, nor even eagle flew.
And while with silent, lifting mind I've trod
The high untrespassed sanctity of space...
...put out my hand, and touched the face of God.

Photo of C208 over Botswana by Ludwig

Yet an other non-flying related entry

Take a guy, a girl, thirst for adventure and put them to Singapore. Give them a motorbike and you get one of the most amazing adventures I've heard of nowadays. They've set on a journey from Singapore to Poland. Their story is the story of achieving whatever you want if you are really determined.
Kamil sent me a message a few days ago while still in Africa. The reason? He fell in love with bush flying in Namibia. And will probably try to get a flying job there after finishing the Big Adventure. Have a great ride guy's!

But I'll let them talk:
Over 70 thousand kilometers via the roads and side roads of Asia, Africa and Europe, 50 countries to visit, 15 months on the road, 2 adventure seekers and 1 motorcycle….. There’ll be plenty of dirt tracks, desert sands and rocky mountain passes leading to exciting places, interesting people, crazy local customs and nature at its best.
After a few years spent in Singapore, we’re riding back to Poland on a motorcycle – the Honda Africa Twin. We're going home...

Why a motorbike?
For the adrenaline, sense of adventure and ability to go literally anywhere. We want to find places still undiscovered and untouched by western civilization. Places only reached by going ‘off-road’.
Why from Singapore?
We both lived and worked there for over 2 years. On 20th April 2008 all that ended and the adventure we've been dreaming about began. Initially we planned for a direct route back to Europe via India, Pakistan and Turkey. But with time spent in front of a big map of the world hanging in our bedroom, we extended the journey to include over 50 countries on the continents of Asia, Africa and Europe. Now on our route are Japan, Mongolia and Tajikistan, as well as a 'side trip' down the African east coast to Cape Town and back up the west coast to Europe. We expect the trip to take around 15 months. However we are not limited by time and it can easily be extended or shortened for unforseen reasons... A longer stop is scheduled in Ghana, where Iza plans to work as a volunteer for the “Freespirit” foundation, in memory of “Kinga” who tragically died of malaria in 2006.
The task of preparing the bike and purchasing all the required equipment took over 6 months. Not long when you consider that it can take up to 2-3 years. Most of the bike preparation was done at Aseng’s - a local Singapore mechanic. He'd also worked on the previous two bikes we’d ridden in Singapore. Of the countless documentation to be arranged, the 'Carnet de Passage' was the most important (and difficult) to obtain. It allows for the bike to be ridden through countries without having to pay import duties, which would otherwise be applicable. It is issued by the country in which the motorcycle is registered, but only after a deposit (equal to the value of the bike) is left with a bank guaranteeing the bike will not be 'illegally' imported into one of the countries visited. To get the CDP Kamil actually had to apply for a Singaporean permanent residency (for you couldn’t get it on a temporary visa), which he obtained just a week before departure!!
One of the most commonly asked questions is about budgeting. We are not being paid for our trip and we only have a couple sponsors. The majority of costs will be covered by us alone.How can we afford this?
Well, we do not have an expensive car or other ‘luxury’ items. Our main possession is the Africa Twin and a sense of adventure. We plan to spend US$30 per day. This has to cover our daily expenses including accommodation, food and petrol. It does not factor in visa, shipping and other miscellaneous costs (ie. park entry fees, insurance…). Life on the road can be amazingly cheap. We cook our own meals and camp wherever possible, sometimes accepting free accommodation from generous hosts. To travel as we do, you definitely need determination and a lot of motivation.

We believe that if you want something badly enough,
money is not an issue…

Presently they are somewhere in Morocco. 85,300 kilometers covered. 538 days on the road.
If you'd like to know more here's their website: Singapore2Poland
And here's their blog: Singapore2Poland Blog
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Three months to liftoff

Haven't been posting for a while as there's not much to say. And almost everything that you should know can already be found here and on PPRuNe's Maun thread.

After having flown 10 hours IR training (+ 10 sim) I feel like I'm the most untalented student the world has ever carried. But I'm working on it hard... And I only have around 9 more IR flying sessions before the exam.
But at least I've bought a tent in preparation of living in Audi camp in Maun. To my surprise it was pretty cheap. A 3 pax one cost 2000 forints (that being 11 US$). Also a backpack so I can carry the laptop and stuff with me. Also started to do the official translations. So I'll be finishing my homework in time, and I very much hope to meet a few of you in Maun.
Two weeks ago my Austro-Hungarian Aviator friend Marcel visited me. We really had some cool times. And the most important thing is that we found the official AHA drink: the Guadalajara coctail (tequila, a drop of coffee, and a bit of triple sec).
One more thing before I end this entry: I asked the guys in Maun if there are mandatory vaccinations or if I should take some before I leave. Important question as those cost around 550 US$. Their answer was to not spend money on these drugs. And as I'm planing for a "worst case scenario" this saving might mean an extra month of staying in Maun.
For keeping the spirit alive enjoy the photos from Maun, all stolen from the Facebook group. Keep wings level.
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On situation in Maun

Time is coming for me to plan my moving to Maun. But in the meantime I get a lot of controversary information. Some who I mail with are saying it is a nogoer. And that other than MackAir the companies in Maun are pretty bad. One pilot flying for Sefofane wrote me that it is a particularly bad company.

But then again an other pilot who I chatted with on Facebook told me that there will be movement, people are leaving, some are moving up so there'll be places for us newcomers. And he didn't see things so gloomy. Stating that Moremi would be a good move as they have lots of people leaving. Not to mention my buddy at Mack who also says that January will be a good time for arriving to Maun.

Well, to sum it up: for me it is a goer, I think I have no other choice at the moment. I was advised to do an instructor rating, but Hungary is not swarming with pilot wannabees and building around 200 hours a year isn't a big choice at my age.

And as my friend Felix would say getting a job is just a matter of the right attitude. Every pic in this post was taken by him.

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Big birds, small birds...

Finally I've finished the C210 training on the HA-SKW. And am a happy complex airplane driver. With her retractible gear she's a really new feeling. This 1960 ol' lady has some differences compared to the younger ones, but it gives a very good sensation of a big iron.

Last friday was really fun. At 0500Z was taking off from LHTL (Tököl airport) with a buddy in a DA20. An hour later we were landing at LHSM (Sármellék intl.). Than headed with a car to a small private airfield, Zalakaros, 5 NM away. Flew some traffic patterns just for practice on the 210. Landed her at LHSM, jumped in the DA20 and by one a clock we were landing the small bird at LHTL.

Photos of the ol' lady were taken by Peter Nadasi. Large sizes can be found here.

At LHSM the Belgian Air Force had some jet on the ground. I took a funny picture that I'm sharing with you too. Like the big bird just gave birth to our sweet little Katana...

Well and finally yesterday I've had the first IFR flight. One and a half hour under the hood. It was a sweating experience, but I can't wait for the next session.

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Finally some major steps

I've been strugling to continue my IFR training since 2 months now. Things slowed down here in Hungary as finally the CAA became JAA acredited. And with this the majority of flight schools have lost their licenses.

But yesterday finally I've arranged my IR training at Pannon Air Service (one of the few operators and flightschools that will remain after the JAA-stuff), with a promise that I'll be able to take the practical check late November, early December. This means that Africa is closing in. Fingers crossed.

IR training and exam will be in DA40 TDI (with FADEC). An extremely easy to handle plane. Also for my CPL check I'll have some hours in a Beech B24R Sierra, reg: HA-ACX (the CPL check needs to be performed in a plane with retractible undercarriage and constant speed prop).

Also made a deal for getting rated on G1000 glass cockpit (the pic above is a DA40 180, no FADEC). I love this TV flying since the first day I flew as a passenger.

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Back on the jobhunt

Photo of HA-SKW 1960 C210 was taken by Peter Nadasi. The large size can be found here.

My luck... Yesterday (Sunday) I jumped in the car and drove two hours to fly the C210 HA-SKW from Zalakaros (LHZK) a small private airfield 10 NM south from lake Balaton. As lucky as I am these days, the bird flew some tourists before it was my turn and something broke. After landing the nosewheel was wet by some fluid. Hydraulic fluid was flowing down on the firewall and out near the wheel strut. So, no flying. What am I expecting from this lady in her 40's?

But at least on Saturday I took some guys on a sigthseeing trip over Budapest with a DA40.

So back on the jobhunt.
While it is clear that if you want to grab a job in Africa you need to go there it is also important to emphasize that it is also very important to get some info on the operators before you actually get there. And as the majority of them will obviously not answer to your emails you have to rely on the internet. Where you may find info that may be out of date, like my post on Renair, Tanzania.

A good start may be the Air Carrier Directory for Africa of Pilot Career Centre. They have listed the majority of operators by region.

An other good source is this link collection I ran over when Cliff who's flying in Tanzania wrote me and I checked his posts on PPRuNe. How to find job info on the intenet...especially for newbies. It is two years old but still, you might never know. And I think he's focused on the North American job market.

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Everything you wanted to know...

...about operating a C206/210 but were afraid to ask. Click here!

Few years ago a fantastic thread emerged on PPRuNe about the Cessna 206 and quickly evolved into Cessna 200 series tips and tricks forum. For all of us who are eager to fly one of these babies in Africa it is a valuable source of information.

"A 206 crashed at Arakun a few years ago, after the mixture cable broke and the mixture went to idle/cutoff. The aeroplane went into trees (zero options) at fairly high speed and all were killed. The investigation found that the flaps were not extended to minimise impact speed, as one would expect from an experienced pilot sans power and faced with descent into trees; but also found that both leaves of the back door had been released prior to impact, thereby cutting the flap circuit."

From Jamair's post

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Job Hunt – via Bush Flying 101

For all jobhunters and especially the lowtimers it is very important to find their way into the business. To find a few good contacts and a few good mates.

Here's the link to Bush Flying 101 blog where Chris's entry is just about

this issue: Job hunt. It is a must read!

He's writing about what I always emphasize: the importance

of networking and the importance of making a good

first impression.

A bit of organizing

I still get mails asking for help in Africa and I'm still in no position of being able to do it. Everything I know is posted here. If you write me that you've sent a mail to XY operator and didn't get an answer is because they mainly aren't huge mailers (they should probably hire somebody just to answer the swarm of job enquiry mails they get a day - come on... nobody will do that).

But now I tried to be more user friendly and organized the pilot job related entries in a separate box, just under my profile box, so you don't have to read all the crap I'm writing now and then that is not related to the African (and other) possibilities and you guys and gals will be able to get the info you need quicker. It saves you time and also it hopefully saves me time too.

Cheers.

Back on track

Well vacation is gone. Nothing really happened. Except some B737NG sim flying. A few amateur but simulator enthusiasts here in Budapest decided to build their own B737NG and A320 sim. The outcome is pretty cool. I had the oportunity to try their 737 sim wich was a pretty awesome experience. Did some SID's, STAR's and had a high altitude double engine failure over Greece enroute to Korfu. Survived it. If you wanna check it out here's the link: HighFly Aviation
Still building my time and ratings, but due to some financial stuff this goes pretty slowly.

My AHA friend Marcel has pointed me towards Nyassa Air Taxi in Malawi. I also exchanged a few mails with one of their former pilots. Nyassa is owned by Austrians and has a crew of Europeans.
Like Sefofane they also published a PDF with their requirements for wannabees and also some info on Malawi flying and some useful links. You might want to download it here.
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Vacation finally

I was working a bit too much lately, so from today I took my vacation. No more directing until August. And I think the same goes for blogging, too. Haven't got any new info anyway. So until I'm back you can still reach me through emails. But if I get any good news I'll try to post them.
Keep cool.
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AHA, Austro-Hungarian Aviators

My Austrian friend Marcel (http://austrianaviator.blogspot.com/) proposed the other day that we establish the Austro-Hungarian Aviators (aha, the AHA) "society". And he asked me to design a logo for it (see below).
With my eyes on Africa what could have been a better icon on the badge than a Caravan.
So, this is the symbol of our little Gemeinschaft. We could even start merchendising, hah.
If you'd feel like joining then here's the link (by the way, you don't need to be Austrian or Hungarian...):
Flight Crew Network Austro-Hungarian Aviators

Tropic Air and Maya Island Air in Belize

As you already know from time to time I run into lowtimer jobs that are out of Africa. This time it is Belize in Central America.

There are two small companies that seemingly hire low-time pilots. Tropic Air (based on La Isla Bonita) and Maya Island Air. Tropic flying Caravans and smaller Cessna's (172's and 207's which are a stretched version of the 206). Maya using Caravans, BN Islanders, G7 Airvan and Cessna 182.

From what I've found entry requirements are 250 TT. Although the thing in Belize is a bit tricky: "If you go there with 250 hours you will need to fly P2 for 500 hours before you get this as Civil Aviation only counts half your P2 time toward your total 500 before you can fly a 172 as a Captain. Then fly that until you get a shot at the Caravan as Captain."

The two websites don't give you much info on this. What I dug out is that Chief Pilot for Tropic is Mike Kuhn. His portrait appeaered in The San Pedro Sun (available online here: http://sanpedrosun.net/old/00-104.html).

Presently there are no hirings, but it is good to put these companies on your list.

More on Belize flying from a Canadian flying for Tropic Air.

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So, you want to fly one of these! Bush planes in Africa II.

Photo of HA-SKW 1960 C210 was taken by Peter Nadasi. The large size can be found here.

Next to come is the Cessna 210 Centurion with retractible landing gears. I could not tell you weather 206's or 210's are more in Africa, but there is a clear distinction among the countries. If you look at Botswana you'll find more 206's. If you look at Namibia the 210 is the true workhorse in the bush.

Although from Hungarian operators I know that the 210's constantly have problems with the landing gear. The 210 is a very stable aircraft. In level or turning flight it behaves as if it were turning by robot. The ailerons feel heavy and there's a need to properly trim the aircraft. Also you can feel the weight of the airplane through the elevator (actually it is the second heaviest single engine behind the Malibu). As speed increases so increases elevator force, need to trim this, too.

The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). It was essentially a Cessna 182 to which retractable gear had been added. The one I know is from 1960. Still fourseater. But whith a new 300 hp engine. I'm gonna do my check in this one. See pic of HA-SKW.

In 1961 the C210 was completely redesigned. The wider and roomier fuselage allowed for a third side window. New sut the semi-Fowler flaps were added (slotted, rear-moving), which allowed a lower landing speed (flaps-down, power-off stall speed is around 56 knots according to the operator of C210 HA-SKW).

The 1964 model 210D introduced a 285 hp (213 kW) engine and 2 small child seats.

In 1967 the model 210G introduced a cantilever wing replacing the strut-braced wing.

In 1970 the 210K became the first full 6-seat model; this was achieved by replacing the flat-leaf main gear springs with tapered tubular steel springs of greater tread width (which allowed the tires to be nested farther back in the fuselage).

In 1979 the 210N model eliminated the folding doors which previously covered the retracted main gears; the retracted tubular springs lie in shallow channels along the bottom of the fuselage and the wheels fit snugly into a closed depression on the fuselage bottom. Some models featured de-icing boots as an option.

The aircraft was offered in a normally aspirated version, designated the model 210, as well as the turbocharged T210 and the pressurized P210 versions.

Links:

http://www.aircraftguru.com/aircraft/aircraft-information.php?craftid=98
http://www.flugzeuginfo.net/acdata_php/acdata_cessna_210_en.php

http://www.absoluteastronomy.com/topics/Cessna_210#encyclopedia

http://www.africanpilot.co.za/the-magnificent-cessna-210-centurion_112008_10.php

Pictures from Airliners.net

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