On January 15 after four marvelous days of rest and relaxation in the Seychelles, we fly 2,217 NM (2,550 SM) to Maun, Botswana/FBMN with a fuel stop on the small French island of Mayotte/FMCZ. This flight would take us over the heart of summer-time south central Africa. Central Africa is well known for being able to produce huge thunderstorms and having less than optimal air traffic control.
Looking at the high level significant weather charts for the day, it is clear how the afternoon heat powers the thunderstorm activity. These three charts reflect forecast conditions at approximately 0900, 1500, and 2100 local time for our flight day...
While we brief weather from many different sources, these high level significant weather charts (High Lvl Sig Wx) are among the most important because they reflect a human interpreted forecast (as opposed to a pure computer model with no human interpretation) of the most hazardous weather for our flying - thunderstorms. We look at a lot of other forecasts to evaluate flight times, fuel burns, turbulence potential, etc., but in terms of weather that could be truly dangerous, thunderstorms are the most significant threat. Back home the National Weather Service provides a wide range of convective (thunderstorm) forecasts that are very detailed and useful. But in more remote parts of the world these high level significant weather charts are among the best references.
Overall, it appeared there was some chance of thunderstorms along the middle portion of our route from Mayotte/FMCZ to Maun/FBMN over Mozambique and Zimbabwe. But the forecast did not indicate the kind of impenetrable solid line of mega-tall storms could require us to land an wait it out in an expected place. Back home landing at an airport we have never been to in order to wait out a line of thunderstorms is not a big deal. In Africa where we would not have the proper permits and could face significant language barriers, a precautionary landing could represent a separate risk of its own. Our evaluation was that along our route the chances of needing to divert were small and thus we launched from the Seychelles at around 0700 local time.
On the main ramp (not the remote parking ramp) at the Seychelles International Airport with some of the Air Seychelles fleet of Twin Otters in the background...
We got some great views of the Seychelles as we departed to the north and then made a sweeping turn to the southwest...
The relatively short 807 NM flight from the Seychelles to Mayotte was uneventful with fairly good communications along the way using both HF and VHF. Approaching the Mayotte airport, the tower reported rain showers in the area and we encountered a very brief (~ 10 seconds) rain shower on final approach...just enough to give the plane a nice fresh water rinse!
Mayotte was landing runway 16 which has an almost 500 FT tall hill just to the left of the final approach.
While we were on short final approach, with his driest sense of humor, Josh said "Don't look out your left window, it might scare you." Becky captured a nice video of the arrival where the hill is obvious!
YouTube link: https://youtu.be/SJZfdUQ4RIc
Although we did not leave the airport, from the air Mayotte looked like an inviting place to visit.
As we refueled a Mayotte, rain showers were approaching from the south. Although they were not dangerous thunderstorms (no lightning or thunder), we still prefered to take-off before they crossed the airport and so we encouraged a sense of urgency with the refueling staff.
The handling staff was efficient and we made a quick turn lining up on runway 16 just 40 minutes after landing...a very quick "turn" for an international stop. The rain showers where still south of the field, so we turned on the weather radar before take-off (up up tilt) and were able to maneuver around the rain only encountering light turbulence.
Biggest excitement of the flight was when lining up for departure on runway 16, I inadvertently ran a "Lamp Test" which turns on all the indicator lights in the cockpit. The lamp check switch is next to the landing light switch and one of the last things we do before take-off is turn on all external lights. Just as we started the take-off roll we got the audio alert about the lamp check which caused me to look down and see all the warning light illuminated. As we are trained, if anything unusual happens before rotating for take-off, you abort the take-off and check it out. So, I followed my training and aborted the take-off. By the time we stopped the lamp check process finished normally with no errors. We ran it again and no errors and everything else looked good. So we did a normal departure with no issues.
As we proceeded west toward Botswana the communications were all VHF, but still there were difficulties. The African ATC controller had heavy accents and used terminology unfamiliar to us. But, we managed.
Although there were some fairly large area of thunderstorms forecast for parts of west Africa just south of our route, none formed along our route and with some modest deviations we were able to avoid any bumpy looking cumulus clouds and maintain a smooth ride the whole way. Landing at Maun, Botswana was normal with a few bumps at lower altitudes as it was a hot afternoon by the time we arrived. The handlers at Maun were efficient and we refueled and cleared customs with no significant problems.
We have one day "off" at Maun and, weather permitting, on January 17 will undertake the flight to St. Helena Island/FHSH with a fuel stop in Luanda, Angola/FNLU. St. Helena has a unique set of aviation challenges I will describe in more detail in future posts. However, beyond the flying, St. Helena looks to be a beautiful and interesting place to visit. If all goes as planned, we will have two full days to explore the island departing January 20.
More to come from St. Helena, South Atlantic Ocean!
