Wilderness Air C 206 EFATO out of Maun!
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Wilderness Air C 206 EFATO out of Maun!
Seems like Wilderness Air has pranged another aircraft, this time a Cessna 206.
EFATO from runway 08, aircraft landed between trees.
From another forum, rumor has it that it was fuel starvation. 100 L of fuel was in the LEFT tank and only 5 L of fuel in the RIGHT tank and the RIGHT tank was selected for take-off.
EFATO from runway 08, aircraft landed between trees.
From another forum, rumor has it that it was fuel starvation. 100 L of fuel was in the LEFT tank and only 5 L of fuel in the RIGHT tank and the RIGHT tank was selected for take-off.
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One of the TV programmes I enjoy watching, just because I have a twisted mind, is Bush Pilots. What I can never understand is why more don't die. And why any operator would take anyone trained in Europe is beyond me. They have nothing to offer other than grief and unless the programme is a total fabrication, I wouldn't go anywhere near them. Virtually every single aspect of their training (including starting-up, taxiing and flight planning) is virtually worthless. I'd only employ local and Aussie (+ PNG & Kiwi) trained pilots.
I just hope those on board walked away from the wreckage.
I just hope those on board walked away from the wreckage.
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If you think that the Bush Pilots programme was an accurate account of everyday operations then you are way off the mark. I was on line to be their aviation consultant. The producer wanted drama and action. I did not want this angle but this is what the viewers wanted so that is what they got and greatly exaggerated without me involved. Please note the companies who were prepared to be involved. Do you see for example any dramatic flying sequences with Mack Air or Helicopter Horizons involved? No, because the owners were not prepared to get involved with such sensationalism TV. Note which companies were prepared to play the game!
So, you think that a local pilot is better than a European one. Why? How many hours has a local pilot flown IFR for example. How many times has he/she had to cope with icing, intense air traffic or passed European standard examinations in the air or in ground school?
I often fly with the bush pilots. They are generally excellent. The only one who tried to kill me was a Motswana (female).
If you think that the Bush Pilots programme was an accurate account of everyday operations then you are way off the mark. I was on line to be their aviation consultant. The producer wanted drama and action. I did not want this angle but this is what the viewers wanted so that is what they got and greatly exaggerated without me involved. Please note the companies who were prepared to be involved. Do you see for example any dramatic flying sequences with Mack Air or Helicopter Horizons involved? No, because the owners were not prepared to get involved with such sensationalism TV. Note which companies were prepared to play the game!
So, you think that a local pilot is better than a European one. Why? How many hours has a local pilot flown IFR for example. How many times has he/she had to cope with icing, intense air traffic or passed European standard examinations in the air or in ground school?
I often fly with the bush pilots. They are generally excellent. The only one who tried to kill me was a Motswana (female).
Whilst I agree with some of your points, a lot of experience with icing and controlled airspace shouldn't replace local training, which tends to be much more practical and pertinent to the type of operation - and from guys with particular experience that simply is not available in Europe.
As someone who trained in Europe, before doing five years as a bush pilot, obtaining a nice collection of local licenses, I think the majority of SA trained pilots will have sat exams equal to those in Europe. I knew a lot of European guys who just went through the question banks repeatedly, so I don't buy the claims of superiority. Being in a training role in Europe now, I still rate the flying skills and airmanship of my colleagues in Africa.
As a bush flying 'training captain', teaching guys the charter operation, I used to use a lot of CASA publications, as they seem to be very good with regards to multi-engine piston theory and training. That's not really an area that exists in Europe anymore.
I would probably seek SA or Aussie/Kiwi pilots over Europeans too as there training is a lot more pertinent to flying light aircraft.
As someone who trained in Europe, before doing five years as a bush pilot, obtaining a nice collection of local licenses, I think the majority of SA trained pilots will have sat exams equal to those in Europe. I knew a lot of European guys who just went through the question banks repeatedly, so I don't buy the claims of superiority. Being in a training role in Europe now, I still rate the flying skills and airmanship of my colleagues in Africa.
As a bush flying 'training captain', teaching guys the charter operation, I used to use a lot of CASA publications, as they seem to be very good with regards to multi-engine piston theory and training. That's not really an area that exists in Europe anymore.
I would probably seek SA or Aussie/Kiwi pilots over Europeans too as there training is a lot more pertinent to flying light aircraft.
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JM Some good points. However as a 'European' pilot I was putting down HS748s into bush strips in Africa in the early 80s so don't knock all us all. Mind you they were extremely shiny ones 
I never so much as scratched one.
These points aside any more news on the accident?
I never so much as scratched one.These points aside any more news on the accident?
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I believe Wildermess Air has since the Van prang stopped doing simulated EFATO during training and license renewals.
Could this have influenced this outcome?
Could this have influenced this outcome?
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Could this have influenced this outcome?
Surely a simulated EFATO is part of a basic line check and can't be 'dismissed'.
Está servira para distraerle.
Now wouldn't that depend on who had written the operations manual?
If an EFATO were included in the book then the company would presumably need dispensation from the relevant CAA to exclude it from base checks and renewals?
But then who knows. When I flew on a Botswana ATPL the DCA was meant to be modeled on the UK variety. Strangely enough, there were subtle differences.
If an EFATO were included in the book then the company would presumably need dispensation from the relevant CAA to exclude it from base checks and renewals?
But then who knows. When I flew on a Botswana ATPL the DCA was meant to be modeled on the UK variety. Strangely enough, there were subtle differences.
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A very reliable source tells me that the low fuel state scenario is incorrect. CAAB are still investigating.
My two Thebe for the 'which pilots are best' discussion; I agree that NZ and Aus pilots are well trained and CPL training syllabi are geared towards this kind of flying much more than other licences. However, in NZ, pilots are trained in coastal weather systems, mountainous terrain and low elevations. So it's not perfect for flying in Botswana either.
My two Thebe for the 'which pilots are best' discussion; I agree that NZ and Aus pilots are well trained and CPL training syllabi are geared towards this kind of flying much more than other licences. However, in NZ, pilots are trained in coastal weather systems, mountainous terrain and low elevations. So it's not perfect for flying in Botswana either.
Está servira para distraerle.
One solution to cross conditional flying is relatively simple and inexpensive to implement. All it requires is that any applicant for a Commercial or higher licence validation would first be issued with a Provisional Professional Licence. This would allow the applicant to endorse a type rating on that licence and would allow the licence holder to function from the right hand seat only provided that a full licence holder occupied the left. After the accumulation of a requisite number of hours, say two hundred, a full validation could then be issued, almost automatically.
This would ensure that proper environmental training and acclimatisation could be undertaken while at the same time permitting the foreign licence holder to fly for his due reward. The required number of hours for full validation issue could be raised or lowered by the government to satisfy local employment needs and availability thus reflecting social responsibility and integration of the local talent pool at grass roots level.
This would ensure that proper environmental training and acclimatisation could be undertaken while at the same time permitting the foreign licence holder to fly for his due reward. The required number of hours for full validation issue could be raised or lowered by the government to satisfy local employment needs and availability thus reflecting social responsibility and integration of the local talent pool at grass roots level.
