C172 down..
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C172 down..
Athol Frans (Editor: African Pilot) survived a LOB yesterday, his C172 is a write-off, but no critical injuries. This news in today of a missing aircraft.
3 killed in plane crash
08/10/2005 13:53 - (SA)
Johannesburg - A light aircraft that disappeared en route to Rand Airport near Germiston has been found with all three occupants dead, the SA Search and Rescue Organisation said on Saturday.
Spokesperson Charles Norval said the wreckage of the Cessna 172 aircraft was found at 11:00 in the Tafelkop area between Nelspruit and Badplaas in Mpumalanga.
The aircraft went missing on Friday afternoon after it lost contact with air traffic services and failed to arrive at its destination.
Norval said the next-of-kin had been notified.
Bad weather on Saturday morning initially prevented the organisation from embarking on an aerial serial.
News24.com
Condolences to all.
R
3 killed in plane crash
08/10/2005 13:53 - (SA)
Johannesburg - A light aircraft that disappeared en route to Rand Airport near Germiston has been found with all three occupants dead, the SA Search and Rescue Organisation said on Saturday.
Spokesperson Charles Norval said the wreckage of the Cessna 172 aircraft was found at 11:00 in the Tafelkop area between Nelspruit and Badplaas in Mpumalanga.
The aircraft went missing on Friday afternoon after it lost contact with air traffic services and failed to arrive at its destination.
Norval said the next-of-kin had been notified.
Bad weather on Saturday morning initially prevented the organisation from embarking on an aerial serial.
News24.com
Condolences to all.
R
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Heard that Athols prang was possibly due vfr into bad wx, he was enroute to AFB Machado(Loius Trichart) to attend and report on the fighter meeting and air display there, I suppose we will not be seeing too much of this in his next mag. anyone have more info on this.
The C172 out of FAKN was ZS-NIE, Again possibly vfr into ifr wx conditions, not as lucky as Athol above.
The C172 out of FAKN was ZS-NIE, Again possibly vfr into ifr wx conditions, not as lucky as Athol above.
Gatvol
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I suppose we will not be seeing too much of this in his next mag. anyone have more info on this.
It appears we are reading about at least three accidents regarding VFR into IMC this week alone.
Again this is not an isolated problem, we have areas in the states where for instance some of the wealthy hop into their "fork tailed Doctor Killer" (Beech Bonanza) and fly from the bay area of California over to Reno Nevada for the weekend. They have to cross the Sierra Nevada mountains with MEAS at FL 150-180. Weather is nice on either side. Then on a sunday evening its "I have to get home" weather sucks and they disappear. We usually find them impacted at the 10-12000 ft level in a few days or months after the crash.
Gotta get home or Gotta get to a meeting has killed a lot of folks.
I do hope that Mr Frans gets the word out and it scares the hell out of some folks. It just may save a few lives.
I recently flew with a gentleman from the JNB area to the Cape and back. When it was time to return he said" lets give it a day for the weather to change" It was indeed a pleasure to hear that, even in a fully equipped B200
Last edited by B Sousa; 8th Oct 2005 at 15:45.
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They have to cross the Sierra Nevada mountains with MEAS at FL 150-180. Weather is nice on either side. Then on a sunday evening its "I have to get home" weather sucks and they disappear. We usually find them impacted at the 10-12000 ft level in a few days or months after the crash.
Gotta get home or Gotta get to a meeting has killed a lot of folks.)
Similar scenario locally, every xmas/new year when company directors dust off their Baron 58 or C210 and fly down for the annual "gauteng rock slide" to plettenberg bay, then early in the new year pressure to get back to Gauteng for the first board meeting of the new year has regularly left a blackend scar on the eastern cape mountains.
They have to cross the Sierra Nevada mountains with MEAS at FL 150-180. Weather is nice on either side. Then on a sunday evening its "I have to get home" weather sucks and they disappear. We usually find them impacted at the 10-12000 ft level in a few days or months after the crash.Gotta get home or Gotta get to a meeting has killed a lot of folks.)
Similar scenario locally, every xmas/new year when company directors dust off their Baron 58 or C210 and fly down for the annual "gauteng rock slide" to plettenberg bay, then early in the new year pressure to get back to Gauteng for the first board meeting of the new year has regularly left a blackend scar on the eastern cape mountains.
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This is not good, we are getting close to a prang a week and sadly more deaths.....
It is too early to speculate, but there is no harm in reminding pilots (professional and private) about the hazards of flying day or night in conditions where the ground and horizon are not clearly visible. In these conditions disorientation is bound to occur unless you are already on instruments and aware of the topographical hazards around you and on your flight path.
If you are IF rated and current, remember the basic safety rules. If you are not instrument rated, don't do it!! But if you get caught out don't push it, do a precautionary landing - it may hurt your pride but it is likely to save what you are responsible for.....the lives of your pax.
It is too early to speculate, but there is no harm in reminding pilots (professional and private) about the hazards of flying day or night in conditions where the ground and horizon are not clearly visible. In these conditions disorientation is bound to occur unless you are already on instruments and aware of the topographical hazards around you and on your flight path.
If you are IF rated and current, remember the basic safety rules. If you are not instrument rated, don't do it!! But if you get caught out don't push it, do a precautionary landing - it may hurt your pride but it is likely to save what you are responsible for.....the lives of your pax.
Está servira para distraerle.
In South Africa, as I remember, very few aircraft, even quite sophisticated twins, are equipped with air frame de-ice boots.
I don't remember ever really being told of the dangers of airframe icing and its effect on performance, speed and altitude whilst I was training for my Commercial Licence on the reef.
I found out the hard way once, many moons ago, ferrying a Baron 58 from FAGM to FACT. It was a salutary lesson, crossing the mountains whilst having to descend slowly downwards.
I managed to maintain FL 80 eventually, far too low for safety's sake and my goodness, was it a relief when the ice started to melt! I was on my own. One passenger and it would have been splat time!
QED! I fear.
More emphasis on this aspect would perhaps be useful in the training stages. Just because you cannot see the Christmasy stuff from the cockpit does not mean you haven't got it.
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Nelspruit - What should have been a fun visit to family in Johannesburg ended tragically for the Rashers after their small plane crashed into a mountain.
Rudi Rasher, 22, his mother Leentjie, 57, and his friend Monica Botha, 16, died on impact when the Cessna 172 in which they were flying crashed into a mountain about 10km outside the city.
A premonition probably saved Rasher's father, Rudi, 61.
He initially planned to accompany the others to Johannesburg, but decided against it at the last minute.
"I would rather not discuss it," said a very shocked Rasher.
Rascher jun, who got his pilot's licence two years ago, hired a plane at the Lowveld Flying Club in order to fly the Rand Airport at Germiston.
He filed a flight plan. They were on their way to spend the weekend with Rasher's daughter, Amelia Fourie.
They took off from the old Nelspruit airport shortly after 15:00.
Fifteen minutes later Rasher, who worked at the Nelspruit MediClinic, requested permission to ascend to an altitude of 8 000 feet.
He apparently wanted to try to get out of the clouds and gain altitude in order to fly over the dangerous mountains surrounding the Mpumalanga capital.
Shortly afterwards radio contact was lost.
Aviation authorities soon realised that the aircraft must have experienced difficulties and called in the Mountain Club of South Africa to start searching for the plane.
Meanwhile, Fourie was still waiting for her family at the Rand Airport.
When they had still not arrived by 19:00, she enquired at the air control control tower and found out that the plane had gone missing.
The bad weather delayed search efforts until Saturday morning, when the mist lifted over the mountains.
Barely 50 minutes after the search was launched, Mark Jackson of the Lowveld Flying Club in his helicopter found the burnt-out wreck of the Cessna.
Rudi Rasher, 22, his mother Leentjie, 57, and his friend Monica Botha, 16, died on impact when the Cessna 172 in which they were flying crashed into a mountain about 10km outside the city.
A premonition probably saved Rasher's father, Rudi, 61.
He initially planned to accompany the others to Johannesburg, but decided against it at the last minute.
"I would rather not discuss it," said a very shocked Rasher.
Rascher jun, who got his pilot's licence two years ago, hired a plane at the Lowveld Flying Club in order to fly the Rand Airport at Germiston.
He filed a flight plan. They were on their way to spend the weekend with Rasher's daughter, Amelia Fourie.
They took off from the old Nelspruit airport shortly after 15:00.
Fifteen minutes later Rasher, who worked at the Nelspruit MediClinic, requested permission to ascend to an altitude of 8 000 feet.
He apparently wanted to try to get out of the clouds and gain altitude in order to fly over the dangerous mountains surrounding the Mpumalanga capital.
Shortly afterwards radio contact was lost.
Aviation authorities soon realised that the aircraft must have experienced difficulties and called in the Mountain Club of South Africa to start searching for the plane.
Meanwhile, Fourie was still waiting for her family at the Rand Airport.
When they had still not arrived by 19:00, she enquired at the air control control tower and found out that the plane had gone missing.
The bad weather delayed search efforts until Saturday morning, when the mist lifted over the mountains.
Barely 50 minutes after the search was launched, Mark Jackson of the Lowveld Flying Club in his helicopter found the burnt-out wreck of the Cessna.
Gatvol
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Fifteen minutes later Rasher, who worked at the Nelspruit MediClinic, requested permission to ascend to an altitude of 8 000 feet.
He apparently wanted to try to get out of the clouds and gain altitude in order to fly over the dangerous mountains surrounding the Mpumalanga capital.
Based on this statement he must have been on an IFR flight Plan in an IFR equipped Aircraft and Instrument rated.
Anyone know??
He apparently wanted to try to get out of the clouds and gain altitude in order to fly over the dangerous mountains surrounding the Mpumalanga capital.
Based on this statement he must have been on an IFR flight Plan in an IFR equipped Aircraft and Instrument rated.
Anyone know??
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I am subscribed to the African Pilot newsletter and today recieved No4-40 in which Athol details in his very journy way the details surrounding his accident. It makes for interesting reading. I would just like to commend Athol on his honesty in sharing his experience with us. I am going to post the portion of his newsletter here and hope that I am not infringing on any copyright laws, if so I will gladly withdraw it but in the meantime enjoy reading it and lets all LEARN from this......
Aircraft accident - ZS FJS
Date: Friday 7 October 2005
Time: About 18h20 South African time
Location: About 3/4 km west of the Louis Trichardt toll plaza on the N1
Passengers: Myself as pilot in command and Anwen Zeilstra, age 25 - Frans Dely's personal assistant who was hitching a lift with me to the airshow Pilot's experience: 1700 hours over 20 years of flying with night rating
Last medical and flight test: December 2004
Aircraft: ZS FJS Cessna 172 K owned by myself for the past 20 years
This aircraft was superbly equipped with a total time of 4580 hours on airframe and, as far as I am aware, has never been involved in an accident before this incident. The aircraft was equipped with the latest Garmin GNS 430, S TEC 50 auto-pilot, transponder, Icon stand-by radio, engine management system and various other specialist panel mounted instruments.
At the time of the accident the engine, avionics and all systems were functioning normally.
Circumstances of the accident:
We took off from FAGM at about 16h00 for the flight to Air Force Base Makhado for the specific purpose of attending the 'Fighter Meet' that was to be staged at the base on the Saturday. I made all the relevant telephone calls to both SA Weather Services and ATC at Makhado before taking off and was advised that the weather at the destination was clear. Due to a 15 knot headwind, our flight time was increased by an estimated 15 minutes, which meant that I would be landing shortly after sunset, but still within the twilight time. I elected to over fly Polokwane International Airport at a height of 800 feet because of low cloud moving in from the east. Polokwane tower reports that I was overhead at about 18:10 and my last call to them was at about 18:13 on leaving their traffic zone to the north. At this time I elected to fly slightly to the west of the N1 highway, which was well lit by the traffic on the road. As I approached the Louis Trichardt Toll Plaza, which was very well lit up, I was aware that the weather was deteriorating and that I should turn around and return to, and land, at Polokwane Int. All the time I was transponding and therefore being tracked by Makhado radar and ATC. The last advisory I received was that they had me approaching the Toll Plaza and that I should turn left on track to the base.
This is where everything went wrong. I should have turned right to a position overhead the Toll Plaza so that I had good visual reference to follow the road back to Polokwane. However, I turned left away from the lights and immediately lost all visual reference when I found myself in a low bank of mist. The next thing I knew was that the headlights of the Cessna picked up the ground. I pulled the power off and pulled back on the stick in an attempt to fly the aircraft away from danger. I was aware of hitting the ground hard and flat, thereafter tumbling until the fuselage came to rest upside down. I am told by the CAA accident investigator that the distance from impact to final rest was 237 metres and that miraculously we missed several boulder outcrops whilst the bushveld scrub slowed the aircraft down.
Since we were both alive and I could smell fuel, my main priority was to get both of us away from the wreck as soon as possible. The three point harnesses were intact so I released myself before attending to Anwen, who was in considerable pain. I managed to get her about 30 metres upwind away from the wreck before cautiously approaching the aircraft again. At that stage I knew that I had to get her comfortable and as warm as possible under the circumstances so I used the aircraft covers, clothing and my flying suit to cover her. I was afraid that Anwen might have neck or spinal injuries. She reported that her right leg was very painful and she had a nasty laceration on her neck. I used the scattered contents of my medical kit to help apply pressure to her neck wound which fortunately was not bleeding too badly. I then removed everything that I could from the wreck to the position where we were lying on the earth. There I made a wind break for her head and side with the front seats placed on their sides. All of this was done in almost total darkness due to the mist obscuring the moon most of the time.
I remembered that I had a torch in the cubby of the aircraft and fortunately I had some spare batteries. This was a very small torch, but it helped me remove further equipment from the aircraft, including the fire extinguisher, which I placed next to us. I used the electronic flash gun in my camera case which we periodically flashed to try and attract the attention of the search and rescue helicopter. It had already missed our position on two occasions. Although I was aware of my own injuries, I regarded Anwen's as more serious. Only later did I realise that I had also lost a lot of blood from head injuries. I was getting cold so I put on all the shirts in my overnight bag as well as my reflective safety vest.
At this stage we discussed the possibility of having to spend the night at the crash site and, because I had visual reference of the Toll Plaza, I decided to attempt a hike through the rough terrain. My left leg was in considerable pain which made the hike very difficult. The plan was that Anwen would keep the flash gun in order to be able to guide me back. I took my bearings from the moon (it had become visual through the low mist) as well as the wind and certain geographic features - water pan, game tracks and a road. When I had travelled an estimated 1.5 km the helicopter appeared to have returned to the general area of the crash site. At that point I decided to return to the crash site, moving as fast as I could through the bush with only the small torch to illuminate my way. The helicopter went away again towards the south west when I arrived back at the crash site, but was always within sight of us. The Nikon flash light was running low on battery power when I remembered that my two Nikon cameras also had pop up flashes on them. I pointed these directly at the helicopter and it was this flash that the crew thought was the rotating beacon on the aircraft. Thereafter the highly reflective vest I was wearing helped guide them to us. I estimate that we spent more than two hours beside the wreck before being rescued. Only later I found out that we had crashed into a hunting game farm which was well stocked with - who knows?
I feel terrible about letting all of aviation down with this accident because, with my experience and position in aviation, this sort of situation should never have happened. There is a great deal to be learned from the issues surrounding deteriorating weather conditions coupled with the premature night fall due to incumbent weather. I should have landed at Polokwane International Airport when I had the chance and phoned for a lift to AFB Makhado. I am so very sorry that I have put my passenger through this ordeal and wish her good fortune with a speedy recovery. Thankfully, she has no spinal on neck injuries, but her tendons were severed on her right knee. The resulting operation at the Polokwane Medi-Clinic was successful and she will be in plaster for the next six weeks. Although I was also pretty badly beaten up, we were both stabilised and then discharged on Saturday 8 October.
There were many people involved in the successful search and rescue operation as well as numerous others who quickly made us as comfortable as possible:
The Oryx helicopter pilots and medical crew - what stars you are because this was a difficult and dangerous mission!
The SAAF doctor and paramedics who attended to us at the crash site
The SAAF accident investigators and fire personnel from Makhado
Lt. Col LeRoux Greef and the ATCs who coordinated the search and rescue immediately we disappeared from the radar screen at AFB Makhado
Russell Marsh who, together with many other SAAF personnel, secured the crash site and assisted me personally in a time of dire need
Para-medic Vernon Jovner from ER24 and the ambulance crew at Polokwane who fetched us from the helicopter and kept me conscious when I was slipping away
The fantastic medical care of the doctors, nurses and staff of the Medi-Clinic who kept our families intimately informed about the situation throughout our treatment. In particular, Dr. Raul Calokechi and his assistant doctor
Jean-Pierre Pretorius, Anwen's boyfriend, who drove through from Johannesburg on Friday night and helped both of us through this terrible ordeal
Frans Dely, who drove through from Makhado to be with us in the middle of the night and who has shown fantastic friendship - Frans, you were a rock
CAA accident investigator, Frank Masoga, who has helped me piece together some of the issues surrounding the crash. Frank also helped Jane, my wife, to organise the recovery of our personal belongings. Thank you Frank for taking the trouble to personally deliver our baggage to us from Makhado - service with a smile!
Retired B747, Capt. Karl Jensen, first office Neville Austin and the crew of Rovos Air's Convair 440 who flew me back to Lanseria and drove me home
To all our friends who have telephoned and been there specifically for Jane
A special thanks to Ella, who spent the best part of Friday evening with Jane whilst she was waiting for news from the search and rescue team. Thank you to Rowan who took over at 3am.
Ralf Dominick was awesome. He kept Jane informed every few minutes throughout the search and rescue attempt. Ralf kept Jane sane at a time when everything else seemed to be falling apart
Personally I have a very special thank you to Jane my wife, who kept calm despite the fact that no one expected us to be found alive. Jane has been a pillar of strength and deserves a medal
There are many other people who were involved and if I have not mentioned your name, I apologise. I still need time to come to terms with the events of the past 48 hours. I am also aware of the many sympathetic postings on AvCom - thanks for your support for both Jane and myself.
The purpose of writing this report immediately after the accident is an honest attempt to help prevent similar weather related accidents. I sincerely hope that all pilots will take special care over the coming summer months. Tragically, there was another Cessna 172 weather related accident near Nelspruit over this past weekend where all three occupants did not survive. The African Pilot team offers it's most sincere and heartfelt condolences to the families and friends of those that were not as fortunate as us this weekend. We are all one big family and we owe it to each other to do everything in our power to help each other make aviation safer.
Over the coming months I will need to make a decision on the future of retaining my pilot's licence and/or replacing my once trusty Cessna 172. African Pilot will continue publishing uninterrupted and hopefully this dreadful situation will have some positive spin off from an aviation safety perspective where other pilots can learn from the mistakes I made on Friday evening. I wish you all safe flying, more space between earth and cloud, happy landings and above all, please have fun.
Aircraft accident - ZS FJS
Date: Friday 7 October 2005
Time: About 18h20 South African time
Location: About 3/4 km west of the Louis Trichardt toll plaza on the N1
Passengers: Myself as pilot in command and Anwen Zeilstra, age 25 - Frans Dely's personal assistant who was hitching a lift with me to the airshow Pilot's experience: 1700 hours over 20 years of flying with night rating
Last medical and flight test: December 2004
Aircraft: ZS FJS Cessna 172 K owned by myself for the past 20 years
This aircraft was superbly equipped with a total time of 4580 hours on airframe and, as far as I am aware, has never been involved in an accident before this incident. The aircraft was equipped with the latest Garmin GNS 430, S TEC 50 auto-pilot, transponder, Icon stand-by radio, engine management system and various other specialist panel mounted instruments.
At the time of the accident the engine, avionics and all systems were functioning normally.
Circumstances of the accident:
We took off from FAGM at about 16h00 for the flight to Air Force Base Makhado for the specific purpose of attending the 'Fighter Meet' that was to be staged at the base on the Saturday. I made all the relevant telephone calls to both SA Weather Services and ATC at Makhado before taking off and was advised that the weather at the destination was clear. Due to a 15 knot headwind, our flight time was increased by an estimated 15 minutes, which meant that I would be landing shortly after sunset, but still within the twilight time. I elected to over fly Polokwane International Airport at a height of 800 feet because of low cloud moving in from the east. Polokwane tower reports that I was overhead at about 18:10 and my last call to them was at about 18:13 on leaving their traffic zone to the north. At this time I elected to fly slightly to the west of the N1 highway, which was well lit by the traffic on the road. As I approached the Louis Trichardt Toll Plaza, which was very well lit up, I was aware that the weather was deteriorating and that I should turn around and return to, and land, at Polokwane Int. All the time I was transponding and therefore being tracked by Makhado radar and ATC. The last advisory I received was that they had me approaching the Toll Plaza and that I should turn left on track to the base.
This is where everything went wrong. I should have turned right to a position overhead the Toll Plaza so that I had good visual reference to follow the road back to Polokwane. However, I turned left away from the lights and immediately lost all visual reference when I found myself in a low bank of mist. The next thing I knew was that the headlights of the Cessna picked up the ground. I pulled the power off and pulled back on the stick in an attempt to fly the aircraft away from danger. I was aware of hitting the ground hard and flat, thereafter tumbling until the fuselage came to rest upside down. I am told by the CAA accident investigator that the distance from impact to final rest was 237 metres and that miraculously we missed several boulder outcrops whilst the bushveld scrub slowed the aircraft down.
Since we were both alive and I could smell fuel, my main priority was to get both of us away from the wreck as soon as possible. The three point harnesses were intact so I released myself before attending to Anwen, who was in considerable pain. I managed to get her about 30 metres upwind away from the wreck before cautiously approaching the aircraft again. At that stage I knew that I had to get her comfortable and as warm as possible under the circumstances so I used the aircraft covers, clothing and my flying suit to cover her. I was afraid that Anwen might have neck or spinal injuries. She reported that her right leg was very painful and she had a nasty laceration on her neck. I used the scattered contents of my medical kit to help apply pressure to her neck wound which fortunately was not bleeding too badly. I then removed everything that I could from the wreck to the position where we were lying on the earth. There I made a wind break for her head and side with the front seats placed on their sides. All of this was done in almost total darkness due to the mist obscuring the moon most of the time.
I remembered that I had a torch in the cubby of the aircraft and fortunately I had some spare batteries. This was a very small torch, but it helped me remove further equipment from the aircraft, including the fire extinguisher, which I placed next to us. I used the electronic flash gun in my camera case which we periodically flashed to try and attract the attention of the search and rescue helicopter. It had already missed our position on two occasions. Although I was aware of my own injuries, I regarded Anwen's as more serious. Only later did I realise that I had also lost a lot of blood from head injuries. I was getting cold so I put on all the shirts in my overnight bag as well as my reflective safety vest.
At this stage we discussed the possibility of having to spend the night at the crash site and, because I had visual reference of the Toll Plaza, I decided to attempt a hike through the rough terrain. My left leg was in considerable pain which made the hike very difficult. The plan was that Anwen would keep the flash gun in order to be able to guide me back. I took my bearings from the moon (it had become visual through the low mist) as well as the wind and certain geographic features - water pan, game tracks and a road. When I had travelled an estimated 1.5 km the helicopter appeared to have returned to the general area of the crash site. At that point I decided to return to the crash site, moving as fast as I could through the bush with only the small torch to illuminate my way. The helicopter went away again towards the south west when I arrived back at the crash site, but was always within sight of us. The Nikon flash light was running low on battery power when I remembered that my two Nikon cameras also had pop up flashes on them. I pointed these directly at the helicopter and it was this flash that the crew thought was the rotating beacon on the aircraft. Thereafter the highly reflective vest I was wearing helped guide them to us. I estimate that we spent more than two hours beside the wreck before being rescued. Only later I found out that we had crashed into a hunting game farm which was well stocked with - who knows?
I feel terrible about letting all of aviation down with this accident because, with my experience and position in aviation, this sort of situation should never have happened. There is a great deal to be learned from the issues surrounding deteriorating weather conditions coupled with the premature night fall due to incumbent weather. I should have landed at Polokwane International Airport when I had the chance and phoned for a lift to AFB Makhado. I am so very sorry that I have put my passenger through this ordeal and wish her good fortune with a speedy recovery. Thankfully, she has no spinal on neck injuries, but her tendons were severed on her right knee. The resulting operation at the Polokwane Medi-Clinic was successful and she will be in plaster for the next six weeks. Although I was also pretty badly beaten up, we were both stabilised and then discharged on Saturday 8 October.
There were many people involved in the successful search and rescue operation as well as numerous others who quickly made us as comfortable as possible:
The Oryx helicopter pilots and medical crew - what stars you are because this was a difficult and dangerous mission!
The SAAF doctor and paramedics who attended to us at the crash site
The SAAF accident investigators and fire personnel from Makhado
Lt. Col LeRoux Greef and the ATCs who coordinated the search and rescue immediately we disappeared from the radar screen at AFB Makhado
Russell Marsh who, together with many other SAAF personnel, secured the crash site and assisted me personally in a time of dire need
Para-medic Vernon Jovner from ER24 and the ambulance crew at Polokwane who fetched us from the helicopter and kept me conscious when I was slipping away
The fantastic medical care of the doctors, nurses and staff of the Medi-Clinic who kept our families intimately informed about the situation throughout our treatment. In particular, Dr. Raul Calokechi and his assistant doctor
Jean-Pierre Pretorius, Anwen's boyfriend, who drove through from Johannesburg on Friday night and helped both of us through this terrible ordeal
Frans Dely, who drove through from Makhado to be with us in the middle of the night and who has shown fantastic friendship - Frans, you were a rock
CAA accident investigator, Frank Masoga, who has helped me piece together some of the issues surrounding the crash. Frank also helped Jane, my wife, to organise the recovery of our personal belongings. Thank you Frank for taking the trouble to personally deliver our baggage to us from Makhado - service with a smile!
Retired B747, Capt. Karl Jensen, first office Neville Austin and the crew of Rovos Air's Convair 440 who flew me back to Lanseria and drove me home
To all our friends who have telephoned and been there specifically for Jane
A special thanks to Ella, who spent the best part of Friday evening with Jane whilst she was waiting for news from the search and rescue team. Thank you to Rowan who took over at 3am.
Ralf Dominick was awesome. He kept Jane informed every few minutes throughout the search and rescue attempt. Ralf kept Jane sane at a time when everything else seemed to be falling apart
Personally I have a very special thank you to Jane my wife, who kept calm despite the fact that no one expected us to be found alive. Jane has been a pillar of strength and deserves a medal
There are many other people who were involved and if I have not mentioned your name, I apologise. I still need time to come to terms with the events of the past 48 hours. I am also aware of the many sympathetic postings on AvCom - thanks for your support for both Jane and myself.
The purpose of writing this report immediately after the accident is an honest attempt to help prevent similar weather related accidents. I sincerely hope that all pilots will take special care over the coming summer months. Tragically, there was another Cessna 172 weather related accident near Nelspruit over this past weekend where all three occupants did not survive. The African Pilot team offers it's most sincere and heartfelt condolences to the families and friends of those that were not as fortunate as us this weekend. We are all one big family and we owe it to each other to do everything in our power to help each other make aviation safer.
Over the coming months I will need to make a decision on the future of retaining my pilot's licence and/or replacing my once trusty Cessna 172. African Pilot will continue publishing uninterrupted and hopefully this dreadful situation will have some positive spin off from an aviation safety perspective where other pilots can learn from the mistakes I made on Friday evening. I wish you all safe flying, more space between earth and cloud, happy landings and above all, please have fun.
Guest
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A brilliant recovery !!
Athol,
I congratulate you on your honesty and your brilliant and forthright description of what happened. It is great credit to you and I salute you for it. I hope that as many SA pilots as possible read the piece and learn from it. The idea of using the camera flash was brilliant (no pun intended, truly) and it’ a great tribute to your clear thinking and ingenuity. You really deserved to survive and your selflessness in saving Anwen is a marvellous credit to you.
Maybe take short break from active aviation, but don’t give it up please. We need people like you in South African aviation.
I wish you and Anwen Godspeed in pour recovery, you are both heroes for my money.
oTd
I congratulate you on your honesty and your brilliant and forthright description of what happened. It is great credit to you and I salute you for it. I hope that as many SA pilots as possible read the piece and learn from it. The idea of using the camera flash was brilliant (no pun intended, truly) and it’ a great tribute to your clear thinking and ingenuity. You really deserved to survive and your selflessness in saving Anwen is a marvellous credit to you.
Maybe take short break from active aviation, but don’t give it up please. We need people like you in South African aviation.
I wish you and Anwen Godspeed in pour recovery, you are both heroes for my money.
oTd
Join Date: Sep 2005
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I can't belive it!! The man broke an air nav reg (flying into IMC), and another (below MSA en route) and you congratulate him!!!
Madness!
I know the area well enough to know that, over Polokwane at 800 ft at dusk, you DO NOT PRESS ON! Cummulus Granitus everywhere.
Madness!
I know the area well enough to know that, over Polokwane at 800 ft at dusk, you DO NOT PRESS ON! Cummulus Granitus everywhere.
Join Date: Oct 2005
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REMEMBER"The sky isn't the limit.The ground is ."
Athol is a good pilot who made a mistake,he is brave enough to admit it and allow others to learn from his unfortunate experience.
Don't bash poor old Athol too hard over the head! OK, the guy screwed up. Nobody is perfect, but at least he had the balls and the integrity to admit he screwed up! How many people do you know with THAT level of integrity and courage?
Athol, you screwed up, but I still respect you.
Athol, you screwed up, but I still respect you.
Join Date: Jul 2004
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One has to admire someone who has the guts to admit that he screwed up. Especially in an ego driven aviation environment! Yes Athol, you really stuffed up. We are all aware of just how the mistakes piled up and most of us know that we have been through situations where we were lucky!
By coming clean, at least others can learn from your mistake and although it is inevitable that this will happen again and again, maybe one person will have paid attention to your report and you will have made a difference.
I wish you well for your recovery.
Rhodie, you started this post about a 172 prang and sadly you are the victim of the next. Condolences to your family and friends.
By coming clean, at least others can learn from your mistake and although it is inevitable that this will happen again and again, maybe one person will have paid attention to your report and you will have made a difference.
I wish you well for your recovery.
Rhodie, you started this post about a 172 prang and sadly you are the victim of the next. Condolences to your family and friends.
Join Date: Jan 2005
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My 5 cents on this one.........
Like its the first time anyone has broken the IMC rule and MEA en route. Like most of the guys say here he was MAN enough to admit he made a foobab....at least some people who fly these puddle jumpers can still use Dog#%@k to get out of the dwang and still be around to tell us what happened without becoming another statistic by pushing on. Get real LL......not all of us are up there at 35000ft with coffee to the left and and a Co Jock in the right with the auto pilot and flight director doing the work.
Like its the first time anyone has broken the IMC rule and MEA en route. Like most of the guys say here he was MAN enough to admit he made a foobab....at least some people who fly these puddle jumpers can still use Dog#%@k to get out of the dwang and still be around to tell us what happened without becoming another statistic by pushing on. Get real LL......not all of us are up there at 35000ft with coffee to the left and and a Co Jock in the right with the auto pilot and flight director doing the work.