May 2006

2006 Bank President’s Trophy Air Race

Held at Klerksdorp – 25 to 27 May 2006

“The Most Prestigious Aviation Event in South Africa” and “The Largest Air Race in the World”. These are some of the words used to describe the President’s Trophy Air Race. The 2006 Race did not disappoint.

This year showed a record entry of 110 aircraft, the largest ever. In fact this number will probably not be exceeded without a change to the format of the race as there is a limit of the number of aircraft that can safely land on an airfield over the short period of time as is required on day 2 of the Race.

Organised by Kassie Kasselman and the Klerksdorp Pilots Association (KPA) and well supported by sponsors Marsh, Alexander Forbes, Air BP and Naturelink the 2006 race was one to remember. Apart from a small hitch with the supply of fuel due to the bowser breaking down on route to the airfield, the organisation was slick and went off without any major snags.

On arrival it was obvious that a lot of effort had gone into the planning of the event. The airfield was immaculate with numbered parking for each aircraft. This new innovation was given the thumbs up by all participants except a few with race numbers above 90. These guys were parked very far from the action. There were also two large marquee tents, a red and white striped one for general socialising and a separate white one which was used to house the registration area and for the pilot briefings. It is indeed a pleasure for the pilots to be able to listen to briefings without having the distraction of the noise of supporters and spectators enjoying themselves.

The format for the 2006 was unchanged and the program comprised of an arrival day and two race days. This year the arrivals were compacted as there was fog over most of the Gauteng area resulting in late departures for Klerksdorp combined with a sterling effort of all pilots attempting to arrive before the cut-off at 12:00.

Those that missed this arrival action were the winners of the 2005 Air Race, Andre Koen and Errol janse van Rensburg. They arrived a few days early to get in some practice. They were determined to defend of their title. This feat has previously only been achieved by two pilots, Mike van Ginkel (1969 and 1972) and Robbie Schwartz (1984 and 1988).The first briefing was held on Thursday evening in the white tent. On this occasion Chris Booysen handed out 10 Year Badges to Walter Walle and Johnny Mayer (Snr) and also congratulated Jannie Visser on his 21st Air Race. The safety briefing was done by Graeme Conlyn. An improvement that organisers should consider for the future is to give the participants a written briefing to take away with them. This would result in a shorter briefing giving the crews more time to prepare their maps.

The route for Day 1 was from Klerksdorp to Schweizer-Reneke, Zeerust, Fochville and back to Klerksdorp a distance of 319 nautical miles. While the navigation was not too difficult flying conditions were with a quartering North-Westerly wind all around the course.
As is normal the fastest aircraft left first and the slowest last resulting in the field spreading along the route. The take off’s were every 30 seconds with the TV chopper buzzing up and down the side of the runway to ensure adequate footage for the TV broadcast on Supersport, as well as for a DVD that would be sold to competitors.

The day was not without incident as Race 103, the Samba of Hubi von Moltke and Gerald Ackhurst started overheating so they decided to a precautionary landing. Race 108, the Turbo Arrow of Mike Mayers and Werner Swart did a forced landing with a problem with a fuel indicator pipe. There were other tales of woe after day one. In total there were 7 aircraft excluded from the results for various reasons.
Inaccurate flying after Schweizer and doubling back to pass Zeerust cost Race 26 at least 7 minutes

One of the hard luck stories was that of the experienced Myburgh father and son team in Race 15. They were marked as not observed at Schweizer-Reneke but their logger track shows clearly that they passed overhead, albeit after an extended cross country that would have meant that they had little chance of ending anywhere in the top half of the results. (Ed – maybe the marshals had gone home)
The largest time gain for Day 1 was achieved by John Sayers and Cilliers Manser in the Harvard. They were closely followed by the Albatross of the Marx brothers and the Arrow IV of Dana and Daniel Bensch. What is interesting is that all these competitors were on the waiting list and only got into the race as a result of withdrawals of other competitors.
While a full analysis of the logger tracks has not yet been done it appears as if the shortest distance on Day 1 was flown by Race 69, the Jabiru of Sias Truter and Louis Terblanche.
A strict application of the rules saw a number of time penalties being handed out by the competition management which were ratified by the jury. One crew was excluded due to dangerous flying. This is a good sign as competitors need to know that unsafe flying and breaches of rules will be severely dealt with. This also changes a trend that crept in over the past couple of years.

The route for day two was a bow tie course to Kroonstad, then to Parys, back over Klerksdorp on the way to Lindberg Lodge, Lichtenberg and home to Klerksdorp. The distance was 327 nautical miles making the total distance for both days of the event just over 651 nautical miles.
It is always difficult to explain to a newcomer how the start times of day two are determined. The best way to explain it is that the competition director decides on a finishing time for the end of Day 2. The scorers then calculate the start time of each aircraft using their handicap speed that will result in the aircraft finishing at the designated time. As it is a two day race the calculated is adjusted by the time gained or lost on day one so that aircraft that lost time on day one will start later than their designated time and aircraft that gained time will start earlier than their designated start time.
Day 2 was not without its share of drama. Johan la Grange and his daughter did a precautionary landing in their Jabiru as the fuel warning light was on. This turned out to be a false alarm but the aircraft tyre was punctured which put an end to their race. Race 97 also withdrew after aborting their take off.
The main news for the day was the forced landing of potential winner Race 110, the Harvard of John Sayers and Cilliers Manser due to a fuel problem. This happened on the last leg of the race.

Oblivious to all this drama were the members of the Association of Virtual Aviators (AVA) who were flying the equivalent air race in a hanger on the airfield. AVA and SAPFA have developed close links with AVA competing alongside SAPFA members at the Air Race and at Rally Flying Championships. AVA members have also developed scenery to help the Protea Flying team get some virtual practice in France prior to the World championships later this month.
Logger tracks show that the Day 2 route was a more difficult navigation exercise especially the leg between Lindberg Lodge and Lichtenberg. Almost all the aircraft strayed to the left of the direct routing from the Lodge to Lichtenberg. The turning point was fairly easy to find so most aircraft made the correction close to Lichtenberg and passed over the turning point and the marshals. Most entrants thought the Lodge would be difficult to find but this was not the case. The leg from the Lodge was also difficult as the wind direction swung 180 degrees during the leg.

The finish was spectacular with 94 aircraft finishing within 40 minutes. The circuit was large and spread out over the Vaal River, approximately 7 miles away. A challenging cross wind made some of the landings a little more spectacular than the pilots would have liked.
First over the line was Race 25, the Albatross of Ivan and Martin Marx, followed after a couple of minutes by Race 94, Carl and Albert Basson, a Jabiru. 30 seconds later Race 100 a C210 with Eugene Swart and Steyn Fourie as crew.

Unfortunately these crews were not aware that Race 46, the Piper of Dana and Daniel Bensch had taken off late due to an electrical problem. In terms of the rules the scorers had to take account of this delay and this resulted in the Bensch team being placed first. Credit must go to Daniel to have navigated under such conditions.

There has been some discussion among entrants as to the rule that allows a competitor to take off late. Some feel that it adds to the excitement to only know the final winner at the banquet while others feel that, as far as possible, the first over the line should be declared the winner. The SAPFA committee will probably debate this issue at their meeting later this year when the rules for 2007 are finalised. While rule changes have been few and far between they will have to be updated to make place for the new technology and the increased requirements for safety as numbers of aircraft are at the maximum.

Dana and Daniel Bensch with main sponsor, Nick Vine
The prize giving banquet was held at the Klerksdorp Recreational Centre and was filled with competitors, sponsors, officials, supporters and press. The popularity of this race is making it difficult to find venues that can accommodate the aircraft and the functions. Practically the field will probably have to be limited unless a method is introduced whereby some aircraft are eliminated after the racing of the first day. As is the tradition the banquet was a formal affair, black tie and a smattering of National colours and dark suits. A very pleasant meal was dished up by the local caterers and the function was a great place for the competitors to relax and swop war stories.

The Presidents Trophy was awarded to the Bensch Team with the Air Charter Trophy for the second team going to the Marx brothers. The Vincent McLean Trophy for 3rd place was awarded to Team Basson. Winners of the AVA section were Rassie Erasmus and Buks Hugo.

Day 1

From	To	Distance Nm	Cumulative Distance
Klerksdorp	Schweizer-Reneke	79.3	79.3
Schweizer-Reneke	Zeerust	102.6	181.9
Zeerust	Fochville	95.3	276.2
Fochville	Klerksdorp	46.6	323.8

Day 2

From	To	Distance Nm	Cumulative Distance
Klerksdorp	Kroonstad	57.7	57.7
Kroonstad	Parys	47.9	105.6
Parys	Klerksdorp	42.2	147.8
Klerksdorp	Lindberg Lodge	58.9	206.7
Lindberg Lodge	Lichtenburg	70.6	277.3
Lichtenburg	Klerksdorp	50.5	327.8

Total Distance – 651.60 Nautical Miles

Attachment	Size
2006_ptar_route.kmz	1.27 KB

2006 President’s Trophy Air Race

Held at Klerksdorp – 25 to 27 May 2006

Total Distance:651,6 Nautical Miles

 

Pos	Race No	A/c Reg	Aircraft	HP	H/Cap Knots	Speed Knots	Gain(-) Loss	Pilot Navigator	Province Club
1	46	ZS-NXE	Piper PA28RT201T	200	154.00	158.59	00:07.21-	Dana Bensch Daniel Bensch	Gauteng J.L.P.C.
2	25	ZS-NHR	Piaggio P166S	340	164.55	168.73	00:05.54-	Ivan Marx Martin Marx	Gauteng Aero Club
3	94	ZU-DXJ	Jabiru J400	120	121.00	122.15	00:03.03-	Carl Basson Albert Basson	Western Cape F.T.C.
4	100	ZS-LYE	Cessna 210M STOL	300	167.66	169.53	00:02.35-	Eugene Swart Steyn Fourie	Gauteng Uppington F C
5	55	ZS-TDW	Piper PA-34-220T	220	180.00	181.40	00:01.41-	Eugene de Kok Bryan Belcher	Gauteng Krugersdorp F C
6	23	ZS-WZU	Lancair 360	180	190.14	191.26	00:01.12-	Dave Mandel Rod Crichton	Eastern Cape Algoa Flying Club
7	9	ZS-IMF	Beech V35B	285	171.70	172.32	00:00.49-	Sias Delport Danie Esselen	Northern Cape Vaalharts F C
8	58	ZS-RMA	Beech F33A	285	171.91	172.44	00:00.43-	John Mayer Johnny Mayer	Gauteng Aero Club
9	11	ZS-FSR	Beech A36	285	169.43	169.55	00:00.10-	Human Wentzel Arno Stofberg	North West Western Transvaal FC
10	13	ZS-CXP	Cessna 172D	145	104.55	104.56	00:00.02-	Jean-Pierre Kasselman Jandre Kasselman	Gauteng Western Transvaal FC
11	93	ZS-JCD	Cessna 210L SCIM	300	167.86	167.88	00:00.01-	Thys Joubert Henty Scheepers	K.Z.N. Aero Club
12	14	ZS-DVN	Beech E55	285	197.42	196.96	00:00.27	Koos Coetzer Sarel van der Walt	Free State Bloemfontein F C
13	50	ZS-NZL	Beech 58	300	199.51	198.93	00:00.34	Dirk Fourie Braam van Greuning	North West Western Transvaal FC
14	27	ZU-EDD	B&F Tech FK9 MK IV	100	113.00	112.61	00:01.12	Mike Cathro Karen Cathro	Gauteng Panorama Flight Park
15	98	715	Cessna 185A	260	141.42	140.62	00:01.33	Gerhard Lourens WJ Engelbrecht	Gauteng Aero Club
16	17	ZS-JTU	Piper PA-28-235	250	139.49	138.66	00:01.40	Dries Briers Gerhard de Villiers	Limpopo Aero Club
17	69	ZU-DFR	Jabiru J450	120	117.00	116.33	00:01.55	Sias Truter Louis Terblanche	Western Cape Mossel Bay F C
18	6	ZS-LWP	Mooney M20J 205SE	200	156.79	155.51	00:02.02	Kiewiet Vlok Gail Vlok	North West Western Transvaal FC
19	20	ZS-KMO	Beech 58	285	194.64	192.48	00:02.15	William Einkamerer Johnny Scholts	North West Western Transvaal FC
20	28	ZS-NBB	Cessna 177RG	200	140.22	138.91	00:02.38	Kobus van der Colff Walter Walle	Free State Bloemfontein F C
21	47	ZS-MEJ	Cessna T210M	310	179.87	177.37	00:03.03	Pieter Burger Albie van Zyl	Northern Cape Vaalharts F C
22	8	ZU-CVA	Classic 150J	125	100.00	99.19	00:03.11	Hugo Stark Jan Hanekom	North West Defence Flying Club
23	91	ZS-DOT	Cirrus SR-22	310	179.60	176.70	00:03.34	Dirk Visser Marc de Klerk	Gauteng Kitty Hawk F C
24	36	ZS-WBT	Glasair III	300	217.30	212.59	00:03.59	Lucas Wiese Johan van Gruting	Free State Bloemfontein F C
25	73	ZS-LSW	Beech 58	300	199.51	194.68	00:04.51	Pieter van Zyl PG van Zyl	North West Western Transvaal FC
26	79	ZS-PTC	Beech E55	300	201.72	196.26	00:05.23	Ben Zietsman Chris Wiid	Gauteng Aero Club
27	70	ZU-EDC	B&F Tech FK14B POL.	100	130.00	127.56	00:05.44	Roland Hallam Marc Gregson	Gauteng Panorama Flight Park
28	80	ZS-OXZ	Cessna 182T SCIM	230	145.00	141.74	00:06.13	Adriaan Kleyn Vorster Gauche	K.Z.N. Western Transvaal FC
29	41	ZS-LEB	Cessna T303	250	176.84	171.97	00:06.15	Conrad Kruger Koos Malan	Limpopo Letaba Flying Club
30	33	ZS-ALS	Cessna 182T	230	145.00	141.67	00:06.21	Johan j/van Rensburg CAS Joubert	North West Western Transvaal FC
31	2	ZU-LAJ	Jabiru J450	120	117.00	114.74	00:06.35	Lesley Jagger Nigel Townshend	North West Rustenberg F C
32	1	ZS-NFU	Piper PA-28-140	160	115.96	113.73	00:06.36	Andre Koen Errol j/van Rensburg	K.Z.N. Aero Club
33	32	ZS-DWJ	Piper PA-28-235	235	134.69	131.54	00:06.57	Abel Fourie Riaan Louw	North West Vryburg Aero Club
34	95	ZS-NET	Cessna 172K	150	115.30	112.98	00:06.57	Lawrence Bettesworth Michael Bretange	Gauteng Babcock CFA
35	107	ZS-KMN	Beech 58	285	194.64	187.96	00:07.08	Shaun Kenny Steve Mandel	Gauteng Aero Club
36	67	ZS-OWS	Cessna U206F	300	142.10	138.49	00:07.10	Stuart Sinclair Hand Potgieter	North West Rustenberg F C
37	40	ZS-OSM	Cessna 340A II	310	193.18	186.42	00:07.20	Gary Hughes Andries van Tonder	Gauteng Krugersdorp F C
38	56	ZS-GZM	Urban A1 Lambada	100	105.59	103.38	00:07.53	Rainer Frieboese Hans Schwebel	North West Brits Flying Club
39	19	ZS-FVH	Piper PA-28R-180	180	139.22	135.41	00:07.54	Joggie Prinsloo Jamie Hughes	Free State Maluti Air
40	34	ZS-FDZ	Piper PA-28-235B	250	139.49	135.61	00:08.00	Christa Greyvenstein Johann van den Berg	Gauteng Aero Club
41	89	ZU-JMO	Glasair III	300	222.26	212.48	00:08.06	Daan Brand Jack Onderstal	Gauteng Aero Club
42	4	ZS-LAZ	Beech A36	285	169.43	163.61	00:08.12	Chris Spencer-Scarr Jacques Vercueil	North West Rustenberg F C
43	24	ZU-AFP	Cessna 172D	180	119.20	116.29	00:08.12	Barry de Groot Peter de Villiers	K.Z.N. Pietermaritzburg A C
44	59	ZS-KDO	Cessna 182Q SCIM	230	140.62	136.55	00:08.16	Chris Linakis Blaine Carstens	Gauteng A.F.O.S.
45	30	ZS-KOV	Cessna 182Q	230	140.62	136.46	00:08.28	Deneys Leih Robin Spencer-Scarr	North West Rustenberg F C
46	60	ZU-CCO	Urban A1 Samba	100	123.30	120.01	00:08.41	Piet Smit Dale de Klerk	North West Aviators Paradise
47	83	ZS-CHL	Beech 58	285	194.64	186.41	00:08.52	Joahn van Staden Martin Meyer	K.Z.N. Ladysmith F C
48	49	ZS-DOS	Cessna 182F	250	140.25	135.87	00:08.59	Ernie Alexander Mary de Klerk	Gauteng Aero Club
49	3	ZS-PEH	Cessna FR172J	210	128.00	124.33	00:09.00	Dirk Uys Jannie Visser	Gauteng Worcester Wings Club
50	53	ZS-BAI	Cessna 172S	180	118.00	114.56	00:09.55	Donavan Bailey James Tucker	K.Z.N. Aero Club
51	16	ZS-NGP	Cessna T210M	310	179.87	171.86	00:10.07	Gert Ehlers Anton Barnard	Limpopo Rustenberg F C
52	81	ZS-DVG	Piper PA-28-235	250	139.49	134.58	00:10.13	Quinton Warne Lloyd McKay	Gauteng Aero Club
53	38	ZS-LAI	Cessna R182RG II	235	154.53	148.45	00:10.21	Bryan Engels Mark Hughes	Gauteng Aero Club
54	77	ZS-EAY	Piper PA-28-235	250	139.49	134.31	00:10.48	Koos Kruger Willie Linde	Free State Aero Club
55	101	ZS-EFH	Piper PA-28-235	250	139.49	134.06	00:11.21	Les Lebenon Gus Money	Gauteng Aero Club
56	96	ZS-EOI	Piper PA-28-180C	180	125.84	121.31	00:11.36	Gordon Cornish Gert Conradie	North West Western Transvaal FC
57	68	ZS-CBD	Mooney M20C	180	144.51	138.48	00:11.47	Simon Sykes Damian Sykes	Free State Aero Club
58	44	ZS-DPY	Cessna 172D	200	118.00	113.86	00:12.01	Len Hattingh Keith Bailey	North West Western Transvaal FC
59	74	ZS-OUZ	Cessna 172M	150	115.30	111.31	00:12.08	Warwick Henley Derek Pratt	Gauteng Aero Club
60	35	ZS-DED	Piper PA-28-235	250	141.00	134.95	00:12.26	Andre Klepper Bob Ewing	Gauteng Aero Club
61	21	ZS-ESU	Piper PA-28-140	160	115.96	111.82	00:12.28	Bonnie Steyn Shona Hughes	Free State Maluti Air
62	105	ZS-LKC	Piper PA-30B (T)	160	176.55	166.97	00:12.42	Johan de Lange Morris du Plessis	Gauteng Wits Univ. Flying Ass
63	37	ZS-JFP	Beech V35B	285	171.70	162.45	00:12.58	Deon Hanekom Hannes Otto	North West Aero Club
64	43	ZS-IFW	Cessna 172L	150	115.30	111.05	00:12.58	Tinus Olivier Deon van Zyl	Gauteng F.T.S.
65	84	ZS-KJB	Cessna 210N SCIM	300	167.86	158.96	00:13.03	Otto Wypkema Jochen Zeuner	Gauteng Aero Club
66	106	ZS-LBH	Cessna T210N	310	179.87	169.39	00:13.26	Manie van Niekerk Menno Parsons	Gauteng Learn2Fly Academy
67	52	ZS-NCU	Cessna 177RG	200	140.22	133.55	00:13.55	Charl Barnard Joachim Hussen	Gauteng Kitty Hawk F C
68	5	ZS-KSZ	Cessna R182RG II	235	154.53	145.91	00:14.57	George Brink Wally Brink	Gauteng Vryburg Aero Club
69	71	ZS-PMG	Beech V35B	285	171.10	160.35	00:15.19	Johan Gouws Wyndham Ferreira	Northern Cape Aero Club
70	22	ZS-FHM	Mooney M20G	180	144.51	136.77	00:15.19	Tienie Prinsloo Francois Vorster	Limpopo Letaba Flying Club
71	88	ZS-ISW	Piper PA-28R-200	200	141.44	133.88	00:15.36	Trevor Cufflin Steve Dewsbery	Gauteng Krugersdorp F C
72	29	ZS-DYD	Mooney M20E	200	156.79	147.22	00:16.11	Christo Fick Walter Vice	Gauteng Aero Club
73	51	ZS-IXL	Grumman AA5	150	115.08	109.27	00:18.04	Dave Powell Riaan Marx	Gauteng A.F.O.S.
74	87	ZS-DAC	Cessna 172L	150	115.30	109.39	00:18.18	Claire Carver Johanine Smit	Gauteng Aero Club
75	75	ZS-MYO	Cessna 172L	160	116.19	110.13	00:18.30	Dirk Krist Johan Boucher	Northern Cape Aero Club
76	72	ZS-MON	Beech C55	285	197.42	179.87	00:19.18	Henry Miles Piet j/van Rensburg	Gauteng Loutzavia
77	104	ZS-IWK	Cessna 182P II SC	230	140.62	131.35	00:19.36	Frank Smook Kobus Kotze	Gauteng Defence Flying Club
78	26	ZS-MOR	Cessna 210N SCIM	300	167.86	154.78	00:19.41	Chris Booysen Jim Tucker	Eastern Cape Algoa Flying Club
79	102	ZU-DMT	Tecnam P92 ECHO	100	110.00	104.17	00:19.53	Tarryn Adendorff Lisa-Ann Mahood	Gauteng A.F.O.S.
80	18	ZS-NOY	Cessna 182P II SC	230	140.62	131.10	00:20.11	Kobus Venter Willie Marais	Gauteng Babcock CFA
81	48	ZS-NSZ	Cessna 182Q	230	140.62	130.69	00:21.06	Wichardt Olivier Charl Stapelberg	Gauteng Aero Club
82	62	ZS-DVT	Beech B55	260	190.22	172.46	00:21.10	Herman Klopper Frans Botha	North West Aero Club
83	45	ZS-FUJ	Cessna 172K	160	116.19	109.18	00:21.35	Tertius Myburgh Adrian Barry	Gauteng Aero Club
84	10	ZS-IFA	Cessna 182N SCIM	230	140.62	130.45	00:21.39	Eduard Steyn Rudi j/van Vuuren	Free State Western Transvaal FC
85	82	ZU-ECK	Tecnam P2002 SIER	100	118.00	110.73	00:21.44	Deneys Potgieter Mike Clark	Gauteng Aero Club
86	12	ZS-TRB	Cessna U206G II	300	134.32	124.10	00:23.58	Otto Muller Dave East	Gauteng Aero Club
87	76	ZS-ACI	Piper PA-31-310	310	195.00	173.68	00:24.36	Rob Waghron Wade Gomes	Gauteng Aero Club
88	85	ZS-ELK	Piper PA-28-180C	180	125.84	116.48	00:24.57	Johann van der Walt Gert van der Walt	North West Klerksdorp F C
89	61	ZS-NFC	Beech A36	285	169.43	152.19	00:26.08	Carel van der Merwe Lionel Heystek	Gauteng Upington Flying Club
90	54	ZS-DZG	Piper PA-28-180C	180	125.84	115.19	00:28.42	Graham Luppnow Mark Swarts	Gauteng Pretoria Flying Club
91	109	ZS-DZS	Cessna 182H	230	140.62	126.83	00:30.13	Mark Robinson Dana Volschenk	Northern Cape Bloemfontein F C
92	65	ZS-PPT	Tecnam P2002 JF	100	116.00	106.35	00:30.35	Dylan Changvion Wayne Rietberger	Gauteng A.F.O.S.
93	86	ZU-CUE	Urban A1 Samba	100	123.83	112.84	00:30.44	Werner Blignaut Darrell Lush	Gauteng Aero Club
94	31	ZS-LAR	Piper PA-28R-200	200	141.44	127.15	00:31.04	Rudi Knoetze Chris-Jan Cornelius	Gauteng Babcock CFA
95	57	ZS-MZP	Piper PA-28-180C	180	125.84	103.72	01:06.15	Francois Viljoen Andre van Rensburg	North West Potchefstroom F C
96	92	ZU-CUZ	Jabiru SP	80	106.02	84.88	01:31.48	Roual du Plessis Chris Burger	Gauteng Maluti Air

2006 President’s Trophy Air Race

Held at Klerksdorp – 25 to 27 May 2006

Trophies

Trophy Name	Awarded to	Race	A/c Reg	Pilot/Navigator Aircraft
President’s Trophy	The Competitor gaining most time on Handicap	46	ZS-NXE	Dana Bensch/Daniel Bensch Piper PA28-RT201T
Air Charter Trophy	The Second Pilot Home	25	ZS-NHR	Ivan Marx/Martin Marx Piaggio P166S
Vincent Maclean Trophy	The Third Pilot Home	94	ZU-DXJ	Carl Basson/Albert Basson Jabiru J400
Natal Mercury Trophy	The First Kwa Zulu Natal Pilot Home	93	ZS-JCD	Thys Joubert/Henty Scheepers Cessna C210L Scim
Stellalander Trophy	The First Cape Pilot Home	94	ZU-DXJ	Carl Basson/Albert Basson Jabiru J400
Phoenix Volkswagen Trophy	The First Free State Pilot Home	14	ZS-DVN	Koos Coetzer/Sarel van der Walt Beech E55
Gatsby Trophy	Best Handicap Performance on First Day	110	ZS-WSE	John Sayers/Cilliers Manser North Am T6 Harvard
Professional Aviation Trophy	Best Handicap Speed on Second Day	46	ZS-NXE	Dana Bensch/Daniel Bensch Piper PA28-RT201T
Wakefield Trophy	The First Woman Pilot Home	34	ZS-FDZ	Christa Greyvenstein/Johann van den Berg Piper PA-28-235B
Kassie Kasselman Trophy	The First Father and Son Combination Home	46	ZS-NXE	Dana Bensch/Daniel Bensch Piper PA28-RT201T
John Sayers Trophy	The Crew of The First Turbocharged Aircraft Home	46	ZS-NXE	Dana Bensch/Daniel Bensch Piper PA28-RT201T
Bloemfontein Flying Club Trophy	The First Team with less than 1000 Hours	94	ZU-DXJ	Carl Basson/Albert Basson Jabiru J400
A T N S Trophy	The Youngest Competitor	19	ZS-FVH	Joggie Prinsloo/Jamie Hughes Piper PA28R-180
Dolf Kruger Trophy	The First Homebuilt Aircraft Home	23	ZS-WZU	David Mandell/Rod Crichton Lancair 360
Beechcraft Trophy	The Pilot of the First Beechcraft Home	9	ZS-IMF	Sias Delport/Danie Esselen Beech V35B
Comair Trophy	The Pilot of the First Cessna Home	100	ZS-LYE	Eugene Swart/Steyn Fourie Cessna 210M STOL
Placo Trophy	The Pilot of the First Piper Home	46	ZS-NXE	Dana Bensch/Daniel Bensch Piper PA28-RT201T
Southern Africa Mooney Trophy	The First Mooney Home	6	ZS-LWP	Kiwiet Vlok/Gail Vlok Mooney M20J
Kwa-Zulu Natal Advertiser Trophy	The Competitor covering the course in the Fastest Time	36	ZS-WBT	Lucas Wiese/Johan van Gruting Glasair III
Carletonville Trophy	The Pilot of the First Baron Home	14	ZS-DVN	Koos Coetzer/Sarel van der Walt Beech E55
Preller/Germishuys Trophy	Handicapping Committee Award (Circled a downed competitor)	24	ZU-AFP	Barry de Groot/Peter de Villiers Cessna 172D
Bock Moolman Trophy	The Best Economy Speed Per Horsepower	70	ZU-EDC	Roland Hallam/Marc Gregson B&F Tech FX14B

Race No	A/c Reg	Pilot Navigator	Aircraft	Reason for exclusion
7	ZS-EPR	Arthur Karatzas Tony Georgio	Cessna C182K	Did not start Day 2
15	ZS-KHX	Robert Myburgh Robbie Myburgh	Piper PA34-200T	Not seen at TP1 – Day 1
39	ZU-SXL	Uli Gerth Alan Newton-Perry	Urban A1 Samba	Not seen at TP1 and TP3 – Day1
42	ZS-IXM	George Karatzas Gerald Nagel	Grumman AA5	Extreme dangerous flying
63	ZS-KFH	Colin Engelbrecht Marisa Engelbrecht	Piper PA28-R201T	Did not finish Day 1
64	ZS-GYV	Martin Grunnert Kobus Nel	Pipistrel Sinus 912	Did not start Day 1
66	ZS-MLC	Eddie Vorster Meyer Jacobs	Cessna C210L Scim	Withdrawn – personal reasons
78	ZS-EVB	Spencer Watson Denise Engelbrecht	Piper PA30B	Withdrawn
97	ZS-EXM	Willem Coetzer AJ Coetzer	Piper PA28-140	Aborted take-off Day 2
99	ZU-DZB	Johan la Grange Yolande la Grange	Grumman AA5	Forced landing
103	ZU-HVM	Hubie von Moltke Gerald Ackhurst	Urban A1 Samba XL	Forced landing at Schweizer-Reneke
108	ZS-KFM	Mike Mayers Werner Swart	Piper PA28-R201T	Did not finish Day 1
110	ZS-WSE	John Sayers Cilliers Manser	North Am T6 Harvard	Forced landing at Lichtenberg

Participant Stories posted on Avcom

---

Race 35

Grumpy & I got away rather late on thursday morning, firstly due to me having worked until 3:30 the previous evening and my lack of proper preparation and leaving the aerie keys at home. We had a lekker flight to Klerksdorp and landed uneventfully and found our parking place very easily.

I did my test flight much later than booked due to logistical problems, but was perfectly comfy with that. It is hard to imagine how big a task it is to herd 110 prima donnas, nuff said.

We made the mistake of not renting a car, Big Mistake & we relied on the availability of transport from J’Meister, which worked out beautifully. We had accommodation booked at Everwoods Guest House which was booked a couple of months ago without knowing what we were going to experiene. When we walked into this establishment, we were amazed. It was absolutely magnificent, spacious & had a complete pub etc. As quick as you like, our hosts organised us supper for no less than 18 people (there were only 2 of us who were living there) which included a mushroom & snail starter, & a succulent rump steak with biltong on top , smothered in whipped cream, garnished with a salad.

After our briefing we descended onto this spot & they had enough space for all of us to do our plotting & planning for the next day. We were rewarded for our planning with an absolutely fine dinner.

Grumpy & I flew our first round on friday amd only beggared up a little bit on our nav.

The whole lot of us then descended after briefing to our spot & had a braai of note, plenty salads, steak, boerie, lamb chops & chicken sosaties. We had organised a little bit of Jagermeister too & had a couple of toasts. I sneaked away quietly on both evenings.

The big race was on day 2 & we did worse than the day before but had huge amounts of fun. Suffice to say, my nav & I did not exchange any expletives to each other during the race, we were too busy talking about softness & their wonderful attributes, just something we do when we are together in a cockpit.

We did not go to Springbok either & ended up 60th.

I attended the banquet with agression & trepidation cos I do not enjoy wearing a suit. Mrs RV had to go out & buy me one & bring it with her when she drove down with Mrs Flush to spend some time with us pigs. It was actually very pleasant.

To SAPFA & Kassie & all the people involved, you have no idea how much I enjoyed my 1st PTAR. You guys did an absolutely sterling job. I have never been final # 13 before.

---

Race 86

 

Great time had by Nasser, myself and my bitter-half. Will most certainly do it next year again. This time will use the Yak as it has a bit more in terms of instruments. The little Samba only had a compass that was drifting between 15 and 30 degrees off track. Somewhat difficult to fly accurately in this regard.

The Harvard (owned and flown by John Sayers) did a forced lob about 20 Nm south of Lichtenburg. We flew overhead a few minutes later and am pleased to say that he did an awesome job with putting her down, wheels extended and all. I helped guide the rescue helicopter to the scene and they were able to get her out and back to FAKD after refuelling.
My only gripe is the number of pilots that bitch and moan about handicaps etc. As I’ve said before, one cannot please all of the people all of the time – especially when dealing with testosterone laced pilots.

I think the organisers did extremely well and should be commended. Graham Conlyn did his utmost to preserve safety despite crappy responses from some of the competitors. In my opinion he did well. It amazes me that some people still regard safety at these events with some disdain it appears. I have no problem listening to somebody like GC explaining safety procedures and precautions – safety should be on everybody’s mind.

We had to do a precautionary landing after take off today due to a high oil pressure indication. This spoilt things a bit for me as the little Samba did its job despite the crappy compass.

Thanks to Nasser and everybody else that made this a great weekend.

---

Race 8

TEAM LOW AND SLOW (Race 8’s experience).

 

On day 1 we flew well but never saw any other AC as we were one of the slowest at 100kts and took off second last. Our AC ( C150 ZU-CVA ) does not have the range for the race flying at full throttle I have installed a 40L tank and pump, pumping blue juice into the wings. Halfway through we realized that only 30 liters has been pumped and then the pump stopped! This took ou calculated reserves down to 20 minutes. We therefore managed this by flying the last leg at cruise power and landed safely with 20 minutes ( actual) of fuel remaining. This cost us a lot of places and we finished day 1 in 35th pos. The broblem was found to be a broken wire inside the power plug! Chinese !#!@#@
On day 2 we flew even better and did not have a fuel transfer problem. Nav was a tad difficult at stages and also the decision making – the old story – do we go high or harvest mealies on the more or less cross wind legs. We finished day 2 in 12 position and my software showed that our actual distance flown was 330NM while the direct track measured 327NM. A nav error of 1%! Overall position – 22nd!

I have beeen involved for many years now and actually started the test flights by logger thing 5 years ago. In my opinion it is becoming better and better each year. Just look at the closeness of the results this year.
WILL BE BACK FOR MY 5TH ONE

---

Race 26

We had a great time – it is a pity that the military were having an exercise and covered the Zeerust airfield with camoflage when we passed it the first time. (Embarassed)

We did not know if we had gone around the turning point or inside (disqualification) so we did a large orbit so we did not clash with incoming traffic. The second time around they had removed the camo and it was so visible from miles away. I do not know why we did not see it the first. That cost us about 6 minutes. Combined with a handicap issued by a handicap committee that refused to take my test flight into account, we really had no chance so on day two we had some fun – no pressure. Overall position – 78th – my worst so far.

I found the nav difficult but we managed to fly fairly straight. This is still the best event on the aviation calendar.

The dissapointments:

• The number of pilots that try to cheat during the test flight. Pulling circuit breakers so cowl flaps stay open, leaving flaps on, putting on the di-ice so the boots destroy lift, etc
• The number of people who sit in a briefing without a pen and paper and then fly dangerously then next day because they cannot remember what the procedure was.
• The number of people that cheat by using GPS

---

Race 94

Navigators Perspective

This was awsome. A true must for anyone who thinks he can navigate. After flying this you either know that you can or you realise that you actually never could.

Thanks for the oportunity pilot. You flew brilliantly and taught me a lot when it came to navigation.
As for the race – the last leg back to Klarksdorp was the worst on my nerves. We knew that we did well during the nav but we were also well aware that some time was lost on the second last leg by drifting slightly to the west. Luckily we realised this early and manage to recover without incurring too much lime lost.
Two miles after the Lichtenburg turning point we passed the leading aircraft (I think this was Kassie’s sons). We could hear the chasing fultures call over the Lichtenburg TP. This is where the nerves started to show. I was tempted to pull out the list of race number to see which one of them where going to catch us first but was quickly admonished by my pilot who told me that my job was to get us back to Klerksdorp and that there was nothing we could do about the chasing vultures.

At twenty one nautical miles out (thanks RV for the tip on mile/minute markers on the track) the Harvard passed overhead. He was about one mile ahead of us when I noticed him changing direction. I was busy telling my pilot this when we got the MAYDAY call. We could see them turn at us with the gear down and whatched them all the way down. They did a perfect landing in the field and we could report that they were down safely, on track, 21 miles from Klerksdorp. This put us back in the lead!!!!

At ten nautical miles the Albatros passed us and we were hoping that they too would run out of fuel but no such luck. They left us behind without even saying hello. By now we could see our end destination and I threw my map and notepad into the back. I must have twisted my neck in an attempt to see who was chasing behind or who was going to pass us.
The feeling passing second over the finish line is impossible to describe. Also taxiing back and being placed in quarantine and being searched by Kassie when we climbed out was unreal!!!

I say again – this is a event not to be missed by any aviator.

PS It was only on receiving the trophy that we found out we were second over the line but actually came third.

Pilots perspective

 

Seeing that this was the first race for both myself and my navigator, we set out to have fun. This we achieved due to the great organisation that in spite of one or two mistakes led to a great race for all. It is also fun to meet likeminded people and off course fellow Avcommer’s.

With this being said, it is more fun to do well than badly. We believed that if we planned well we could do well and just enjoy the flying. The stategy was to make the most of the wind. With our speed we were going to spend more time in the wind than most of the field so if we could maximise its effect we could do ok.

We therefore did various models for the predicted winds at different altitudes and based our planning on that. The Jabi climbs nicely with only 2 up and we could afford to fly higher than most on the downwind legs. On the legs into wind we flew as low as possible, even adjusting our track slightly to make low level navigation easier.

On Day 1 we felt that we did OK, but the race started for us after the times were posted and we were placed better than expected. The planning effort for Day 2 was doubled after that.

Because we sometimes flew quite a bit higher than everybody else we didn’t see everybody that we passed on day 2 but at least we also didn’t see anybody pass us till Lichtenburg. Just after the turn at Lichtenburg we passed a 172 and we believed that we were leading based on the lack off calls over Lichtenburg untill then. At this stage the radio sent the adrenalin flowing with various calls over Lichtenburg, with us not knowing how much faster these guys were than us. At 20 miles out I saw a shadow run past us as if we were standing still. Looking up the bright colours of the Harvard dashed our hopes that we could hang in there for another 9 minutes.

Not even a minute later the Harvard turned left sharply and called in his Mayday. I watched him land right under my left wing, hoping that he would not mess up forcing me to abort the dash for the line in order to call in any problems. We could just see his his perfect landing come to a standstill before he got too far behind us and headed on while reporting the position to FAKD. We were leading again.

At 10 miles the Albatros flashed passed, but by this time we sort-of expected it to happen. The last 2 minutes was agonisingly slow, expecting more fultures to snap up their prey.

It was a huge rush to go over the line in 2nd place. A feeling that has not been removed by being adjusted to third (with a team starting late being the actual winners).

I guess we can say that we had a dream race for our first one. Thanx to everybody that helped to create the fun and for all the congratulations. We didn’t fly a perfect track and made some mistakes, but I guess our stategy and planning paid off. I was also impressed with how the Jabi handled the turbulance and strong winds.

I think we were also helped by a kind handicap speed for some reason. We flew the test flight just like we flew the race but I believe that the J400 has a few more knots in it than what the handicap commitee believed.

Maybe it was just a trick to make sure we come back again… So what, it will be fun again and that is what is should be, I don’t think that you will end in your fair position too often; there are too many things beyond your control.

---

Race 5

Best organised event I been to (5 as participant and 3 as spectator). Other than having arranged a test flight and the whole exercise taking 6 hrs on thurs and then being ignored it was a great race.

Well done to Dan on winning it after a couple hiccups at start. They did not have the lux of the aluminium highway on day 2 which makes the feat even more admirable. We found it a bit frustrating when the T tail passed us on Day 1 like we were standing still, 4 min’s after the start.

Day 1 – Had camera on belly and in cockpit for TV crew. Good flight/nav from start to Zeerust, but then pilot got cocky and I Foched up Focheville. Found it, but via Carltonville rather than straight in. The low level stuff over Potch was a contentious issue, but in competitors defence it was straight into the wind and organisers should possibly have routed around rather than over. Climb from 50′ to 1000′ costs plenty time and review of results reveals that this is not feasible. 63rd on day 1 Not happy, but we had fun. No truth in the rumour that the belly camera was smacked off by a tree branch. (May have been duck sitting on baberspan, but definitely not a branch.

Day 2 – Excellent nav on first portion of figure 8 back to FAKD. Know Wollies and FALI area very well so again got cocky and went sight seeing. 73rd on day 2 – Not happy – But excellent fun.

Overall position 68th. Under (handicap) circumstances we could not have done much better than maybe 60th.
Dinner/Prise giving – Superb. Decor, finesse was excellent. Support from participants in formal wear was excellent.
Couple thoughts on handicap speeds which sadly for me are now becoming a huge factor in my future participation. We are flying better and better and moving further and further down the results page. Last year was our best race (in terms of distance and track) and we finished 53rd. This year our handicap speed was put up by a further 3.63kts. Protests and justification for this decision were met with less than satisfactory responses from the powers that be. The test flight was done and was within 1% of the required track, headings & heights. The result was not published, but I have my own logger (which was on for the test flight) and it reveals that the result was in region of 148 (and some change) kts. We got 154.53 regardless. This equates to 10mins on this years route added to our time before we start as we know from 5 years results what this particular plane is capable of. (Avg speed in last 5 years races is 147.55kts. (Finished all races and haven’t missed a TP)

Regardless of the sight seeing we only did an extra 6.08nm over the entire race which is less than 1%. The frustrating thing then comes in when tracks show orbits to find TP’s, 90deg heading changes and these guys beat us by a country mile. The logger technlogy is huge and it is sad (and frustrating) that these are ignored completely when they are available.

Motivation is low when you know before the race starts that based on your (new and increased) handicap speed you WILL be a FURTHER 10 mins down if you fly a perfect race. Last year we flew an additional 5.12 nm over the whole route and were placed 53rd. Could not have nav’d better. Pilot has 1200hrs on that plane! Speed achieved was 147.01kts in headwind race. Handicap was 150.9. Quote from last years logger analysis.

“The tracks flown on Day 2 were also flown fairly accurately. The leg from Koffiefontein back to Tempe seemed to catch most participants as that leg showed the largest deviation by most aircraft. On an overall basis the shortest distance (of aircraft logged) was flown by Race 56 – ZU-APZ flown by Dieter Bock and Mark Steyn and the second shortest distance by Race 5- ZS-KSZ flown by Wally and George Brink. These competitors were placed 52nd and 53rd respectively. As mentioned above there are other factors that affect the speed of an aircraft but both these teams are experienced and their positions must be (at least partly) due to a harsh handicap.”
And this year the handicap was increased!!!!!

Rant not over yet. Will take a long time for wounds to heal, and I fear I am not alone. There are a number who share the same sentiments. I fear that the handicap comm are loosing the plot. My take on handicap (as keen golfer) is as follows:
You are handicapped based on your ability represented by previous results. Handicaps fluctuate, but are based on fact. Each person is different and will have up’s and down’s. Similarly the aircraft are different and it it unlikely that 2 aircraft will fly exactly the same speed over a given course. I feel that given this fact it would be more prudent (fair) for handicaps to be based on an aircraft basis than a type basis. At the moment it feels a bit like telling a 12 handicapper that he has to play of a 8, because last year a 12 handicapper had a great round or 2. Other alternative is to fly a NTCA, as these have to be test flown.

Not stirring, but have genuine concern that the sponsorship and other factors are clouding the objectives of a handicap race. The technology is there but is being ignored. There were almost 50 loggers at the event. Each aircraft could have been test flown and handicapped accordingly. I quiet happy for any one of the Uber pilots to actually fly the test flight and I will accept the result. There are those that will cheat regardless, but a response from officials like “buy a better/faster aeroplane if you don’t like your handicap speed” is BULLSHIT, short sighted and egotistical to say the least, not to mention plain stupid! I have no delusions of grandeur of ever winning one of these, but at the moment we just there to make up the numbers….. Before event started when handicap was confirmed we guestemated we would be 65th.

---

Race 3

My navigator and I echo your posting and agree that this PTAR was the best we ever had. Kassie K and his team organized a superb event and we are going to be first in line for “our race number” for next year because, apart from the fun, my navigator would like to finish his 4th decade of PTAR with a total of 30 races.

The handicap issue is as old as the PTAR and winning it has very little to do with your flying and navigational skills but all to do with your allotted handicap speed. We were advised by e-mail that our handicap speed is 121.6. About a week later I received another e-mail that a test flight must be done to establish a handicap speed.
On Thursday we had our test flight, by one of the most experienced test pilots, who are also a fellow competitor, and the 4 leg, 30 minute test flight indicate an average speed of 121.5. Point .1 slower than the advised handicap speed.

What could be fairer than a “real handicap speed based on a real test flight”?

Friday morning before the race when we received our new handicap speed we overnight became the fastest C172 in the history of the race. My navigator after doing his time calculations said that our race is over even before we started because we were pushed back with some 34 nm. In time.

We could not have flown faster or more accurate and it was indeed not much fun when a slower handicapped aircraft past you on the second day with 2 hours of the race still ahead of you. A couple of year’s back Chris Briers stated for the record that he will not fly in the PTAR again until the handicapping is sorted out.

My navigator and I made peace with the fact; even now that Chris is part of the committee that handicaps will not be sorted out in our life time. Most importantly, once again, we met and made new friends and shortly we are going to have a “get together in the Kalahari”

---

Air to Air ship

I have not enjoyed my flying so much for a long time.
FPI was ‘Skycam One’ and tasked to take footage around the course. I had Gert Ungerer jnr in with me without the door and front seat (Blimey it was cold). It was like WWII

We chased some aircraft out of Klerksdorp on the first day taking air to air footage as they ran low and fast on the first leg. We circled at 1000 feet agl overhead the airfield as they took off with Gert spotting as his (young) eyesight is better – he called in a group of competitors (mostly 172s Jabs and Cherokees as we could catch up with them). I then rolled into a dive and with one eye on the ASI, overhauled the tail end charlie and took up formation a few wingspans away with the camera rolling. Then moved onto the aircraft in front. we then returned to overhead Klerksdorp to pick up another gaggle and repeated the process. Then it was off to Focheville having calculated our arrival time there before the first competitor came through. As Gert jumped out with his camera, the Glasair streaked through. Focheville aviators were all there to watch the race and they got going with an impromptu braai – thanks chaps!!!

Repeated the exercise on Saturday on the 1st leg to Kroonstad before breaking off to get to Parys before the 1st aircraft arrived. Long low level final onto 06 and shut down as the Cessna 150 turned the pylon. All the Parys’ aviators were there too.

Got airborne again after the last competitors passed – again with Gert spotting we got some more footage – stayed with Cherokee ZS-ESU to the next turn at Klerksdorp then climbed out to 2000 feet agl to turn with the stream again shortly after the first aircraft crossed the line.

Crossed the gate and then joined the guys coming in to land and committed a big error – I orbited as I could not fit in – should have gone back through the gate and re-joined the queue. In the 30 seconds it took to swing round the circuit had widened and came a bit too close for comfort to Chris in MOR – sorry guys – it was stupid!

The queue took us over Vaal Reefs – five miles wide! and landed with a nasty crosswind up to 20 knots across runway 36!
From a spectator’s point of view, the atmosphere during the weekend was electric – I loved every minute of it – the place had a huge buzz.

---

Race 40

As a new member, I would like to concur that the PTAR is a must for any aviator. It is difficult to deal with many of the issues, but I must admit that to have been the only aircraft to have its handicap increased after day 1, even after the required test flight, by some 14kts certainly left a bad taste. This was our third race, we have been test flown twice and we have had our handicap changed every race after the first day. So to plan etc does certainly present some problems.

Hopefully through considered input the race will continue to improve, and I must say that the sponsored fuel was a great plus, especially for a plane as thirsty as ours.

If you look at the handicap speeds posted for day 1 after the test flights, and those posted at the briefing the next morning, there were 81 that remained the same from the first day, 10 were reduced and one was increased, ours!!!!! Our test flight (after the test pilot had forgotten his logger) produced a result of 179.60kts. We have been handicapped the two previous races at 185.27kts. So we were happy with this result. It was increased by 13.6kts for the second day. No explanations, even though we have put in a query etc. We had observed Rule 6 in that every thing must be flown at full throttle during the test flight, and we also have our concerns as to engine management, but in the “spirit of the race” we complied. The simple fact of the matter is that we get better performance through other configurations that would be achieved from full throttle, then why get penalised on this basis. We averaged 188.11 on the first day and 188.33 on the second day. Had a logger for both days, flew well, made use of the winds, being a larger plane, the winds etc were not to much of a problem, and we climbed in order to make use of them and achieved 210kts on some of the legs. In addition, we had our turnings sorted and averaged about 204kts in the turns. We did everything that one could to achieve the maximum performance out of the plane that one would not see on a test flight, and got handicapped out of the race, then again the comments posted are similar to the ones that we got, only Beechcraft win this race, or don’t even bother with a turbo charged twin other than a Beechcraft. I cannot wait for the feedback forms in order to get our comments and hopefully suggestion through in order to keep this the race it SHOULD be. We need to remove the reliance of sponsorship that imposes personality constraints on a national event.

---

Race 75
It was my first PTAR and what an experience. To fit 109 or so aircraft into the airspace and all going flat out takes some doing. But then again, that’s why we fly… We are a special and privileged breed!

 

Day 1 was met with some apprehension after receiving our handicap. We had effectively been excluded from the race before it even had started. We had test flown the C172 on 3 previous occasions to determine its max out speed – 110kts! We had requested a test fly which did not seem to change anything – we were still stuck at 116.19kts! Yeah right, down a bloody mine shaft and a tail wind! I worked the nav out on our handicap speed and this just did not work out right. We were on track except for a slight off course approach to Focheville. Mistook an airfield close to Focheville as the turning point. Quickly corrected and it became a dice to FAKD. John in FPI tagged onto us and speaking to him later confirmed that they had got some great footage of us and yes CAA, reasonably low level over Potch but not as low as the Baron! We were down on time. Our handicap stank big time. As for Daryl’s comment pertaining us moaning only says that he was happy with his! Let’s see if they want a Yakkety YAK to win next year!

Day 2 worked much better as I worked the nav out on what we believed the true handicap of MYO should be. Oh boy, we were on the numbers. We had a tussle with ZS-IXL Grumman 5 all the way! I also think they should be dissatisfied with their handicap. But it was fun all the way. Picked some mealies and scared some birds.
As for handicaps, being new to the game I personally think that with so much technology around handicaps shouldn’t be a problem. Maybe the H Committee should look at past race results, logger info etc. I think if this should persist then it’ll discourage guys who really want to participate. Our logger track of day 2 proves that we were spot on yet well out of the race. Anyway’s, we’ll be back next year! The organisers must just inform us timeously which aircraft type they want to see winning and we’ll go right out and get one! Hornets nest a brewing…….

---

Race 95

 

In my eyes personally the race should go on, it is heaps of fun, and teaches us GA people new skills in both flying and naving! My own experiences of the 3 races I have participated in have been great!

My experience on this years:
Thursday we arrived earlyish, and fuelled and sorted papers out etc then had a looooong taxi to the end of the field (Race 95). We did not test flight in the end. Had an awesome dinner at the lodge where RV and Mr. Grumpy were staying. Planning then followed….

Race day 1 was great actually catching some the so called quicker planes ahead, got locked into a nice battle with ZS-MYO and ZS-FUG and a cherokee 180 on the last leg, JM think you got some nice footage of it.
End of day one saw us in 36th place, we lost a bit of time when coming into Focheville, some had moved the airfield 1nm to the left of us ha ha.

Race day 2 was even better, catching Race 102 and Race 1 within the first 5nm, and getting caught up by Race 1 again. We stuck with them all the way through to the finish.
The flying was spectacular, the company even better!
It was the best run race that I have competed in, many thanks to all who participated and who made it possible!

---

Race 49

 

I have had my fair share of handicap chirping in the past and probably was seen as a bad sport – well this time around thought I’d shut up have fun and take it from there – Shocked then was given a 6kt increase in my previous race handicap and flew what I believe was an excellent track logged and at the speed exactly 6 kts slower than the 142kts allocated. Was told by handicap committee that if I want to be competitive then I must “get another aeroplane” I thought the race was for allcommers and all aircraft regardless of make or type – so unless I want to pay a good few thousand having a doddle around the course I guess thats it for me ….. cant help thinking I’ll be back for the fun of it cos a new plane for the race is out of the question!!! Maybe Comrades is a better bet – I’ll get the organisers to hold me back for 45 minutes at the start……what a joke !!!! yeah I’m pissed !!!! but no long analysis this time!