Piper Mirage from
Johannesburg
Aircraft sales happen on a world market and sometimes you have to go far
for a good deal. In this case, a Piper Mirage was offered in South Africa
below market value. It had a total time of 85h for a 5 years old aircraft.
It had ZS-registration (RSA) and one owner since. The plane was ferried to
Africa new and was never really used. Besides some inspections for aging components the aircraft
was immaculate.
The
ferry flights destination was Lakeland, Florida. This is only 30 minutes
from the Piper factory. Five years ago the Mirage got extended range fuel
caps and with a good tailwind it went to Africa's west coast via the
Azores.
For the return trip this aria of Africa was avoided for several
reasons. There are too many countries to overfly and some of them are in a
stage of war. In case the aircraft breaks down there is no fast connection
to most of the west coast states, some have a flight to civilization ones
a week.
Further there is a chance of ten to one that there is a strong headwind
when going to St. Johns. Sitting in Santa Maria to wait for no wind is not
an option. Some of these problems can be covered with a cabin ferry tank
but the aircraft is pressurized and legal installation will be a hassle.
The
decision was simple, the standard east coast route. Only problems here are
the closed airways between Ethiopia and Eritrea and the high charges for
Sudan and Egypt.
The
airline flight to South Africa is a ten hour day flight from Europe.
Arrival time Johannesburg international airport is at the evening.
Aircraft pickup was at Rand Airport. The South African Piper dealer PLACO
was the seller! Gert the sales representative was very helpful, same as
Anne the secretary who holds a pilot license. (Her favored aircraft is a
T6)
After obtaining a RSA pilot license validation (quick version),
shopping for some additional equipment and preparation of export documents
the flight began. First a short VFR hop, necessary because of customs
requirements from Rand to Lanseria airport.
2
day: Lanseria to Beira
Early in the morning (breakfast in a plastic box, very early) the take off
was from Lanseria. Procedures are like in Europe, at least for IFR. 650 NM
are planned for the leg to Mozambique. But South African ATC arranged a
short cut with Maputo ATC. The ferry started out good.
At
Beira turn around is fast and simple. Only the clearance for Tanzania was
not there this early. No problem, a visit to the AIR SERV
INTERNATIONAL pilots filled the
time. A US non profit company that operates in Africa. At Beira they have a C206 and
a C208 Caravan. Checking weather on their internet connection is really a
great help. Upper winds were light and the over flight permit arrived in
time.
(Still 2nd day): Beira to Mombassa
Nearly a 1000NM, crossing Tanzania with the city of Dar
Es
Salaam, heading
out for the Island
to Zanzibar and approaching Mombassa a little before at
sun set. (Charges for night landings are higher but not as outrages high
like at some other African airports). Mombassa is a tourist destination
with the advantage that most everything is working because of the money
that tourist bring. But the disadvantage is the airport is more difficult
to access, more security, more customs, more fees to pay.
The
Hotels (the good ones) are all located near the beach and a 20 Minutes
taxi ride is obligatory and traffic is dangerous! (All sorts of
traffic)
3
day: Mombassa to Djibouti
Flying only one leg a day takes the time stress out of the operation. The
fuel truck is not coming "so what. Instead you have time to buy some gifts
(recommended are wooden Elephants :-) or you can make new friends. For example:
Brigitta a German pilot. She is living
in Mombassa and flies a Seneca as instructor or air-taxi into the bush. If
you want to book a special Safari send her an email. to airamani
@ africaonline.co.ke Or you can visit the
control center and get some knowledge about African Traffic Control. (ATC) Mr.
Kitao is the chef, he and Julius
a controller are very helpful.
The following leg again is planned with 990NM and no chance for a short cut. It
goes strait to the Kenya Ethiopia border and further in a line to
Djibouti. Only at the end a turn east to the Red Sea has to be made.
Djibouti State and City is not very large but the harbor is interesting.
The
place is fairly save, but expensive. The international forces can pay
this.
The
Germans are there with some helicopters, same as the Americans with a
transport fleet. The French are there permanently with the "Legion Etrangère". At
the airport and at hotels people speak English but French is the preferred
language. Fuel is expensive but the next flight let no options.
4
day: Djibouti to Luxor
The
longest leg of the whole flight is 1100NM. Headwind for this distance
would create a problem but the common wind speeds in the upper levels are
light. The Mirage with the Lycoming 540 engine flies quite economical even
without going to the time limits. On 55% power and with a fuel reserve of
145 Gal (120Gal standard tank, plus 2 x 10 Gal and a little more) there
was never a doubt to make the distance. Anyhow Port Sudan and Jeddah at
the other side of the Red Sea are in range.
Approaching Luxor is easy, radar vectors and a VOR/visual. Only difficulty
they have two parallel runways now. One open for traffic, one under
construction but optically ready. The tower controller did not know this
but learned it when he had to confirm runway LEFT cleared to land.
Further with progressive taxi to meet the follow me and to the parking
position. Then ordered by Ground control to make a 180 turn to park tail
into the wind (or was it facing Mecca?) and from there on the problems
start.
After 6 hours of relaxing flight ready for the big handling agent battle.
"No I do not want the bus!" "Yes you have to" "why, because you want my
money?" "No no, it's included in the handling" "I did not order handling"
" yes, the tower informed us" " no! Why I should take the bus for 50 m?"
"You have to, because it is dangerous on the apron". "There are only two
things on the whole airport that's my aircraft and your bus, guess which
is more dangerous”? "That doesn't matter you have to take our bus". "How
much is your bus»?
And now you are in business (in Egyptian business) and this you continue
for two or three more hours, till you have your hotel key.
The
old temples in the city are impressive, four thousand years and older. But
the Pyramids are further away. The mass tourism starts from Luxor, ether
into the desert direction Valley of the Kings or with one of the two
hundred large hotel ships on the Nile direction Assuan.
5
day: Luxor to Iraklion
In
the morning arriving at the airport; hopefully the handling arrangement
was settled the day before. But besides the money making agents there are
some really nice people on the airport. For example: Abdul an official
(left) an a
security officer.
After refueling the flight continues over the Egyptian Dessert to the
Mediterranean Sea leaving Africa.
The
direction to Iraklion on the Island of Crete.
From then on the crossing of Europe is standard procedure including
dealing with Eurocontrol and the
totally screwed up Routing and Slot system. It's getting better again when arriving in
Wick Scotland for the Atlantic crossing via Iceland and Greenland to
Canada and further on to the USA.
The
new owner joined the flight within the USA. He was happy with his like new
Mirage. He upgraded from a Bonanza F33 and enjoyed the luxury of this
travel machine.
pilot@utility-aircraft.com