Q&A w/Simon Burnham British Pilot Flying in South Africa

When I first begun training to become a pilot to now, there have always been certain motivational people who inspire me to go further. Even just hearing their stories or seeing their pictures is enough. 

Simon is one of those people - A British Pilot from Devon flying in South Africa, ex Dispatcher. Surfer & photographer and all round good chap with a real passion for aviation.

I asked Simon if he'd be interested in doing a Q&A session with me for this blog, just so I can get to know him more, but also for those who don't know him can get to know him more. 

Here it is - Meet Simon Burnham:

Simon with a Cessna 208 Caravan

                                             

Where did you're love of aviation begin Simon?

My first love was flying to Spain to visit my grandparents when I was around 9. I remember it to this day - A British Airways B757 and those were the days when you were allowed to go on the flight deck. I just remember saying to myself this is what I want to do, and from that day, I was a real aviation geek.

BA 757 - Similar to what Simon flew on

                       

After you later realised you wanted to become a pilot, what steps did you take to reach that goal? 

First steps of course was nagging my parents to fund my PPL when I left school, when I started flying it was not so expensive as it is now we used to get a VAT return on all flying back then, I also managed to get a career loan sorted to pay part of my flying. I started flying soon as I left school so I did not do 6th form or University so I struggled with the exams.

                             

Do you still remember your first ever flying lesson? 

It was on my 15th birthday remember it well on a Cessna 152 at then Plymouth Flying School on G-WACT (I think).

G-WACT - The aircraft Simon had his first lesson on

                                   
Once you completed you're PPL in the UK - What did you do next?

When I did finish my PPL in 2000 I went to South Africa to do some hour building, instead of going home I ended up staying and started my Cessna Caravan Rating. At this time I did not get a JAA ATPL as I was flying in South Africa. I stayed there until 2002. When I came home I could not afford to fly in the UK so ended up working in dispatch at Exeter Airport to fund my ATPLs.

Exeter Airport - Where Simon worked as dispatch to fund his ATPLs

                            

Tell us about your first solo flight:

Long time ago now but all I remember is that I was not expecting it, we landed then the instructor just said okay,  you're alone next... What I do remember was sounds in the aircraft you have not heard before because you are alone now and there's no one to speak to.

So you got your PPL and ATPL - Then what?

I would recommend anyone in the UK to come fly in Africa in general come get your conversion it's not a mission - 3 exams and a flight test - What I'm currently doing. Come get some real flying experience under your belt, what's wonderful with this place is that you can be flying into a 5 Star Safari Lodge that most people pay big bucks for and you're doing it on a daily bases!

Example of a Safari Lodge in South Africa

                           

What's you're experience of living in Africa involved?

The experience has been great, yeah, it has it's downfalls - The crime is one of them but the British media do like to hype it up a little, but other than that everything is very professional... The aircraft are kept up to scratch, fantastic airfields but what is a difference in the summer time you get massive thunder storms that you spend the day flying around and it can get very scary!

A typical example of what the storms are like in S.A

                                            

So of all the aircraft you've flown in you're lifetime, which is your favourite and why?

Of course I am going to say the Cessna Caravan what a machine! It's like flying a Cessna 152 on drugs. That's now but I will be flying the King Air 1900 and 200 soon so I might change my mind.

King Air 1900

Once you compete your conversion, what do you intend to do next?

I will be heading up to North Africa for a year to get more Multi-Time on my licence. Plenty of work in some really dodgy parts of Africa but if you love flying you go where the work is.

The North African Region which Simon speaks of

What is you're ultimate goal to achieve in aviation in your life time?

Of course to come home and have a stable job with an airline, I do love flying in South Africa but I also love England and to work for an airline.

Virginia Airport, Durban, where Simon is currently flying

And finally, what is you're advice for aspiring pilots out there?

First off, have passion in what your doing. Look around at every school before you choose, ask other pilots what they think. I would strongly tell young pilots to become an instructor or come here to Africa to do some flying before they even attempt to go to the airlines and pay a lot for a conversion. It looks better on your CV, also maybe look for work in an airport part time just to know the workings of an airport.

Which is it?

Thank you to Simon for giving up his time to do a Q&A session with me. I find his story intriguing and very interesting, not everyone gets to experience flying in South Africa, but Simon does.

If you have any questions for Simon, drop a comment below this article or if you're on twitter send him a tweet: @PilotSimon208

Thanks again, 

And remember come back tomorrow for yet again another blog post!

Lesson Number 11 - Stalling!

Just before I start writing my post about stalling, I feel now is a good time to tell you about this weekends bumper blog posting: 

Today: 1. Lesson Number 11 - Stalling 2. Q&A w/Pilot Simon Burnham - British Pilot flying in South Africa
Tomorrow: Lesson Number 12 - Circuit Bashing

Sit back, buckle up, and enjoy the ride!

-----------------------------------------------------------------------------------

There's one thing that I've yet to cover in my PPL course so far - Stalling. 

To be honest with you, I did feel a notch nervous and anxious about this lesson. I have been demonstrated a stall before, and there was a wing drop, it felt pretty weird but kinda cool in hindsight, however when I think about doing a stall, as in, me, actually conducting the stall... I got nervous.

The weather was fine, it was a nice afternoon, little wind and high cloud, perfect for stalling, so we got on with it. My instructor for today was Gary or Kiwi as he's more commonly referred to on this blog, he set me off to check the aircraft out and to make sure everything was good to go.

Tecnam P2002JF - G-UFCL

                            

It wasn't long until he was out, and off we went using runway 15 - we headed straight out over the peninsula towards Bishopscourt, maintaining a climb at about 70 knots and also contacting Belfast Approach:

Courtesy of Matthew Cooper - Ards Peninsula  

                         

Me: "Scrabo 61, Tecnam just departed Newtownards, 2 persons on board, operating over the Ards Peninsula, not above 2000ft and request a basic service"

Belfast Approch: "Scrabo 61, operate not above 2000ft, VFR, remain outside controlled airspace, QNH 1023 and basic service report complete"

Me: "Not above 2000ft, VFR, remaining outside controlled airspace, QNH 1023, basic service, wilco, scrabo 61"

When we were nearing 2000ft, I made a radio call to request at least 3000ft to carry out stalling exercises, they approved of the request and we continued our climb to 3000ft still heading towards Bishopscourt.

Taxiing to the Apron

During the climb, Kiwi explained to me how to carry out the stall, he explained that at first we would be doing slow flight, then taking away all the engine power, holding the nose up, waiting for the stall warning and correcting it - that's all there is to it!

Diagram showing how Slow Flight is maintained

                             

To start with we done a flap-less stall, pulled out the carb heat, removed the engine power, held the nose up, waited for the stall warning and when I heard it, I pushed the carb heat in, and put throttle to full to silence the warning with a loss of about 50/100ft.

After the successful first attempt at correcting a stall, Kiwi got me to repeat the exercise two more times without any mistakes. 

Time to change a few things around; We took first stage of flap and tried the same exercise. We noticed this time that the aircraft stalls later than without flaps. 

Diagram showing indicators on an Airspeed Gauge 

                            

In general, I completed this part of the exercise with no problems again and kiwi was happy that I understood what to do when the stall warning goes off so we turned the aircraft around so that we were flying back towards Newtownards. 

Kiwi informed me that we would join via the overhead for runway 15, a new experience to me which meant flying directly over the standard circuit at a higher altitude then descending so that we could join the standard circuit after joining via the over head, everything was all okay at this point until short final when we realised we were too high for the small runway so we done a go around and give it another go, everything seemed better this time around, I think primarily because it was at standard circuit altitude instead of joining the overhead which was new to me, but worthwhile, this time we had the right speed and altitude and I made a good landing, after landing, we taxied back to the apron, as you do, and done a quick de-brief.

Ulster Fly-in - 14/07/13

                             

Kiwi told me that my flying was great, and that stalling was complete so we can go ahead and start circuits, which I quite like doing!

All in all, a good days flying done and I look forward to my next lesson. 

Thanks for reading and get in touch if you have any questions:

Twitter: @JakeLewis23

Email: jlewis438@gmail.com

Or by commenting below!