April 2021 by Flyer & Aviation Publications

FlightCm African Commercial Aviation Edition 149 | April 2021

HOW AIRLINK IS OPENING UP AFRICA

The New Cape Winelands Airport!

Darren Olivier – Denel’s white label bombs!

TEWOLDE GEBREMARIAM ON SAA PARTNERSHIP AND BOEING MAX! 1

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CONTENTS

TABLE OF

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear Patrick Tillman

APRIL 2021 EDITION 149

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06 12 16 20 23 24 28 31 32 37 38 42

Airlink: How it enables Intra African trade and tourism Bush Pilot - Hugh Pryor Airline Ops - Mike Gough Obituaries Starlite Directory Face to Face Pt 2 - Ethiopian Airlines CEO Airports - Fisantekraal Atlas Oil Charter Directory Defence - Darren Olivier AME Directory AEP AMO Listing Backpage Directory

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A NOTE FROM

THE EDITOR: S O FINALLY, after 16 months, SAA’

business rescue practitioners (BRPs) have decided that their job is done.

The BRPs claim that the airline is now solvent and liquid. Yet it is far from being able to return to operations. As ‘evanb’ on forum avcom.co.za notes, SAA is left with nothing, other than an AOC, an IATA code, a brand (which is in tatters) and a bunch of obsolete aircraft.

integrated within SAA. Running it separately was necessary to exploit the lower cost base, however, its strategy has never been highly integrated in the way many other dual brand operations are. For example, the schedule integration and cross selling that occurs between Kulula and BA is far more effective than between SAA and Mango. Keeping Mango will allow them to compete in more market segments and segregate higher- and lower-yield traffic better, but this will require far more nimbleness in terms of scheduling, routes, etc.

SAA is far from dead – yet

Other than the SAA brand, ‘evanb’ argues that it would be much more efficient to start from a clean slate. The upside for any start-up is that aircraft are very cheap and there is an abundance of crew globally. The question then is – is it worth breaking SAA up?

SAA Technical (SAAT) is worth something as a going concern, but it's not going to fetch much. Evanb argues that selling SAAT to a global player would be best as SAA v2 lacks the scale to make SAAT viable, especially since they're losing the Comair business over time. Selling to a global player would bring in expertise and new business from abroad. SAAT won't be able to do that on a large enough scale by itself to make itself viable. The alternate would be to dramatically downsize. Evanb posits that while Mango is worth something as a going concern, it's also not going to fetch a big price. However, it would probably have a lot more value to SAA if it were properly

The big question is who will continue to fund the SAA debacle? It is too much to hope that any other airline would be prepared to pump in cash. Every airline is in a cash squeeze and they simply don't have cash to invest in high-risk ventures. The probable outcome is then a partner leasing aircraft on behalf of SAA. They will probably wet lease to avoid having to re-employ SAAPA pilots and in particular Training Captains. Johannesburg Global Airways is building up a core of ex-SAA pilots and will be happy to provide ACMI leases – as they have done for Lift. Government has the political will to force the resurrection of SAA V2, and it still seems willing to pursue the resurrection of its airline ‘no matter what it costs.’ So SAA is – unlike Air Namibia – far from dead – yet. 

AIRLINES

AIRLINK: HOW IT ENABLES INTRA

AFRICAN TRADE AND TOURISM Airlink is rapidly growing into the role of key enabler of air connectivity across southern Africa.

Y PROVIDING regional Intra-African links to relatively unserved regional centres, Airlink is providing essential connectivity to enable the development of Intra-African trade and tourism that is essential for the continent’s economic growth. In just the past few months, Airlink has vigorously expanded its route network and the number of flights and thus seats available to Walvis Bay, Maputo and Lubumbashi.

The importance of Airlink opening up feeder routes such as these cannot be overstated. One of the key challenges faced by the African air transport industry is that it is fragmented, due to almost all of the 53 African states owning their own airlines. Africa covers 30 million square km, (including adjacent islands, mostly Madagascar). To succeed in opening up these underserved and protected routes requires fortitude and patient negotiation with the many African states that wish to protect their own airlines – even when they are not operating.

“Since launching services linking Johannesburg with Maputo and with Lubumbashi last October In this regard Airlink’s opening up of the Johannesburg and November - Windhoek and Cape respectively, we have Airlink has specialised in opening air routes to Town - Walvis Bay seen a steady increase remote places - in this case with the first commerical routes are notable in passenger traffic on flight to St Helena island on 14 October 2017 victories for African those two routes. This economic growth. reflects an uptick in In both instances the trade and economic market needed the activity between South airlift capacity. In the Africa, Mozambique former it took Airlink and the D.R Congo. several years to wrestle By increasing our a dormant designation schedule on these away from a protected routes we will cater to competitor in order to the increased demand while providing more choices to customers wanting activate traffic rights, and in the latter the absence of a to travel to destinations across South Africa and hibernating airline that previously operated the route throughout Southern Africa,” says Airlink CEO and was flagged by the Namibian Airports Company, which called on Airlink with a positive collaborative Managing Director, Rodger Foster.

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Airlink is now Africa’s second largest airline with 63 routes

outcome. There are other examples of where working together yields results, such as Airlink’s close cooperation with IACM in Mozambique and CAAZ in Zimbabwe, and this highlights the important role of privately owned airlines in sustainably operating these regional routes and contributing to achieving the “Single African Air Transportation Market”. Each nation’s respective civil aviation authority (CAA) has oversight responsibility for their aviation sector. However often regulatory oversight includes over protection as the regulator is also the owner of infrastructure such as airports and ground handling, and it may often be seen to be favouring the national airline, even if it is moribund. Thus, when an efficient and privately owned competitor such as Airlink wishes to expand into a new regional destination, it often has to pay extremely high ground handling charges – in some cases more than ten times greater that the local state-owned airline pays. Frequently the national airline pays fees in local currency and the competitor has to pay in US dollars.

The anti-competitive approach of governments to protect their state owned airlines is compounded by the way in which the current transport patterns mitigate against the development of Intra African trade. Economic geographers have described the colonial road and railroad system as ‘dendritic’ – which is a leaflike vein pattern originating from the main outlets of international trade into the African interior with few if any links between the interior region. As a consequence of the dendritic transport pattern, almost no railways were built to move goods or people intra-Africa; that is between and within states inside Africa. Almost all colonial transport links were built from the interior to the port, primarily for the then purpose of exporting raw materials to the colonial power.

Airlink has quietly persevered

There is also evidence that civil aviation regulators impose what are deemed to be excessive or questionable bureaucratic restrictions on the industry, particularly in the granting of licences, rights and aircraft operators certificates, and this further deters investors.

This vein-like transport pattern hampers intra-African transport and makes trade between countries in Africa very difficult. Often the only way to get from a mid-size town in one country to another mid-size town in a different country is to travel overland to the capital city, often on rough roads. These capital cities are usually located on or near the coast, and from there one flies to the next capital city and again travels on bad roads to get to the secondary city. To show how poor African air connectivity is, a Google search for flights between the two cities of

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Very high airfare costs for Intra-African connectivity

Tripoli and N’Djamena, which are 2281 km apart, showed that the quickest route took 37 hours and cost a staggering R91,602.

In comparison, Lisbon to Prague, which is slightly further at 2,300 km, costs one fortieth the price and takes one tenth of the time.

A liberalised 'Open skies' market has far cheaper airfares 8

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Despite this massive failure of the airline industry to provide affordable and frequent flights, the transportation challenges caused by political differences and requirements between countries have grown since the end of the colonial era. Many African states protect their airlines by restricting airline connectivity using bilateral agreements and the ‘Freedoms of the Air’ to limit foreign carriers.

its ability to negotiate and mobilise bilateral agreements It is its ability to negotiate and mobilise bilateral agreements and the Freedoms of the Air that has made Airlink a particularly valuable part of the broader southern African transport infrastructure. Before an airline can operate international services to another country, the governments negotiate a bilateral

air services (bilateral) agreement. Bilaterals provide for traffic rights in terms of the routes airlines can operate; capacity, in terms of the number of flights and passengers; specific airlines permitted to operate the routes; the ownership criteria of the airlines, which generally limits non-resident ownership; conditions regarding safety and security; and ticket prices. Many Air Services Licencing Councils (ASLCs) and Bilateral Agreements require airlines to submit ticket prices for approval. The Chicago Convention established the rules under which international aviation operates. It also established the International Civil Aviation Organization (ICAO), the United Nations organisation responsible for fostering the planning and development of international air transport. Bilaterals are now used to define the removal of restrictions on routes, capacity, and airline ownership. In the past ten or so years, many other airlines that had hoped to benefit from Africa’s oft-stated commitment to ‘Open Skies and air route liberalisation have fallen by the wayside, yet Airlink has quietly persevered and thus has found itself very well positioned to take advantage of the vacuum in air services created by the Covid pandemic. 

Airlink has succeeeded in vastly increasing the air connectivity of places such as Lubumbashi

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The freedom of the widest network in southern Africa. Use it. Airlink now flies to Lubumbashi, the DRC’s mining capital, and Dar es Salaam, the largest city in East Africa. Only Airlink can connect you to 11 African countries and St Helena island, offering you the widest network and choice of flights.

flyairlink.com

Dar es Salaam

Lubumbashi

Nosy Be Pemba

Ndola Lusaka Victoria Falls Livingstone Kasane

St Helena

Maun

Walvis Bay

Windhoek

Harare

Bulawayo

Gaborone

Antananarivo

Beira

Polokwane

Vilanculos Hoedspruit Skukuza Nelspruit Maputo Sikhuphe

JNB Sishen Kimberley Upington Bloemfontein

Tete

Maseru

Richards Bay Pietermaritzburg Durban

Mthatha Cape Town George Port Elizabeth

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BUSH PILOT HUGH PRYOR

FRANK

ABUKUTSA

PART 2

After having met Peter, Moses and the enormous Frank, who were the new catering team for our remote seismic camp in Oman, we walked out to the Pilatus Porter and after some fairly rudimentary security checks we heaved the heavy cool boxes with our food into the passenger cabin.

HE SLIDING DOOR conveniently opens up the complete side of the aircraft in the Porter, even when airborne. It has, in fact, been said by some of the more disparaging members of the PPF (Porter Pilot Fraternity) that this feature provides an ideal platform from which to converse with the wife, because she can hear every word you utter from on high, but you cannot hear a word she says in reply. I secured the big boxes to tie-downs in the Lockheed seat tracks. Arranging the rest of the cabin for Frank’s anatomy to fit in, with enough space left for Moses was challenging, but finally they both looked comfortable enough to survive the trip. Peter would join me in the front. Tony, ever-thoughtful, had provided a large bag full of alimentary surprises for us, from the kitchens of the hotel. Fortunately, the surprises turned out to be mostly pleasant. Even Moses approved. I introduced my guests to the niceties of the Pilatus Porter, including the safety features and the lack of toilet facilities, which led Big Frank to attend to the liquid refreshment required by a small parched shrub behind a container. And so, after a grateful “’Bye!” to Tony, it was time to go. The trip back was one of those great aeronautical experiences which are slowly being legislated out of existence. Here we were, in our own wraparound, fully interactive cinema, with rather too

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much Surround Sound for some tastes. The weather was as perfect as only the desert weather can be, during the magic months of winter. Not a cloud in the sky. Not a ripple in the air. Horizontal visibility until only the curvature of the Earth deprived us of a view of our destination. Well, that’s not quite true, actually. If you are exploring, as we were, the lower twenty feet of a thousandfoot-deep canyon, the visibility is limited by the pillar of rock which sits on the corner as you sweep into the majestic corridor of the Wadi Douan. Its stately Baroque Palaces built ten stories high, out of mud, range themselves magnificently against the crumbling walls of the barren cliffs which keep this treasure-trove of Hadrami architecture secret from all but the prying eyes of the satellites… and, of course, us. The wadi trails off, past a little flat-topped remnant of the plateau which sits obstinately in the middle of the canyon. The settlement on top of it is known as Hufah and access to its reclusive inhabitants was originally limited by a rope and a basket. Their sanitary arrangements created a certain malodorous reputation among the first British visitors to the area which inspired them, rather disrespectfully to bestow the nickname of ‘Ted’ on the Shiekh of Hufah, as in ‘Who-far-Ted’. We swooped up past the now-deserted ramparts of the outcrop, to level off over the last undulating folds of the plateau, before touching down at the camp site, within view of where the Arabian

peninsula tumbled down to the coastal plain and the distant waters of the Gulf of Aden.

when discussing anything which is not French. For example;-

We were greeted by Danny, our Swiss engineer, and Renée, the Chef d’Ēquipe who had protected me from the dish-washing. While Danny and I secured the Porter on the concrete hard-standing by our workshop container, Renée introduced Peter and his team to the camp. Most of the crew were still out on the line and would not be back until around six-ish that evening. But William the cook, and his assistants, looked on, still trying to take on board the fact that their bluff had been called and they were now not just on strike, they were on the jobs market. Renée appeared to take obvious pleasure in showing Frank and Moses around what had, until this very morning, been William’s empire.

For, “Why have we got this terrible Kenya Coffee this morning?”

Peter left the next day and we flew down to Aden together, together with a disconsolate William and his helpers. I was to pick up a couple of visiting surveyors who specialised in a new technology called ‘3-D Seismic’ which was in its infancy in those days. When we got back, the camp was already transformed. Six new showers had been constructed from scrap iron, rocks and canvas and Driss’s expertise with the dynamite had been used to open up an underground cavern to accommodate the anticipated products from the three new sit-down toilets which Frank had constructed.

Read, “Wow! Where did they get this great Kenya Coffee from this morning?” For, “What’s with these new African showers then? I preferred the old one. Then you only needed to take one shower a week.” Read, “Wow! Look at these great new showers. I bet those African guys thought that up! Now I can take two showers a day! Why didn’t anybody think of doing that before?” It sticks in your throat a bit to begin with, but with practice, you get used to lying, bare-faced, to the little translator in your brain, and things become easier to handle. One thing is important to remember; don’t ever contemplate moaning yourself, particularly about anything French! This will lead you into uncharted territory and nobody really knows how long it takes to redeem yourself from the ‘Ostracise Bin’ in a situation like that. There has never, as yet, been a case recorded of anybody being reinstated after a crime of this severity.

My Mum was not a Frog

The dinner that night consisted of the tenderest roast beef with crusty-coated fluffy Yorkshire Puddings, roast potatoes whose crispily browned exteriors hid the softest of centres, just right for mopping up the classic brown gravy, all set off by leaks in a delightfully delicately-spiced little white sauce. The Apple Crumble and hot custard which followed would have put my mother to shame, god rest her soul. My Mum was not a Frog though. Unfortunately, the menu which Moses had laid on was not built for French palates …and you should have heard how they moaned! It didn’t stop them eating it, of course, but Heavens, how they moaned! And when they’d finished moaning about the food, they moaned about the toilets. They even moaned about the showers, can you believe? After years of working with our French cousins from the other side of the English Channel, I just take moaning to be a part of the French language

Frank was having problems acclimatising to the French Attitude Syndrome. He was taking it all to heart. His was a jolly soul who reacted well to expressions of appreciation. “Thank you!” was the cheapest and surest way to make the colossus smile. Starved of appreciation, his morale was liable to shrivel and once that goes, the physical stamina quickly follows. Moses seemed to be comparatively unaffected. Most of the French flak seemed to fly over the comparatively low top of his head. It was Frank that worried me. A frame the size of his looked as though it needed lots of stamina just to keep it going. One day, Danny and I were cleaning the aircraft, a job which must be good for my soul, because I loathe it with a passion. Over the years of loathing, I have developed an unbeatable technique which I feel I should pass on for the benefit of the younger generation. When the engineer proposes an aircraft cleaning session, I chivalrously insist that I do the oily, messy bits under the belly, while the engineer handles the easier bits like the wings, for example. The belly job does indeed sound unpleasant, but what is not immediately obvious is that, with surprisingly little practice, you can keep one arm

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wiping while the rest of you goes to sleep, in the coolest out-door spot in the camp. One day, about two weeks after Frank and Moses had taken over, Danny and I had a no-fly day. Danny, with puritanical determination, suggested that we should cleanse our souls by going out and washing the plane. I reluctantly agreed. We filled the buckets with soapy water and threw the rags in. I had a store of old newspapers under my bed. There’s nothing like an old newspaper for getting the worst of the oil off an aircraft. Then the cosmetics can be done with the valuable rags without ruining them. Supplies of rags are strictly limited in the desert. I took up my customary position, lying on my back, between the main wheels and began to wipe away the dust-laden oil which streams back from the PT-6’s breather and fuel dump. Some years ago, the engineers had tried attaching a piece of hosepipe to the breather in order to redirect the oil. It worked fine and I thought that I was going to have to find a new ‘technique’, until we discovered that a vacuum was building up around the end of the hose which was sucking the oil out of the engine. After that I was allowed to resume my traditional position under the belly. Danny was busy polishing each rivet on the tail, in typical Swiss watchmaking tradition, when Frank suddenly appeared. He looked as though his morale had seeped out through the souls of his shoes. He was almost in tears. I leapt out from under the ‘plane. “Frank! What’s up? You look terrible! Come…take a seat. Sit down.” I led him over to a couple of little chairs we had made out of two-inch piping. An old wooden cable drum served as our table and I borrowed the parasol which was supposed to protect the fire extinguisher and mounted it in the drum’s axle hole, to provide Frank with some shade. “Now! What’s the problem, Frank?” I looked into his face enquiringly, now that it was down to my level. “Do I detect evidence of French Attitude Syndrome?” The great head nodded. “I can’t seem to do anything right, Hugh. Whatever I do, the guys complain. They even complained about having the rooms cleaned this morning. They never had their rooms cleaned before and now they’re complaining because we’re cleaning them! Where’s the logic? What am I doing wrong? What am I going to do to get it right?” “How about starting with a cold beer?” 14

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“A cold beer?” he brightened, “Have you got one?” “I’ve got an air conditioner-full of them.” I said, turning towards the workshop container, “Let me get you one.” On my way back, with Frank’s morale-booster, I could not help being struck by a scenario which needed to be recorded on film for my in-laws who inhabited the pariah State of Apartheid South Africa. “Frank,” I said, as I handed him his beer. “Just relax for a moment while I get the office Polaroid camera.” I ran back to the camp, Serge handed me the camera with a grin, “What are you up to? Looks like No Good to me!” “Just give me a minute!” I shouted, as I rushed back out to the ‘plane. I lined up Moses with the camera so that Big Frank was in the foreground, with his beer and his parasol, Danny was standing on the tail of the Porter in the background. “Just point up at the top of the tail Frank.” I indicated with my finger and ran round to be in-shot, in my traditional place under the belly of the ‘plane. “Go for it Moses!” I shouted. CLICK!... The photo motored out of the front of the camera. ”and again!” CLICK! Again a photo trundled out of the mouth of the camera. The resulting photos were minor classics. The enormous black person appeared to be relaxing in the shade, in his garden, beer in hand while two white slaves cleaned his aircraft for him. There was no mistaking what the pointed finger was saying “Hey! You stupid Mzungu (Swahili language for Khawaja,) You missed a bit up at the top of the tail there!” I sent one to my in-laws and wrote on the back, “This is how things work in the real world!” But there was an unexpected bonus from the photosession. The second photo, I stuck on the wall in the Mess Trailer and, as the crew filtered in, after their showers that evening, I inadvertently discovered something which tickled the French sense of humour irresistibly. As you are probably aware, they don’t have a lot of time for the British or the Swiss, and to see one of each being ordered around by a big beer-swilling black man appealed inexorably to the French Attitude. Pay-back for Waterloo, or Trafalgar, or Abukir? Maybe not, but Frank became the hero of the hour and the level of moaning became almost inaudible. 

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AIRLINE OPS MIKE GOUGH

MAKING SENSE OF IT ALL I was recently asked to assist an ex-colleague from our nonfunctional, previously flag carrying airline for a brief overview of the marshy swamp that comprises our aviation regulations and publications, as he is working as a flight instructor (again) in Cape Town and was required to do a presentation of said swamp to a PPL class.

T STRUCK ME how cocooned we were in the airline environment. From dispatch right through to post-flight paperwork, every aspect of the operation was taken care of for us in minute, exacting detail. We even had someone read us the weather forecasts… Having always stayed involved with General Aviation training, specifically as a Designated Flight Examiner, I have been obliged to keep tuned into the ‘real world’ of the jungle of official references.

There are in total 13 Acts, covering various aspects of all forms of aviation in South Africa. We are specifically concerned with the Civil Aviation Act, as FlightCom Magazine

This is the pre-amble of the Civil Aviation Act and can be a little ‘heavy going’ for us non-legal types, but it does encapsulate the purpose, and starting point for understanding our framework of aviation legislation.

CAA will gleefully point a finger at us in the accident report

First, we have the Civil Aviation Act of 2009. This is, as the name implies, an Act of Parliament, and essentially allows all other legislation to be promulgated, signed into law and given legal standing.

a starting point. For those interested, there is an Act for SAA and SA Express, and despite this ‘blessing of Parliament’, we can see just how well laws can be disregarded for the benefit of the corrupt, and the demise of long-standing institutions…

To repeal, consolidate and amend the aviation laws giving effect to certain International Aviation Conventions; to provide for the control and regulation of aviation within the Republic; to provide for the establishment of a South African Civil Aviation Authority with safety and security oversight functions, to provide for the establishment of an independent Aviation Safety Investigation Board in compliance with Annexure 13 of the Chicago

Staying up to date in airlaw and regulations is a complex challenge for every pilot

Convention, to give effect to certain provisions of the Convention on Offences and Certain other Acts Committed on Board Aircraft; to give effect to the Convention for the Suppression of Unlawful Seizure of Aircraft and the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation; to provide for the National Aviation Security Program; to provide for additional measures directed at more effective control of the safety and security of aircraft, airports and the like; and to provide for matters connected thereto.

As South Africa is an ICAO member (International Civil Aviation Organization), we have to comply with the various conventions that are created and amended to provide international conformity to global aviation. Let’s consider the Civil Aviation Regulations or CARs, for short. These are groupings of legislation, that follow the international numbering sequence in conformity to ICAO convention.

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Prof Philipe Salazar's book is an excellent guide to planning a flight under SA's complex air law requirments

The CARs are numbered from 1 to 188, which covers pretty much every aspect of aeronautical operations in this country, although not every number is ‘active’, so to speak.

We are currently bound by the Civil Aviation Regulations of 2011, and the accompanying amendments, of which we currently have 22. These are published by Government Gazette and have to be read in conjunction with the specific regulation being amended. So, we need to be aware of both the regulations and the current amendments at all times to stay on the right side of the law! This we can find on the CAA website, through the Nexis Lexus service provider. Take a look at “Information for the Industry” >> “Legal and Aviation Compliance” >> “Legislation”. There, you will see the current Acts, and below, select “Regulations” >> “Civil Aviation Regulations 2011”. Here is an example of the CARs numbering: Part 1 Definitions Part 11 Procedures for making Regulations and Technical standards. Part 12 Aviation Accidents and Incidents And so on. For simplicity, we will look at the aspects that control our lives as pilots.

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Part 43 General Maintenance Rules Part 60 Flight Simulator Training Devices Part 61 Pilot Licensing Part 62 National Pilot Licensing Part 67 Medical Certification Part 91 General Aviation Operating and Flight Rules Part 121 Air Transport Operations – Carriage on Aeroplanes of more than 19 Passengers or Cargo Part 127 Commercial Helicopter Operations: Passengers, Cargo, and Mail Part 135 Air Transport Operations – Carriage of less than 20 Passengers or Cargo Part 141 Aviation Training Organisations Part 145 Aircraft Maintenance Organisations Part 185 Enforcement Part 187 Fees and Charges Part 188 Administration Now, all of these are important in terms of what is legal, and what would constitute and offence, in terms of our operations.

Bear in mind, all of this comes through Parliament, and is a significant process to promulgate. Thus, to enable some flexibility, each CAR has an associated CATS, or Civil Aviation Technical Standard, which provides the granular detail to the CARs. For example, in Part 91, we would find the legal necessity to carry a fire extinguisher in our aircraft. The CATS, with the same numbering as the CARs, will tell us what type and quantity must be carried, according to aircraft type. These can be easily amended by the Civil Aviation Authority, without having to go through Parliament. So, in summary, we look for a particular aspect (for example in Part 61, pilot licencing) we will find: SUBPART 3: PRIVATE PILOT LICENCE (AEROPLANE) 61.03.1 Requirements for a PPL(A)

And this will contain the legal requirements for the PPL, but then we must check the amendments, and then refer to the same CATS number for specifics. Simple, hey?

In a nutshell, that is the CATS and CARs.

We also have several official publications that we must be aware of, and know how to access through the CAA website, under “Information for the Industry” >> “Aeronautical Information”. Namely:

IAIP Integrated Aeronautical Information Publication.

Let’s find this on the CAA website and take a look at all of the South African specific information for the entire aviation infrastructure in this country. This is normally referred to as the AIP, or Aeronautical Information Publication.

Aviation law is a fine balance between practicalities and control

AIC Aeronautical Information Circular

These are essentially information notices published as guidelines for the industry by CAA. These are not legally binding, but CAA takes a dim view if they are not followed to the letter. Let’s look at the AIC index on the CAA website.

AIP / AIC Supplements: As the name implies, this is supplemental information, to be read in conjunction with the relevant AIP or AIC. These publications are published and updated according to a very specific schedule, referred to as the AIRAC cycle, which is essentially every three months, or quarter. Thus we should check the CAA website at least before each flight (NOTAM) or every three months at a minimum, for the other publications.

For example, while we are preparing our flight planning from (for example), Cape Town to Upington, we need to check we conform to all relevant CATS and CARs, that we have consulted the AIPs and AICs relevant to our operation, and that NOTAMs have been read for our departure point, en-route, destination and destination alternate (s). We might find in the NOTAMs that there is Work In Progress (WIP) on a taxi-way, and that Avgas is unavailable in Upington.

Should one miss the WIP NOTAM, and taxi into the hole being repaired and damage the aircraft, insurance will tell us to jump in the lake and CAA will gleefully point a finger at us in the accident report. This could make a serious dent to our plans, so best we start here while doing our planning.

then we would have let The System beat us

Another very important and relevant aspect of the CAA’s AIM (Aeronautical Information Management) is a daily updated information source, referred to as NOTAMs, or Notices to Airmen. Gender specifics do prevail here…

This is relevant information about all aspects of aircraft operations in the country that may be affected by day to day occurrences.

The best way to understand all of these aspects is through practical examples, so let’s have a good look at all references while we are planning our next flight, whether this is a ‘simple’ circuit session, or a complex navigation exercise.

These references are applicable from the moment we embark on any planning, to the time we close our hangar doors after a flight. It may well be safer to never open those hangar doors, but then we would have let The System beat us. 

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OBITUARIES Three giants of South African flying were felled in two separate accidents on one terrible day in mid-March. Maj Gen Desmond Barker and Col Iyer Rama were killed on the morning of 17 March when the Patchen Explorer aircraft they were flying for the museum crashed. Capt Alan Slade was killed given instruction in a microlight at Ballito Durban. Maj Gen Desmond Barker SM, Hon FRAeS. 1949 - 2021 Des Barker retired from the South African Air Force after 40 year air force which included being Chief Test Pilot, air attaché in London, air base commander, and a member of the Silver Falcons aerobatic display team. In recognition of his enormous accomplishments, he was awarded the Southern Cross Medal and made an Honorary Fellow of the Royal Aeronautical Society. Wiki records that Des Barker was born on 25 August 1949 in Pretoria and attended Lyttelton Manor High School. He was the third generation in his family to join the South African Air Force (SAAF). He joined the SAAF in 1968 and completed his pilot training in 1969. His first posting was to Combat Flying School SAAF from 1970 to 1983 before moving to Central Flying School at Langebaanweg, flying the Impala. He also flew Canberras at 12 Squadron. Recognising his abilities both as a pilot and as an aerodynamicist, he was selected for training as a test pilot and graduated in 1985. He was posted to 1 Squadron and flew the Mirage F1AZ. During this time he was seconded to Armscor, testing the Cheetah. For his contribution to flight-testing he was awarded the Southern Cross Medal in 1990. A year later he was appointed Chief Test Pilot at the Test Flight and Development Centre in the Overberg base.

After attending the Senior Command and Staff Course in 1995, he was appointed Officer Commanding of the Test Flight and Development Centre and on 30 January 1996. In 2000 he was posted to South Africa’s High Commission in London as Air Attaché, returning

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in 2003 to attend the Executive National Security Programme at the South African National Defence Force College. In January 2004 he was appointed General Officer Commanding Air Force Base Makhado as a brigadier general. He was assigned as Chief Director Force Preparation in June 2006, and promoted to major general. Maj General Des Barker retired from the SAAF in May 2008. After leaving the SAAF, he joined the Council for Scientific and Industrial Research as the Manager of Aeronautics Research until March 2017.

He had 7200 flying hours on 58 aircraft types. At the time of his death Barker maintained his flying career as a civilian experimental test pilot. He was vice president of the South African Society of Experimental Test Pilots (SETP). In 2011 he was awarded the SETP European Flight Test Safety Award. Gen Barker became the world authority on air show safety. He published a number of books, including Zero Error Margin – Display Flying Analysed (2003). General Barker died on 17 March 2021, in the crash of a Patchen Explorer short or Runway 02 at Swartkop Air base.

Des Barker was married to Benni and had two sons; Kevin and Dean. The family spent considerable time in Israel where the children attended school, which was according to Des Barker a life changing experience from the strictures of the South African schools at Caledon in the Western Cape. Kevin went on to become an accomplished Corporate jet pilot, photographer and the Editor of Airnews magazine before going fishing in Belize, while Dean is in management at Apple Corporation in California.

TOP LEFT: Maj Gen Desmond Barker SM, Hon FRAeS. 1949 - 2021 TOP RIGHT: Colonel Rama Iyer: 1950-2021, image Dean Wingrin LEFT: Alan Slade

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Colonel Rama Iyer: 1950-2021

Alan Slade

Colonel Rama Iyer was a fighter pilot for the Indian Air Force, but when it became clear that his opportunities for further advancement were limited he realised it was time to make a move to an air force that could better use his skills.

Captain Alan Mark Slade was killed, also on 17 March 2021, when a weight shift microlight he was giving instruction on in Ballito crashed under unknown circumstances.

Col Iyer met Col Rodney Pennel, the South African Air Force attaché to India, and Pennel soon saw the opportunity for the SAAF to recruit a fighter pilot with much to contribute to the SAAF. Rama Iyer emigrated to South Africa in 1999 to share his knowledge of air combat and he was posted to the SAAF’s 85 Squadron based in Hoedspruit as a Major – the equivalent to the Indian Squadron Leader. Colonel Iyer’s SAAF call sign was “Dynamite” and, according to his close friend and colleague, Lt Col Koos Kieck, Iyer soon earned the respect of his peers and superiors at the SAAF thanks to his rigorous Indian Air Force training and British-based disciplines. He had completed the Staff Officer’s course in England and was an Air Warfare Instructor on MiG 21s. In South Africa Col Iyer was responsible for setting up the flight training and class work for the Hawk. He stayed on at Hoedspruit where his wife, Anita and their children loved the environment. The children attended school in Phalaborwa. Iyer’s daughter Meenakshi has gone on to become a dentist and his son Ankit a chartered accountant, both remaining in South Africa. Both have married and have children. After Hoedspruit, Rama Iyer moved to Pretoria where he headed Training Command and, according to Lt Col Kieck, he did a great job. Iyer retired from the SAAF aged 65 as a full colonel in 2015 and continued to fly for the SAAF as well as for the museum's Historic Flight, where he impressed with his displays of the museum's De Havilland Vampire jet. After leaving the SAAF he became a senior inspector at the CAA where he provided much-needed improvements and security to the CAA’s written exams system.

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Captain Slade was awarded the Honoris Crux (Silver) for his actions on 1 and 2 April 1989, during Operation Merlyn. The citation reads: “He and Sergeant Theo Fredrikson, as his flight engineer, while performing special duties at Air Force Base Ondangwa during March and April 1989, flew a troop-carrier transporting casualties. Their Alouette came under severe fire but this did not deter the crew from completing the flight. They

displayed an exceptionally high standard of proficiency. Although they were under fire, the wounded were lifted but the helicopter had to return to base because of severe damage. There Fredrikson worked almost throughout the night to get the damage repaired and the aircraft serviceable. The next day they again they came under severe fire, on two occasions, but with complete disregard for their own safety they remained calm and carried out the emergency actions necessary for the completion of their task. Through the bravery and unselfishness of the crew, the seriously wounded men were safely lifted and their lives were saved. ... Their deeds of bravery while in danger reflect great credit on themselves and on the SA Air Force. After the Border War, Alan Slade joined Court Helicopters for two years and then moved to the airlines where he spent a year with Comair before joining Air Mauritius in 1996, where he rose to become an A330 and A350 Training Captain, before being furloughed due to Covid-19. He spent his time away from the airline giving back to the Durban flying community by amongst other things giving instructions in microlights. He leaves behind his wife Karen, son Josh, and daughter Samantha. 

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FACE TO FACE

E C A F O T E C A F E T HI OP I A N A I R L I NE S CE O PART 2

In this second 2 of an interview with CAPA’s Peter Harbison (PH), Ethiopian Airlines CEO Tewolde Gebremariam (TG) talks about the Boeing Max and the challenges of co-operating with SAA.

Tewolde GebreMariam, Group CEO talks on the Max and SAA

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PH: There have been so many agreements to liberalise air traffic in Africa which have gone nowhere. Talking about Ethiopian in particular, in Africa, are you progressing with airline partnerships? You’ve been looking at investing in other airlines, and really establishing something of a network. How is that proceeding now?

TG: We have mixed feelings on this. To make real progress in terms of collaboration, consolidation, and also creating the critical minimum volume to find economies of scale, it would have been much better if the existing airlines can work together, can cooperate, can stablish meaningful partnership.

strong to go and form partnership with governments, with airlines. And also there is a vacuum created in many pockets in the continent, so I think we are in the right position.

PH: That sounds very interesting. Obviously there has been an increasing gap because of South African Airways steep decline over the years. Is that market of interest to you?

That would have been the right way to go, and that would have been economically beneficial for everybody in the continent. But unfortunately, that is not possible. Well, at least thus far it has not happened for many reasons. So in the absence of a big liberalisation bang we have been trying to establish hubs here and there. Some of them are successful like Accra in West Africa. Some of them are not very successful because the markets are very small, like Malawi and Chad. We are now on the final stage in Zambia, which we think will be another success story like Accra, because Zambia is centrally located for Southern Africa. Zambia is also a bigger and very successful economy and a relatively successful democracy. So we are hopeful on that.

TG: South Africa is a very different market. When you take the total market of Sub-Saharan Africa, 40% of Sub-Saharan Africa market is in South Africa. So it’s a huge market. But in terms of serving as a hub, the geographic location is not suitable. So it is O&D, to and from South Africa. When you look at it from O&D, to and from South Africa, between European and South Africa, North America and South Africa, Asia, and so on, it’s a big market. To succeed in that market one has to be inside South Africa. But at the same time, let’s also face it that it is a very competitive market, because every mega carrier in the world is already there: European carriers, Middle East carriers, Delta in the US, and so on. So for us, the only way we can look at it as an opportunity is if we can cooperate with South African Airways. And to be honest with you, that has been a challenge so far. We are still discussing, but I would say it has not met the expected progress.

DRC is a very challenging market. A very large market, but it has been challenging for us. We are still discussing, and we hope we’ll succeed to establish a hub there. We are now also talking to TAAG Angola, another big market. As you know, Emirates was there for a few years and then they withdrew. So we want to cooperate with TAAG also, we have started some preliminary, initial stage discussions. So in a nutshell, I think I would say we have a better opportunity now, post-COVID recovery, because we are internally

TG: Yes we had that tragic accident. Now it is proved beyond reasonable doubt that the reason of the accident was a design defect. Many investigations have proved that. Boeing has also signed a deferred prosecution agreement with the US government. So, first and foremost for us is to settle the claims that we have with Boeing. We are almost on the final stage. It has taken us about 10 months to reach at an amicable settlement. And then the next stage will be to decide on the Max.

SAA has been a challenge to cooperation so far

We have also established an airline in Mozambique, that is on a good foundation now that airlines in South Africa have problems. It will operate between Mozambique and South Africa, and within Mozambique. And Mozambique, as you know, is a very long country, north to south is around three hours flying. I’m very hopeful on that.

PH: That sounds like a very nice understatement of anything to do with South African Airways. Let’s conclude on the difficult topic of the 737 Max. We all know the troubles you’ve been through with that. You still have 25 orders of the 737 Max. How do you see the future? Are you going to be operating that in the near future? Are you going to take all those aircraft on? How are you talking to Boeing about this?

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A moribund SAA has been challenging to deal with

Ethiopian is still committed to Boeing and the 737 Max

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What do we do in the future of the Max? We have been concerned, but now it has been cleared by the FAA in the US and by EASA in Europe and so on. Our experts, technicians, engineers, and pilots seem to be satisfied that the modifications will fully address the flight control system that was creating a problem on the airplane. But again, as we have always maintained, we will not be among the first carriers to fly the airplane because we are an airline that has been severely affected by the accident. So we need to take time to convince our pilots, our crew, our technicians, and also our passengers that this airplane is safe beyond any reasonable doubt. As a result of that, we have made a thorough analysis, technically, operationally, commercially, and we decided to continue with the airplane because we have about 20 737NGs. So that means we are committed to the airplane.

PH: July. That’s fairly close. Do you think there’ll be passenger acceptance? I mean, not just in Ethiopia?

TG: My sources at Boeing are telling me that the airplane has so far done about 30,000 flights or something like that. And the reception of passengers has been good. There was no significant number of passengers who declined to fly on that airplane. So we will build on that in the next few months, by June, July, then it will be a universally accepted airplane all over the world, which will make it easier for us to convince our passengers here in Ethiopia and in the region.

no significant number of passengers declined to fly on the Max

We have explored our options. Diversifying to another airplane in that category is not economically feasible for us, as long as the airplane is good. So our final decision is to continue with the airplane. But again, we have to discuss how we achieve that objective going forward. So I would say that we may be able to start flying the airplane by July.

PH: You’re firmly a Boeing customer 787’s, 777’s, and 737’s. And that’s the way things will stay. Obviously you’ve had some very fruitful discussions with Boeing in the meantime, too.

TG: It’s very interesting in the past year, we must have taken 10 new airplanes when not many airlines were taking new planes. We took two Airbus A350 and two 787-900s, and then five Bombardier Q400s. So yes, we have passed through a very challenging time in our relationship, but now I think we are in a better shape.  Tewolde GebreMariam controversally got right into the accident scene of his airline's 737 max crash

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AIRPORTS

FISANTEKRAAL BECOMING THE CAPE WINELANDS AIRPORT

A group of venture capitalists is pushing ahead with the redevelopment of Fisantekraal airport into the major secondary airport for Cape Town, to be called the Cape Winelands Airport The proposed new entrance to the Cape Winelands Airport

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EVELOPMENT PLANS are expected to stretch over a number of phases and years. The first step is to resurface the existing runways and build more hangars and modern facilities. Nick Ferguson, as one of the project leads, notes that, “Based on our in-depth market analysis and case studies on travel into and out of Cape Town, Cape Winelands Airport (CWA) has identified its strengths and unique characteristics that place it in a strong position in relation to its peers and the smaller airfields around the city. “From a General Aviation (GA) perspective, the facilities of our competitors fall short in one way or another. Cape Town International Airport (CTIA) is too busy with scheduled commercial operations to properly facilitate flight schools and private aircraft owners. Morningstar and Stellenbosch Airfields have space restrictions, are at capacity, have no guaranteed longevity with short leases off the city, have safety issues and low-level infrastructure.

“CWA is extremely well positioned to become the de facto hub for GA in the region. It has room for growth, and the ability to provide cost effective professional facilities for flight school operations, private aircraft owners, professional facilities for aircraft parking, maintenance and fuelling, as well as club house hospitality facilities.” Ferguson argues that “In terms of commercial passenger traffic, CWA can differentiate itself from CTIA as other secondary airports such as Lanseria (in Johannesburg), City (in London) and Girona (in Barcelona) have done. Each of these airports offers connectivity for specific market segments that benefit from the airport’s location (close to business or tourism destinations) and from the faster processing time compared to their larger (hub) counterparts. For CWA this means business travellers to and from Cape Town and surrounds benefit from a lack of traffic congestion or disruption around the airport and fast and convenient passenger facilities. Compared to CTIA, the airport is located closer to the catchment areas of Paarl, Wellington, Stellenbosch and at equidistance from the Cape Town northern suburbs of Durbanville and Kraaifontein. A short time from ‘plane to curb’ and high-quality facilities can persuade business travellers to choose CWA over CTIA. For inbound leisure tourists, the airport’s location close to many Cape Winelands cultural, culinary and winerelated attractions is a major benefit. The airport could also facilitate outbound leisure tourism by providing connectivity to local ‘bush’ destinations, as well as regional destinations such as the Sossusvlei and Skeleton Coast in Namibia, the Okavango Delta in Botswana and Victoria Falls in Zambia or Zimbabwe. The airport’s location in between the three major regional growth centres of Cape Town, Stellenbosch and Paarl and along north-south and east-west road networks, provides opportunities for transport- related developments. Multimodal transport linkage connectivity and landside facilities are important considerations for passengers. Facilities for public transport, car hire, fuelling and parking are key success factors for attracting commercial passenger traffic at the airport. Commercial developments such as retail, food & beverage and even

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The new Cape Winelands Airport is ripe for redevelopment with its four wide runways

offices can support business traffic in particular by providing complementary and convenient services. The combination of transport linkages and commercial activity can galvanize demand for light-industrial facilities such as logistics, warehousing and even air freight (depending on sufficient flight connectivity). Each of these activities generates non- aeronautical revenue that can support the development of the airport and create a diversified and stable business. The strategic positioning of the airport described here are captured in the following mission and vision statements, as well as the strategic pillars related to the various product-market combinations. The airport’s Mission statement notes that it aims to provide the most efficient and enjoyable flying environment for schools and private aircraft owners and to provide the most seamless and pleasant passenger experience for business and leisure travel within Southern Africa. A strategic pillar is that it will enable the growth of flight school operations and attract private aircraft owners to the airport. By creating and maintaining a supportive, professional environment, the airport can become the regional hub for GA activities. This includes private recreational flying, as well as chartered operations targeting business and leisure passengers.

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Ultimately the mission statement envisages the airport handling scheduled commercial traffic. Being a relatively small airport, with high-quality facilities to be installed, it will in the future create a convenient and pleasant passenger experience. Modern, innovative and seamless passenger facilities are key to differentiation. Inbound business travellers will be attracted by fast access to major business destinations in Cape Town and Stellenbosch. Outbound business travellers that live towards the north and east of Cape Town may find CWA more convenient than CTIA. The developers believe there is significant growth potential in the region for secondary industries such as agriculture, as well as tertiary industries such as tourism, trade, logistics and (financial) services. Multimodal connectivity and synergistic landside activities turn the airport into an economic node and growth catalyst for the region. Based on its location, the airport has the potential to become a destination in and of itself. An attractive landside precinct, or ‘plaza’, is beneficial for both passengers, meeters & greeters, visitors and local business. 

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DEFENCE DARREN OLIVIER

WHITE LABEL WEAPONS DEVELOPMENT

A white label missile being tested on a Hawk of SAAF 85 CFS Squadron 32

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France’s Armement Air-Sol Modulaire (AASM) ‘Hammer’ modular precision-guided bomb kit is an impressive weapon, without any doubt one of the best of its kind in service anywhere in the world.

T STANDS OUT in a crowded field by virtue of its flexibility, being able to fit on everything from lightweight 125 kg Mk81-style bombs all the way through to mammoth 1 000 kg Mk84style bombs, while having up to 70 km of stand-off range thanks to a built-in rocket booster, and all with a sub-1 metre circular error probability (CEP) accuracy. The French Air Force and Navy have operated the AASM for nearly fifteen years, with excellent operational results reported from theatres like Libya and Mali. They’re so satisfied with the kit that it has become the mainstay precision-guided munition for both forces. And it has now been exported to the Moroccan, Egyptian, Qatari, and Indian Air Forces. By all measures the AASM is a successful programme. Yet few people know that it wasn’t actually developed in France, but in South Africa, by the then-Kentron (now Denel Dynamics) under Project _Green_.

work. It chose Denel, apparently because of the company’s proven success with the H2 and H4 standoff weapons, which were exported as the Raptor I and Raptor II respectively to countries like Pakistan, along with its other weapons like the MUPSOW and TORGOS long-range stand-off weapons. Importantly, the H4 was fitted with a rocket motor to boost its stand-off distance and both the H2 and H4 already incorporated hybrid GNSS/INS guidance for accuracy to around a 10 m CEP as well as an imaging-infrared (IIR) sensor with target recognition to bring that down to around 1 m. Even with that experience Project _Green_ was a difficult undertaking for Kentron, with a tight deadline of less than four years between the contract awarding date and the expected date of delivery in 2004, and strict acceptance criteria. Moreover, the required modularity of the design presented its own unique problems that the team had never before encountered.

Middle Eastern companies have poached dozens of key Denel staff

In 2000, Sagem won the French government contract to develop what would become the AASM, but lacked some in-house expertise in the aerodynamics and systems engineering of precision-guided munitions. Given the intense time pressure of the contract, Sagem decided to look for a company with ready-made experience to which it could outsource the initial development and testing

Nonetheless Denel succeeded despite a few hiccups and the first launch tests, from a South African Air Force (SAAF) Cheetah C at the Test Flight and Development Centre (TFDC) at AFB Overberg, kicked off in September 2004. By June 2005 France’s Délégation générale pour l’armement (DGA) was able to carry out the first launches from a Mirage 2000 at its test site in Biscarosse. Sagem

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took over the rest of the development programme and Project _Green_ came to an end, with all of Denel prevented by the terms of its contract from ever revealing its role in the project. However, the experience that Denel’s engineers gained on the AASM project convinced both the SAAF and Denel to transfer those lessons into a new product, and so the team soon went to work on what would become the Umbani precision-guided munitions kit with technology development funding from the SAAF under Project Katleho. Like the AASM, Umbani was designed to be modular so as to allow it to fit a wide range of bomb sizes, have multiple guidance and seeker options, and have optional range extension. But unlike the AASM, which opted for only fin-based control, the Umbani was to have a pair of optional folding wings that extended the stand-off range to 120 km without rocket boosting, and up to 200 km with a rocket booster fitted.

The SAAF’s initial Project Katleho development funding took the Umbani to live subsonic launch tests from a Cheetah at TFDC, then a Mirage F1, and finally a SAAF Hawk Mk120, but was insufficient for supersonic integration on the Gripen or acquisition into SAAF service. With that funding coming to an end, Denel looked elsewhere for customers and partners. It found the United Arab Emirates’ Tawazun, a rapidly growing state-controlled defence firm looking to acquire projects and technology from elsewhere to build up their local defence industry. Denel and Tawazun formed a joint venture company around Umbani, soon renamed ‘Al-Tariq’, called Tawazun Dynamics and set about integrating the weapons system on United Arab Emirates Air Force (UAEAF) Hawks and Mirage 2000s under Project MBARC. That joint venture still exists today, and the Al-Tariq is in active service with the UAEAF.

Denel displays its Al Tariq missiles

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An extremely rare and unknown origin pic of the AASM prototype being dropped from a Cheetah C. It’s the clincher that proves the argument

Project Green, and to a lesser extent Umbani after the Al-Tariq joint venture was formed, are examples of ‘white label’ weapons development, where companies are contracted to anonymously design and develop new products on behalf of other companies which then market and sell it as their own. It was also not the first or only time that Denel and its subsidiaries have quietly engaged in white label development: Over the years it became a fairly substantial portion of the company’s business. Amongst the many projects and products that Denel, in particular Denel Dynamics, worked on are the P2, P3, P4, and Sejeel precision guided munitions projects for EDGE, the Saqr armed drone for Saudi Arabia’s King Abdulaziz City for Science and Technology (KACST), Pakistan’s Ra’ad cruise missile programme, and many others.

Denel Spaceteq even designed and launched at least three satellites for Saudi Arabia: SaudiSat-3 in 2007 and SaudiSat-5a and -5b in 2018. Nor is this limited to Denel, but over time has become almost standard practice for many parts of the South African defence industry which have tried to offset the rapid shrinking of local orders from the South African National Defence Force with similar white label developments and technology transfers with mostly Middle Eastern countries going through industrialisation drives. One recent example is the RW24 smart loitering munition recently unveiled by the EDGE subsidiary ADASI, which bears an uncanny resemblance to Paramount Advanced Technology’s RoadRunner drone. There are many others. However, while this sort of white labelled development has undoubtedly been profitable, it is not without risks

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and downsides. First amongst them is that it’s a practice with a finite lifespan: While it works well at first, when one or more countries or companies are building up their own skills in an area, before long that demand comes to an end and the opportunities cease. Worse, you have now created a competitor, and introduced that competitor to your key engineering staff who they can poach as soon as the contract is over. Second, it can become too easy to rely on this source of revenue rather than further developing and enhancing the production capabilities and marketing of your own products, leaving you in a bad place when the white label development orders dry up. Third, it’s bad from a cash flow perspective as it creates a feast or famine situation, even more so than the uneven cash flow that comes from typical weapons system sales.

Rheinmetall, which is extremely similar to the Cheetah C-RAM system which Denel Dynamics had previously developed with Rheinmetall for the exact same purpose and role. Virtually the entire Cheetah C-RAM team left Denel Dynamics in the past two years and at least some have been confirmed to have worked on SkyKnight. To be clear, both Rheinmetall and EDGE, as well as the engineers involved, are insistent on stating that the SkyKnight missile differs from the Cheetah and that it should not be seen as an unauthorised copy. It is certainly slightly larger and differs in other significant ways, but it’s difficult to not reach the conclusion that it’s at the very least a continuation of the Cheetah C-RAM project in spirit, with many of the same people, but outside of Denel and without Denel being able to benefit from it.

serious doubts as to whether Denel Dynamics can even be saved

By all indications, all of these risks hit Denel Dynamics hard, along with other factors such as State Capturerelated corruption and deep cuts in SANDF acquisition funding, and have been a substantial contributor to its current extremely dire state.

While it had a few years of plenty, as it helped to design and develop entire families of products for companies like EDGE, SAMI, and KACST, it was unprepared for how swiftly that dried up once those companies developed a sufficient level of local capability to continue on their own. Those Middle Eastern companies have also poached dozens of key Denel engineering staff, some with decades of experience. Most of the other remaining key engineering staff, especially at Denel Dynamics, have left for companies like Incomar which perform substantial work on behalf of companies like EDGE in any case. One can hardly blame them, given that Denel’s cash crisis has meant that none have received full salaries for nearly two years. Emblematic of this process is the recent unveiling by EDGE of their SkyKnight C-RAM missile defence system developed in co-ordination with

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Given the level of skills loss, there are now serious doubts as to whether Denel Dynamics can even be saved at this point. So many key people have left, so many capabilities and divisions now left unstaffed, that it may be impossible to rebuild. Amongst the affected projects is the A-Darter, which Denel Dynamics is meant to be building at scale for the SAAF (under Project Kamas) and the Brazilian Air Force, but which is years behind schedule and now potentially postponed indefinitely. There have been rumours that Incomar, Hensoldt, and other companies have been in discussions to take over the A-Darter production contract but none have the requisite in-house infrastructure, the data packs, or enough of the expertise to do it alone. It’s sad to believe that, quite soon, Denel Dynamics and its illustrious history might be no more. It’s also disappointing that much of what it developed over the years, projects just like the AASM, the various SaudiSats, and Saqr, will likely never be known about as they were developed under confidential white label terms. This piece is an attempt to lift the lid on at least part of that history. 

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Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

stoffel@trioavi.co.za/frans@trioavi.co.za

www.trioavi.co.za Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

FlightCom Magazine

A GREAT FLIGHT DESERVES AN ENCORE

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Records video, audio, and GPS position

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Makes an excellent training tool, maintenance aid, or souvenir

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Robinson’s New 4K Cockpit Video Camera

Standard on R66 helicopters Optional on R44 and R22 helicopters

FlightCom Magazine