Almost an Epic Journey - Part 3

Thursday 7 Febr 2008, as soon as we could recognize the chimneys to the south of the field trough the usual morning smog - we got going at Springs (FASI) 05:35B off R03 with a left hand turnout, remaining close within one glide of the filed to check all out. (Most accident happens within 5 min of take-off – never forget the field you come from). Routing the inner boundary of JHB airspace in the buffer zone, initially climbing 6500ft and on to 7000ft passing east of the power station, south outbound under the JHB TMA – routing Kroonstad (FAKS). The view of the Vaal dam in the distance, with the sun breaking through the inversion layer in yellow and pink rays was absolutely stunning. 10 miles inbound for Kroonstad and a B1900 is from the opposite direction on route to the same destination. Arriving, 1,7 hrs landing R07 and making it to the apron. A nice clean airfield, but the trailer with mogas was empty (no surprise here) and no avgas (of course), despite 2 calls to confirm prior. Yet, the operator with whom the arrangements was made, still charges us the landing fees! Burning +- 8 liters p/h on face value, early calculations indicated that New Tempe (FATP) was still within safe reach and besides there is ample space for out-landing.

FAKS -2- FATP, was a rather quiet run. Eric now understood why glider pilots are considered such good (exceptional) stick and rudder pilots. The slightest slip is noticed and impacts on everything. The most important instrument, of course, the yaw string. There is no pointing 300 bhp in a direction, adjust rudder trim and nomakanjani (come what may), that is where we are going. Flying clean is essential. Headings and bearings are actually 2 different directions. On the numbers, slipping in under 65 at the Bloem TMA, coming up  close to the CTR and going round to the west, on a steady powered glide. Of coarse glider pilots every now and then has to make time for ground effect exercises, as part of  a final glide practice. (Once you have a hand on this, especially in a sailplane, crop spraying seems overrated).  Time 1,6 hrs and a rather uneventful landing at New Tempe, saw us refuel and munching down on some MacDonalds burgers. It is always amazing how much interest these Falkes generate, and of course the usual tin student pilot crowd arrived to appreciate and be amazed – with the usual confused facial expressions.

The next phase to Gariep required some forward thinking – distance, wind, especially mountainous terrain. Out landing space in the Gariep vicinity is very limited. All done and paid up (the universal part of flying), following correct procedure we taxied holding point R01, at the section to enter and backtrack we once again followed proper procedure. About 150 m from the threshold holding point, we notice a Cessna on finals. Immediately evading left (right is too uneven with our 6 inch prop clearance), seconds later the C172 rounded out and touched down next to us, with a skip and a jump. No Radio procedure, what so ever, and proceeded to touch and go! (It was obviously a training flight, judging from the actual landing and the lady 3 stripe pilot in the right seat. Our thoughts were they probably turned off the volume to instruct without interruption. Their calls?). We radio checked with other planes in the vicinity, everything OK. A reminder that there is never time for anything else, but always for an incident; or worse an accident.

~ Christophe Roelofse

to be continued

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There is no such thing as a MGPL

There is no such thing as a MGPL - included in a report as early as 2006 at the SSSA AGM Orient, original document available:

1) Insist on - getting a proper NPL issued / migrate to include sub Part17, at RAASA which    clearly states, NPL and Category TMG with types. This should be an automated process – since the new regulations. Yet RAASA insist that a NPL/S/Part17 instructor signs-off the application – contact 1 of our accredited ATO's - or Christophe Roelofse. (All accreditations in place). If your orange booklet states: Glider Pilots Licence on the first page – it is void (in terms of the new regulations – regarding TMG)

2) THEN - add types to your PPL, based on your valid NPL. (The problem is - SSSA GPL licences issued by RAASA does not contain any information / content, such as categories, types etc. Because SSSA retains the records - and not RAASA, and mere instructs RAASA to issue a licence. [How CAA / RAASA allows an ATO (Air Training Organization / flying school / SSSA - to simply tell the authorities to issue licences - is unclear - certainly it will not be acceptable from any other flying school, there should be a paper trail etc. highly irregular and being investigated by CAA). Thus the rest of aviation - including CAA does not recognise the validity. Hence if you which to add your TMG types to PPL and you present your paperwork to CAA- they do not accept it. For a SSSA member - your NPL – should clearly state categories / Sub Parts 17: TMG with types.

(Technically speaking - Soaring (with the endorsements, winch, aerotow, etc…) was supposed to be Part62 sub part 18, (as PASASA submitted it to CARCOM /CAA on several occasions and published in the government cassette) thus all could have been concluded in 1 booklet NPL, with Soaring, TMG, LSA, CCM, hang-glider , para-glider, … etc. BUT REMEMBER - SSSA was dead set against part 62:  

Soaring is NOW under Part 68 CARS 2011 - and thus removed from the mainstream recreation aviation – NOT part 62 – absolute stupidity. Thus you need practically 2 booklets! RAASA is having difficulty managing the situation). 

Similarly – if the NPL with the Sub-parts (example S/Part 17 for TMG) is correctly issued – you can go to any ATO – present your licence – and for example easily add other categories – such as CCM, LSA etc. (Simply, comply with the requirements of that category).

NOTE: 

A) if you have a “valid”/current SSSA licence- issued by RAASA – with any type of MTG – simply apply (have a GrA recognized Part 17 instructor / accredited ATO) sign your 62 application – that simple. the same instructor / accredited - can also sign-off your Part 61 applications!!!!.

B)  It is expected / regulation under part 62 - that a current NPL holder with example the category B- Sub-Part 16 LSA (Light Sport Aircraft) - to comply to the Sub-Part 17 TMG category– is 10 hrs (and the relevant practical theory) and flight test (summative flight assessment). Yet – for a PPL (under part 61) to add a TMG type – it is simply 1 hrs and 3 landings. This is clearly undesirable – since it does not address the authorities questions on practical TMG & PAS Power Assisted Soaring. In simple terms – is a LSA pilot not better equipped to fly a TMG (stick & rudder, etc)? The inevitable answer will be – that TMG should be an endorsement (probably also 10 hrs requirement) on the Part 61 (PPL/CPL/ATPL) similar to Taildragger endorsement, etc.]

Contact details for Christophe Roelofse - Cell 0836878926 or email croelofse@yahoo.com

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Congratulations – Juan Gerrits, SA First for TMG

Congratulations – Juan Gerrits - SA FIRST!!!

Juan Gerrits with Christophe Roelofse (Instructor)

Juan is the first South Africa pilot (as a Part 62 NPL holder with LSA and CCM) – to qualify for the Category: Touring Motor Glider (TMG). Christophe Roelofse the resident TMG Grade A instructor at LSAT CC Rhino Park (East of PTA) put Juan through the paces. Juan completed the requirements for the Part 62 / subpart 17 TMG and subsequently RAASA awarded the category to his NPL. Obviously the most exciting was the cross country – 25 km out and back, with engine off final glide, circuit and landing. Thermalling is not flying in circles. He says “ I have learned some new techniques and flying TMG certainly vividly demonstrated good flying aptitude, principals which I will definitely incorporate in my general flying”. “… everyone should do this ..!”

Yet again a record for LSAT cc, having been the first ATO in SA approved for TMG training under the new CARS2011 for Part 62 / subpart 17 TMG, under the guidance of Christophe Roelofse, first Gr A instructor – signing off the first in SA - Part61 PPL/CPL, the first NPL and already the first NPL/TMG SPL underway.

The training syllabus developed by PASASA and CAA endorsed is a “best practice method” and insures excellent quality training.

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Almost an Epic Journey - Part 2 (Author Christophe Roelofse)

PAS is indeed an independent category and the doctrine for flying a touring sailplane is unique, different from a sailplane and in practice certainly from a power aircraft. It is a combination of (a) soaring (including techniques such as thermalling and straight-line dolphin) and (b) power flying (including techniques – such as engine management, navigation, etc). Correct power settings for thermalling is crucial, though the common thought is to merely conserve fuel, you need to compensate for thermal strength and shock ascending cooling, etc. The wrong power setting will result in continuous adjusting throttle (less attentive stick and trim), exactly the opposite of the PAS theology. Similar to control surface inputs – every throttle adjustment, is in principal a waste, inevitably directly of indirectly culminating in additional energy / fuel consumption. It is no use burning fuel going up, in a slow rate thermal; when the energy could have been spend on covering distance, and visa versa. Unlike the common practice of powered flight – where straight and level is the objective, and the throttle (thrust) is the tool for going up or down, a Touring Sailplane is all about flying the wing. Since the engine is usually too weak to really feature significantly. The fastest route between 2 points – is usually not a straight line, since there are various elements (conditions) to be considered. Acceptable standards: Direction within 15 degrees, and average navigation course within 30 minutes of ETA, altitude: Also within 50 feet …? - Ideally within a band of 50 feet underneath clouds base, … actually - wherever the lift takes you!

In a glider competition – the equation is: Speed over Distance – the quickest shortest time, over the total length of the course (from point to point – irrespective of the actual route), is the winner (essentially the best energy manager - latent / potential, etc). Power aircraft racing is similar, the fastest plane wins – in a straight line from A to B, primarily dependent on the conversion of fuel (stored energy) to thrust, etc. The fuel in the TMG tank is also energy – that should be factored into the equation. Hence the major difference to – the general power flying competitions. PAS is NOT about minimum fuel burn for maximum flight time (fuel efficiency) – as commonly misbelieved - but in essence about “total energy efficiency” (over distance?). It should be described as: The practice of the continuous and conscientious exploring of the total (potential, etc) energy index of the aircraft. Thus total energy versus speed (time) / distance. The equation is simple: Distance ÷ time elapsed ÷ fuel consumed = to provide an efficiency index. To cover a set distance – though one can use no fuel when engine is shut down, time elapsed could be considerably more (thermalling gaining altitude, etc), whist the shortest time (flying straight and level) will result in more fuel consumption, etc. It is about the optimal balance. Yes, different, indeed a skill, even perhaps an art (and to some a religion), but certainly - to its own!

TMG events try to emulate the practical reality of typical TMG flying, (based on flying these aircraft to the full application / envelope) - such as to artificially include limitations: Low cloud base, airspace restrictions, time restrictions, etc. Example: In the National PAS2007 event, the winning TMG (this very same ZS-GVL) - used just a little over 5 litres over a course of 208 km, including a required low level leg of 30 km (no thermalling possible – under 1500ft restriction), and a 70 km leg with a altitude limit of 10500ft (not utilise top thermal strength or long runs) in 2h34m! The aircraft – a 30 year old SF 25 C 1700 cc, taking the no1 spot on the EI (efficiency index), with glide ratio of only 1:22 at beast. Make no mistake, there are some of the modern Touring Motor Glider machines with cruise speeds of 280 km/h, burning 12 litres p/h, with glide ratios exceeding 1:50 - and endurance in some types of 8hrs is not uncommon. The world is going green – in practical general and recreational aviation, the concept of - total efficiency, is lead by Touring Motor Glider technology.

This particular model – GVL, SF 25 C – has the “full” compliment of instruments suite: Airspeed (in km/h), altimeter (surprisingly in feet, with 1013 setting), variometer (in M/S), a VW ref counter, oil temperature - a master switch lever (on a chain), 1 fuse (alternator), and a very basic radio. The fuel gauge is a vertical pipe in the rear of the cockpit, behind the baggage compartment. There is none of the typical power aircraft stuff to be concerned or confused about – such as dual magneto’s etc. It has a maximum cruise speed of 120 km/h, with our weight configuration – probably no more than 110 km p/h. The 1700 cc Limbach (basically a VW Engine) – at best produces 60 odd horsepower. No need to say she was loaded to the brim. With maximum usable weight at 180kg – it does not leave much for 2 guys, gizmos and baggage. (The baggage compartment, behind the shoulders, is restricted to 10kg). With a predicted ground speed of 110 km/h, we are looking at 13, 5 hrs for the trip, Springs to Worchester. Fuel is max 40L (useful 37L odd) and at a safe calculation of 10 L p/h distances exceeding 300 km should be sensibly considered (especially where no real soaring) is involved and a 25km headwind constitutes 25% reduction of distance. Typical stopover airfields for your Cessna are either too far (or too close) and creative planning is a must. Simple considerations such as: Mogas in Richmond, becomes a logistical challenge, (rivalling ESCOM load shedding management).  In Laingsburg you are fee to land if - you can phone ahead and convince the locals to pick-up the stones to clear the runway prior to arrival.

2 days prior – weather, arrangements such as fuel, was confirmed. Good-2-Go. Eric was in charge of navigation (this man has it down to an art that puts to shame most professional navigators). His basic planning (printed paper back-up) covers an entire A4 flip folder, everything calculated to decimals! Every single map, including alternatives, 2 x GPS, sun panels, the works. NASA – come learn. (He does not appreciate the notion of an “out landing”). Though we glider pilots have a different approach to these things (PDA’s, running Win Pilot, etc), there are good things to say for tin pilots (especially in navigation division). To glider pilots: Knots - is a thing you get in ropes, miles -  is something you grandfather used to describe some unsure far off destination. Gliding is almost exclusively in metric, speeds (km), attitude (meters), - and who cares about QNH – QFE is important (it is not the sea – but the ground that will kill you), etc. (Though of course when you are in tin territory – you have to be on par with power flying environment, and I advocate NO less!)

To be continued....

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Aviation Medicine

Good day PASASA friends,

PASASA members attended very informative talk by Dr Chris Opperman last week 10 Oct 2012, at Kitty Hawk aero estate.

 Juanita - reports ... Find below a summary of the talk. It is my notes in Afrikaans.

"Lugvaartgeneeskunde het 'n definitiewe pre- en post 1994 aspek. Pre 1994 was die militêre gedeelte meer ivm siviel en tans is dit andersom. Die prosesse het ook verander met die CAA, wat eintlik na vliegstandaarde moet omsien, wat self die mandaat van geneeskunde ook oorgeneem het van die Instituut van Lugvaartgeneeskunde (ILG). Politiek het 'n groot invloed op die keuse van persone wat verantwoordelik is vir lugvaartgeneeskunde. Hierdie persone het nie die nodige opleiding en/of ervaring nie en gebruik dus privaat persone om te help.

Hierdie konsultante vir Die CAA se mediese afdeling (AVMED) het ongelukkig nie die nodige insig in ICAO (International Civil Aviation Organization) se standaarde nie. Die dilemma is dus dat hulle die outoriteit het maar nie vlieg verstaan nie.

Die wet tans is dat die Kommisaris van die CAA besluit of 'n persoon geskik is; tegnies, medies, ens. AVMED neem dus die besluit namens die Kommisaris. Wat nie sin maak nie is dat as jy wil appelleer, dit ook gerig word aan die Kommisaris.

Voorheen het die Burgerlugvaart paneel saam met die ILG gewerk en vliegveiligheid het alle besluite bepaal. Nou is die paneel by CAA en ILG maak nie besluite nie. AVMED is bang om besluite te neem omdat hulle nie die kennis het nie. Die konsultante wat aangestel is, is professore in hul veld, saam met die President van die SA Lugvaart en Lugruim Mediese Vereniging (SASAEM) (Dr Chris Opperman), ILG (Rob Bedford), die voormalige mediese reccies se bevelvoerder ( Chris Blundle), en noodvlugte se Ansa Joubert. Slegs Chris Opperman en Rob Bedford vlieg, geeneen van die ander nie.

Besluite word dus geneem deur persone wat nie self vlieg nie, uit 'n akademiese oogpunt en nie vanuit vliegveiligheid as fokus nie. Daar is zero insig. Vir mediese protokolle word ICAO se minimum standaarde gebruik, maar nou is SA se standaarde te hoog omdat akademici gebruik word. Organisasies soos RAASA help geweldig deur bv die klas 4 medies wat gebruik word. Ongelukkig verstaan die professore nie die verskillende klasse nie en alle vlieëniers word geoordeel asof hule verantwoordelik is vir 700 lewens.

Om 'n mediese ondersoeker te word moet 'n mediese dokter 'n 7 dag kursus met die nodige eksamen by die CAA voltooi. Om dan van 'n junior na senior ondersoeker te gaan benodig slegs 'n sekere aantal pasiënte gesien per jaar, geen verder opleiding nie. Vlieëniers soek rond na goedkoper dokters, maar dit is waarskynlik so 'n dokter wat nie die kennis van die sisteem en protokolle het nie. Probleme word soms nie opgetel nie en as die ILG dit na die CAA verwys sal hul paneel dikwels duisende Rande se ekstra toetse vereis. As die dokter die protokolle ken, kan die probleem aangespreek word, die toets herhaal word en dan weer besluit word oor die persoon se geskiktheid. Al wat die dokter hoef te doen is om te sê dat die persoon volgens protokol geskik is en die CAA kan dan nie ekstra toetse aanvra nie en ook nie die persson as ongeskik verklaar nie.

As 'n dokter dit nie weet nie verloor die vlieënier sy medies met verrykende gevolge.

As vlieënier moet jy dus die beste dokter kies, hom vertel van alle moontlike probleme wat jou medies negatief mag beïnvloed, óf kry self die protokolle van CAA se website af en laat jou dokter dit aanspreek voor jy vir jou medies gaan. (Dit is op die drop down menu links op die website onder aviation medicine. Sommige protokolle sit onder amended protocols en ander is onder DAME guide).

Dis belangrik dat jy die vorm wat ingevul word saam met hou vliegmedies reg interpreteer. Bv. As jy soms hoofpyne kry agv stres en 'n Panado sorteer dit vinnig uit, moet jy nie die boksie langs hoofpyn merk nie. Die professor kyk anders daarna. Vir hom is hoofpyn 'n migraine wat kan lei na epilepsie wat kan lei tot 'n koma, maw iets baie negatiefs. Dis belangrik dat jy daarna kyk nav vliegveiligheid.

ILG se kursusse vir geneeshere op die oomblik beteken eintlik niks omdat dit deur onervare persone aangebied word, én hul protokolle verskil van die CAA s'n omdat dit meer militêr gebaseer is.

Die SASAEM probeer dit regkry dat dokters eerste as kliniese geneesheer optree en dan na vliegveiligheid kyk. Hulle probeer dat die FAA (Federal Aviation Association) se protokolle inkorporeer word omdat dit meer liberaal is en verskille tussen 'n kommersiële- en ontspanningsvlieënier aanspreek.

Siviele vereistes moet gekommunikeer word. Verskillende orgaisasies soos Aero Club, ALPA, SASAEM, ens moet saamwerk en hul vereistes vir algemene lugvaart aan die CAA deurgee.

Onthou dat 'n vliegmediese ondersoek net vir 3 maande geldig is maw as jy die sertifikaat verloor mag die dokter dit net weer binne 3 maande uitreik. Langer as dit word die mediese ondersoek herhaal.

As jy 'n bestaande toestand het wat jou medies negatief gaan beïnvloed moet jy die protokol daarvoor volg, bewys wat daarin bewys moet word (medikasie, onder beheer, ens), en vat alles na jou dokter sodat dit saam met jou ondersoek ingestuur kan word. Dit beteken dat die diagnoserende dokter die protokol kan vervul en jy na 'n lugvaart dokter daarmee kan gaan. As jou protokol onvolledig is sal jy as ongeskik verklaar word. Maak dus baie seker. Die onus is op jou as vlieënier om seker te maak dat die dokter die protokol bevredig. Al is jou gesondheid tans uitstekend besluit AVMED volgens die protokol alleen.

Kies 'n dokter wat ook vlieg. So 'n persoon verstaan jou. Nog beter as hy 'n lid is van SASAEM.

Australië, Nieu-Zeeland, Europa en SA se protokolle is basies dieselfde. Amerika s'n verskil.

As jy 'n toestand ontwikkel wat vliegveiligheid beïnvloed moet jy volgens wet jou vliegaktiwiteit staak, CAA laat weet en dit probeer oplos. CAA sa jou onmiddelik ongeskik verklaar. Daar is twee spalt in die wet want dit is eintlik vir kommersiële vlieëniers geskryf en so 'n persoon se werkgewer sal hom in elk geval ongeskik verklaar. Maar, jou lisensie geld net as jy vlieg beoefen, moet dit dus nie aanmeld nie; sorteer dit uit terwyl jy nie vlieg nie. Die rede hiervoor is dat as jy eers ongeskik verklaar is, is dit bitter moeilik om reg te stel. As jy nie vlieg nie, is jy nie vliegaanspreeklik nie. Vra jou lugvaart dokter tydens 'n normale konsultasie wat jou opsies is, of pm Flymed op http://www.avcom.co.za/. Hy sal jou konfidensieël laat weet wat die beste roete is.

Ongelukkig sal sekere toestande jou permanent ongeskik maak, maar daar is nie 'n lys beskikbaar nie omdat dit aanhoudend aangepas word. Op die ou einde is dit die vlieënier se verantwoordelikheid om homself gesond te hou. 'n Toestand wat vroeg aangespreek word sal byvoorbeeld nie dieselfde invloed op jou geskiktheid hê as iets wat te laat gelos word nie.

Sekere medikasie is ook heeltemal ontoelaatbaar maar daar is weereens nie 'n lys nie omdat medikasie verskillende effekte op verskillende mense het.

As jy medies ongeskik is en aanhou vlieg en iets gebeur met jou, sal jou versekering nie uitbetaal nie, al het dit niks met jou toestand te doen nie, byvoorbeeld 'n "bird strike". Nog erger, jy sterf nie, maar beland in 'n rolstoel...Opsies wat hier kan help is eerstens dat jy altyd saam met 'n instrukteur vlieg. Hy is PIC ongeag van waar hy sit. Ure word dan net as dual gelog. Tweedens kan 'n safety pilot saamvlieg, maar hy moet PIC wees en links sit. Hierdie opsies sal natuurlik nie van toepassing wees in 'n multicrew vliegtuig nie.

Onthou dat die CAA die juridiese reg het om jou mediese fonds of dokter te kontak vir inligting. Om feite te weerhou sal dus nie werk nie. Volg die protokolle. Daar word ook post-mortems op slagoffers van vliegongelukke gedoen en bestaande toestande kan so gevind word wat ook 'n invloed sal hê op versekeringseise.

Met betrekking tot verskillende klasse; die dokter reik net die hoogste lisensie uit. As jou klas 2 verval na 'n jaar kan jou klas 4 nog geldig wees. As jy siek is, verval al jou lisensies. Klas 4 se onsersoeke verskil bv van klas 1 s'n, bv die insluiting van kleurblindheid toetse en Hoe dikwels 'n stres EKG gedoen moet word. Maar, laat doen dit liewer bietjie strenger as wat die wet vereis en jy kan rustiger voel. Afhangend van die klas is so 'n ondersoek 1-5 jaar geldig, maar dis eintlik net vir die oomblik korrek, want iets kan die volgende dag gebeur om dit te verander. Jy moet dus elke dag na jou eie gesondheid kyk."

You are welcome to contact Dr Chris on 0128034028 or pm him as Flymed on avcom if you have any questions not addressed above.

Thank you, and kind regards

Juanita Kruger

juanita.kruger@gmail.com

Confession Time

Author - Dr Henk Koster

I have been blessed with many highlights in my aviation career, the fist introductory flight, first solo, taidragger off-runway landings in the bush, competing at the First World Air Games in Turkey (1997), various other World Rally and Precision Championships, and many other highlights. But I have to confess, the best money I have ever spent on flying, was with Christophe from Light Sport Aviation (Rhinopark) doing the Motorized Touring Glider(TMG) rating in an SF 28, exploring PAS (Power Assisted Soaring).

A whole new world was opened to me, after 23 years of flying. Too incredible to believe?  Not so, it is indeed a world different from what I knew to exist. The theory taught me to consider the atmosphere (weather) in a totally different way than what I was accustomed to.  The PAS – emphasised good flying habits, it sensitise the essentials to power flying such as “fly the wing”.  The soaring taught me to appreciate each little bit of “turbulence” for what it is, analyze it and use it to my advantage. Eish – it’s totally different from the usual swearing which goes hand-in-hand when experiencing turbulence in a power plane! The flying taught me to better understand the aerodynamics of surface controls. The list goes on.

I don’t know how I could have missed it previously, but I am sincerely thankful for the opportunity I had. And will have again. The learning curve is steep and I am only at the beginning of it. Fortunately the way the classes are presented, is very informal but professional and thorough. ( I have had enough instructors in my life to know).TMG is an easy transition medium for conventional power pilots to experience the wonder of engine off flight reserved for gliders. The new regulations facilitate conversions to higher licences and migration additions in the NPL environment practical.

This is certainly an experience I most strongly recommend to all my power-plane buddies (even those I don’t know). Don’t miss the opportunity the LSAschool provides for all of us. You can take my word for it – of all the money I have ever spent on flying, this is the best deal one can ever have. It is money well invested.

An experience not to be missed.

ATO TMG Approval! … World First !

Congratulations! … ATO TMG Approval! … World First !

LSAT cc – Light Sport Aviation Training cc at Rhino Park Gauteng – has become the 1st ATO approved for TMG training in South Africa – under the new  CARS 2011, Part 62 NPL , sub part 17 (touring motor gliders / TMG), 03/09/2012. This is probably a world first since nowhere else is TMG a stand-alone license category.  The school is open for business! … Get your TMG license / renewal, type ratings - today.

New TMG LicenseThe new CARS 2011, Part 62 NPL , sub part 17 (touring motor gliders / TMG) – has been formally promulgated and implemented.  According to the standing  agreement – since February between SACAA / RAASA and PASASA – RAASA was supposed – to be ready to issue new licenses end of May 2012 – as confirmed in writing by Mr N De Lange CEO of RAASA.  Sub part 17 – governs pilot licenses for the newly established “Touring Motor Glider” category under the Part 62 National Pilot License (NPL) Scheme in essence administered by RAASA. This mainstreams TMG licensing and immediately provides holders access to the other Part 62 Categories as additions such as – CCM, LSA, etcThe major implications –

license holders:

 a.       Any candidate who qualifies in terms of the regulations - Part 62 NPL , sub part 17, can make application to RAASA be issued the licence.  (No more membership / dependence on SSSA etc).a.       Existing SSSA glider pilots with current GPL with any type of TMG - can now apply (to migrate) to the new “NPL - TMG – with types”, supposable free of charge from RAASA.

b.      Existing license holders / under P61 / Part 62 – simply have to comply to the sub part  category regulations / requirements – example:  NPL / LSA holder receives 25 hrs recognition, needs to complete 10 hours to the required 35 hrs and a flight test.c.      

TAKE NOTE:  Apparently – license holders - under P61 / Part 62 (LSA only) – can acquire the TMG Category rating – with 1 hours & 3 landings, as a type rating, as the current RAASA published policy stands.  The major implications – in terms of Part 141 ATO’s:

1.       Any existing ATO / Flight School can make application (Doc CA 141-01 – section: “application for the amendment of …”) to amend their TPM to include TMG training / operations (Cost of R1180-00)

2.       Any individual / entity (including “clubs”) can make application for a NEW ATO / Flight School  (Doc CA 141-01 – section: “application for the issue of …”) file an TPM for TMG training / operations (Cost of R1280-00?).

The CAA Flight Operations officer - Mr Jason Maistry  e-mail:  <MaistryJ@caa.co.za>  OR – 011 5451000 /1211 – for Flight School applications and approvals, in this regard.PASASA (Power Assisted Soaring Association of SA) has been involved with the new regulations from the start (2005) and recently provided RAASA with the questionnaire database for the on-line exams. PASASA has published a first draft “Best Practice” document – under revision at CAA – to provide ATO with guidelines on application to CAA Part 141 Flight Operations and address various training / operation concerns. There is a mutual recognition that industry awareness / education in this regard is a major challenge and should be prioritized.

More information is available from PASASA compliance officer – 0827656670. PASASA membership is R108-00 p/a.

Contact LSAT cc at – 0838605225 Marelize Swartz / info@lsat.co.za