Dragons, Scorpion Zappers and Mountains carved out of Stone

Looking down,
I was somewhat surprised to find the chart on my knee did not have a deep carmine image stamped on it to indicate that 'ye should beware of dragons'. I was approaching the mountains at 10,000ft and 149kts, I had often talked about them when speaking about MAF's flying in Chad but till the last couple of weeks I had not seen them except from the comfort of an airliner, so that does not count.  The previous week they had looked almost friendly, perhaps somewhat like a caged lion, their 1000 hues of brown and umber truly impressive when viewed under a jay blue sky that stretched forever and back again. Today though they painted a very different picture, looking almost evil, dark, malevolent; as rain & lightening where watering and splitting rocks on this usually arid moonscape of tumbling boulders, ravines and cliff faces that stretched up to 11000ft. I gently probed the foothill boundaries looking for a suitable gap but the flash of dragon fire was sufficient for me to decide that they had decided to bar all visitors today, so I bounced into a hard left bank and left them to themselves and skirted around them till I spotted a clear passage. Getting over the Tibesti's and onto the airfield some 80 miles south of the Libyan border is usually but 5hrs total flying in a Caravan, though an upload of fuel in Faya Largeau is required and makes for a welcome leg stretch, whilst a few folk are able to hitch a lift on the occasional Government transport the alternate is 6 nights & 7 days on the 'road' across at times virtually trackless golden desert in the hands of a kamakazi desert driver's land Cruiser or up to perhaps 12/14 days perched on/in the back of a lorry or similar. This is a beautiful, stark, landscape, an unforgiving region for the ill prepared or unwary, remote and little visited area but populated by lovely desert people.

Jim Le Huray our diminutive pilot also popped in to the centre

The two trips I made up did here were for very different reasons but actually both had the same aims, which basically was to make a difference to both the local populace and those who work in the region. One involved flying technicians to service a remote antennae and solar powered aircraft communications station and the other to support a language project which in the last few years has enabled the local written language (unwritten 20 years ago) to blossom, such that a new dictionary and the first copies of a newspaper printed in Libya are now being published. Having the written word is of great importance in a keeping a culture intact and healthy. The small centre is also able to offer the local community English teaching and introductory computer courses as well as the  use of a small library.

We also brought up a scorpion zapper, it probably has a far more technical name, in a nut shell it puts out a pretty healthy electric current (not unlike that from a cattle fence) which is passed through the sting and brings tremendous relief from the pain caused by the toxins, it has been used with great effect by missions in remote areas.  Whilst dismissed by some medics, it works well with scorpion and snake bites and the results are well documented and they have been used to save many lives as well as bring pain relief to many, you only need to speak with those who use them regularly to see they are a great tool. In the week between flights they used it 4 times on scorpion stings, here it is in use when this chap was stung by a scorpion which at first he had thought was a mouse!

My taste of the local driving involved a 25 minute drive through some pretty wild country from the sandy airstrip to the small town built around scores of date palms, whilst fun for half an hour it made me very quick to appreciate the advantages of flight! Chad is a remarkable country and what a gift I have been given to be part of the team that stretches around the world making a difference to people in some of the remotest communities on earth.

Some news from the ramp at FTTJ... A little dust goes along way.

...the licking of ones lips seems a constant occupation out here and trust me, it is not because of the cuisine! Today the visibility is down to 1200m which is marginal for us under IR (Instrument) rules, the air being laden with dust which gives it the appearance of fog with a hint of khaki. Unlike fog though it will never burn off and is here for the day. There is a cooling breeze; even though it is a bit like having your hair dryer on low heat, the moving air helps keep you ‘refreshed’ in a manner, when standing on the apron peering through the khaki mist trying to see if you can really see the radar dish, as if you can visibility, must be improving. There is the earthen taste on your tongue, your nose is dry & sniff free and your skin has lost some of it’s youthful suppleness, guess we should make that all  of the suppleness it might have had. The temperature is climbing to the forecast 44; appreciate there are many places it gets higher and some where there is also high humidity - I groan at the thought. 

On the ramp Kalvin is helping calibrate the fuel tank 'dipper' on our new aircraft when I say new the airframe is a ‘79 but the engine is new technology and is one of 5  we have recently acquired, it sips a far far cheaper fuel Jet A-1 aka parafin, than the piston ‘petrol’ drinker aka av-gas, it replaces.  Whilst the smallest of our aircraft we think it is going to be a great addition to our fleet. Another interesting fact is that the beautifully made propellor is made of laminated wood! 

The 'dipper' is used to ensure we have an accurate measure of how much fuel we have in the tanks, as the internal guages are known to be unreliable except when empty! Pilots on small aircraft always say about fuel 'if you havn't seen it, you ain't got it' ...well words to that effect anyway. NB. The aircraft is still with a British registration but is in the process of being de-registered and put onto the Chadian TT- register.

There is something magical about this desert nation, touches and sprinklings from Arabia, a soupcon of France, a batch of the Sahel and a giant helping of the Sahara. 

... next is an hour of French, in an effort to extend my conversation with all and sundry including the local traffic police, who seem eager to pull you in to have a friendly chat any time your passing and I fear my Bonjour and Enchante may be insufficient for my needs thereof.  

There are only three definite things in life for a pilot... ...

There are only three definite things in life for a pilot, death, taxes and check rides. I usually get three of the latter every year and at least three medicals to confirm I am not suffering a case of the foremost!  However I get a bonus every other year when I have to renew my FAA (American) Instructors certificate, yes I know I am a Brit but it is an International world out there folks. I have to sit through 16 presentations on the Internet and pass a short exam at the end of each. To be fair it is a very good way to learn and revise and quite enjoyable, one of todays units was on single pilot resource management - SRM for short!
Actually with a couple of exceptions all of our operations in MAF are carried out, when away from the main base by a team of one - I carry the pilots bags, unload and load 'his' aircraft, refuel it, serve 'him' hot tea,, give out the post and freight, round up the passengers as well as issue the tickets; yup team of one; so single crew resource management is vital! On the ground though there are usually plenty of onlookers and sometimes they can be a great help or an interesting hindrance. On one occasion when landing literally in front of a huge storm, the dark black clouds tumbling over each other as they raced  towards me, I had to beach and anchor my aircraft (it was amphibious) in double quick time. I  waved 7 or 8 Bangladeshi farmers to come and join me, they were only to happy to be given a chance to hide in such an unusual shelter and I was more than happy to have them welcomed on board, a stack of potential very helpful resources, should the aircraft break free from my anchor points.

Crew of one

We need to carry out the SRM skills on all our flights there are 5 of them, they work together, not only at 10,000ft but also in day to day life and I often run through the SRM areas as I get ready for the day whether I am at home or away. Thought you might find them interesting, perhaps even helpful.
Communication - may I hear what people say to me today and if I am not sure what is being said may I clarify it.
Decision Making - as a Christian I have been given brains and common sense, just pray for wisdom to use them!
Situational Awareness - No matter where I am today may I be aware of where I am and with whom.
Resource Mangement - May I use all the amazing things you have given me for your glory.

Working with the resources around can be fun

Workload management - May I learn to keep a balance in my life between work, family, keeping fit, sleeping and being a disciple of Jesus. Yet the latter pervades all the SRM areas.

The definition of SRM is the art and science of a pilot managing all available resources to ensure the successful outcome of the flight is never in doubt. 


... may that be a prayer for me and hopefully for you today, as you use all the available resources to get you through the events of the day.

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All for One and One for All

A wave of water envelopes the windscreen.... Richard gives me the thumbs up through the clearing deluge, this ‘flood’ was a simple way of seeing off the morning dew to give a clear view for the days work. Checks completed, battery on, starter engaged, engine spools up. The propellor starts to turn in time to the beautiful musical whine of Pratt & Whitney’s ever popular opening number. Blades gain momentum, whirling dervish-like, soon blurring into an almost invisible wall  of aluminium; turbine going up the scale & soon to be in full voice, ready for adventures new.

Refuelling in Moroto in NE Uganda - a new refuelling depot

‘See you then this afternoon,’ an enquiry fielded has turned into an office visit, coffee offered, plans discussed, times and cost decided, tickets printed.

Luc scratches his head, manuals, scattered across the work top, the fault identified & failed part removed. Already stores have managed to find a spare. This component rarely fails so the nearest ‘easily available replacement’ is only 5000 miles away. Already it is heading out with Fed-Ex, to start its new life on the equator. Routine checks are completed, parts installed, aircraft checked, paperwork written up. The Chief Engineer double checks both, another essay is written in the technical log book and all signed and counter signed .

The cleaner's daughter is seriously ill and the PM (Programme manager) arranges for her to go to hospital before he goes up to the Civil Aviation Authority to meet with some officials to chat over some thoughts on airfield security; face to face visits are the only way to encourage trust and friendship.  E mails from MAF International in Ashford, the latest updates to the manuals, a request for information from a board member will all need to be answered this afternoon, as will a letter from a new supporter wondering if they can have a picture of his family. The IT manager sticks his head into the office to say that the server is down again due to a power outage but ‘all should be well soon,’ he advises with a grin.

Passengers and baggage are weighed, tickets checked, seat removed and freight tied down. Aircraft fueled, water put on board and passengers walked down to aircraft.

I collect my paperwork, half a rain forest neatly printed out. I carry the 90kg of boxes neatly labelled for a variety of destinations into the back of my Toyota. I note it has a new front tyre, glad ‘Little Richard,’ who does our vehicle maintenance was onto that when I got in last night, despite being a bit late. The weather in South Sudan, according to the satellite photo, does not look so good; had a chat with Achim, another pilot and we decide going to the west looks the best route, the base radio operator says he will call the destination once I am airborne to get an update.  

Route is checked and weight and balanced confirmed. The aircraft is inspected and oil and fuel double checked. Text arrives from friend, supporter, sister, team member,  'praying for you.' 

                            There is only one pilot to keep an aircraft flying but there are 40 others who get it off the ground. 

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Practice may not make you Perfect but you sure get better at it

I was once invited to play a game of Golf, in fact my first, when I think about also my last. So we are ready to tee off, I remember listening to every word of my partners, heart pounding, watching, waiting, thinking this could be embarrassing. Wisdom said I should go last, I took note of their every movement, imagining melding into their posture, raised eyebrow, twitch of the forfinger, then it was my turn. Feet apart, balanced, poised, tense like a coiled spring, so with eye on the ball, I untwisted and the swing... the swing, surely it would have been the envy of any professional. The ball was hit to perfection,  it could only be described as a beautiful shot, probably still talked about  in Golf Clubs throughout  the British Isles... well may of been, had it been repeated it sadly never was, not even near. Politely it was best described as a fluke, from then on I did not have a clue, though previous time spent crazy putting at Beau Sejour came into its own when eventually any ball condescended to join me on the green.  Despite the obvious excellent start, it was a game that just did not catch my imagination and I have  never played or been invited again. 

As a pilot one thing I am quite good at is landings, in fact I have done about 10, 000, according to my log books into several hundred airstrips.  As it happens I have a similar number of take-offs, some would say based on 'alleged' bounces I have substantially more of the former than the latter! However the only  reasons I am good at landing is practice, also is there is a standard of landing and I practice to achieve that standard, anything less really is a poor show. The most demanding landings are to be had on water, certainly less forgiving if you get them wrong  but on land or river it is fun, challenging and at times quite exciting. 

This week I have been in Johanesburg in South Africa doing an Instrument flying course on the Cessna 208 Caravan. I have an Instrument rating already but  I do not use it for the type of bush flying I have been doing this last 20 years - as of July 2012. It is almost a year since I have practiced instrument flying seriously, as a result I would describe myself as a qualified Instrument pilot but not a proficient one and there is a difference. I have got out of practice and when out of practice you can think yourself competant until like a club rower who finds he has to go against Steve Redgrave you suddenly realise you are well and truly out of your depth. 
One way of practicing instrument flying and emergencies, is using a simulator, I am sitting happily in this machine in the picture above. The beauty of it is you can repeat an exercise, almost instantly with a tap of a computer key. Whilst I hated it for the first few days, as it had a mind of it's own and it did not feel at all like the real thing.  By day three when unexpectedly we simulated flying into a flock of birds, the engine stopped with a mighty bang and the glass on my windscreen fractured and the engine went quiet it seemed pretty real as I glided for an emergency landing. I was getting the hang of it, things practiced before kicked in and I landed the 'aircraft' safely.

So now as I look back over the first week it was interesting seeing how practice had made such a difference, next week flying is in the real aircraft - we will skip flying into a flock of birds! I can say I have loved the training, as things I should have known but had perhaps forgotten have been repeated, checked and repeated, the standard is being raised and experience is starting to come back into play. This course will cost MAF thousands of pounds, yet it is an essential part of training if I am to work in an Instrument programme where there is a shortage of pilots. Plus as pilots we are required to practice, that is a fact. The course is hard, long hrs, fun, challenging and exciting. 

My wife and I are doing a Kingdom Theology course with New Wine Training Partnership and it is brilliant. I am learning new ideas, challenging old ones, finding the Old testament is a remarkable book as is the New in more ways than I had thought, finding things I should have known before, remembering great truths. Plus there is a real practical side to this Theology  - is there any point in Theology that has no practical application? The work/study is hard, long hrs, fun, challenging and yet exciting.

I love going to the gym and kayaking, funny really that we put all our effort and at times funds into training, practicing, and becoming good at our work, our hobby, our sport perhaps all three even when it is hard, involves long hrs, yet we do it because we love the fun, challenge and excitement.

You know it is the same with being a disciple of Jesus to be any good at it* involves practice. You need to practice prayer, you need to practice reading the Bible, you need to practice loving people, you need to practice being generous, you need to practice being a servant, being a disciple, being different and wholehearted. It is hard, long hrs, fun, challenging and exciting. It's a mans calling...**

Christopher Bergland wrote recently in The Athlete's way: Sweat and the Biology of Bliss pub in Oct 2011 that essentially  'practice, practice, practice anything that you want to become world-class at.' 

Jim Le Huray our intrepid Bush Pilot joined me in the simulator. Check out Jim's films on youtube bigglesgsy

* Wholehearted - think about Caleb in Joshua 14:10-11

* *  Ladies, girls boys it is also a calling for you 

Tea time on the 'lawn', top notch airbourne refreshment! ?

                    

One of the great mysteries about the English is that when all hell is breaking loose around them, there is always time enough for a cup of tea, warmed pot - Darjeeling not tea bags, by no means is it only the British, who use tea for a restorative break but they do like to do it with style. You can see in MAF, tea is an essential part of keeping the operation going and one cup of tea rapidly evolves into a tea party. Reminds me of the amusing quote from the American film Mary Poppins  "As the ship lay anchored in Boston Harbor, a party of the colonists dressed as red Indians boarded the vessel, behaved very rudely, and threw all the tea overboard. This made the tea unsuitable for drinking. Even for Americans." Actually folk from the US do do great cold tea. 

Tea really does do something for you. Alas here I am in South Africa and rather a fan of Rooibos, and I have not had a cup of tea in 3 days as there is none left in the guest house, I have found hot water an adequate 2nd but then again perhaps not as I read this delightful quote from a PG Woodhouse book, which Trish and I are reading aloud together. "'Morning, Jeeves," I said. "Good morning, sir," said Jeeves he put the good old cup of tea softly on the table by my bed, and I took a refreshing sip. Just right, as usual. Not too hot, not too sweet, not too weak, not too strong, not too much milk, and not a drop spilled in the saucer. A most amazing cove, Jeeves. So dashed competent in every respect. I've said it before, and I'll say it again. I mean to say, take just one small instance. Every other valet I've ever had used to barge into my room in the morning while I was still asleep, causing much misery; but Jeeves seems to know when 

I'm awake by a sort of telepathy. He always floats in with  the cup exactly two minutes after I come to life. Makes a deuce of a lot of difference to a fellow's day."

Often wonder who had the most need for restorative cups of tea in the Bible. Think it would have to be Paul .... think this inspiring paragraph would have generated the need for more than a few cups of soothing tea. 2 Corinthians 11:25-29 Three times I was beaten with rods. Once I was stoned. Three times I was shipwrecked; a night and a day I was adrift at sea; on frequent journeys, in danger from rivers, danger from robbers, danger from my own people, danger from Gentiles, danger in the city, danger in the wilderness, danger at sea, danger from false brothers;  in toil and hardship, through many a sleepless night, in hunger and thirst, often without food,1 in cold and exposure.  And, apart from other things, there is the daily pressure on me of my anxiety for all the churches.  

Time for a tea break and dig into 2 Corinthians in the New Testament ... 

A Day in Africa - Jim Le Huray Bush Pilot - Stars in his 2nd Film

There is nothing, absolutly nothing quite like the whine of a PT-6 turbine coming to life, propellor spooling up half a step behind the rising crescendo, a whiff of fuel & exhaust carried through the vents, a couple of Ugandan Cranes pause their courtship as the howl distracts them but for a moment. Jim's eyes are fixed on engine instruments, poised to disable the start-up if all is not well but alls well, tthe £250,000 'lump of engine' declares to all and sundry that it is living, the 'bird' is alive, transforming a huge aluminium can into a remarkable life saving tool, ready to 'Fly for Life.' Jim seems content with the array of equipment before us, his well practiced hands run through the checks confirming for him at least that all is at 'peace' with the world.

I am indeed fortunate to be able to join Jim again as he heads up to NE Uganda to Karamoja , East Africa. Golly those hills are amazing, we show 9,500ft on our altimeter yet the rocks are just outside the windows! As we glide past to the waiting airstrip.

Jim has been flying in Uganda and working alongside the MAF Congo programe as well as flying into South Sudan since he arrived last year in 2011. 'Most of the pilots, engineers and programme managers seem to be married!' I remarked, Jim  laughed, throwing is head back as he did so, 'I guess I don't keep my feet long enough on the ground to get caught!'  Jim is one of MAF's newest pilots and from the Island of Guernsey (land of the Guernsey Cow and the book Guernsey Literary and Potatoe Peel Society). 

He is a very popular pilot not least because of his delightful grin  and relaxed manner but Dave our Operations Manager (who is from MAF US) reckons it could be something to do with his lightweight,as he remarks 'there is room for another 80kg on any flight that Jim skippers!' 

He has a particular heart working with young people, always ready to tell them of the exciting challenge of being a Jesus follower, perhaps also because he is altitudinaly challenged himself! 

He was very eager to do a bit of filming with me, the results of which you can see below or on bigglesgsy. Jim's first film was 4m so this one is twice as long and sorry if you recognise a couple of clips! Once again the similarity in our voices is surprising.

I think you will enjoy this 'Day in Africa.'  ... do contact me on bryan.pill@maf-uk.org if you would like to know more.

Father Christmas and his other job - One of the world's great secrets.

Recently I was on assignment in an undisclosed destination in the Africa, when I was somewhat flabergasted to come across the world's most experienced pilot. I was given a rare and somewhat exclusive interview as well as an opportunity to ride side-kick with this merry bundle of fun. Yes, you've guessed it, it was Santa Claus. Rumour always had it that he spent his time hanging out with Misses Claus and building toys in the off season but I can tell you with absolute confidence that these rumours are just that, rumours...

I picked up with Father Claus refuelling his Cessna 208 Caravan on a piece of rare African concrete. He was heard to have said whilst pumping in some JET A-1, "I was flying before the the Wright Brothers were out of nappies (diapers) anyway they were a pair of cowboys.... and who do you think gave them their first propeller anyway, though twas hell getting it down the chinmey!" 

He looked somewhat trimmer than normal but I guess it is red that makes you look fat and he looked in good form in his blues, well for a man of his age anyway. I can now reliably say in his off season from January 1st to Dec 24th that he keeps current at his flying by working with some really interesting guys, in an organisation called MAF - Mission Aviation Fellowship. I asked him what MAF was all about. He grinned at me his eyes sparkling out from under his bushy eyebrows & his weather beaten bronzed skin, all seemed at odds with his snowy white beard! "Well we fly these small aircraft, there are about 130 of them, based in over 30 different countries, each able to bring help hope and healing to some of the remotest communities  in the world, we partner with lots of organsations and it is great getting to know some remarkable people and supporting them in their work."

Loading some medicines for MedAir

     Flying up some blood for the blood bank                

I was dying to know though why one of the world's oldest and most experienced pilots in the world fly small aircraft for MAF.  Throwing back his head and giving a loud "ho ho ho, well I guess it keeps my hand in, as landing a sledge with 6 frisky reindeers on an upsloping roof, in a cross wind in driving snow, takes a bit of handling, well it feels about the same as a heavily ladden Caravan going into Kaabong on a hot and windy day! So I guess Christmas day flying keeps me on my toes for MAF and MAF operations keeps me in the game for C'mas day! Hey I'll tell you these Reindeers are great fun but  not nearly as much as flying an amphibious floatplane in Bangladesh, now that is the bees knees, nothing quite compares with that. I guess I make a lot of difference to people on Dec 25th but these guys make a difference to lots of people on the other 364 days of the year and I love just helping them do it."There was a whistful look in Santa's face as his mind raced off to watery flights in warmer climes flown long ago.

                                          Unloading with Bishop Bismark in South Sudan.
So if you want to find out why Father C flies with MAF, why don't you check out their web sites, perhaps even sign up for their free magazine. So if you live in the UK use  www.maf-uk.org,  in the US www.maf.org and Australia www.maf.org.au So Merry Christmas from me Bryan at Biggles Abroad

Stopping by for a cup of tea with the Karamajong

A well earned rest me think's

A break with ground staff. No reindeer to muck out here!

The Guernsey Press and a cup of Rooibos bliss!

So Merry Christmas from me Bryan at Biggles Abroad

What no raisins! Yesterday in the Congo!

... an Edenic forest stretches out into the curtain of Congolese haze. Stretched before me is mile upon mile, tree after tree multiply by 10, 100, 10, 000, the number of trees is truly mind boggling, a hundred shades of brown a thousand shades of green, no visible habitation, no roads, no clearings, just forest, just life in all it's fulness. an arboriculturists heaven.

Whilst there is clearing in this photo taken later in the day ...you get the drift!

The days work started in the rain, just as the previous evenings had finished in it. The Pajero seemed very reluctant to wake but after 5 minutes of cajoling it limped out of the Guest House, the start of a two Day MSF Congo charter. First to the office to pick up the trips paperwork, then onto our airfield at Kajjansi, refuel and get the aircraft ready, took on full fuel, 2,200lbs of Jet A-1 (aka paraffin) worth over 7hrs of  flying. Another cold flood of rain drains off the wing root, cascading down my back, you'd think I had learn't where not to stand by now, as it did the same y'day when I was Sudan bound. Freight 300kg of it had been loaded by Richard and Jackson, hard to believe that it took all my effort to shift a small pile of cable, two feet sideways in the back of the aircraft, on reflection it had taken two of them to lift it in! A 12 mile flight to Entebbe to clear paperwork and pick up a satellite dish from Customs, 'just 4 pieces of plastic', easier said than done! Always be warned if the 'just' word is used in Africa it's just down the road - means it's either a 5 minute walk or a 3 hr 4x4 car journey, it's just a small suitcase - means my 6ft tall 20 year something lumberjack son managed to lift it with only a slight hernia,  just a plastic satellite dish - actually it's huge really.

In Bunia (161nm due West of Entebbe) swapped the freight for more passengers and medicines, that the charterers logistic officer had ready for me, amazingly it is not raining and the visibility is reasonable, is this the DRC I ask myself? Soon climbing out past the UN helicopters  and I head out under the cloud layer it soon brightens then all of a sudden one breaks out from under the cloud blanket sun and it is beautiful, as I head just over the hour up to Dungu (NW 157nm).  The trees are truly impressive, herds of snow white unicorns seemingly gallop across the tree tops, cumulus be their names. There are so many trees... After a time they thin out, the forest takes on a strange patchwork quilt like appearance, a maze of what one could almost imagine being grassy 'stagnant ponds'.  It reminds me of a scene at the start of C S Lewis book where the children jump between worlds in the 'Magicians Nephew.'

Once in Dungu a grass strip south of the river, not to be confused with the large UN strip a few miles away north of the river, we get some more freight and passengers are traded, strapped in and we are off. The day is getting warm and raisins make for a great snack, the secret for making these delectable morsels last, is how long can you suck a wrinkled 'grape' before it bursts!

Next stop in Dingila another 150 nm due west. The sun is now very hot through the cockpit window, the roar of the vents is loud, even over the engine noise, as streams of cooling air pour in. Ones eyes strain looking for the tell tale line that marks the airstrip.
Joining over-head the 900m long airfield, this is my first visit, I can see it looks in in excellent shape. There is very little wind and the wheels kick up a small red dust cloud, as they bounce along the 'murram path'. More MSF passengers and freight await but this time I have to unload some of the seats that are strapped together and re-install them on the metal tracks provided. They are designed to be quickly unlocked and removed & equally quickly re-installed, perhaps they were 21years ago when 'Bravo India Lima' was built, but now they are absolute rat bags to get back in quickly - think very uncharitable thoughts towards the designer of what was once a good idea, as I wiggle, shake, push, prod and kick them into place. Perspiration drips down my brow, time is slipping by now as I still have to fly 150nm back to Dungu before heading south to Bunia - it shuts at 1700 hrs local and no one will be allowed to land at 1701 (last daylight landing time is 1711 - NB an hour time zone difference to Uganda). Phew job done...
By the time I bounce gently onto Dungu's murram I have 10 minutes to load & unload the passengers and be off. All 8 pax enter into the reasoning behind my haste and we are rumbling down the runway 9 mins later, sadly had to leave 90kg of freight behind as it would have taken just  to long to tie it down. The days work was always going to be a race against time unless everything went smoothly!

A beautiful late afternoon sun slowly sinks, changing the forests colours from the noon day harshness brightness to a gentler pastle shades of later in the day. The ETA is 10 mins before the airfield shuts, and their are several alternates I could go to if the enroute weather is not as expected, would be interesting arriving at a bush strip with a stack of unexpected passengers but am not expecting a problem - but MAF, has as do the scouts, the motto 'be prepared'. Reach down in my flight bag for another sugar boost, 'What no raisins!' A truly great disapointment but the view sort of makes up for it as we roll along at 2.5nm a minute and supper is perhaps not so long off, certainly breakfast was an age ago.

Climbing out over the river the 208 makes a great shadow

The airfield has a tower and is giving 8km in haze but I spot it 10 miles out!  The wheels gently squeak as we land back on Bunia's tarmac rwy. Over 6hrs of flying today and the day is done. Arrange to meet my pax for a 0900 local departure next morning and we go our seperate ways, now first a shower, then supper and a good nights rest at the Lincoln's.

Dodging raindrops a great Ugandan sport!

The weather seems very wet this November, unseasonally so, a number of the pilots have had long flights and the odd unexpected overnight dodging raindrops. This is an account of such a day that I wrote not so long ago. What a day, flew about 8hrs including an extra 250nm avoiding awful weather – just about everywhere. It did not seem that bad getting out of Kajjansi but hit a wall of heavy rain after 40 miles and low cloud, west looked dark & foreboding, decided to go east along with another aircraft in the area.

This is part of a black cotton soil strip after recent rain best described as not great!

 Eventually got around the weather, somewhat off course and headed up to Arua for refueling, customs and Immigration. Arua had had very heavy rain overnight but the strip is well drained and although made of compacted murram is in tip top condition, as it is used by small airliners. Took on two barrels of fuel - 400litres - and headed NW out over the Congo to Yambio in SW Sudan another 1.5 hrs away. Visibility was good but gradually the ceiling got lower and lower and I was being forced more and more east and I wanted to go west and eventually the clouds touched the ground and as we did not plan on going any further by road, I had to divert to my bolt hole at Yei – always have an out in bad weather, actually once Yei bound all very pleasant. Munch a tasty flapjack – pleasant sugar boost. Waited half an hour on the ground, the wx is definately moving west, cannot wait too long if I am to complete the flight today. Soon climbing out and heading to Yambio again. Spoke with a UN aircraft that had sneaked out of Yambio, and he advised me it was not that good there, our Op’s Manager in Kampala had checked the satellite photo’s and he thought wx was moving off. Decided to route over Maridi, another good bolt hole, I could always leave the freight there and at least bring back most of my passengers to Entebbe, as I had been going there after Yambio anyway. Passing overhead Maridi, which has some low cloud, 

I look down and I can see the air-strip below the whispy clouds, so I carry on west. A wall of black weather stands proud and defiant on the horizon but I reckon it is just beyond Yambio town now and so of little consequence. Great, got in as the strip, though a tad damp is clear, 600kg medicines for Nzara Hoz & Tambora Diosc & 2 pax, already bright and sunny! Soon my  shirt  is soaked from sweat unloading and loading the freight, as really warm and quite muggy after the rain. Doors are shut, pax strapped in, the turbine is going full tilt and we are heading down the airstrip, bank left into a 180 and abt 30mins to Maridi, then a pleasant jaunt down to Arua , as I 

decide to clear the paper work there as well as  take on extra fuel.  Parked up we  hear the deep rumblings from a huge approaching storm, a large wall of darkness  steaming into Arua. Head out East where it is very clear but  difficult to find a way through tot he south, so after half an hour I am further from home than when I took off, my current escape route will take me for coffee at a mission station in Nimule back in Sudan! At last a clear gap ..... I gradually weave my way down country, pass Gulu – at least that is in Uganda, after that Masindi, then Jinja. All the time I press on and I have to calculate can I get to my diversion strip before last landing time and also feed in a few what if’s into the equation. Look at pax all happy reading their books or asleep, as despite the weather it has been pretty smooth. Samuel is ahead of me by 40 minutes but when I get to the clear airspace he was in, more bad weather. Fox-Fox tells me it is nice in Kampala, Entebbe weather is good but…… was just thinking it might be an overnight now in Jinja and I then I am through, beautiful & sunny, 'what weather' I say!!! I can still make Entebbe before last landing time by a few minutes, beautiful touch down, am sure passengers do not realise we are on the ground, they disembark quickly remarking , 'what a nice flight it was!' No paper work needed, so I can 'leg it' to Kajjansi, only 12 miles away, I am allowed another 15 minutes of 'daylight'. 


Traffic driving home is really heavy and takes forever, this is definitely the dangerous part of the day. Arrive back at the office almost 13hrs after I left it, tired with all the passengers and freight in the right place, twas’ a good day. 

A Great Photo can remind one of when - A Jolly Jaunt from Juba to Pagak

Have you ever snapped a photograph that as far as your concerned is great, in fact if one was not so modest one might even declare it 'brilliant', catches the atmosphere, captures the moment, it may or may not be technically good - you just love it. Well...

I was in Pagak a little village near the Ethiopian border about 18 months ago, then Pagak was in Sudan now it is in South Sudan, they have not moved the country or village but.... , anyway being a border town both the Sudanese Pounds and Ethiopian Birr could be found working together in the little village shops. I had stayed overnight after dropping some passengers off, who were visiting some projects having flown in from Malakal and whilst getting ready next day to carry on, on my way I bumped into this friendly chap sitting quietly by his hut in the cool of the morning, he wore a delightful smile, as he pondered the day ahead and I felt the photo caught  the moment.

I was rather please in July to get a chance to go back to Pagak to drop off some medical supplies and a few other bits and pieces, when I had last landed it was hot and dusty, before I could land I had to chase off a football match that was enjoying the relatively smooth open ground.
Today all was quiet and the rains had not long been in the area, so whilst the day was warming it was still very pleasant. Alas it truly was a drop, load and go otherwise it would have been good to look for my pipe smoker but perhaps next time.

So here is a quick view of the latter flight 'A Jolly Jaunt from Juba to Pagak!

Recently I met Jim Le Huray MAF's newest Bush Pilot

Just before Christmas last year I was excited to meet our latest new MAF pilot fresh out from our training course in Nampa Idaho. He is working with MAF in Uganda, at Kajjansi our airstrip there, his name was Jim Le Huray and he has recently come out from Guernsey (land of the Guernsey Cow and the book Guernsey Literary and Potatoe Peel Society) . He is a very popular pilot both with Local and International staff in Uganda and the Congo but he is a particular favourite  with our passengers, it was found by our Operations Manager Dave (who is from MAF US) that when Jim was operating single crew (as most of our aircraft are) due to his unusually light body weight we could load an extra 80kg of passengers and/or freight on to every flight which he flew. 

He was quite a character and on a number of occasions when he tangled with the military his sense of humour soon solved a tricky situation. 

He had a particular heart to work with very young people, perhaps because he is altitudinaly challenged himself. Also he was eager to do a bit of filming with me the results of which we made into a short film which was shown on a couple occasion earlier in the year and the results were well received and Jim felt we could perhaps make a couple of films that might appeal to younger folk. When we did some editing together we found quite amazingly that on film our voices sound remarkably similar. 

Well my son Jonathan offered to be the main editor of the first of two versions of the first film of The Adventures of Jim Le Huray and it is called Jim Le Huray Bush Pilot. Which we find attached below. There is also an 8 minute version which is very different. Enjoy ... do contact me on bryan.pill@maf-europe.org