I AM NOT ONE OF THOSE lucky guys like Sky Masterson or Rick Drury, who were born with wings and tail feathers and had to wait until they could walk before they were allowed to use them. I didn’t learn to fly until I was 27 years old. In fact I nearly missed out on flying altogether.
I was not around for the Battle of Britain, but I was born before the end of the Second World War. My father was killed during the invasion of Normandy. So, when I was brought up, pilots were still considered to have saved Great Britain, and possibly the World, from the Nazi jackboot and Japanese domination. They were held in awe. A race of such legendary, heroic and chivalrous stature that they were not really considered to be ordinary human beings like you or I.
So, quite naturally, I never even thought about Hugh Pryor as a member of that elite. It never once occurred to me. For me to take up flying would have been rather like me waking up one morning and deciding, “Okay. It’s going to be Winston Churchill. That’s what I’m going to do with my life. I’ll be a Winston Churchill.”
No, I was forced into flying by the cousins with whom I was farming on the romantic slopes of Kilimanjaro, in Tanzania. My job was to build a dairy. One morning, after breakfast, Sue (now Lady Susan Wood, wife of the late Sir Michael Wood, Plastic Surgeon and protégée of Sir Archibald McIndoe who saved many horrendously burned pilots during the Second World War), the mother of the house, approached me and asked, “Hugh, are you intending to stay on with us here?”
I was alarmed by these words, because they sounded like a prelude to a suggestion that I should look for a future elsewhere.
“Yes, Sue. I would love to stay if that fits in with your plans.”
هذه القصة مأخوذة من طبعة November 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك ? تسجيل الدخول
هذه القصة مأخوذة من طبعة November 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك? تسجيل الدخول
LIVING THE DREAM Part 2: Planning and Pax
Part 2: Planning and Pax
QUEEN AIR TALES
In the early seventies Esquire Airways acquired a pre-owned Beechcraft Queen Air. This top of the range 8,800 lb MAUW model had nine forward facing commuter seats and I flew it as a single pilot operation for several months.
HELICOPTER PILOTS SHOULD UNIONISE
Helicopter pilots are stuck in a 12-month flying cycle. While they will have periods of rest and active rest (performing ground-based tasks and planning ventures) within their work source campaigns, it's not a good situation. They need programmed periods to catch their breath.
AFTERMATH of the Engine Fire
Iris McCallum continues her stories about her early years with Air Kenya. This month she tells us about the immediate aftermath of her dramatic engine fire and crash, and her subsequent 'getting back onto the saddle'.
LARGEST EVER RHINO RELOCATION
Specialist air cargo operator ACS mobilised all its skills to successfully complete a very challenging project – the translocation of 39 White Rhino from Namibia to the USA.
NOVEMBER 2024
November sees strong growth in aircraft registrations with 16 additions, but 10 aircraft are cancelled as exported. The Type Certified additions are a mixed bag.
TWINCO FUEL
AIRCRAFT ACCIDENT REPORT
RON WHEELDON'S HUNTERS
RON WHEELDON is a Johannesburg based trademark and IP attorney. He writes, \"My love affair with Hawker Hunter jet fighters started in approximately 1963 when the Rhodesian parliament opening was marked by a fly-by of nine recently acquired Hawker Hunters in diamond formation.
FLYING THE HAWKER HUNTER
Flying a Hunter starts hours before actually walking out to the aircraft. This machine is a legend, but it is first of all about the highest performance machine that it is feasible for a civilian to fly. Flying it is not to be taken lightly.
RIGHT SEAT RULES NO. 25 SLOW FLIGHT
Most of us feel a bit edgy when the ASI creeps down within 10 KIAS of the stall. Jim Davis has some hints on how to be comfortable and in control - even when the airspeed is 20 KIAS below the stall.