Susi Air, Indonesia

From time to time I run over non-african companies that are willing to hire low-time pilots (if you are willing to go there). Here's one from Indonesia.

Susi Air is a charter company with the main base in Jakarta (with bases in Medan and Jayapura). Operating mainly Cessna 208's. Their fleet also includes two Pilatus PC-6. And they operate a flight school in Pangandaran with DA40 and DA42's. All aircraft are young.

Rumor says (heard this from an NZ mate – thanks Sam) that they are hiring lowtime pilots at this time. One interview was these days, the next will be sometime in July.

I've heard and read controversal stuff, but the majority of info on them is good. One interesting thing is that they operate the Caravans and even Diamonds with two person crews. Also there might be license conversation problems. Long and expensive, but I'd think that it is the same as in Africa, if they hire you they will sort out these things. One thing seemed interesting: as long as you are flying P2 you ill not have the conversion done (seems that many guys went there flew a few hours and then left, so they will do your conversion when you have 1000 hours and become a captain). Flying is 80-100 hours a month.

PPRuNe quote:

The SOP's are followed at all times, all planes tracked through Blue Sky Sat Tracking, you dont get into probs if you say no, the atmosphere is very friendly, and if it wasnt, I would not be here...

Well, pay is 600 USD for an F/O. Which for me eastern european bastard is fairly good. Don't know for other parts of the world. Also when considering pay you must consider that they are paying the housing, food and transportation. And on each leave, the company pays for economy class ticket to/from EU/US/Canadian/etc "gateway" city, which are e.g. Frankfurt, London, Paris, LA, San Francisco, Vancouver...

3 weeks on/1 week off is the rotation.

PPRuNe quote:

Susi Air is a great opportunity period. They give you all the tools to operate safely, (EGPWS, TCAS1, WX Radar, Bluesky tracking, Dual Garmin, MFD) and most importantly 2 crew with SOP's which are enforced and adhered to. Training continues to get better all the time and improvements are constantly being made operationally. I am an ex employee and truly enjoyed my time there and found the team great to work with. Indonesia is a fabulous place to work and the schedule allows travel within Asia.

Well, just an other opportunity, and a pretty decent company... I'd be curious on other Indonesian companies but couldn't dig up more at the moment.

Sent some mails to guys flying there, so if there's any update then I'll keep you guys informed.

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Congo Bush Pilots – National Geographic – Thursday, August 6

Well-well, finally the NatGeo staff packed up and made a documentary about bush flying in Congo. They packed a short video of a Dash landing on some dirtstrip. And a few pictures.

Overview:
Bush piloting in the Congo, a country crippled by 30 years of war and famine, may be one of the worlds most hazardous professions. The pilots come from all over; from developed world drop-outs to ex-army fliers to adrenalin junkies. Some come for the money, some for the appeal of living on the outer edge of right and wrong. In a nation not much smaller than Western Europe, where large sections of the country are inaccessible by road, the population is utterly dependent on bush pilots – flyers with the courage and skill to land planes on some of the worlds most challenging terrain. This is their story.

Here's the link: National Geographic

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And then there is the DR of Congo

In Congo you will find mostly Let 410 and you need the rating if you want to be sure to find a job.

I know of a girl who went to Congo and found a job quickly because she was there to start the next day. Also she told me that the maintenance of the aircrafts in Congo is pretty much poor. So you might consider this too, before jumping into the first plane to Kinsasha.

The same old story, you won't get answers on emails. Show up and maybe you get something. Age doesn't really matter.

Here's a list of operators out of N'Dolo Airport, there are some more from other airports, but I have no info on those:

Malu Aviation - SC7, An28 (http://www.maluaviation.com/)

FilAir - L410 UVP-E

MAF - C208 (http://www.maf.org/congo_edrc)

AirServ - KingAir200, TwinOtter, C208 (http://www.airserv.org/main.cfm?action=contact)

Business Aviation - L410 UVP-E, Nord262

Air Tropiques - B1900, L410 UVP, KingAir100 (the company is seeking presently for pilots: see Pilot Career Centre)

KinAvia - L410 UVP-E (http://www.pagewebcongo.com/mailing/kinavia/bandundu_bascongo.htm)

Air Kasai - L410 UVP-E, BN2A Islander

And here's a blog on Congo flying:

Adventures of Patrick Lynch: An africanized freight-dog trying not to get Malaria

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Daydreaming

I already wrote about my longterm plans of going to Maldives and eventually flying Twin Otters on floats in paradise. So here's a couple of pictures.

Absolutely fantastic.
Although the job is hard. Flying the whole day with 10-20 T/O's and landings. But who cares when you can enjoy being an angel in paradise?

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Just dreamin'

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Word from Maun

Here's a situation report from "ground zero" (THX flying paddy):

I will try to give you an honest run down on what is happening here. Firstly it is very busy in Maun at the moment and any rumours of a recession are just that. I was chatting to one of the owners this week and they admitted that they did not have enough aircraft or pilots. So that is a very good sign.

Unfortunately it is too late to take advantage of this years boom as such, there is no way anyone is being hired at the moment as it is just to busy to train and get folks on line. The law here is a bit different and it is a bit of a pain to get all your licence and paperwork done quickly.

Now plans for the future! Well that is not so great I am afraid. The word on the street is that due to the recession bookings at the lodges are down on next year so far. (This years flying was booked a while ago) This has a direct knock on effect on the operators. If you do want to experience flying here (and it is fantastic) then you will need too weigh up the odds. There is no point in coming here before Xmas, all the hiring is done in the New Year during the off season. (There is time to train you etc). You also most absolutely come here no one has ever been hired any other way.

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My buddies...

... are doing their line training at WizzAir. One will be based in Prague (one of the most beautiful and exciting cities) the other will be based in my natal city Timisoara.

Wizz is the largest lowcost airline in Eastern Europe and owned by Hungarianns. With a constantly growing fleet of A320's it seems that it is not effected by the downturn. They are constantly hiring. This company is a good starting place for midtimers (with 700-1000 TT). My first instructor is also flying for them. He'll shortly become a captain.

Well it is good to know that by the time I might be coming back from Africa there'll be a few captain buddies at Wizz. The more I am into this "business" the more I have to realize that proper networking is one of the most important factor in getting a pilot job.
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Flying therapy ✈

Still ill.

But since I have flown a few hours in the weekend at least the office depression passed.

We hoped with Matt in our good old rented Piper on Saturday, and flew to Wiener Neustadt (LOAN) to have the best wiener schnitzel in Austria, strictly "unter den Turm". The Piper has four places but you either carry fuel either carry passangers. It has 160 HP, but still doesn't seem to be enough.

It is located near a military airfield (LOXN). So I was coming in for a landing on the RWY10 and reported over the Pulverturm as asked (this is the entry point, the turn from crosswind to downwind). I was trying not to overfly the railway which is paralel with the base. Then turned to final at 100-150 ft, in case of the Piper I extended full flaps and touched down (my buddy Matt was like a real F/O, he was constantly giving me the speed). Meanwhile the crazy old guy from the tower awaits the moment when you have the highest workload and starts asking you about your departure airfield and the name of the captain and similar very importan questions. Me just asked him to stand by. So we were down and happy but not for a long time as there was no free table at the restaurant. On the picture behind the Piper you can see the tower and the restaurant.

Wiener Neustadt airfield is home of the Diamond Aircraft. So there's a lot to see. And there is a small aviation museum too, where among other airplanes they have a Messerchmitt Bf109 which looks to me to be in flying condition (but I might be wrong).

With no place to eat but hungry we hopped back in the Piper and headed for Tokorcs airfield in Hungary (such a small one that it doesn't even have a code). But they have a great restaurant there and by air it is only 30 minutes. From there we flew to Kaposújlak (LHKV). Here I had my first wake turbulence encountered on final. There was parachute dropping from an L410. After deploying the packages she was descending like crazy (as it is used in case of parachute dropping). Turned to final some half mile in front of me while I was holding to let her land. Then I turned to final and saw her touching down. Was also descending towards the runway when I first encountered a strong turbulence yawing me to the left. Agressively corrected it and got into an other one now to the right. This was when I realized that I'm in the turbulence zone of the Let. Turned left and left the final. Made a slow slight prolonged turn. Got back on final a few minutes later and landed without further events.

Sunday. LHSA. 0600Z. We've been planning to go to Portorož (LJPZ) in Slovenia. But haven't.
Instead We flew to Nove Zamky (LZNZ) in Slovakia. We met a few slovak pilots. Chatted for an hour or so and headed back to LHSA.

Had some coolers and took off for Punitz/Gussing (LOGG) airfield. Matt fell asleep on the way there. In the Hungarian airspace there was no big traffic. The engine was working perfectly and for a few minutes I also had to fight not to fall asleep. Landing, an Almdudler and we were heading back to LHSA again. Climbed up to 8000 ft to catch the building clouds.

Climbed above the cloud base. The sight was gorgeous. The air was smooth. And I forgat that I'm ill. So when we started to descend intensively for LHSA hell broke out in my head. As I had this flu it probably blocked my eustachian tube and my middle ear couldn't decompress. I was swallowing and yawning and doing the valsalva without any success. My tears bursted. Gush. Was I stupid to go to those hights.

It took 2 days for the barotrauma to go away. And did I mention that I'm still ill :)

But hey flying we must (I think master Yoda told this to young Skywalker).

Downward spiral

I'm sitting in the office and getting depressed. Haven't flown since a month. I don't even want to write about my plans for this weekend as previously almost everything that I was planning and posted here was a huge failure...

It is getting hot. And I ironically have a serious flu (hopefully not H1N1).

The best thing that happened nowadays that I've got a mail from "flyaustria" who is 38 years old and starting his carrier. He will leave for Namibia in a week or so. Thanks man for keeping the spirit alive. And I hope to get some good news from you. Good luck!

This is me now on the picture: Monkeypilot...

A long time ago in Maun

For all of you who are not really into forums here's a post from a Maun "vet" that really gives you the last kick to start packing and head to Maun. Thanks Draglift for allowing me to post your memories here too.

I was based at Khwai River lodge just North East of Maun in 1983-1984 aged 24. At the time I had an FAA ATP and had converted to both a South African CPL/IR in Johannesburg (Lanseria) and then did a Botswana CPL/IR validation in Gaborone. For the Botswana medical one of the printed questions on the doctor’s form was “Is he an idiot?" My job was to fly a Cessna 206 (A2-ADX) and 2 Britten Norman Islanders (A2-AEA and ZS-KMD.) I have quoted those registrations 26 years later with no need to look them up (...) I thought the Islander was very sophisticated as it had a seat belt sign switch which illuminated 2 seat belt signs! It was great flying and great multi-engine experience. Apart from Maun the roads through the bush were sand, navigation was dead reckoning apart from NDBs at Maun and Kasane. In the camps we refuelled by handpumping avgas from 54 gallon drums through a chamois leather filter. The Cessna Caravan had not yet made it to the Okavango. Britten Norman had come out to demonstrate the turbine powered Islander but noone had bought them. All flying was daylight only as there were no runway lights anywhere although once in an emergency I landed at night at Khwai between 2 landrovers with their headlights on and Maun when one of our servants had accidentally cut off most of her leg at the ankle while chopping wood. My routes were Vic Falls via Kasane. Also Maun, Gaborone, and a lot of the camps, and occasionally to Etosha and Johannesburg. A lot of the flying was dead reckoning and the delta could change overnight after rain.
The Cessna 206 was an incredible workhorse and I handpropped the 300 hp Lycoming on a couple of occasions when the starter solenoid failed. The one I flew didn't have a pod and the weight and balance rule seemed to be "if there is less than 6 inches between the tail skid and the ground the c of g is too rearward or it's too heavy! (Please don't anyone take this literally.) The DCA insisted on a weight and balance per flight and we got round that by having about ten completed weight and balance sheets in the plane and if I was met at the end of the flight I hurriedly selected an appropriate one. The new Airport at Gaberone was being built and flying down to Gaborone to have the plane serviced meant a couple of hours dead reckoning before the ADF picked up the local radio station which was a stronger signal than the airport NDB.
Kasane was a dirt strip in those days. The airport manager's job seemed to be to clear cattle off the strip. My first trip in to Kasane he said to me "After takeoff if you fly over de army camp you will be shot down" I innocently replied "OK, where is the army camp?" His reply "I cannot tell you, it is a secret!" However I had been well briefed beforehand. If you wanted immigration to attend your arrival you first buzzed the town of Kasane and cycled your prop(s). Ten minutes later a white Land Rover would arrive in a whirl of dust and 2 immaculately dressed passport officers would get out and stamp your passengers' passports on the bonnet before driving off again.
Victoria Falls was a delightful airport. For a while the landing fee was 25 Zim dollars but you could only import 20 Zim dollars. It was a catch 22 situation. There was no currency exchange at the airport and you had to pay in local but there was a fine if you brought in more than 20 Zim dollars! I used to look enviously at the Air Zimbabwe Vickers Viscounts which seemed enormous.
My experience in the Okavango was unforgettable and one of the best experiences in my life. 652 sectors in all with a few interesting moments. But at the time I was thirsty to fly bigger planes. I've been flying wide bodied Boeings for the last twenty two years but have a yearning to go back to the Okavango...

Photos: Mack Air and Kavango

34

Yesterday I passed 34. Gush, time is running and I'm not flying these days. Just working hard. Waiting for the one month summer holiday. I'll have a month to complete the IR/ME training. This will put me over 200 TT. And the hard part will come only after these things are set.

A year ago with my fresh PPL I was preparing for the Puma Air Rally. This is a memorial flight to places where Hungarian II World War pilots were shut down. We did some cool formation flying. The rally lasted six hours. It was one of my best rides to this date. After the rally I was flying back to LHTL from LHJK I had to awoid a thinderstorm. When I landed and vacated the runway to give way for a Morane a beautyful rainbow was spreading over us. This year unfortunately I won't be able to participate, office and office.

Namibian C210's

The other day I exchanged some mails with a guy flying in Namibia. I was interested in C210 hours vs IR. Which would be the preferred. And wether it's a good idea planning to bring the family to Windhoek. So here's his answer:

I would recommed that you do the IR and as many hours on C210 as possible. The reason is:Flying C210 IR is not allowed in Namibia, BUT if for instance you start working here and after a while you get a job that requires IR, you already got it on your validation.
Insurance is very strict as previously said and the more hours you’ve got the better your changes for a job. There is some companies where you need to have 100 hours on C210 to able to qualify for the insuance.If your'e asking if you should bring your wife and baby to Namibia the answer is YES! It is a very safe and nice country. The infrastructure is excellent, with good doctors, hospitals, shopping centres, schools - whatever you might need. I would recommend that you firstly get the licence validation out of the way (as there is some written exams and strict flight test, etc.) And when you start with your job, only then let them join you. Also bear in mind that Namibia do not have decent public transport systems like in Europe. So I would advise you to get yourself a car soonest. (THX Tape)
More on Namibia here and here

Back on Kenya

Well here are a few links to Kenyan air charter companies that I found and checked. Although I've already wrote earlier here and here that obtaining the Kenyan permits is a pain in the ass it might worth a check. And the scenery and flying is worth everything.

Manda Bay Air Charters And Scenic Flights: www.mandabay.com/air-charters.htm
Tropic Air: www.tropicairkenya.com/kenya_pilots_aircraft.php
Yellow Wings: www.yellowwings.com/airplanes.htm
Boskovic Air Charters: www.boskovicaircharters.com/
East African Air Charters: eaaircharters.co.ke

And probably the best place to start is Aero Club of East Africa (Wilson Airport, Nairobi, Kenya): www.aeroclubea.net/

All pictures: Christian Strebel, Yellow Wings

My buddies having fun in an Alouette II.

My helicopter flying here.

If you happen to visit Hungary and would like a helicopter sightseeing ride just check them out.

Zambia again and Sefofane requirements

I checked the previously posted Zambian air charter companies websites. Here's the working ones (as there are a few phone numbers and email adresses it might save some time):

Avocet
Batoka Sky has no working website but the email is: malana@iafrica.com

Proflight

Staravia

Zambia Flying Doctor Service Air Charter (not their site but phone numbers and email)

Sefofane (really professional site)

United Air Charters

And here's a link with Sefofane Pilot Employment requirements. Sefofane has headquarters in Botswana, Namibia, Zimbabwe, Zambia and South Africa so it's worth a read, applies to mainly all African companies (maibe not so strictly). Download PDF.

A Tanzanian bush flying blog

Check out John Alexanders blog. The guy is flying in Tanzania out of Dar es Salaam. He's got good stories so you can get the picture what is awaiting on you in Africa on the ground and in the air. Also might be worth checking his book.
Thanks John, keep on posting. Love to read your adventures!

On Zambian low time pilot jobs

Zambia is a beautiful country with beautiful people, and currently there's not even too much to complain about the nation's governance! Zambia is the hidden treasure of Africa, that often went unseen by tourists who were always in a rush to see the country's well-marketed neighbors (Zimbabwe, Botswana, Namibia etc).

The national parks are absolutely stunning, and the local population is friendly and kind-hearted. You occasionally will see some form of racism, but name one country in the world where such an ignorant minority does not exist!

Zambia would be a fantastic place to fly. International investments have been flourishing over the last couple of years, especially in Livingstone which seems to have become the new hub to Victoria Falls. As many tourists seem to feel uncomfortable flying into Zim these days.

(erik07 via PPRuNe)

Sorry, I did not check the links yet, just posted them here:

LUSAKA
Avocet
Tel : + 260 97 770502 or 783106
Fax : + 260 1 229261 or
avocet@zamnet.zm

Batoka Sky
Tel : +27-12-342-6414
Fax: +27-12-342-1701
marketing@batokasky.co.zm

Proflight Commuter Services
Tel: +260 1 271032 / 271035
Fax: + 260 1 271 139
Cell: 097 33 55 63
reservations@proflight-zambia.com

Staravia
Tel: 271038
Fax: 291962
staravia@zamnet.zm

Zambezi Airlines

COPPERBELT
Travel International Air Charter
Tel: 312812
Cell: 02-780267
Tel: 311212
(Kasompe Air Feild)
tiac@zamnet.zm

Zambia Flying Doctor Service Air Charter
Tel: 640510

LIVINGSTONE

Batoka Sky
Tel: 03 321830
Fax: 321539
marketing@batokasky.co.zm

Sefofane Charters
Tel: (265) 781393
Fax:781397
reservtions@wilderness.co.zm

United Air Charters (helicopters)
Telefax: 03 323095
Telefax: 03 323095
info@uaczam.com

Quick note

I'm glad because it seems that a lot of people are getting information from this blog and find it useful. But I have to make it clear again that unfortunately I'm not yet anywhere in Africa. When I'm not flying somewhere over this small country I sit in my office in Budapest and do the art thing wishing I could speed up time.
On this blog I just wanted to share information that I have gathered through the last few months since I decided that Africa will be the place for me. Maybe it'll be of help to others who are in the same situation who share the same dream. And also saves some time. Maybe even give some tips. And hopefully it'll be my diary.
Press on and hope to meet you all in and over Africa!

Photo: Frederik Rasmusen via his blog: Flying in Tanzania for Safari AirLink

Some ferrying

Things didn't quite go as I've planned. Instead of taking the family for a ride I had to ferry a C152 to LHKA and from there the Cherokee to LHSA. Didn't do solo xcountry since my PPL training. I had to realise that flying a machine all alone, with no passengers, no buddy's just me and the machine is an almost sacred experience.

Cherokee checked

Today there was really wonderful weather. And got checked on Cherokee pretty quick. Soloed after 2 landings.
Already planned to take my babes with her this weekend on a xcountry and parent visiting at Szeged for Easter. But then out on the sun by herself the right gear fluid just flew out.
But the owner promised me to repair her till tomorrow noon. So there's hope for flying.
This happened around 1400 hours. So continued flying with my ol' C152 and my buddy Matt until sunset.

Cherokee and IFR

On Thursday 9th of April it's Cherokee time. Already going through the POH. Will do my check and then in a few days will start IFR training. Will surely be a new challange, a new adventure. It is: back to low wing configuration! And press on!