Aero Club of South Africa – Gold Wings

Chris Booysen

For his outstanding work as treasurer for SAPFA for many years as well as his commitment and hard work before and during the 13th World Rally Flying Championships in his capacity as treasurer of the event.

Chris has been involved in general aviation since he learned to fly in 1989 in an honorary capacity. He has been the treasurer and chairman of the Algoa Flying Club and SAPFA. He is also involved in a number of aviation based charities.

Chris is well known as someone who will fight for SAPFA’s rights, what ever it takes.

13th WORLD RALLY FLYING CHAMPIONSHIPS

Pilanesburg/Rustenburg 26 July to 3 August 2003

The fact that South Africa were going to compete in a World Championship event on home ground really sunk in when the team was announced just after the S A Nationals at Rustenburg held during the first week of April 2003. The team selected was:

Adrian Pilling and Renier Moolman – 2003 S A Champions, Brits Flying Club,
Nigel Hopkins and Dale de Klerk – 5 time S A Champions, Brits Flying Club,
Hans Schwebel and Ron Stirk – Brits Flying Club,
Barry de Groot and Mary de Klerk – Cato Ridge Flying Club,
Frank Eckard and Quinten Tailor – Gauteng, and
Walter Walle and James Lidderd – Bloemfontein Flying Club.

“B” TEAM
Robin and Chris Spencer Scarr – Rustenburg Flying Club, and
Ernie Alexander and Wendy Barter – Brits Flying Club

2003 South African Rally Flying Team
South African Team – 13th World Rally Flying Championships

The members had a quick meeting and chose Adrian Pilling as the Team Captain and then asked Paul Barter if he would accept the thankless job of Team Manager, which he did.

A few meetings were held and a training schedule was laid down and the preparations began. We all knew that the only way that we were going to achieve a good result was to put in absolutely everything and a bit more. And did this team put in everything? Guys, (and girls) were travelling from as far as Durban and Bloemfontein almost every second weekend to attend the training camps. The Brits & Rustenburg airspace was a buzz of activity with training and even two inter provincial competitions were squeezed in. Deon v Greunen, our trusty “shrink” offered his services at a rate that we could not refuse, and, did he perform some magic with some of us? (Most of us, I think) It was amazing how he got us to build a team spirit of note in such a short time. The man is a true champion in his own rights.

By the middle of July we had flown every square mile of the area where the championships would be held. The navigators had plotted more routes in these three months than they would normally in a year. Every aspect of rally flying was covered from every angle you could imagine. WE WERE READY!

On the 25th July, We all booked into the Cabanas at Sun City and got ourselves settled so that we could do what we had been training to do.

28 July Official Practice Day

2003 World Rally Flying Championships Award Stage
Stage ready for the Awards Ceremony

The first group were up early for breakfast and on the bus at 07:00 on route to Rustenburg airfield. 08:00 was the morning briefing. Everything including the weather looked good and by 09:00 the first aircraft took off. The route was challenging with +\- 19 checkpoints and an away landing at Brits airfield. The navigators had to perform miracles with the plot as somehow a mistake had crept in and all the time sheets were wrong, some legs as much as four to five minutes. Imagine what the pilots thought when the navigator is trying to tell him to fly a course where he has to be accurate to within two seconds, but he needs to make up or lose four minutes in order to be on time. Well everyone got home safely but for a few scarred egos. No result was given for the practice due to the timing error.

What a wake up call ? The G P S loggers had taken their toll and Deon certainly didn´t make the rest any easier.

29th July. Day One.

World Rally Flying Championships
World Team Champions with France (Silver) and Poland (Bronze)

Again up early for the first group for the 08:00 briefing at Rustenburg airfield. We were assured that the timing had been sorted out but there were many sceptical looks on the competitor’s faces. First take off at 09:00 and again a challenging route. The away landing this time was at a dirt strip called “de Putt” near Northam. The only thing that made it difficult for the navigators this time was the degree of difficulty with all the plotting points versus actual checkpoints. The trig beacon at checkpoint 10 made for some interesting discussions, in the cockpit as well as after the flight. There were two beacons close to each other with the checkpoint photo taken of the second one but the actual checkpoint being the first one. With this controversy, the results were only given out to the competitors but no overall standings were published.

30th July. Day Two.

Dale de Klerk and Nigel Hopkins
World Champions Dale de Klerk and Nigel Hopkins

Same times again with an announcement at the briefing that checkpoint 10 would be scrapped for the previous day, but still no overall standings. It was a weird sensation competing but not knowing what your actual position was. Again a challenging route that took us North & East, with an away landing at Brits airfield. Then South over a very difficult area close to the Magalliesburg mountain range with new roads that were not yet on our maps. This was where checkpoint 6 caught a few of us, again with similar features on the checkpoint photo as in the actual checkpoint. To make it even more difficult, checkpoint 9, a house just over the mountain range that was very difficult to find made for a challenging course. There were a lot of sad faces after the de- briefing, but then this was a World Championship. And lets face it, Africa is not for sissies. Still no final results for day one and now day two had some more protests to be attended to.

31st July. Day Three and the final day.

D de Klerk, N Hopkins, P Barter, R Moolman and A Pilling
Team Gold Medal – From L to R: D de Klerk, N Hopkins, P Barter (Manager), R Moolman and A Pilling.

By now, whatever nerves we had left were no good to us anyway. It had been the most difficult championships that any of us had ever flown, and still we had no final results for the first two days. This time the route took us a lot further North, Northeast, than any of us had anticipated. The area was very dry with hardly any features to navigate on. And the away landing was a farm strip called “Twee Riviere”. We did not even know that this strip existed until we were overhead. Quite short and narrow, but otherwise no problem. It is situated between Rooikoppies dam and Vaalkop dam, an area that we had all covered but the airstrip was a surprise to us. Just goes to show how well the organisers had kept their secrets.

It was all over bar the shouting. Everyone was exhausted, now waiting for some form of results. Only on Friday the 1st August did we get results for day one. By now everyone had found something to keep themselves busy with and most of the foreign crews went on the trip to cultural village. By Saturday we had been given results for day two and we could now do our own calculations. South Africa was looking good.

A first place for the individual team of Nigel Hopkins And Dale de Klerk, The New WORLD CHAMPIONS. And a team gold medal for the South African team of Nigel Hopkins, Dale de Klerk, and Adrian Pilling, Renier Moolman

Renier Moolman and Adrian Pilling
Renier Moolman and Adrian Pilling  9th in the World Rally Flying Championships

Individual Results

  • 1st Hopkins N – de Klerk D – RSA
  • 2nd Darocha J – Chrzaszcz Z – Poland
  • 3rd Strube N – Sicard P – France
  • 4th Tremblet J – Bertranier J – France
  • 5th Filip J – Filip M – Czech Republic

Team Results

  • 1st Hopkins N & de Klerk D and Pilling A & Moolman R – RSA
  • 2nd Strube N & Sicard P and Tremblet J & Bertranier J – France
  • 3rd Darocha J & Chrzaszcz Z and Bartler M & Wieczorek M – Poland

Just as we thought it was all over, we realise that we need to go and defend our titles in Denmark during July 2004

 

Click here for the WRFC 2003 Website

 

 


Tempe, Bloemfontein – 12 to 14 June 2003

By Harry Antel

The weather for this years President’s Trophy Air Race was absolutely perfect and so Barry and my flight up to Tempe on Thursday 12 June was a pleasure and the Drakensberg and Eastern Free State were as beautiful as ever. We arrived at Tempe at 12.30 after a flight of just over two hours and spent most of the afternoon entering, refueling, scrutineering and all the other tasks that need to be attended to on the afternoon before the race. By about four we had completed the pre race preparations and went for a couple of cold ones in the clubhouse pub.

1st Aircraft home
1st Aircraft home

The briefing was at 6.00 pm and after briefs from the Race Organiser, Safety Officer, Met, the Starters and ATC, we were given the route. The first days route was all to the north of Tempe and was the following: Tempe to Reivilo (137.84 Nm), Reivilo to Schweizer Reneke (64.32 Nm), Schweizer Reneke to Wesselsbron (69.73 Nm) and Wesselbron back to Tempe (72.43 Nm). The total distance was 344.32 Nm.
Once we had collected our route sheet we left for our B & B to plot and study the course. Our first problem, when we started plotting, was that we couldn’t find Reivilo anywhere. Someone had informed us at the briefing that Reivilo was Olivier spelt backwards, but even this important info did not help our search. Eventually we managed to find Rievilo in my Aviation Directory for SA and using the co-ordinates we found it two maps away from Tempe! The other turning points we found without too much trouble and after about an hour and a half we had plotted the course, recorded all the headings and put markers for our calculated position every five minutes along the course, using our handicap speed of 128.2 knots.

Day one of the race dawned as perfectly as the Met chap had said it would and the wind at Tempe was zero. This year was the biggest entry that I have ever experienced and to try and describe the atmosphere and different feelings that one has being amongst 68 other entrants before the race, and at start up, would be impossible. I did the pre-flight checks while Barry organised the maps, stopwatch, and all the other last minute details that needed to be attended to. After the preflight I had time to get the remaining ice and dew off the plane and give it a quick last polish, every speed advantage counts in this race! Our take off time was 9:24.00 and so at about 9:00 we got settled in the plane and waited for the start marshal to give us permission to start. We received this permission at about 9:10 and the engine fired immediately and then cut out, I was sure that this had been part of a recurring nightmare I had been having lately! After another prime the engine started and kept running. Because of the unusually cold conditions I was perturbed at the low oil pressure for the first minute or so after start but the pressures were soon up and we were taxiing behind 48 other aircraft, with another 20 following behind us to the start, another experience that you have to be there to appreciate.

The start on the first day had been changed from 60 to 30 second intervals, this means that the plane ahead is just airborne before you roll. We took off behind race no. 59, a Cessna 177A (Cardinal). After takeoff it was a matter of holding runway heading until the end of the runway and then a sharp left turn to pick up the heading for Rievilo. After about 10 minutes we overtook the Grumman AA5 that had taken off two ahead of us. Towards the end of this long leg I noticed that the fuel gauge for the back tank was indicating empty after only an hour. This tank had 53 litres at the start and should have completed 1 hour and 20 minutes at my estimated fuel burn of 40 litres per hour. I advised Barry of the position and decided that the gauge may be wrong and so I would run the tank dry. I climbed up to about 300 foot agl and soon after this, at 1 hour and 5 minutes, the engine cut out, after selecting the left wing tank the engine got going again quite soon and I immediately descended again. My mental arithmetic was now going flat out to try and calculate if we had enough fuel to complete the course at this fuel burn of nearly 50 litres per hour! We had calculated our total flying time at 2:40 and so had 1 hour 30 minutes still to go, at 50 litres per hour we would need another 75 litres and we only had 80 litres left!! The pressure was now on me to use less fuel and constantly calculate our position, as to continue at full throttle, or pull back. I leaned the mixture slightly and took an exact time when we changed on to the left tank. I also decided to stay on the left tank and run it dry as well, so that we could then make a final decision as to how we should fly out the last tank. This would mean that we would fly the last part of the race right wing low, but it was worth this flying discomfort to know that we had exactly 40 litres remaining when we changed on to the last wing tank. If the position did not improve we might be forced to throttle back and abandon the race or even divert to a runway before the finish!

2nd Aircraft Home
2nd Aircraft Home

The Reivilo turning point was the runway at the town and, due to Barry’s faultless navigation, we had no problem finding the marshals at this point and set course for Schweizer. On this leg we heard one of the lady race pilots advising that she had a very rough engine in her C182 and she was returning to Reivilo to land and asses the problem. Both Barry and I were impressed by the way she handled this difficult situation and also the safe way in which she returned to Reivilo without any disruption to the other competitors. She got back to Reivilo safely and won a well-deserved award at the awards banquet for the professional way in which she handled the problem.

We turned at Schweizer without any problems and ran the left tank out on the next leg to Wesselbron. The fuel position had definitely got better but, as we both felt that we should have at least a 10 minutes reserve, we elected to pull back slightly on the throttle on this leg. The difference in the revs was minimal, about 50 rpm, but I felt that it would make quite a difference to our consumption. Wesselbron came and went and our times were still looking very good. On the last leg to Tempe we noticed that the westerly had started and so, as we were into wind, we elected to get down as low as possible to try and limit the effect of this headwind. About 15 minutes from the finish I calculated that the fuel concern was over and so gave the Grumman its head and we raced to the finish in excellent times, our stopwatch indicated 2:40.15. Our actual time was a gain of 54 seconds on the estimated time for the course. We averaged 128.92 knots, just faster than our handicap speed of 128.2. When fueling the plane we established that we had 12 litres left in the right tank, which equated to 14 minutes at our average fuel burn for the day.

Soon after we finished we heard that two planes had landed on roads because of fuel exhaustion, so we weren’t the only ones low on fuel! Fortunately both planes were able to take off again, after refuelling, and both arrived back at Tempe that afternoon. Another casualty on the first day was a Beech Baron that struck three birds causing quite severe damage to the nose cone and both wing leading edges, they were able to make some running repairs that enabled them to race on day two.

3rd Crew - 2003 PTAR: Jacob Pienaar and Jacob Pienaar(Snr)
3rd Crew – 2003 PTAR: Jacob Pienaar and Jacob Pienaar(Snr)

After fuelling we headed back to the B & B and managed to get about two hours kip before the evening briefing at 6:00 again. The briefing was as per normal with Oom Dup and Oom Dors, the official starters for the past 20 odd years, explaining the revised start procedures for day two. The planes now start so that, using the gains or losses of day one and their handicap speeds, they would all theoretically cross the finish line at exactly the same time. Using these criteria the slowest planes start first and the times between planes could now be seconds! We then were given the route for day two and headed back to the B & B to plot the course.

About an hour into plotting Barry and I were horrified to realise that one of the five maps that we needed for the route was wrong!! At this stage we thought that the race was over for us, as without an accurate 1:250000 map for a big section of the course Barry would have no way of navigating accurately enough for us to be competitive. After a while we decided to check exactly what map number we needed, while establishing this it suddenly became clear that we had used this same map for the first days route, they must have given us a different map instead of two of these maps. Barry always cuts off all the areas of the map that we don’t need, so that they are easier to manage in the cockpit space, and I had personally thrown away the cut off pieces the night before. It was unlikely that the piece of this map that we had used on day one would be any help. After another quiet time Barry suddenly said that one of the maps we used had the first very long route to Rievilo going diagonally across it and he didn’t think that he would have cut much off that map, and he also thought that it was the map we needed! It was now about 10:00 pm and we returned back to Tempe airfield and the plane, at high speed, as we had left the used maps in the side pouch of the plane. Our concern that we might have problems with the military guards was unfounded, as the guarding standards of the SANDF have obviously not improved since my days in the SADF. We were fortunately not challenged by anyone and quickly took the maps to the light in the marquee to check them. To our utter relief the map that we required was the only whole map amongst the five!! Another 20 minutes back to the B & B and we completed the plotting etc. by about 11:30, about 3 hours after this farmers usual bedtime!

Harry Antel and Barry de Groot
Harry Antel and Barry de Groot

The weather on day two was once again perfect. On arriving at Tempe Barry went to find the start times for the day and I did the preflight and cleaned the plane. I also put a couple of cable ties on the wheel struts to hold the brake pipes flush behind them for less drag, every second seems to count even more on day two! Barry arrived back at the plane with our start time of 10:16.46 and the news that we had come 8th on day one. After studying the results we saw that we were only one minute and four seconds behind the winner and so if we got day two right we could still finish in the top five or so. One worrying fact for me was that our take off time was only three seconds after the plane ahead of us, a Samba with a handicap speed 3.4 knots slower than us, this could make for some interesting take off decisions! The plane started first time this time and we were soon taxiing behind 11 other planes to the start. The adrenaline levels on day two of this air race must be some of the highest that can be achieved. The wait for the Samba’s green light seemed like forever and then the wait for our green light felt like three seconds! I had enough room behind the Samba to keep full throttle until rotation, because the turnout was right after takeoff I obviously had to plan to overtake him on the outside and so went left of him in the first turn. To my surprise we didn’t catch up to him nearly as fast as I anticipated and I probably lost about ten unnecessary seconds on the first turn because of this.
After a few miles we had overtaken the Samba and started counting down the slower planes ahead of us as we passed them. According to our time points we were making good time and by the first turn point at Jagersfontein we were only six seconds behind our estimated time, even with the lost time at the start.
The next leg was to Smithfield and we found the rugby field, in the middle of town, with no problem, at this point we were about two minutes ahead of our estimated time and were really pleased with our navigation and height choices on these two legs. The fuel situation was also much better than the previous day and we got 1 hour and 20 minutes out of the 55 litres that we had managed to squeeze into the back tank this time.
The third leg took us back over Tempe and we must have been close to the front at this stage as we had passed most of the planes that had started ahead of us. The Tempe leg was into wind and so we got as low as possible and were able to hold on to our two minute gain. From Tempe it was still into the slight wind and so we stayed low to Bultfontein.. After we turned over the cross-runways at Bultfontein we routed for Boshof and elected to stay about 200 foot agl for this leg. We felt that we had a crosswind on this leg and would rather be spot on with the navigation to try and gain a few seconds in this way, right decision because we gained another 53 seconds!

At the old Boshof airfield we turned for home and were leading the race at this stage with a very good time. Met had advised a light westerly wind and as it was midday and the heading was 090, we elected to climb to 6200 feet, about 2000 foot agl, to make use of this predicted tailwind. I must say that I had my doubts at this decision, relying on Met predictions is not one of my usual decisions! In the climb after Boshof I used every skill I have ever developed from my hang gliding and microlighting experience and managed to use every bit of lift we encountered during the 2000 foot climb and so hardly lost any speed. Once up at 6200 feet all we could do was keep the Grumman on the step for max speed and navigate as accurately as possible. Quite a normal comment from Barry during the race is “you are about 50 metres left of track, but don’t worry just hold this heading for now and I will tell you if it gets any worse”, he’s incredible with a 1:250000 map!! The accuracy of our maps is also unbelievable, if the map indicates a road to a farmhouse with a right hand turn around a kidney shaped pan, then believe me there will be a farmhouse with a road with a right turn and the pan will be kidney shaped. And if we should be routing over the pan but are 50 metres to the left then Barry would also have seen that!
If you are leading this race and fly the last leg at 2000 foot agl it seems to take forever, all you want is it to finish before one of the faster planes, you can hear reporting at Boshof, passes you. When we had Tempe visual and reported two minutes out we were still in front but also knew that some of the planes coming up behind us were doing between 180 and 200 knots!! About five minutes out I started a decent and got the speed up to about 135 knots. The tension, at one minute out, was unbearable as we were still leading and could see the coke trucks we finish between. At this stage I saw a shadow of a plane ahead and then the plane, a “V” Tail Bonanza had passed us and our 135 knots was useless against his 170 knots. I put the nose down a bit more and we both held our breath for the last 30 seconds or so as we sped between the Coke trucks into second place, 41 seconds behind the Bonanza.

1st Crew: Ray Gleimius and Adam Pucjlowski receiving the President's Trophy from Stan Oliver, Aero Club Chairman
1st Crew: Ray Gleimius and Adam Pucjlowski receiving the President’s Trophy from Stan Oliver, Aero Club Chairman

The feeling of coming second in this amazing race is also indescribable. You are parked in the second position with the first five planes and are quarantined and not allowed to speak to anyone or move from the plane until the crew and plane have been searched for GPS’s and any other illegal equipment, or mods, that are against the race rules. After about 20 minutes or so all five planes were declared clear and we headed for the pub for a couple of well deserved cold castles to help us wind down. For consistency in this race I feel that Barry must hold the record, this was his third second place and in the past six years he has also achieved a third a fourth and a sixth. To be in the top six over the past six years must surely be some record! That elusive first place must surely come for Barry soon, and hopefully I am able to be part of that team.

The awards ceremony and banquet was held at the Bloemfontein Town Hall and about 300 participants and guests attend this most prestigious event. Barry and I were presented with three awards. We received a most magnificent trophy, in the form of a bronze eagle on a wooden base atop a chrome stand about waist height, for coming first on the second day! We also received the Natal Mercury Floating Trophy, dating from 1937 and presented to Mr W.H. Hullet at the Govenor Generals Air Race in that year, for being the first Natal team to finish and The Air Charters Companies of SA trophy for second place overall.

The trip home was quite a squash as the eagle trophy I estimate weighs about 25 kg’s and is a real problem to load because of its awkward shape and obvious value. The views on the way home on Sunday seemed even better and brighter to a most satisfied and proud crew in ZS-VYI, race number 30, placed first on day two and second overall in the 2003 President’s Trophy Air Race.

Day 1

From To Distance
Nm
Cumulative
Distance
New Tempe Reivilo 137.8 137.8
Reivilo Schweizer-Reneke 64.3 202.1
Schweizer-Reneke Wesselbron 69.8 271.9
Wesselbron New Tempe 72.4 344.3

Day 2

From To Distance
Nm
Cumulative
Distance
New Tempe Jagersfontein 57.8 57.8
Jagersfontein Smithfield 63.7 121.5
Smithfield Bultfontein 118.9 240.4
Bultfonteinp Boshoff 50.3 290.7
Boshoff New Tempe 56.2 346.9

Total Distance – 691.16 Nautical Miles

2003 President’s Trophy Air Race

Held at Tempe, Bloemfontein – 12 to 14 June 2003

Total Distance: 691.16 Nautical Miles

 

Pos Race
No
A/c Reg Aircraft HP H/Cap
Knots
Gain(-)
Loss
Speed
Knots
Pilot
Navigator
Province
Club
01 55 ZS-JYB Beech V35B 285 165.20 00:06.02- 169.27 Ray Gleimius
Adam Pucjlowski
Tvl
Krugersdorp FC
02 30 ZS-VYI Grumman AA1A 160 128.20 00:05.21- 130.35 Harry Antel
Barry de Groot
K Z N
Pietermaritzburg FC
03 44 ZS-MWZ Cessna T303 250 176.20 00:05.08- 180.13 Jacob Pienaar
Jacob Pienaar(Snr)
Free State
None
04 27 ZS-LES Beech A36 300 176.00 00:03.46- 178.86 Pieter van Zyl
Hein Nesser
Tvl
Western Tvl FC
05 69 ZS-OVB Beech 58 300 199.70 00:03.16- 202.90 Peter Walker
Maruis Els
Tvl
None
06 23 ZS-WZU Lancair 320 180 193.40 00:03.09- 196.29 Dave Mandell
Rod Crichton
Cape
Algoa Flying Club
07 49 ZS-MKS Beech A36 285 167.90 00:02.49- 169.83 John Sayers
Cilliers Manser
Tvl
Krugersdorp FC
08 62 ZS-RMA Beech F33A 285 171.00 00:02.45- 172.96 John Mayer(Jnr)
John Mayer(Snr)
Tvl
None
09 64 ZS-NXE Piper PA28 RT201T 200 154.00 00:02.24- 155.38 Dana Bensch
None
Tvl
J L P C
10 111 ZS-WBT Glasair III 300 217.30 00:02.08- 219.76 Lucas Wiese
JB Burger
Free State
Bloemfontein FC
11 19 ZS-FVH Piper PA28 180R 180 140.00 00:01.35- 140.75 Sean Hughes
Harry Moos
Free State
None
12 29 ZS-JYM Cessna C210M 285 165.00 00:01.05- 165.72 David Forster
Wyndham Ferreira
Free State
Bloemfontein FC
13 3 ZS-FPB Cessna C210J 285 168.10 00:00.58- 168.76 Eugene Swart
Francois Swart
Tvl
Kuruman FC
14 42 ZS-LXU Beech F33A 285 171.00 00:00.45- 171.53 Trevor Abrahams
Ernest Claassen
Tvl
None
15 24 ZS-FDZ Piper PA28-235 250 139.30 00:00.35- 139.57 Christa Greyvenstein
Johan
Tvl
None
16 2 ZS-KSO Cessna 182Q 230 139.50 00:00.19- 139.64 Wynand j/v Rensburg
André Koen
N/Tvl
None
17 10 ZS-IFA Cessna 182 SCIM 230 138.50 00:00.15- 138.61 Lomon Stadlander
Eduard Steyn
Free State
Western Tvl FC
18 38 ZS-OJA Piper PA32 R301T 300 173.40 00:00.09 173.28 Thys Joubert
Cas Joubert
K Z N
None
19 41 748 Cessna 185E 260 141.00 00:00.33 140.74 Sean Steyn
Adrian Tomaz
Tvl
None
20 47 ZS-MOR Cessna C210N SCIM 285 162.10 00:00.35 161.73 Chris Booysen
Jim Tucker
Cape
Algoa Flying Club
21 31 ZS-LXR Beech 58 (2-BL) 285 198.90 00:01.15 197.71 Dirk Fourie
Braam van Greuning
Tvl
Western Tvl FC
22 50 ZS-CHL Beech 58 285 198.20 00:03.47 194.68 Jacobus (Koos) Coetzer
Sarel van der Walt
Free State
Bloemfontien FC
23 59 ZS-LUJ Cessna 177A 180 128.50 00:04.12 126.85 Willem du Plessis
Pieter Ferreira
Free State
None
24 22 ZU-CCO Urban AI Samba 100 124.80 00:04.25 123.16 Rainer Frieboese
Hans Schwebel
N/Tvl
Brits FC
25 56 ZS-SLW Beech E55 2-BL 285 197.30 00:04.55 192.78 Jacques Griessel
Johan Ferreira
Free State
None
26 39 ZS-IYC Cessna 182P 230 136.50 00:05.06 134.25 Pieter Burger
Albie van Zyl
Cape
Vaalharts FC
27 20 ZS-KMO Beech 58 285 198.20 00:05.09 193.44 William Einkamerer
Nardus Scheepers
Tvl
Western Tvl FC
28 26 ZS-ISW Piper PA28-R200 200 141.40 00:05.14 138.92 Trevor Cufflin
Nigel Kemper
Tvl
Krugersdorp FC
29 25 ZU-BSZ Ryan Navion 185 136.00 00:05.27 133.61 Ivan Marx
Martin Marx
N/Tvl
None
30 11 V5-RUD Cessna 182RGII ST 235 155.60 00:05.33 152.42 Wiehan vd Merwe
Francios Hugo
Namibia
Windhoek FC
31 5 ZS-KSZ Cessna 182RGII 235 151.30 00:06.17 147.90 Wally Brink
George Brink
Cape
Vryburg FC
32 51 ZS-MTR Cessna C210N 285 165.00 00:06.49 160.65 Johan la Grange
Yolande la Grange
Cape
None
33 57 ZS-EFH Piper PA28-235 235 138.00 00:06.51 134.92 Marius van Heerde
George Burger
Tvl
Western Tvl FC
34 21 ZS-MHH Cessna C172 150 115.30 00:06.55 113.12 Hans Zeuner
Marcell Dames
Tvl
Central FC
35 16 ZS-LMB Piper PA31-350 350 211.80 00:07.08 204.37 Chris Briers
Dries Briers
N/Tvl
None
36 6 ZS-DYY Piper PA28-140 160 115.50 00:08.55 112.70 Le Riche Coetzer
Anton Kapp
Free State
Hoopstad FC
37 65 ZS-ELP Piper PA28-180 180 124.00 00:10.09 120.34 F Viljoen
Johannes j van Rensburg
Tvl
None
38 28 ZS-NBB Cessna 177RG 200 147.70 00:10.45 142.25 Kobus van der Colff
Walter Walle
Free State
Bloemfontein FC
39 36 ZS-FNX Cessna 182 SCIM 230 136.50 00:11.27 131.54 Frans Nel
Hendrik van Rooyen
Free State
Bloemfontein FC
40 45 ZS-KOW Cessna 182Q 230 139.50 00:12.05 134.04 Dirk van Reenen
Edwin Spence
Free State
None
41 35 ZS-OSY Piper PA28-161 160 117.34 00:12.33 113.31 Danie Coetzee
Cobus Engelbrecht
N/Tvl
None
42 8 ZU-CNG JABIRU SP 85 105.80 00:13.29 102.28 Jan Hanekom
Hugo Stark
N/Tvl
Brits FC
43 18 ZS-CBD Mooney M20C 180 144.50 00:13.32 137.99 Simon Sykes
Graham Wansbury
Free State
None
44 34 ZS-OSZ Piper PA28-161 160 117.34 00:13.33 113.00 Robert Brock
Richard Garrett
Tvl
None
45 52 ZS-EPY Cessna C172 145 105.80 00:14.00 102.15 Joanita la Grange
Henry Miles
N/Tvl
None
46 32 ZS-DVT Beech B55 260 192.00 00:14.10 180.18 Herman Klopper
Kassie Kasselman
Tvl
Western Tvl FC
47 58 ZS-WHV Piper PA28-180 180 125.00 00:14.45 119.68 Jacob de Beer
Charl Lotriet
N/Tvl
None
48 17 ZS-LWP Mooney M20J 205SE 200 163.00 00:16.27 153.10 Frederick Vlok
Keith Bailey
Tvl
Western Tvl FC
49 33 ZS-FXX Cessna C172K 160 115.30 00:16.50 110.14 Jaybez Bartholomew
Shane Pirie
Tvl
None
50 15 ZS-IVT Cessna C172 150 115.30 00:17.09 110.05 Charl vd Berg
Willie Marais
N/Tvl
Central FC
51 48 ZS-GUP Aeromot AMT-200S 100 116.60 00:18.51 110.72 Norman Dixie
Roger Pietrucci
Free State
Bloemfontein FC
52 53 ZS-FHM Mooney M20G 180 145.50 00:19.23 136.23 Riaan Foley
Albert Brink
Free State
Hoopstad FC
53 43 ZS-IAH Cessna 182N SCIM 230 138.50 00:19.37 129.98 Paul van der Kooi
Jacobus Coetzee
N/Tvl
None
54 12 ZS-EXR Piper PA28-140 160 115.50 00:19.48 109.46 Otto Engelbrecht
Johann Scholtz
Free State
None
55 1 ZS-FSR Beech A36 285 167.90 00:21.58 154.18 Human Wentzel
Arno Stofberg
Tvl
Western Tvl FC
56 54 ZS-MAE Cessna C172 160 120.90 00:24.03 112.97 Mauritz du Plessis
Andre van Deventer
Cape
Walker Bay
57 61 ZS-KJD Cessna 150 Aerobat 160 113.40 00:24.56 106.16 Dean du Toit
Hein Raath
Cape
Western Tvl FC
58 37 ZS-IYW Cessna C172M 150 114.00 00:27.59 105.85 Tjaart j van Rensburg
Jonathan Swart
N/Tvl
None
59 9 ZS-IXM Grumman AA5 160 132.30 00:40.19 117.22 Athas Karatzas
Andonios Georgiou
Tvl
None
60 40 ZS-IUI Cessna 182 SCIM 230 136.50 01:01.13 113.61 Eddie Graham
Eddie Graham
Free State
Hoopstad FC

2003 President’s Trophy Air Race

Tempe – Bloemfontein 12 to 14 June 2003

Trophy Name Awarded to Race A/c Reg Pilot/Navigator
Aircraft
President’s Trophy The Competitor gaining most time on Handicap 55 ZS-JYB Ray Gleimius/Adam Pucjlowski
Beech V35B
Air Charter Trophy The Second Pilot Home 30 ZS-VYI Harry Antel/Barry de Groot
Grumman AA1A
Vincent Maclean Trophy The Third Pilot Home 44 ZS-MWZ Jacob Pienaar/Jacob Pienaar(Snr)
Cessna T303
Natal Mercury Trophy The First Kwa Zulu Natal Pilot Home 30 ZS-VYI Harry Antel/Barry de Groot
Grumman AA1A
Hoofstad Pers Trophy The First Transvaal Pilot Home 55 ZS-JYB Ray Gleimius/Adam Pucjlowski
Beech V35B
Stellalander Trophy The First Cape Pilot Home 23 ZS-WZU David Mandell/Rod Crichton
Lancair 320
Phoenix Volkswagen Trophy The First Free State Pilot Home 44 ZS-MWZ Jacob Pienaar/Jacob Pienaar(Snr)
Cessna T303
Gatsby Trophy Best Handicap Performance on First Day 55 ZS-JYB Ray Gleimius/Adam Pucjlowski
Beech V35B
Professional Aviation Trophy Best Handicap Speed on Second Day 30 ZS-VYI Harry Antel/Barry de Groot
Grumman AA1A
Wakefield Trophy The First Woman Pilot Home 24 ZS-FDZ Christa Greyvenstein/Johan
Piper PA28-235
Kassie Kasselman Trophy The First Father and Son Combination Home 44 ZS-MWZ Jacob Pienaar/Jacob Pienaar(Snr)
Cessna T303
John Sayers Trophy The Crew of The First Turbocharged Aircraft Home 44 ZS-MWZ Jacob Pienaar/Jacob Pienaar(Snr)
Cessna T303
Bloemfontein Flying Club Trophy The First Team with less than 1000 Hours 61 ZS-KJD Dean du Toit/Hein Raath
Cessna 150 Aerobat
A T N S Trophy The Youngest Competitor 51 ZS-MTR Johan la Grange/Yolande la Grange
Cessna C210N
Dolf Kruger Trophy The First Homebuilt Aircraft Home 23 ZS-WZU David Mandell/Rod Crichton
Lancair 320
C A A Trophy For Professionalism Kassie Kasselman &Team
(Burgundy Boys)
Beechcraft Trophy The Pilot of the First Beechcraft Home 55 ZS-JYB Ray Gleimius/Adam Pucjlowski
Beech V35B
Comair Trophy The Pilot of the First Cessna Home 44 ZS-MWZ Jacob Pienaar/Jacob Pienaar(Snr)
Cessna T303
Placo Trophy The Pilot of the First Piper Home 64 ZS-NXE Dana Bensch/None
Piper PA28RT201T
Southern Africa Mooney Trophy The First Mooney Home 18 ZS-CBD Simon Sykes/Graham Wansbury
Mooney M20C
Westline Aviation Trophy The Winner of the Small Aircraft Category 22 ZU-CCO Rainer Frieboese/Hans Schwebel
Urban AI Samba
Vickers Trophy The Competitor Giving the Most Meritorious Performance 60 ZS-IUJ Marie-France Smit/Francious Pieterse
Cessna 182 Mod
Stayers Trophy The Crew Finishing under Exceptional Circumstances 18 ZS-CBD Simon Sykes/Johan Bornman
Mooney M20C
Natal Advertiser Trophy The Competitor covering the course in the Fastest Time 111 ZS-WBT Lucas Wiese/JB Burger
Glasair III
Badian Bosch Memorial Trophy The First Port Elizabeth Pilot Home 23 ZS-WZU David Mandell/Rod Crichton
Lancair 320
Chris Swart Krugersdorp Trophy The First Krugersdorp Pilot Home 24 ZS-FDZ Christa Greyvenstein/Johan
Piper PA28-235
J L P C Trophy The First Johannesburg Light Plane Club Pilot Home 46 ZS-NXE Daniel Bensch/Daniel Bensch(Jnr)
Piper PA28RT201T
Carletonville Trophy The Pilot of the First Baron Home 69 ZS-OVB Peter Walker/Marius Els
Beech 58
Preller/Germishuys Trophy Handicapping Committee Award TP Marshall Piet van Wyk
Bock Moolman Trophy The Best Economy Speed Per Horsepower 22 ZU-CCO Rainer Frieboese/Hans Schwebel
Urban AI Samba
“Skilpad” Trophy The Last Krugersdorp Pilot Home 7 ZU-BSG Christo Schoeman/Theuns de Bruyn
SAAB Safir

Race
No
A/c Reg Pilot
Navigator
Aircraft Reason for exclusion
4 ZU-APZ Dieter Bock
Kristen Johnson
Lancair 320 Not seen at Smithfield Day 1
7 ZS-IMZ Francois Boshoff
Hercules Boshoff
Beech V35B Not seen Jagersfontein Day 2
40 ZS-IUI Eddie Graham
Eddie Graham
Cessna C182 Did not finish Day 2
46 ZS-KVT Johann Gouws
Francois du Toit
Cessna C172RG Not seen Jagersfontein Day 2
60 ZS-IUJ Marie-France Smit
Francois Pienaar
Cessna C182 Not seen at Schweizer-Reneke and Wesselsbron
63 ZU-CVO Renier Moolman
Pieter Roux
Tecnam P92-S Did not finish day 1
66 ZS-NXO Danie Saayman
Andre Lotter
Cessna C172 Did not finish day 1

 

Penalties

Race No A/c Reg Penalty Reason
45 ZS-KOW 00:02:00 Turned short at Jagersfontein
56 ZS-SLW 00:01:00 Turned short at Schweizer_Reneke
64 ZS-NXE 00:02:00 Turned short at Jagersfontein

2003 NATIONAL RALLY FLYING CHAMPIONSHIPS

Rustenburg 3 to 5 April 2003

by Adrian Pilling

Dale de Klerk, Nigel Hopkins (2nd),<br />Renier Moolman and Adrian Pilling
L to R: Dale de Klerk, Nigel Hopkins (2nd), Renier Moolman and Adrian Pilling

Well can you believe it, before the summer has gone and the winter days draw near, it was another year gone and time for the SA National Rally Flying Championships again. This time it was held in Rustenburg, the location of the upcoming World Championships in July this year. Clearly a great place for the team to train and to gain as much local knowledge as possible. The event was hosted by the Rustenburg Flying Club who had stepped in to replace Pilanesburg as the main venue for the Worlds. The open class event was held over three days while the Sportsman class only over two days

While the event was held in the same area (using the same map) as the forthcoming Worlds the organisers were careful not to use any checkpoints or away landing fields that would be used in the Worlds to ensure that SA did not have an unfair advantage.

The crews arrived from all around the country and literally camped at the airfield where Jan Hanekom and his very able team put together a competition that literally scarred the pants off of everybody. The routes were tough, uncompromising and designed to get everybody in the mood for the upcoming worlds. Everyone was aware that the team selection to the worlds was at stake. There were two classes of competitors, Open (eligible for selection) and Sportsman.

After the opening briefing on the Wednesday night all the crews retired for the evening and prepared for the forthcoming event.

Thursday – Competition Day 1

After the compulsory 8h00 briefing it was all go as the first crews received their clue sheets and took off. All throughout the morning and into the early afternoon the crews were out there pitting their skills against the other competitors. The day was warm and sunny with little smog. A feature of the day was the away landing at Brits Airfield, this landing counting for points.

During this route, one of the crews – Ernie Alexander and Wendy Barter – experienced some engine problems and were able to make an emergency landing at Brits. After some delay they were allowed to restart the competition and finished some time later back at Rustenburg.

At the end of the evening the results were announced. (after some protests and changes) 1st place Frank and Quinten, 2nd Place Hans and Ron, 3rd Place Nigel and Dale, 4th Place Adrian and Renier, 5th Place Ernie and Wendy, 6th Place Barry and Mary, 7th Place Robin and Chris, 8th Place Walter and James, 9th Place Wayne and Mike and 10th Place Mike and Mark.

Des Warden and Helgaardt Meyer
Des Warden and Helgaardt Meyer Sportsman Class Winners

The penalties were massive with most crews receiving a serious “wake up call”. It was clear that there was serious work ahead and time to renew our dedication to perfection.

Friday – Competition Day 2

The day dawned similar to the previous day. After the usual morning briefing the crews set off again. This time the route took us out to the north, and again there was an away landing this time on a small dirt strip, an interesting challenge.

The crews returned to Rustenburg and to our horror we discovered that Ron and Hans had experienced a problem with their electronic logger. It had not recorded the route at all due to a fuse that came loose!!! What a disaster. This unfortunately gave the hapless crew a maximum penalty score for the day, a real shame.

After some delays the results were announced for the day, but not before we were thrilled to congratulate Barry on his 60th birthday. A special cake was made for him in the shape of a runway and most had a merry time � well done Barry.

The results were as follows, 1st Place Nigel and Dale, 2nd Place Barry and Mary, 3rd Place Adrian and Renier, 4th Place Wayne and Mike, 5th Place Frank and Quinten, 6th Place Walter and James.

Saturday – Competition Day 3

The final day. Wow this is where it all happens. At the morning briefing we learned that this was the shortest and most concentrated of the routes. We would have to fly even more accurately to conquer this route.

The crews returned complaining that the route was a real toughie and that there were many tricky parts to it. Many crews were caught out. The preliminary results were released and the daily positions were, 1st Place Adrian and Renier, 2nd Place Barry and Mary, 3rd Place Mike and Mark, 4th Place Hans and Ron, 5th Place Ernie and Wendy and 6th Place Robin and Chris.

At a gala dinner held at the Rustenburg club house the results were announced for the evening.

Open Class:

  • 1st Place: A Pilling and R Moolman
  • 2nd Place: N Hopkins and D de Klerk
  • 3rd Place: B de Groot and M de Klerk
  • 4th Place: F Eckard and Q Taylor
  • 5th Place: E Alexander and W Barter
  • 6th Place: W Walle and J Lidderd
  • 7th Place: R Spencer-Scarr and C Spencer-Scarr
  • 8th Place: H Schwebel and R Stirk
  • 9th Place: W Bond and M Biermann
  • 10th Place: M Cathro and M Gregson

Sportsman Class:

  • 1st Place: D Warden and H Meyer
  • 2nd Place: M Frieboese and P Barter
  • 3rd Place: D Joubert
  • 4th Place: B Knoll and R Schamotta
  • 5th Place: R Frieboese and B Frieboese
  • 6th Place: T de Bruin and A van Tonder

Trophies:

  • Best Pilot: A.Pilling
  • Best Navigator: R.Moolman
  • Best Club: Brits
  • Best Province: North West
  • Best Landing: H.Schwebel and R.Stirk

After the event the Protea team was announced and comprised:
Adrian Pilling and Renier Moolman, Nigel Hopkins and Dale de Klerk, Hans Schwebel and Ron Stirk, Barry de Groot and Mary de Klerk, Frank Eckard and Quentin Tailor and Walter Walle and James Lidderd.

2003 SA Rally Flying Team
South African Team – 13th World Rally Flying Championships

The “B” team was made up of Robin and Chris Spencer Scarr and Ernie Alexander and Wendy Barter. Adrian Pilling was elected Captain, Nigel Hopkins as Vice Captain and Paul Barter appointed as Manager of the team.

Well done and congratulations to the team and to those that did so well and those that tried so hard. Well done to the Sportsman Class for the great effort and commitment. Well done to those that made this competition possible and of course to the team. Good luck and bring back the gold.

Thanks to the Rustenburg Flying Club, The people at the canteen, the selection team of Jan Hanekom, Deon Van Den Berg, Dave Perelson, the ground crew and of course Thys Hermann and all the other people that have pulled together to make this a great competition.

 

 

 

 

2003 RALLY NATIONALS OPEN CLASS

DAY 1 DAY 2 DAY 3 GRAND
POS PILOT NAVIGATOR REG OBS NAV LAND TOT OBS NAV LAND OTHER TOT OBS NAV LAND TOT TOTAL
1 A PILLING R MOOLMAN CVO 500 1358 70 1928 475 232 20 727 400 92 60 552 3207
2 N HOPKINS D DE KLERK LZV 400 836 60 1296 100 126 90 316 350 1228 40 1618 3230
3 B DE GROOT M DE KLERK CNG 575 1416 220 2211 500 308 120 928 425 408 20 853 3992
4 F ECKARD Q TAYLOR MOC 475 286 50 811 450 1204 100 1754 1175 2596 20 3791 6356
5 E ALEXANDER W BARTER AHM 1225 672 40 1937 1025 1318 100 2443 1275 750 200 2225 6605
6 W WALLE J LIDDERD CNZ 1200 1086 80 2366 800 1198 40 2038 1000 1578 20 2598 7002
7 R SPENCER-SCARR C SPENCER-SCARR JMK 1400 786 80 2266 1300 962 90 2352 1300 1198 40 2538 7156
8 H SCHWEBEL R STIRK CNZ 625 218 20 863 600 4800 40 5440 700 492 0 1192 7495
9 W BOND M BIERMANN CLR 1250 2360 100 3710 875 358 140 1373 1000 1702 200 2902 7985
10 M CATHRO M GREGSON CLR 1200 3526 80 4806 1200 2026 260 3486 450 452 60 962 9254

2003 RALLY NATIONALS OPEN CLASS – Landings

DAY 1 DAY 2 DAY 3 TOTAL
POS PILOT NAVIGATOR LAND LAND LAND
1 H SCHWEBEL R STIRK 20 40 0 60
2 W WALLE J LIDDERD 80 40 20 140
3 A PILLING R MOOLMAN 70 20 60 150
4 F ECKARD Q TAYLOR 50 100 20 170
5 N HOPKINS D DE KLERK 60 90 40 190
6 R SPENCER-SCARR C SPENCER-SCARR 80 90 40 210
7 E ALEXANDER W BARTER 40 100 200 340
8 B DE GROOT M DE KLERK 220 120 20 360
9 M CATHRO M GREGSON 80 260 60 400
10 W BOND M BIERMANN 100 140 200 440

2003 RALLY NATIONALS SPORTSMAN CLASS

DAY 1 DAY 2 GRAND
POS PILOT NAVIGATOR REG OBS NAV LAND TOT OBS NAV LAND TOT TOTAL
1 D WARDEN H MEYER MHH 900 1272 200 2372 700 655 200 1555 3927
2 M FRIEBOESE P BARTER CCO 1350 4600 40 5990 1350 878 40 2268 8258
3 D JOUBERT 0 BWE 1600 4019 40 5659 1200 1367 40 2607 8266
4 B KNOLL R SCHAMOTTA NTC 1250 2860 280 4390 850 3105 200 4155 8545
5 R FRIEBOESE B FRIEBOESE GWR 1400 4258 40 5698 850 3479 40 4369 10067
6 T DE BRUIN A VAN TONDER CUB 1400 4588 40 6028 1250 3091 40 4381 10409
7 B WILLIAMS C WILLIAMS MHH 1600 5300 240 7140 1450 2539 200 4189 11329

2003 RALLY NATIONALS SPORTSMAN CLASS – Landings

DAY 1 DAY 2 DAY 3 TOTAL
POS PILOT NAVIGATOR REG LAND LAND TOTAL
1 D JOUBERT 0 BWE 40 40 80
2 M FRIEBOESE P BARTER CCO 40 40 80
3 R FRIEBOESE B FRIEBOESE GWR 40 40 80
4 T DE BRUIN A VAN TONDER CUB 40 40 80
5 D WARDEN H MEYER MHH 200 200 400
6 B WILLIAMS C WILLIAMS MHH 240 200 440
7 B KNOLL R SCHAMOOTA NTC 280 200 480