Post 29: Fernandez our forward spotter into Angola; some thoughts on autopilots and other gizmos

March 17, 2011

Mokuti, Namibia, to Lubango in Angola via Ondangwa
Two hops
325 nautical miles
3hrs 40 minutes flying time



A twisting spout of moist air and heavy rain over the great plains
 onthe way to Angola

 We meet Fernandez, by chance, at Ondangwa, the last stop in Namibia before we enter Angolan airspace. We have stopped to refuel and complete exit formalities out of the country.  Paperwork. Fernandez flies a twin-engined Cessna 206, ferrying VIPs and cargo around Namibia and Angola and further north. He comes over as reassuringly competent and trustworthy. He offers to act as a forward spotter for us into the high ground over the Angolan border and onto to Lubango using his state-of-the-art weather radar. TAFs and METARs ( local weather forecasts tailored to the needs of pilots) are, to say the least, a luxury in most of Africa.

March 18
Lubango to Sumbe on the Angolan coast
Just over 200nm
Around 2hrs 20minutes flying time

A low hours pilot (and two veterans) muse about autopilots and suchlike in little planes



A Curtis B-2 flies, pilotless, over Sacramento,Ca
in 1930 controlled by Sperry gyroscopes



Autopilots are for big planes. And for small ones ..with lazy pilots. I exaggerate to make a point. But that’s the essence of the debate in the General Aviation community about these wondrous bits of kit. The same goes for GPS systems. The GA community is broadly divided between two extremes and a middle: those who think GPS systems, autopilots, Mode S transponders and - heaven help us- Traffic Avoidance Systems- are a waste of time and money. They can be a positive menace because they seduce you into fiddling with them, distracting you from keeping a good lookout and flying the plane. The other extreme can’t get enough of them. The middle ground understands the principles of sound airmanship but thinks, hey, this is the 21^st century, the skies are getting busier, a pilot’s workload is high enough. So don’t look a gift horse in the mouth. No prizes for guessing which group I belong to.

An autopilot revolves around a gyroscope. In simple terms, it keep your aircraft doing what you want it to do by controlling its flight surfaces: ailerons, rudder, elevator and tirm, to maintain its axes. They were invented by Lawrence Sperry, an American. In 1914 Sperry flew his Curtis C-2 over the villages of Bezons and Argenteuil, near Paris in an aircraft safety competion. As he approached the crowd, the band struck up 'The Star Spangled Banner.' He passed the judges stand with both his arms held high. On his final pass his French engineer climbed onto one wing and Sperry on the other. The pilot's seat was empty. The aircraft flew serenely, straight an level, “hands off”. The judges were speechelss. The crowd went wild. " Formidable!"

So far Alpha Charlie has carried us nearly 12,000 nautical miles from England. The average leg has been in the low 300nms, maybe 320 nautical miles. That’s around three hours flying, depending on whether the wind is on the nose or on the tail. On some days we’ve flown for over 7 hours.

Alpha Chalie has a 2-axis S-Tec autopilot. It’s an ultra-reliable piece of kit. It will capture and hold a heading, an altitude, climb and descend on command and follow a flight plan entered into the stalwart Garmin 430 GPS system. I reckon the autopilot has done 85 per cent of the flying so far. Pretty much faultlessly. It will fly through turbulence. If things get too bumpy it’s wise to disengage and fly by hand. But on long legs – and on busy approaches when you have a lot to do (frequencies, joining the circuit, looking out)- they make flying easier and more enjoyable. They allow you take pictures without worrying about who’s in control. And, erm, manage other essential inflight needs.



No hands: Alpha Charlie at 8,500 feet amsl heading for the coast

at Sumbe, Angola on autopilot



Over supper in Lubango, our first stop in Angola, Bernard, who owns the hand-built Mooney (a sort of TVR of the sky), respected aviation journalist and hugely experienced pilot said: “ It’s simple. My AP reduces my workload. “ He made some interesting points about autopilots in big planes.

“ Nearly all airliners are flown on AP most of the time. Take-off is manual but at 300 feet the pilot presses a button. Most modern airliners can also land (and often do) in pretty much nil visibility on AP. You just punch in the destination airport ICAO code into the flight management system. When it gets there the autopilot captures the glideslope on the Instrument Lsnding System (ILS) and lands the plane. It almost always does a better job than its human counterpart. In some aircraft it’s mandatory for the AP to land the plane every so often. But the public isn’t ready for the idea that their flight in a 747 or an Airbus, and their safety, is in the hands of a robot. So airlines don't bang on about them."

My mate Laurie Kay, who used to be chief flying instructor on 747s for South African Airways, texts the following: " Many of my students on the 747 used to ask why I put the autopilot on at 400 feet after take-off. I told them because the AP wasn't certified to be engaged any earlier! If you've got - use it." Yes captain.

Under strict instructions from home, on pain of
excommunication, here  is a picture of Alpha Charlie
at Sumba, Angola. I blame Jo, my co-pilot who sent it to
Victoria in the first place.