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Maun, Botswana. The essential guide.

African Aviation Regional issues that affect the numerous pilots who work in this area of the world.

Maun, Botswana. The essential guide.

Old 15th Sep 2014, 13:50
  #841 (permalink)  
 
Join Date: Nov 2013
Location: UK
Posts: 154
Camping and live

Hello guys! I'm planning to go to Maun on March and flip the coin! Fingers crossed! So as I'm planning to stay for 3 months (Max visa) and camp around Audi or any of the other ones mentioned that are closer to Maun. However my question is: Is there any good shop to buy a decent camping tent over there? (I have a small iglu that can make the trick for some days, but if I'm going to be there 3 months I want something more decent, and those are quite heavy so not sure if make sense to buy it here in UK or just by one over there...?

The other question that arise me is the GA8 training, I'll be in US in some months and I found a couple of schools for getting some training on C206, but nothing for GA8, do any of you know any school in Florida or Europe?

Thanks in advance!
spaflyer is offline  
Old 15th Sep 2014, 19:47
  #842 (permalink)  
 
Join Date: Oct 2011
Location: Bots
Posts: 118
Ruben, don't bother with Audi camp, pilots don't seem to go there any more. You should go to Sedia or Motsebe for camping. Or if you would rather, for P100/ night you can get a room at Alfa Accommodation with a bed and fan.

Tents are definitely available here in a wide variety of sizes/price/quality. If I had my time again, I would probably have buy a tent in Maun and use the extra few kg of luggage allowance for other things.

I'm afraid that I can't give specific details about the Airvans, however I know that a couple of guys have been to Luxembourg to fly one. I also understand that there is at least one in the UK.

An American guy looking for work earlier this year found one for hire. He's from California. He posted a few pages back under the username Daman. Perhaps you should get in touch with him.

Good luck and see you next year.
PilotInPink is offline  
Old 19th Sep 2014, 22:53
  #843 (permalink)  
 
Join Date: Sep 2009
Location: Republic of Maldives
Posts: 9
hey anyone traveling on NOV 2014 to maun..pm
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Old 21st Sep 2014, 20:25
  #844 (permalink)  
 
Join Date: May 2010
Location: England
Posts: 2
South Africa

Hello I'm planing go to Maun or Windhoek next November. anyone else is going there?
pimpollo320 is offline  
Old 22nd Sep 2014, 18:00
  #845 (permalink)  
 
Join Date: Feb 2000
Location: Alaska, PNG, etc.
Age: 56
Posts: 1,526
I realize that I'm responding to a 4 year old post, but this is the first I've seen of this thread, and I have to ask, what on earth is this supposed to mean:????

Originally Posted by lilflyboy262 View Post

Aircraft Maintence
Good. As you would expect in any other ICAO nation.

For reference, there are 191 ICAO member states, depending on how you count, there are 193-196 countries on this planet Should we take this to mean that substandard maintenance can only be found in 2-4 countries in the word? That every ICAO member state is miraculously free of incompetent or negligent mechanics?
A Squared is offline  
Old 22nd Sep 2014, 20:43
  #846 (permalink)  
 
Join Date: Feb 2006
Location: Station 42
Age: 64
Posts: 837
Everyone can pull out a horror story about flying and maintenance anywhere in the world if they've a mind to.
I've worked as an engineer for both of the main GA organisations in Botswana (including Maun) and the standards were very good. There are always occasional hiccups in any trade but I doubt there's anything to be worried about if you're flying A2.
I could tell you some grim stories about the Congo though...
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Old 22nd Sep 2014, 21:22
  #847 (permalink)  
 
Join Date: Feb 2000
Location: Alaska, PNG, etc.
Age: 56
Posts: 1,526
Originally Posted by stevef View Post
I've worked as an engineer for both of the main GA organisations in Botswana (including Maun) and the standards were very good.

Right. You sort of missed the point. I wasn't questioning the quality of maintenance in Botswana. I have no basis to do so. I was questioning the notion that maintenance in ICAO nations is necessarily good, by virtue of them being ICAO members.

Originally Posted by stevef View Post
I could tell you some grim stories about the Congo though...
And yet it's an ICAO member, which underscores my point
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Old 23rd Sep 2014, 01:59
  #848 (permalink)  
 
Join Date: Nov 2011
Location: Canada
Age: 33
Posts: 630
For the love of god A squared. Find yourself a hobby.
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Old 23rd Sep 2014, 19:24
  #849 (permalink)  
 
Join Date: Sep 2014
Location: Sub Antartic Islands
Posts: 26
PilotInPink,

Where in NZ did you do your training? Congratulations on your job, what were your qualifications heading over to Maun?
theSOD is offline  
Old 26th Sep 2014, 18:11
  #850 (permalink)  
 
Join Date: Sep 2014
Location: germany
Posts: 5
I know this question goes on everyones nerv...especially on mine... but what and where should be the rating be written in the logbook and WHAT?

I had for example a differential training on the c206 turbo... The Instructor signed in the logbook next to the flight and wrote "Differential Training turbo charger, his Name, and his FI Numbre"

Is that what the authority wants?

and 2.: have no hours on 172, so shall i fly 2 hours with instructor and do the same .... and what exactly should he write in my book and where? (next to the actually flight?)

sorry i am sooo confused :-(
Jorn is offline  
Old 27th Sep 2014, 04:50
  #851 (permalink)  
 
Join Date: Oct 2012
Location: Harai Goshi
Posts: 96
The logbooks we use in New Zealand have a page at the front specifically for aircraft type ratings..there is also a separate form that the instructor signs and sends off to the NZCAA.

This is the form we use.

www.caa.govt.nz/forms/24061-13.pdf

For overseas authorities we can request a letter from the NZ CAA which also details the aircraft type ratings.

We also made a sticker that you can put into your logbook..Something along the lines of " This is to certify that ...[name]... has successfully demonstrated technical knowledge of a ..[aircraft].. and the ability to perform competently all normal, abnormal and emergency maneuvers appropriate to the aircraft type in accordance to the requirement of CAR Part 61"

This way you can carry a nice official looking sticker in your logbook and a signed competency sheet.
pineappledaz is offline  
Old 27th Sep 2014, 13:37
  #852 (permalink)  
 
Join Date: Sep 2014
Location: germany
Posts: 5
Sorry guys/girls... but didnt find that information. WHAT and WHERE exactly should the Flight instructor write the "rating" in the Logbook? and what? Any accepted words/sentences yet?

going to fly the 172 with an FI but they / I dont know what Namibia/Zimbabwe wants to write them in the logbook
Jorn is offline  
Old 27th Sep 2014, 13:47
  #853 (permalink)  
 
Join Date: Sep 2014
Location: germany
Posts: 5
thanks for the answer... I have the EASA Licence... so dont think we have such a paper... Any suggestions from EASA / Jar Licence Pilots?
Jorn is offline  
Old 27th Sep 2014, 16:32
  #854 (permalink)  
 
Join Date: Oct 2011
Location: Bots
Posts: 118
As an instructor, I would personally write somewhere near the logbook entry; "[pilot name] has satisfactorily demonstrated competency in flying the [aircraft type].[my name/licence number][date]".

But at the end of the day, the specific wording doesn't matter. And if your logbook doesn't have a specific place for the sign off, then you probably don't require the type rating for Botswana and therefore the wording matters even less.
PilotInPink is offline  
Old 30th Sep 2014, 14:01
  #855 (permalink)  
 
Join Date: Sep 2013
Location: Canada
Posts: 2
Headind to Namibia

I'm heading to Namibia mid-december, is anyone planning the same trip?
Altis20 is offline  
Old 3rd Oct 2014, 02:06
  #856 (permalink)  
 
Join Date: Sep 2014
Location: Canada
Posts: 1
Hey y'all.

I'm strongly considering moving to Africa to find myself another job. I have a Canadian Class 4 Instructor Rating that expires Feb. 2015. Would this still be considered an asset to employers. I have 900 TT, 600 PIC and 120 C172 with no experience on C 200's but about 500 hrs on tail draggers. How will I look in the eyes of employers based on flight times? Thank you!
Tail Timer is offline  
Old 8th Oct 2014, 04:39
  #857 (permalink)  
 
Join Date: Oct 2014
Location: California, USA
Posts: 4
Hey y'all.

I'm strongly considering moving to Africa to find myself another job. I have a Canadian Class 4 Instructor Rating that expires Feb. 2015. Would this still be considered an asset to employers. I have 900 TT, 600 PIC and 120 C172 with no experience on C 200's but about 500 hrs on tail draggers. How will I look in the eyes of employers based on flight times? Thank you!

-Tail Timer
Tail Timer, if I could list those qualifications, I'd be in Maun this December. Perhaps with a stop somewhere in the U.S. for C206 time. If I were Canadian however, I'd be just as enthusiastic about a bush pilot job up there.
I suppose I should disclaim this by saying I'm not a pilot, only dream of being one, and have been gathering information for a year or so on Maun and other such places. Best of luck to you.

On another note. I love this thread, I only wish we'd hear more from pilots working in Maun.
Frikadeller is offline  
Old 8th Oct 2014, 11:37
  #858 (permalink)  
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Join Date: Dec 2010
Location: Botswana & Greece
Age: 63
Posts: 940
Has someone been sprinkling fertiliser on the pilot's shoulders here they seem to be sprouting epaulets?

I have only seen three bars so far, must try and find my 4 bars to wear about a 'bar' in town or perhaps I should buy these:


Exascot is offline  
Old 8th Oct 2014, 11:40
  #859 (permalink)  
 
Join Date: Nov 2003
Location: Planet Tharg
Posts: 2,471
...sprinkling fertiliser on the pilot's shoulders here...

Organic fertiliser, no doubt.
Solid Rust Twotter is offline  
Old 8th Oct 2014, 12:01
  #860 (permalink)  
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Join Date: Dec 2010
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Age: 63
Posts: 940
SRT Only when they are up to the neck in it
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