Chalkie's Henshaw record attempt is well under way

[steveking]

An interesting article in the latest LAA mag. Steve Noujian is attempting to break Alex Henshaws speed record to cape town and back.

12,754 miles completed in 79 hours flight time.

Good luck to him, it's amazing the record still stands.

Is it possible considering todays airspace?

[IO540]

What plane must this be done in?

It's 161.44kt. Any turboprop can beat this easily, and with 2 pilots one certainly would beat the average.

A Malibu Mirage will cruise at 200+ kt TAS so that would beat it. You'd have to go IFR to get the TAS out of it though.

[Flying Lawyer]

Steve Noujaim, a Captain with Virgin Atlantic, aerobatics instructor and display pilot is attempting to beat the record from London in a home-built Vans RV 7

http://img.photobucket.com/albums/v140/Rotorheads/G-IIXF.jpg



‘Chalkie’ Stobbart, an Airbus A340 Captain with South African Airways and very experienced long-distance light aircraft pilot, is attempting to break the record from Cape Town in an Osprey GP 4 homebuilt.

http://img.photobucket.com/albums/v140/Rotorheads/GP4.jpg



IO540

Landplane with internal combustion engine and, to break one of Henshaw's records, take-off weight 500 to 1000 kg.
Link: FAI records (http://records.fai.org/pilot.asp?from=c&id=5874)

As far as I know (open to correction) the FAI no longer distinguishes solo or multi-crew but, even so, I doubt if many people would regard the record as truly broken except by a solo pilot.

Amazingly, there was only a 13 minute difference between Henshaw's airborne times to and from Cape Town.


FL

[steveking]

Not much info in the LAA mag. I wonder being a permit aircraft will it be going VFR?

[UV]

Good luck to him, it's amazing the record still stands.


Maybe not....

In Henshaw's days we (the UK) owned/ran most of the places enroute and
Consuls/Embassies/Ambassadors would pre-arrange landing sites/refuelling/overflight permissions/diplomatic clearances, etc, etc,

Not so nowadays. It will be far more difficult!

UV

[C172 Hawk XP]

Landplane with internal combustion engine and, to break one of Henshaw's records, take-off weight 500 to 1000 kg

If that's the case, does anyone know which London airport / airfield is used for such a record attempt ?

Surely light singles like these are not permitted in or out of LHR or LGW ?

[IO540]

Below 1000kg is pretty restrictive...

The homebuilts have to go VFR but I doubt anybody will care ;)

On a trip like this you would get an overflight agent to book the permits, crew visas, fuel in drums, etc. Lots of people have done it.

How can an RV7 beat the speed record?

You can land a single at Gatwick - it is open to VFR etc. Just costs about £500. Only Heathrow and London City are actually formally closed to light GA.

[aviate1138]

Will the attempts be made without using GPS?

Hollow victory if achieved [if only because Henshaw's record has stood for so long it should be 'frozen'].

Anyway good luck with all the paperwork and happy landings......

[IO540]

I don't think it was hard navigation 70 years ago, if he more or less went down the east coast and anyway there was no CAS to bust, and no radar with which to get tracked. If one tried that today, one would get shot down very early in Egypt...

[Mark 1]

Henshaw's challenge was to beat the record using no more than the 200HP of the Gipsy engined Mew-Gull. He was keen for people to attempt to beat him.

I presume the day-only restriction can be exempted, as it certainly isn't possible otherwise.

A well set up RV-7 with 200HP should be able to sustain 180KTAS+ at altitude and maybe nearer the 200KTAS recommended Vne.
But even at that there will be precious little time for re-fuelling, maintenance, sleep and any other luxuries.

I wish them both well and await the outcome with interest.

[VictorGolf]

That's not very generous IO 540. Have you seen the picture on the back of "Flight of the Mew Gull" with a batered and bruised Henshaw being helped out of the cockpit at Croydon? And I don't think the East coast would be very safe/practical in a single these days, according to my chums in Kenya.

[Flying Lawyer]

IO540

I don't think it was hard navigation 70 years ago, if he more or less went down the east coast

Henshaw 'more or less' went down the West coast.
His route was Gravesend – Oran – Gao – Libreville – Mossamedes - Cape Town.
'More or less' included crossing the Sahara so I suppose it depends in part upon whether you regard 1300+ miles across the Sahara with only a compass as "hard navigation."
And upon whether navigating through severe equatorial storms over the Congo, and cloud virtually down to the deck at Mossamedes, counts as hard navigation?
And trying to find tiny air strips in the middle of nowhere in order to refuel?

Much of the above was at night.
And all with no navigation aids except a compass and a stopwatch, no radio - and no weather forecasts (thus no wind information) other than those given to him at Gravesend on departure and at Cape Town for the return flight.

I always found the 1:60 rule quite difficult in the air, even with lots of terrain features which (in theory) were easily identifiable. That wasn't an option over much of Henshaw's route: virgin territory with identifiable features few and far between, and very hostile terrain below.
A friend and I flew the Atlantic in the days before GPS, but at least we had some navigational aids and, on some legs, airliners passing above us so we knew we were on track - they relayed our position reports, and also obtained weather en route and at our destination.

Lots of people have done it. Lots of people may have flown s/e London - Cape Town, but no-one has broken the record.
BTW, did they fly East or West coast?
West is more challenging/risky - as it was in Henshaw's day - but it's about 400 miles shorter which is why he chose it.

C172 Hawk XP
Henshaw took off from what was then Gravesend airfield. I think Biggin Hill is probably the nearest current airfield.

He landed at Wingfield aerodrome, Cape Town which no longer exists.
The nearest airfield now is SA AFB Ysterplaat, which is very nearby.

http://img.photobucket.com/albums/v140/Rotorheads/Ysterplaat.jpg


I'm sure the SAAF would allow a record attempt flight to land at Ysterplaat but, even if not, then Stellenbosch is only a few minutes flying time away, in a beautiful location in the Winelands.


http://img.photobucket.com/albums/v146/FlyingLawyer/C210Sbosch.jpg
Stellenbosch 2005


FL

[youngskywalker]

Sorry for the slight thread creep but did Henshaw wright a book about any of these exploits? I am aware of the 'sigh for a merlin book' but I have not yet read it.

[Flying Lawyer]

Yes.

'The Flight of the Mew Gull'
ISBN-10: 1840370211
ISBN-13: 978-1840370218

I bought a hardback copy some time ago on either Amazon or eBay.
A paperback edition was published in 1998.

[IO540]

There are two separate areas of interest here: breaking the speed record, and doing it using dead reckoning.

I think both would be very hard today, not because the fast enough aircraft is not available but because of the combination of

- controlled airspace making it hard to do it "VFR" (legally VFR) and there is no IFR certified aircraft < 1000kg that I know of
- highly militarised countries enroute, making it a logistical job to do the whole flight virtually nonstop (PPR, overflight permissions, etc)
- fuel availability

GPS would I am sure help greatly, and I think would be highly desirable to avoid getting lost and getting into trouble. 70 years ago, the only "trouble" would presumably be getting lost and dying somewhere. Today you might get shot.

At least one can get charts - the ONC ones cover Africa I think. And one can get them georeferenced for Oziexplorer so navigation would be a piece of cake. The Q is whether such a flight would be accepted if it broke the record.

I think today one would have to do something like what Simon Oliphant-Hope did i.e. with a logistics backup back home, always available, and a satellite phone connection to sort out PPR well ahead of route. Even in Spain or Italy, supposedly modern countries, PPR can never be assumed no matter how many faxes one has sent out.

[Flying Lawyer]

IO540 There are two separate areas of interest here: breaking the speed record, and doing it using dead reckoning.
True, but what you said was "I don't think it was hard navigation 70 years ago."

[IO540]

OK, I forgot you are a lawyer, so let me rephrase it :)

Accurate navigation was hard 70 years ago, but accurate navigation wasn't necessary 70 years ago.

Today, accurate navigation is necessary; not for flying/survival reasons but to avoid getting into legal trouble.

[VictorGolf]

Have you ever flown any distance VFR in Africa IO 540?

[It flies]

Some more info on Steve Noujaim and his attempt at the record can be found here:

The Cape Challenge, flight record bid (http://www.capechallenge.com/)

I can very much recommend reading 'Flight of the Mew Gull' even if you're not after the record yourself.

[doubleu-anker]

Sorry for the thread drift but I have some possibly interesting but useless information.

I have flown a lot in Africa for years.

I did find the aeronautical maps had "too much" detail, at times, especially in desert or very remote areas.

Although I carried aeronautical charts on board the best for eye ball navigation were the Michelin road maps, especially at "altitude". We only dreamed about something like GPS in those days. Very few NDB's and less VOR's. I found a line on the map of course, with 10 nm marks, fly the mag trk on the compass and after say 5 hrs at 150 -180kts, it was incredible how close to flight plan you could be. At 10,000 to 12,000 feet there did not seem to be a whole lot of wind most of the time.

That's how we did it in my day.

[IO540]

Have you ever flown any distance VFR in Africa IO 540?No, have you?

I've been as far as Crete (a stone's throw of Africa), VFR. I planned a trip to Luxor HELX last year and after 2 months of f*rting around with the Egyptian Embassy (crew visas and landing permits) gave up. I also planned a little trip to Libya, and gave up when I found one needs a "local sponsor" ($$$) who sponsors you ($$$) and then you can apply for the papers ($$$). Then you apply to the actual airports for PPR ($$$). No avgas, but doable as a trip from Hania in Crete (LGSA). Otherwise, it was all a piece of cake, really :) That was when I discovered the world of overflight permit agents. These days, these trips are not so much a flying adventure as a logistics adventure.

Still, if only airborne time counted, it clearly could be done. If the overall trip time counted also, then things would need some smooth organisation.

[VictorGolf]

Yes I have. IO540. I learnt to fly in Kenya in the late 60s and I still stand in awe of Henshaw and how he manged the navigation and the logistics in
1939. If you read the African forum on this site it will give you a feel for the problems that any wannabee record breaker will face. Not least of which will be fuel, as most GA stuff away from the main bases like Nairobi is now turbine powered, Caravans as opposed to 206s. If you gave up trying to get to Luxor then imagine the problems going all the way.

[IO540]

If you gave up trying to get to Luxor then imagine the problems going all the way.I think I more or less said as much.

But many pilots have done the trip in modern times, on both mogas and avgas.

From Crete (Sitia LGST) to Luxor is about 700nm - quite doable. Luxor "has" avgas. Somebody even refuelled at the airport near Cairo ("6th October"). Next is Sudan; no avgas so you get some drums shipped and hope they are still there when you get there. After that, there is avgas. I don't think the east coast would be a huge problem, apart from the logistics. A lot of Europeans have done that route.

Now, I could get to Luxor easily enough - been quoted £70/person for the permits by an overflight agent. But I don't fancy it - it's a long trek and then one has to go all the way back again the same way. Plus I've been there twice already.

It would be, at a guess, much harder logistics-wise to go down the middle of Africa although it would be shorter.

If you flew there in the 1960s it was a different world then - even Europe was very much simpler. UK PPLs could fly in cloud, with no instrument training (no kidding). Now, everything is really tight. Kenya, I gather, is full of GA and avgas.

I've got a booklet from AIR BP and it is suprising how available avgas is in Africa. Sporadic by country; some countries have lots of outlets while most have none. It would be fun to get a map of Africa and stick pins in it for every avgas outlet. And I bet those are also by far the best countries to fly through on the way down.

Anyway, many people have done this trip. But would one need to do it within a certain total time frame, and how authentic would you want it to be? No GPS? Original maps only? No aircraft under 50 years old? VFR only? No satellite phone / internet access?

In any modern IFR tourer the flying would be a piece of cake, and with a ferry tank you could have a 2500nm+ range. Some Mooneys can do 2000nm on the normal tanks, so one could cross all of Sudan from Luxor.

[Southern Cross]

One ought to bear in mind that the challenge specifically limited engine HP to 200... How many Mooneys can fly 2000nm on 200hp at those speeds....

[Flying Lawyer]

IMHO it would be artificial to limit potential record-breakers to what was available to Alex Henshaw 70 years ago.

Percival Mew Gulls were designed specifically for air racing. (Only six were built.) In race configuration Henshaw's was faster than a Hurricane at sea level! He was a very wealthy young man and had his already exceptional aircraft extensively modified for his Cape Flights - no expense spared.
ie Henshaw's Cape records were set in what was a 'state of the art' aircraft in 1939.
(None of that is intended to detract in any way from his epic feats.)

A modern challenger should, to the extent that he's able, use what is a state of the art aircraft in 2009 (or whenever) - limited only by engine type and weight classifications if he wishes to break Henshaw's FAI records.

Osprey GP4 v Percival Mew Gull:
The 'mechanical' differences are not as significant as might be thought.

Engine
195 hp 4 cylinder 375 cubic inch engine (Horizontally opposed)
205hp (nominal) 6 cylinder (Inverted) Gipsy Six Series 2

Prop
Hartzell Constant Speed
Ratier constant speed

Max Speed
250 mph
247 mph

Max Cruise
230 mph @ 10,000 ft
235 mph @ 7000 ft

Stall Speed (at normal gross)
66 mph
76 mph

Fuel capacity
Approx. 420 litres
Approx 410 litres

Fuel burn at Cruise
Approx. 35 lph
Approx. 40 lph

Endurance
3600 km
3200 km

Maximum Take-off Wt.
1000 kg (FAI class)
1068 kg

Navigation
GPS and standard IFR instruments
Compass and chronometer

Autopilot
Two axis, with vertical speed and altitude hold
None

Radio
VHF, VOR, ILS, GPS, HF, SatCom and transponder
None

Airports
Modern International airports
Basic aerodromes, little or no facilities

From an aircraft perspective the major differences are in the efficiency of the newer generation engines, their increased reliability and more importantly, new generation satellite navigation and pilot aids including the new generation digital autopilots.

From a straight side-by-side performance comparison, the Mew Gull is capable of higher speed than the GP4 at sea level, but this ability is reduced, even reversed at the altitude due to the GP4 having retractable landing gear as opposed to the Mew Gull's fixed gear.

The GP4 has a larger wing area than the Mew Gull (104 ft² / 88 ft²) which gives more docile handling qualities and better altitude capabilities, resulting in a better true airspeed at cruise at a higher altitude, which translates to better fuel economy.

The Mew Gull's overall performance envelope including stall speed, stability, visibility and performance was not suited for pleasure flying!

The pilot's visibility is limited to say the least -
http://www.pilotfriend.com/aircraft%20performance/Percival/gull.jpg


I was offered the chance to fly Henshaw's Mew Gull many years ago by its then owner but decided to think about it rather than jumping at the chance. Although I'd flown mainly taildraggers, I didn't have any powerful taildragger experience (at that time), knew the Mew Gull was challenging, and was concerned about making my own aviation history by bending such an historic aircaft!
The decision was made for me because it was sold while I was still thinking about it.

Henshaw had warned the then owner that, in the event of an engine failure, he should not expect to survive. The owner did have an engine failure, and walked away - but he was an immensely experienced former test pilot.



FL

[BoeingMEL]

It was my pleasure (and honour) to meet Alex in 1988 at a time I was planning an attempt on his Cape Town records. He was endlessly helpful and encouraging. Only the unexpected loss of my medical aborted those plans.

Since Alex's record-breaking flights the official-record aircraft-classifications have changed and (IMHO) no flights under current classification can be recognised as beating his remarkable achievements.

Notwithstanding this, good luck and God-speed to those who try. Cheers bm

[InfraBoy]

Fasinating thread and I wish anyone that tries the very best of luck. These trailblazers thrilled and possibly still do capture the imagination of our youth today. If you want a great day out go and visit the Royal Air Force Museum at Hendon, London and while there check out the Trailblazers Exhibition.

More info at: RAF Museum London News Article (http://www.rafmuseum.org.uk/london/news/article.cfm?news_id=37)

[Bronx]

BoeingMEL Since Alex's record-breaking flights the official-record aircraft-classifications have changed and (IMHO) no flights under current classification can be recognised as beating his remarkable achievements.

Why? :confused:

[rv9abuilder]

Is anyone interested in just doing the trip - not trying to break the record but experiencing the journey/sights etc?

[It flies]

Does anyone know of any serious attempts through the years? Surely someone must have tried during the last 70 years?

Reading post #26 BoeingMEL was halted still in the planning stage. Have people actually set off and tried, and maybe quit with mechanical trouble, logistics problems, etc.? Or maybe flew the distance but didn't break the record?

[DX Wombat]

Accurate navigation was hard 70 years ago, but accurate navigation wasn't necessary 70 years ago. RUBBISH! It was ABSOLUTELY necessary! I suggest you read "The Flight of The Mew Gull". If you read it properly you should understand why - few airfields, very few with suitable fuel etc, no effective SAR of any description, etc, etc.

[yakker]

What about this attempt by Robert Vallier?

London to Cape Town World Record Attempt | London to Cape Town World Record Attempt (http://www.london-to-capetown-09.com/2008/01/24/home/)

So that's three attempting the record next year, should be interesting.

[It flies]

This suddenly seems to become a hotly contested record in its 70th year. Just a couple more parties and someone might as well organise another Schlesinger race:

History of Aviation in South Africa - London to Cape Town (http://www.sapfa.org.za/history/history_3.php)

It would be even more interesting if the money was there to design a new aeroplane. A diesel powered carbon racer would show what progress can be made in light aviation in 70 years.

[PontiusPilote]

"I don't think it was hard navigation 70 years ago, if he more or less went down the east coast ..."



1. He didn't use the east-coast route.
2. He used D.R. all the way there and back, day and night.
3. His instrumentation was very minimal and he had no Autopilot, no R/T, no R.Nav, let alone GPS.....
4. Can you find unlit rough strips in the middle of nowhere in mist and darkness on D.R....????? Oh yes, and when you are totally clapped-out. :mad:
5. No - neither could I.

It's an astonishing feat, just as much now as then.

[fireflybob]

"Flight of the Mew Gull" is a fantastic read - couldn't not put the book down once I started reading it. What Henshaw did was awesome.

[BoeingMEL]

Captain Bill Lancaster died when his Avian biplane crashed in the Sahara on a London-Cape Town record attempt - but that was 1933. He survived for several days and his remains and the wreckage were discovered by the French military many years later. The log he kept whilst awaiting rescue, which never came, almost reduced me to tears. Halcyon days of aviation? Cheers bm:sad:

[Stampe]

Given the the imprisonment of Gary Hart for five years after the Selby train crash for having not taken adequate rest I fail to see how such an attempt can be made single pilot with the arrival back into some of the worlds busiest airspace and demonstrate compliance with the requirement to be fit to fly.Sadly I think Henshaws magnificent record should be allowed to stand unmolested a tribute to a a past generations simpler way of life and less litigatious times.I note the recent round the world flight in a Mooney by two female pilots a tremendous achievement which appears to have failed to meet its charitable goals.Two crew the way to go.....????.VBR Stampe

[beatnik]

Flying Lawyer wrote:

"He landed at Wingfield aerodrome, Cape Town which no longer exists. The nearest airfield now is SA AFB Ysterplaat, which is very nearby.

I'm sure the SAAF would allow a record attempt flight to land at Ysterplaat but, even if not, then Stellenbosch is only a few minutes flying time away, in a beautiful location in the Winelands."

Another option is always Cape Town International Airport (FACT) which isn't that far from the old Wingfield airfield, it's open to GA aircraft, and the landing fee is only R50 (about £3.50). Well that's what I was charged 3 weeks ago!

Thanks for posting the photo taken at Stellenbosch, Flying Lawyer, I can almost make out my parents house on the slopes of the Helderberg mountain behind you.

[cessnapete]

I am told that the UK RV7 attempt is on hold,has been clobered by the CAA. They are refusing to give a one off dispensation from the Rule banning night/IFR flight in a LAA type.
The aircraft has a glass cockpit,a complete Garmin IFR fit and autopilot!
Campaign Against Aviation?

[Stampe]

Given the state of health that Alex Henshaw arrived back in the Uk in as a young fit man perhaps the CAA are wise to be protecting middle aged men from a 12000 mile marathon involving extreme sleep deprivation.Perhaps a 2 pilot challenge in say a ferry tanked Mooney might be a more sensible way to attempt to mimic Henshaws great achievement.Any modern attempt even if beating the 1939 time will in no way mirror that feat anyway.Knowing how I feel after a two crew 3500nm Atlantic crossing in a modern Jet I,m not sure I want a lone pilot flying over my house in Kent after a 12000nm flight in a light single.Safety still has to be addressed ,times and attitudes have changed in that respect.VBR Stampe

[IO540]

Presumably they wanted to fly IFR to be legal. In the old days, you just got airborne and sod any rules. The Bill Lancaster story (easily found on google) just confirms this - there is no way one could do those antics today; well not if one wanted to return along the same route :)

I am suprised they hoped to get IFR approval. This seems totally unprecedented - look at the SE IFR helicopter situation - tight as the proverbial, and not for any logical reason.

As has been suggested several times, any new attempt at this record is going to be debatable simply because it will be done with different hardware and much better nav equipment.

So, as one is doing it with different hardware anyway, how about building a special long range plane. Since IFR is clearly desirable (due to the need to fly freely in today's controlled airspace and at night) how about taking some reasonably slick IFR piston single and custom rebuilding the internals to carry a huge ferry tank.

In some of my idle moments I worked out that my TB20 could fly, single ~80kg pilot plus some junk, about 5000nm if one had a huge runway (say 2500m) to depart from. 5000nm is probably about the length of Africa, N to S. The TAS would be 140kt and actually (36hr flight) one would be limited equally by the fuel as by the oil consumption (unless one could top up the oil during flight).

Technically I am certain of this but legally? I have no idea whether this would be possible; perhaps one would use a registration other than G or N both of which are too fussy.

Otherwise, to keep it legal in European airspace, the transit to N Africa would be done at legal MTOW and that is only 1 fuel stop in a stock TB20. Once in Africa, nobody will give a damn.

With an autopilot, and some system which independently watches the altitude (in case of AP failure) you could sleep here and there.

[vanHorck]

That thread has been moved to "Aviation History & Nostalgia", but assuming many GA pilots would like to follow his progress over the next few days (2 seater non-vintage 200hp self build plane) this is the link:

Henshaw Challenge airborne (http://www.pprune.org/aviation-history-nostalgia/373198-henshaw-challenge-airborne.html)

[Saab Dastard]

The thread was merged with one already running in Aviation History & Nostalgia.

A re-direct was left here in PF.

SD

[Tiger Bob]

For the current record attempt have a look at:
Track Aircraft (http://www.followchalkie.co.za/)
and
Henshaw Challenge (http://www.henshaw-challenge.com/)

As of the time of this post Cahlkie has flown from Cape Town to Algeria in just over 1 day. Trying to get some sleep in Algeria

Being covered here http://www.pprune.org/aviation-history-nostalgia/373198-henshaw-challenge-airborne-now-includes-photographs-3.html#post4916489

[vanHorck]

Landing in SA is expected between 1430 and 1440 Zulu today. I will post links here if there is live internet TV of the arrival expected

[Saab Dastard]

Please do NOT post any more links or updates on the current record attempt here - there is already a link in the post above to the main record attempt thread in AH&N. I am regularly "bumping" a locked thread on the topic to the top of the PF page.

We do NOT need another competing thread.

SD

[BRL]

He's done it!!!

Henshaw Flight: 04 D, 10 H, 14 M - Chalkie Flight: 03 D, 15 H, 17 M, 01 S

Congratulations to Chalkie Stobbart, Tony van den Heuvel, Mike Davis and to all behind the scenes.

Big thanks also to the webmaster Tim and his wife for the live tracking website that so many people have looked in at the last few days. :)