Chalkie's Henshaw record attempt is well under way

[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]

IFR tourers

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 -

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]

Surely, Alex's record will stand forever

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]

RAF Museum Trailblazers Exhibition

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

[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?

[rv9abuilder]

follow the record attempt

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

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

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]

Eeeesh.....well;

"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.
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

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

[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]

Alex Henshaw Capetown record

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