FlightCm African Commercial Aviation Edition 153 | August 2021
WOMEN IN FLYING
UNREST:
Mike Gough on the pilot shortage
GENERAL AVIATION TO THE RESCUE
CHECKMATE – LATEST
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RUSSIAN FIGHTER FlightCom August 2021
WHEN THE SAAF BOMBED STRIKERS SAA CAPTAIN’S
FAREWELL LETTER
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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
AUGUST 2021 EDITION 153
ADMIN: +27 (0)83 607 2335 TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0)15 793 0708
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Wrenelle Stander - New AASA CEO Bush Pilot - Hugh Pryor Woman in Aviation SAA Captain’s Farewell Letter Airline Ops - Mike Gough AME Doctors Listing Defence - Darren Olivier Flying for Life - South Africa Sukhoi’s ‘Checkmate’ Unveiled Starlite Directory Atlas Oil Charter Directory AEP AMO Listing Backpage Directory
© FlightCom 2021. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
A NOTE FROM
THE EDITOR: The appallingly stupidity of the government persevering with the launch of SAA continues to unfold like a slow motion train wreck. It will cost between R10 billion and R50 billion to relaunch a malformed reincarnation of the once proud airline. Yet the government perseveres with this tragedy as a vanity project – as it is not prepared to admit yet another disaster in its almost complete inability to run any state-owned enterprise. I am so angry about this burden we taxpayers and our children will be carrying that I am going to stop this rant and instead revisit an editorial I wrote 13 years ago:
industry that requires the highest standards, leaving no place for the compromises required by Africanisation. Commercial airlines have established an extraordinary safety record. With few exceptions there have been no fatalities on flights using New Generation airliners. It is significant that two exceptions were Ethiopia and Kenya airlines. The quality of aircraft construction is the result of a commitment to standards and the application of rigorous checks and balances. It is the apogee of a hundred year old aircraft industry that is unapologetically First World. The industry has evolved in the best tradition of capitalism, where only the fittest survive, leaving buyers of large airliners with a choice of just A or B - Airbus or Boeing.
an airline is a first world business
“The safety and development of aviation in Africa is compromised by the need to Africanise. That is, the need to be blacker. Aviation companies in particular, hate being forced to invest in previously disadvantaged people who, the chances are, will be deficient in science and maths education and who have no natural empathy for aviation.
These companies complain about the costs of ‘Africanisation’ and Broad-Based Black Economic Empowerment (B-BBEE). They argue, with some justification, that Affirmative Action in aviation pushes underqualified people into jobs. Indeed, the recipients of B-BEE often complain that they are set up to fail. Tensions arise and all too often those staff with the greatest skills and experience resent the upstarts and leave. This results in a general decline in standards. In numerous instances in Africa, the state-owned airline has been forced to Africanise, with adverse consequences. The problem is that aviation is an
When I look at a huge modern airliner I marvel at the combination of technology and capital that makes it possible to build a wing to an accuracy of microns. These aircraft perform faultlessly, flying as much as 18 hours a day, day after day, year after year. This is a tribute to the pilots and engineers as well as the designers and builders. For this reason B-BEE must be applied with great circumspection. Aviation cannot afford to alienate and thus lose its experience and skills base.” I wrote that 13 years ago and it is still true - even if not politically correct to say so. The loss of the senior pilots at SAA to Africanisation will wreak unrecoverable damage. We have already seen it in the Chief Pilot’s egregious failures on the Brussels vaccine stunt flight. The government must somehow be made to accept that an airline is a first world business, with no room for the compromises of a political agenda.
FACE TO FACE
WRENELLE
STANDER – NEW AASA CEO
The Airlines Association of Southern Africa (AASA) has done a solid behind the scenes job of fighting for the promotion and rights of southern African airlines. In July 2021, long serving CEO Chris Zweigenthal retired and Wrenelle Stander has stepped into the hot seat – in this, the most difficult of times. But Wrenelle is supremely qualified, and AASA may consider itself fortunate to have acquired her talents.
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resumption of scheduled airline services as soon as possible, including the lifting of the ban on leisure travel to and from Gauteng.
Wrenelle has an MBA from Oxford Brookes University in the UK and a BA (Hons) from the University of Cape Town.
1. Recovery of the Southern Africa airline industry 2. Being the voice of influence in the Southern African airline industry 3. Sustainability of the Southern African airline industry 4. Financial sustainability of AASA 5. Renewal of the AASA stakeholder engagement approach and channels Up to now AASA has had a track record of ‘constructive engagement” and not confrontation with opposing forces. Will you continue that style or is more direct and forceful opposition now necessary?
RENELLE HAS HAD a stellar career. Prior to joining AASA, Wrenelle held a range of enterprise level leadership positions within the South African civil aviation and energy industries including Chief Executive Officer - Comair Limited (owner of kulula.com and the BA franchise), Managing Director: Sasol Gas, Managing Director: Air Traffic and Navigation Services Company (ATNS) and she has been a Chairman of the AASA board. She has also served as Deputy CEO of the South African Civil Aviation Authority.
Guy Leitch asks Wrenelle about her vision for AASA and its member airlines’ recovery, particularly in this most difficult of all times. What will be your key priorities at AASA? My immediate focus will be on the full and safe
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Over the longer term my focus for AASA will be on the following five strategic priorities:
AASA, together with all aviation stakeholders must
Wrenelle Stander is the incoming CEO of AASA.
will recover to its pre-pandemic levels of 115 million passengers (74 million international & 41 million domestic) overnight. Will AASA in any way address the uneven playing field created by state subsidy of their airlines? Most analysts concur that the global industry will emerge from the crisis with smaller and fewer airlines. As the industry’s representative body, what matters most is that governments’ aviation policies promote a competitive, affordable, sustainable, and safe air transport industry.
work together to achieve a safe, sustainable, and competitive air transport industry in Southern Africa. As an industry leader and catalyst, AASA’s focus is to shape Southern African aviation policy to benefit airline customers and the broader regional economy. We will continue to demonstrate our credibility as a leadership partner within the aviation industry and with policy makers. What is your vision for the future of Southern African airlines? Increasing liberalisation? Consolidation? Mergers and acquisitions of weaker carriers? My vision is an airline industry which connects as many customers with as many markets as possible; where publicly and privately owned airlines compete with clear rules, where regulators hold service providers accountable for safety and efficiency and where airlines, airports and air navigation providers deliver excellent and good value-for-money services for the benefit of their respective customers. Aviation enables growth and drives socio-economic integration. To maximise these, we need to accelerate the industry’s liberalisation and open up markets to increased competitive air connectivity. Africa is a large, diverse region, with economies all moving at different speeds. As a result, the outcomes for African carriers will be heavily dependent on economic policies. Our industry’s recovery is likely to be protracted. IATA forecasts a return to 2019 international traffic levels in 2024 and it is unlikely that Africa’s market
In Africa, the drivers for air travel and air freight are more fundamental and remain undiminished by the crisis, i.e. population growth and large distances between markets, often characterised by hostile terrain, with few navigable rivers, no long-distance rapid rail network and bottlenecks at land frontiers. We want to work with governments and industry to address those needs in a way that is economically, socialy, commercially and environmentally sustainable. Will the Covid recovery period be characterised by increased conflict between agencies such as the SACAA and ATNS seeking to restore their income and the airlines struggling to get back to health? The pandemic and governments’ responses to it exposed the vulnerability of the entire air transport and tourism ecosystem. No single component or player has been immune. The impact has affected every facet of the industry. The actions of all stakeholders will determine the severity and longevity of the crises, how quickly we recover, the extent of our industry’s transformation and which companies will emerge stronger than their peers. Above all, we need to recognise that recovery will be driven by customers, and we have to do everything possible to rebuild their confidence in health and safety and get them flying again. You must be relieved to be out of the pressures of Comair. Do you see your work at AASA as being less stressful - kind of a retirement job? I miss the wonderful people of Comair and the incredible energy of running an airline operation. Being the CEO of AASA will certainly draw on different skills and competencies, however, is unlikely to be less demanding. The future health, robustness and sustainability of AASA’s members, the industry and AASA itself, depend heavily on our success in helping to determine policy and the ground rules by which airlines can compete and help grow the economies and markets they serve.
FlightCom August 2021
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BUSH PILOT HUGH PRYOR
What is it about some people that they just have to prove that they are superior to everybody else? The flight deck of an aircraft is fertile ground for anybody of this unfortunate chauvinistic disposition. HAUVINISM IS NOT restricted to gender alone. This particular form of arrogance can apply to colour, language, race, even size... the ‘Small Man Complex’ is as common on the flight deck as it is in the board room.
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Engineer interfered by setting cruise power on the engines and the Co-Pilot made the occasional report to Air Traffic Control. Apart from that, the only person doing any work on the flight deck was the Navigator, so he effectively controled of the flight.
This story concerns one such Captain with a ‘certain intercontinental airline’ from the antipodes which operated the iconic Lockheed Constellation, one of the most beautiful aircraft ever built, with an uncanny resemblance to the earlier wooden De Havilland Albatross.
This annoyed the Captain so, in order to establish his authority over the Flight Crew, he used to order his coffee from the Navigator.
The Constellation normally had a flight crew of four, the Captain, sitting front left, the First Officer, sitting beside him on the right, the Flight Engineer behind him, facing the engine instrument panel and the Navigator sitting at the chart table, behind the Captain. With four huge Wright 3350 turbo compound radials pumping out 3250 donkeys per engine just outside the window, the cockpit was not the quietest place in the world. So the navigator communicated with the Captain by means of ‘Course Correction Cards’. On the flight in question, the Captain was a small man who exhibited the characteristics appropriate to his stature. One thing which really got under his skin was the fact that after reaching cruise level and with the autopilot coupled up on heading and altitude, the Flight
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“Bring me a coffee, Nav, there’s a good fellow.” He would say in an avuncular tone, thus establishing his seniority and that he was much too busy to order one from the cabin himself. So the Navigator would go and get the coffee and hand it to the Captain. When he had finished, the Captain would lean round and park the empty mug in the middle of the chart table. That’s when the course corrections started: “5 degrees to starboard...5 degrees to starboard...5 degrees to starboard...5 degrees to port...5 degrees to port...5 degrees to port...5 degrees to port...5 degrees to starboard”. The course correction cards kept on coming until the Co-Pilot’s curiosity overcame him and he glanced round at the Navigator’s table, only to suppress an almost uncontrollable fit of laughter when he discovered that the course corrections had actually taken them around the Captain’s coffee mug in the middle of the chart.
FlightCom August 2021
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FlightCom August 2021
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WOMAN'S MONTH
In honour of August being Woman’s month in South Africa, we are profiling a number of women who have excelled in various aspects of aviation. Wrenelle Stander Wrenelle Stander has had a stellar career in corporate and airline management. She has topped it off in June by being appointed as the incoming CEO of the Airline Association of Southern Africa. The hottest seat Wrenelle has had to occupy is that of the CEO of Comair, shortly before the perennially profitable airline was struck down by the Covid-19 pandemic. Wrenelle had the unhappy task of steering the mortally wounded airline into its first loss and then Business Rescue and finally a takeover. Wrenelle began her career in the Department of Transport where she rose to become Chief Director of aviation and maritime regulation and also served as Deputy CEO of the SA Civil Aviation Authority. She then became the Managing Director of South Africa’s Air Traffic Navigation Service (ATNS) and then the Sasol Gas business. She has held executive and nonexecutive directorships on various boards. Wrenelle has a BA (Hons) from the University of Cape Town, followed by an MBA from Oxford Brookes University in the UK.
Wrenelle Stander is the incoming CEO of AASA.
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Wrenelle is a natural leader with a unique skills set. "Finding the sweet spot in the nexus between government and industry is the thread that has strung together my various roles in the energy and aviation industries and one that is crucial to the vital role that AASA fulfils in representing the air transport industry throughout the Southern African Development Community region," she says.
Lonell Coetzee Lonell Coetzee has a huge number of very impressive accomplishments to her name in aviation, academia and sport: Academically she is highly qualified in a number of fields. Her first degree was a B. Com in IT at Pretoria University, followed by a Masters in Business Leadership from Unisa. She then topped that off with a Doctorate in Business Leadership, also from Unisa. She is a member of the Royal Aeronautical Society. Lonell is also a superlative sportsperson. As the then Lonell de Beer she was a Protea (Springbok) cricket player at the 2005 Women’s Cricket World Cup and played county cricket in the UK. She also completed the 94.7 cycle challenge in 03:00:06. Yet she is not just a superlative academic and sportswoman – she has a lifelong passion for Lonell Coetzee is the ultimate aviation and had always wanted to be an air ATC with mutiple skills. traffic controller, having applied to ATNS after completing her BCom. With her academic and team player credentials she was accepted by ATNS after several applications and, after graduating as an air traffic assistant, was stationed as a tower assistant at Wonderboom before becoming a tower controller at Rand Airport and moving to the tower at OR Tambo. In 2011 she was promoted to the position of Radar Controller at OR Tambo and became a Radar instructor in 2016. As a woman she knows what it takes to be a single mother with a demanding career and a daughter to raise. Lonell was introduced to helicopter flying at Henley Air, who makes a point of giving new air traffic controllers at Rand a helicopter flight to show them the airspace in real life – and how helicopters operate within it. The pilot bug bit and she started a PPL (H) in 2015, going on to obtain her CPL(H) in 2017. She now has more than 650 hours and a frozen ATPL(H) with IFR, sling, game, and multi-engine ratings. She is rated on more than twelve helicopter types. With her helicopter and academic qualifications, Lonell ably fulfils a key role at ATNS as a senior air traffic controller and in her spare time at Rand, where she is now married to Henley’s Executive Chairman, Dr Andre Coetzee!
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Refilwe Ledwaba was the first black woman ALTP helicopter pilot and had done much to promote avaiation.
Refilwe Ledwaba Refilwe Ledwaba grew up in rural Limpopo as one of seven children. Her mother worked as a teacher while bringing up her children as a single parent. Refilwe wanted to become a doctor, so she earned a BSc (Biochemistry and Microbiology) at the University of Cape Town. It was while studying in Cape Town that she took her first flight as a passenger. That flight ignited her interest in the aviation industry. After graduating she joined Comair as cabin crew, and it was during this time that she started taking flying lessons. With a cabin crew salary, while also paying for her student loans, she could only afford one hour of training a month. So she wrote 200 letters to aviation companies asking them for opportunities to train. The South African Police Service offered to pay for her training, and she became a commercial pilot and joined the police as a trainee pilot. Refilwe became the first black woman from South Africa to fly a helicopter. She received her wings on 11 January 2006, aged 26. During her time at the SAPS, she flew over 2500 hours (both helicopters and fixed wings), flying many demanding missions and
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qualifying as the first black woman ATPL(H). She is also a qualified fixed-wing instructor and drone pilot. To share the pleasures and rewards of flying, Refilwe founded the NGO Girls Fly programme which is an educational Science, Technology, Engineering, Arts and Mathematics (STEAM) programme. The foundation is currently operating in Botswana, Cameroon, and Kenya. As of 2020 over 100,000 young women had participated in GFPA foundation programmes. In 2009 she went on to set up the Southern African Women in Aviation and Aerospace Industry (SAWIA) group, to support women working in the broader aviation industry. In 2019 she joined the U.S. TechWomen programme as a mentee. She also became an Obama Foundation Fellow in 2019 and is a Bill & Melinda Gates Foundation Goalkeeper, a role she uses to advocate for women's rights in Africa. She has won numerous additional awards and in 2019 was nominated to the South African air services licencing council (ASLC). Her tenure ended in March 2021. Refilwe is passionate about academia and in addition to her science degree, she also holds a Post Graduate Diploma in Business Administration from UCT and an MBA from the Gordon Institute.
LETTER
SAA AND SAAPA S AA, YOU’VE FINALLY DONE it. Sixteen months after paying us last and twenty-six years since hiring me, you’ve finally pulled the plug and retrenched us all. It’s a sad day indeed. My sadness transcends the beautiful machines I’ve had the privilege of flying or the wide world SAA allowed me to play in. My heart is filled with sadness at the loss of friendships and our camaraderie as South African Airways pilots - a select band of brothers and sisters. Not all house friends, but the kind I would welcome into my home anytime. Aviators from every walk of life, from the Head of the AWB Airwing to ANC exiles, the SAAF war heroes to the cadets from far flung rural villages, from the naughty to the God fearing, from the Casanovas to the moms with kids at home. Everyone with a flying or life story to learn from. It sounds so cliche, but our diversity was truly our strength – with varying skills and experience levels – but every last one with a common love of flying and equally our company. Who can forget the excitement of opening our rosters on the 16th of every month for a sneak peek into the following month’s fun. It was like opening a lucky packet. Some you preferred more than others, but all sweet none the less. Remember having to literally suck a lemon to get the smile off our faces while preparing for work, or whistling while walking to our cars ? Whether on the jumpseats to Jozi, in the corridors at work, at the sign-on counter at Dispatch, at the door on a crew change in Accra, in the hotel lobbies or even bumping into each other on the streets of Hong Kong, New York, Frankfurt and London, every interaction inevitably involved a quick whinge about management, some humorous stories about our colleagues or a belly laugh about the shenanigans on a recent trip.
Friendships cemented over hours and hours in near darkness, crossing continents and oceans. Generally avoiding politics and religion, we explored each other’s passions, loves, losses, adventures, crazy business ideas, families and dreams. More often than not, while devising a mean plan of action involving exploring our exotic destination, interrupted only by some serious eating and drinking at our favourite haunts. From the wild parties to the quiet meals or even the solo exploring, every trip an adventure, every single time. This last year and a half has been testing for all of us. Many will give up flying and for the rest it’ll take a few years to return to the flight deck, under completely different circumstances I’m sure. Hang in there my friends, this crazy world will eventually right itself. To JZ, Dudu and your cronies, the toxic mix of your greed and incompetency destroyed a once proud eighty-seven-year-old company. You should be riddled with guilt but, as most of the country have discovered, you have no shame. In enriching yourselves, you’ve sewn a trail of destruction in your wake. Thousands of good hardworking and loyal workers’ lives have been upended. For the suffering you’ve caused you all deserve a special kind of pain. May you rot in hell. To those of you who are entrusted to carry on the legacy in Version 2, I wish you well. May you prove the naysayers wrong. Fly the flag and fly it safely. Lastly, to all my colleagues and friends, I thank you for the fun and the laughter. Every last one of you has left an indelible mark and I will cherish our memories forever. May you all find happiness beyond SAA. I will miss you all dearly. Godspeed my friends. Captain Phil Parsons
FlightCom August 2021
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AIRLINE OPS MIKE GOUGH
As I write this, it is almost eleven months since I sat in the front left seat of an Airbus. This still puts me in the running for some overseas contracts that are starting to pop up with heartening regularity, as having flown the aircraft within the last twelve months is an almost universal requirement.
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OWEVER, THE ENTHUSIASM to rush off to the other side of the planet is simply not there right now, and a bit of stocktaking and review is certainly relevant. Much like having a good look at the STATUS page after a serious in-flight event to understand what happened and what one’s options are… It appears that our remaining group of pilots within the airline that I have flown for over the past twenty-four years are finally seeing a settlement with our current employer, after the most unbelievable treatment of the last fifteen months. When (and if) the dust does finally settle on this debacle, it will most certainly be a subject to be written about extensively.
Although a good round of patting oneself on the back feels good after such a drawn-out ordeal with a government intent on destroying its own entities, the distinct uptick in the ab- initio training industry is actually the real reason why the wolf has been kept firmly away from my door. What on earth is going on in the aviation industry at present, specifically with respect to pilot training and hiring?
a massive lag in the pilot supply pipeline
While many of my colleagues have experienced dire hardship and major lifechanging decisions, I have been fortunate that my fulltime involvement at my Lanseria-based business has realised rewards that were not entirely expected during the current pandemic times. 16
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Oliver Wyman, the New York based multi-national research and consultancy group, recently released an article examining a postcovid aviation industry and its associated challenges that could be anticipated. The number one threat to the resumption of ‘normal’ operations is the anticipated crew shortage.
I’m kidding right? Who would believe a flight school owner in this pandemicdecimated industry talking up the case of a looming pilot shortage? Beware, I might also have a bridge that’s for sale…
The Aibus ECAM status page.
Instead of looking specifically at passenger demand, this study focused on aircraft departures and return to service of the world’s airliner fleet. As of this month, the global recovery is now at 76% of pre-covid levels. China is already at 99% of its former operational level, with expansion firmly on the cards. The clever guys at the consultancy state that while utilisation and block hours of aircraft lag well behind pre-covid levels, the demand for flight crew will precede passenger-number recovery by as much as 66%. In simple terms, getting crew trained / re-trained / current and recent will require anticipation on behalf of airlines so that this aspect does not stifle both the overall recovery, and in some regions, growth.
Apparently, as many as thirty-five thousand pilots will not return to the industry in the near future, as alternate career paths have become well established. Compounding this is that just about all cadet training and funding has come to a complete stop. Following 9/11 and then the financial collapse of 2008, new pilot certification fell by up to 40% for the five-year period after those particular crises. That created a massive lag in the pilot supply pipeline, and the training industry was still playing catch up right up until someone ate that half-cooked bat in Wuhan in late 2019. Thus, the scene is set for a pilot shortage, again.
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As the global recovery will not be uniform, it is anticipated that there will be a thirty-four thousand to fifty thousand pilot deficit by 2025. This will be the lowest point of the ‘lag’ as new pilots are trained and certified. This study resonates with what I am currently observing in the industry at present. Cadet programmes are stagnant or even non-existent. The traditional airline pipeline of ex-military pilots is pretty much defunct. Thus, the emergence of the privatemarket candidate is set to re-define hiring practices for the foreseeable future.
this oncoming vacuum at the bottom of the food chain, so to speak. I have written about, and berated, the notion of ‘chequebook selection’ in the past. It is now becoming centre-stage in terms of how future candidates’ careers are shaped, as well as how well airlines manage the transition from flight school to operating something big, heavy, fast and complicated.
the notion of ‘chequebook selection’
My two biggest sources of candidates at present are the Middle East (family money) and the Indian Sub-Continent (banks’ money). It is interesting to observe a comparison of the success rate of these two This is where I have had the most significant increase in predominant groups. aspiring pilot candidate numbers over the past year or While most candidates from India complete the so, and this segment will be well ahead of most airline Commercial Pilot training within a reasonable time sponsored cadet programmes in terms of readiness for
With 35,000 pilots having left the industry, there is a massive pilot shortage looming.
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frame, the levels of overall competency and ability (above that of what may be deemed as the minimum standard) vary considerably. The average ME candidate takes considerably longer – normally compounded by English language issues – and the retained depth of knowledge is proportionately lower, again due to language difficulties.
one compares the number of Student Pilot starts (or the issue of a Student Pilot Licence as we would refer to it here in South Africa), to the number of Airline Transport Pilot licence (ATP) holders who successfully complete the command upgrade on an aircraft with an all-up weight of 20 tonnes or greater, it equates to a staggeringly low 2% success rate.
Of the latter group, certain motivations for a career in aviation may be driven for the wrong reasons, such as simply wanting to study something (anything) outside of the home country. This segment, although a minority, seldom complete the entire program.
This percentage is somewhat muddied, as the fallout numbers do not take into account those who are looking at simply a recreational approach to flying, as well as the myriad other reasons that are a part of flying. Loss of medical, lack of funding, change of circumstances and so on, are examples of the many potholes in the road to a professional pilot career when done through the privately sponsored approach.
TEL NO
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Britz
Rudi
Wonderboom Airport
083 422 9882
rudiavmed@gmail.com
Church
Belinda
Valhalla
079 636 9860
churchbs@live.com
Du Plessis
Alexander
Athlone Park
031 904 7460
dex.duplessis@intercare.co.za
Erasmus
Philip
Benoni
011 849 6512
pdceras-ass@mweb.co.za
Govender
Deena
Umhlanga Rocks
031 566 2066/7 deena@drdg.co.za
✗ ✗
Ingham
Kenneth
Midrand
011 315 5817
kaingham@hotmail.com
✗ ✗
Marais
Eugene
Mossel Bay
044 693 1470
eugene.marais@medicross.co.za
✗ ✗
Opperman
Chris
Pretoria Lynnwood
012 368 8800
chris.opperman@intercare.co.za
✗ ✗ ✗
Tenzer
Stan
Rand Airport & JHB CBD
083 679 0777
stant@global.co.za
✗ ✗ ✗
Toerien
Hendrik
White River, Nelspruit
013 751 3848
hctoerien@viamediswitch.co.za
✗ ✗ ✗
Van Der Merwe
Johann
Stellenbosch
021 887 0305
johann.vdmerwe@medicross.co.za
Van Niekerk
Willem
Benoni
011 421 9771
http://willemvanniekerk.co.za
Other countries
LOCATION
EASA registered
FIRST NAME
FAA registered
SURNAME
Off-site Specialist tests
AME Doctors Listing
On site Specialist tests
What to do? Sit on one’s hands and let us see where this goes. The long-term hiring patterns will be driven from the bottom up.
Senior Class 1, 2, 3, 4
Statistics from the Federal Aviation Administration more than likely hold true for the rest of the world. If
However, it does give an indication of the epic task at hand to undertake the journey to a career in the cockpit. No wonder we are headed for a crunch. And a boom for flight schools.
Regular Class 2, 3, 4
This attrition during the programme is a selection process in itself – albeit a somewhat expensive one. Of the very few who excel during both the theory as well as the practical side of the training, they have one common trait – appropriate motivation. These candidates normally go on to complete the Flight Instructor rating and serve as role models for the next group of candidates joining the programme.
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DEFENCE DARREN OLIVIER
TO BE MORE
PRECISE
Between 10 and 15 March 1922, DH9 light bombers from 1 Squadron South African Air Force (SAAF) trundled into the skies for dozens of bombing and reconnaissance missions over central Johannesburg, Benoni, and Brakpan to help put down the Rand Rebellion. What began as a strike by miners had turned into a full-blown revolt as heavily-armed rebels held 20 000 troops of the South African Army at bay for almost a week.
W
HILE 1 SQUADRON performed well, particularly in forcing rebels from trenches dug in Fordsburg Square during the momentous battle there on 15 March, the operation was far from untroubled. First, on 11 March, the SAAF inadvertently killed a civilian, Mrs Truter, in Benoni when a wayward bomb landed next to her house instead of the intended target. Later, during the fighting at Fordsburg, one of the bombs intended for the trenches on the square hit a nearby church instead, damaging its steeple. Neither was easily avoidable: The DH9 was a primitive bomber by today’s standards, with its bombs stored tail-up in an internal bay resulting in wild swings as they entered the slipstream and only a simple negative lens sight to aid the pilot in knowing when to release them.
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1 Squadron had also lost two pilots and two aircraft to ground fire, as a result of being forced to fly low level to maintain a reasonable level of accuracy during attack runs. But it was perhaps a foreshadowing moment for the SAAF that its first combat action, a mere two years after its founding, involved both the bombing of civilians-turned-rebels in the heart of Johannesburg and the accidental killing of civilian bystanders. It was an early and painful lesson for the young service, and a harbinger of a future where bombing targets have become ever more integrated into civilian urban areas, not easily distinguishable from surrounding civilians, and where the risk of collateral damage remains both high and extremely damaging to a war effort.
Having to bomb the bridge at Cuito Cuanavale forced South Africa to develop precision guided bombs.
Decades later, during combat operations in Angola, the SAAF was again faced with the limitations of ‘dumb’ unguided munitions and frustrated time and again by their poor accuracy when attacking critical FAPLA and SWAPO camps bases. Especially when flying low-level ‘long toss’ bombing profiles necessitated by Cuban and Angolan air defence patrols. No matter what was done to improve the accuracy of aircraft navigation systems and bomb computers, there were still too many mission failures because of bombs missing the intended target. Over those distances, wind gusts, minor manufacturing differences on each bomb, and other seemingly small factors could still be enough to cause wide miss distances under combat conditions. At the same time, it had to deal with changed international attitudes towards indiscriminate bombing and the protection of civilians, and had to carefully plan missions or even scrub some entirely to avoid civilian casualties where possible.
Africa invested serious resources into precision guided munitions (PGMs), becoming one of the world’s earliest adopters of the technology in combat and a leader in guided air-to-ground systems in general. The first real product of this research was the 1000 kg TV-guided H2 glide bomb developed in the mid1980s under Project Hanto and used in combat on 12 December 1987 when Buccaneer 414 dropped it against a crucial bridge at Cuito Cuanavale in Angola. The first attack was unsuccessful, which isn’t unusual for a novel weapons system, but a follow up mission on 3 January 1988 succeeded in destroying the bridge. The war in Angola ended before the H2 could be used further, though it did see additional use as the host platform for South Africa’s air-launched nuclear bombs.
South Africa invested serious resources into precision guided munitions
The SAAF therefore reached a point where, like the USAF had in Vietnam, it had to accept that the only way to improve the precision and accuracy of its bombing any further and achieve its combat aims was to make bombs themselves ‘smart’ by attaching guidance kits and control surfaces. As a result, South
The H2 was soon renamed the Raptor I and remained in SAAF service until 1990, when the service retired it in the face of budget cuts and a decision to rely on Israeli-supplied Griffin laser-guided bomb (LGB) kits for its near-term precision bombing needs. Denel exported the Raptor I to Pakistan and other countries, and later introduced the significantly upgraded Raptor II which featured GNSS/INS and IR with target recognition as seeker options and a
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Denel's Raptor smart bomb is the current evolution of the H2 bomb and is in service with Algeria and Pakistan.
rocket booster motor to take the range from 60 km to over 120 km. Accuracy was enhanced, resulting in a circular error probable (CEP) of just 3 metres, and it was successfully exported to a number of countries including Algeria and Pakistan. Denel more recently revealed the Raptor III, a low-observable further development of the platform that takes the range up to 300 km, but was unable to interest any customers in funding final development.
any Torgos systems, but it’s widely believed that Pakistan’s Ra’am stand off weapon is a licenceproduced derivative of it. In 2000 Sagem subcontracted Denel to design and develop the Armement Air-Sol Modulaire (AASM) ‘Hammer’ precision-guided bomb for the French Air Force under Project Green. It was a difficult and challenging project at first, especially as Denel at the time had little experience with developing PGMs as modular kits that could be fitted to regular Mk81, Mk82, Mk83, and Mk84 bombs, but the company pulled it off in the end and the AASM is now the primary guided bomb in French service.
Denel exported the Raptor I to Pakistan
In the 1990s the SAAF and Denel invested in a number of follow-on precision weapons projects, beginning with the turbojet-powered 150 km+ range MUPSOW (MUlti-Purpose, Stand-Off Weapon) technology demonstrator project that kicked off in 1991 and was first test-flown in 1997 after a protracted ground test phase. After proving the basic concepts, Denel launched the follow-on 300 km range Torgos at the 1999 Dubai defence exhibition. Both MUPSOW and Torgos featured multiple guidance options including Man-in-the-loop (MITL) TV guidance via an onboard datalink and IR guidance with automatic target recognition resulting in a claimed CEP of 2 metres. Denel never officially admitted to selling
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The SAAF wanted to retain the expertise gained within the industry during the AASM project, so in the mid-2000s it provided Denel with funding to develop a similar modular bomb kit that ultimately became the Umbani. But by then the SAAF lacked the funding to acquire the Umbani or integrate it onto its newly-arrived Gripens, so Denel was encouraged to look elsewhere for further investment. The UAE, looking to build up its local defence industry, was an
obvious candidate and in 2012 the Emirati Tawazun Group (later EDGE) created a joint venture with Denel Dynamics to produce the GNSS/INS/IIR-guided Umbani, now renamed the Al Tariq. That joint venture remains active today and Emirati-built Al Tariqs have been seen in service with the UAE Air Force and Egyptian Air Force.
wrong about area bombing working to demoralise civilians, proving conclusively that wars could not be won by terrorising populations from the air. Thanks to public revulsion over the mass civilian casualties that resulted, it also solidified the prohibitions against intentionally targeting civilians in war, especially from the air.
All well and good for Denel, at least up until it spiralled into its current crisis as a result of state capture, but the SAAF’s inability to acquire any of these products of local industry presented a problem of its own. All it was able to fund in terms of precision strike options for its Gripens was a small number of US Paveway II laser-guided bomb kits, which are both costly and slow to replace and not suitable for all weather conditions like an Al Tariq. Its fleet of Hawks which are intended to have a secondary strike capability have no precision munitions at all, despite being cleared to carry the Al Tariq. In any combat operations it will run out of Paveways almost immediately and be forced to resort to unguided bombs only, just as it did before 1988, with all the attendant problems of inaccuracy leading to poor mission performance and potential civilian casualties.
With South African special operations forces deploying into northern Mozambique as I write this, and the very real possibility that the SADC force they’re part of will turn into a full brigade supported by combat aircraft by the end of the year, South Africa’s leaders no longer have any excuse for ignoring the need for precision weapons to achieve mission objectives & protect troops. Worse than that, though, they are also morally culpable for not providing the SAAF with sufficient means to use PGMs to prevent civilian casualties when hitting military targets. It’s time we treated this as the failure it is and held those making the decisions accountable.
In World War II there was a debate between the advocates of precision bombing and area bombing. Some, especially the ‘Bomber Mafia’ of the US Army Air Force, believed that with the introduction of the Norden bombsight it was finally possible for bombers to hit targets such as factories, rail yards, bridges, and other strategic infrastructure with pinpoint accuracy, therefore avoiding unnecessary civilian deaths and, as they claimed, shortening the war by picking out and destroying Germany and Japan’s key infrastructure. Their opponents, mostly in the Royal Air Force, believed that precision bombing was not yet possible with the technology available at the time and that less discriminate area bombing would have a greater effect both by destroying large amounts of industry at a time and demoralising German and Japanese civilians. Ultimately neither was entirely correct. The advocates of area bombing were right about precision bombing being unfeasible: The Norden bombsight was overrated and USAAF aircraft never achieved anything close to the level of accuracy needed to make the approach effective. As a result, even the USAAF switched to area bombing later in the war. But the British were
The Norden bombsight was supposed to make precision bombing possible.
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Text and images: Mission Aviation Fellowship
FLYING FOR LIFE – FOR SOUTH AFRICA
Midnight on 11 July, changed South Africa forever. The rainbow nation – a dream of the Mandela era – was in tatters. Shopping malls were ransacked, ATMs looted, and general mayhem was the rule of the day. The bags of enriched porridge filled the King Air between the VIP configured seats.
A
HUMAN TRAGEDY of epic proportions was unfolding. No food, medicine or vital supplies were available in parts of Gauteng and KwaZulu-Natal. This meant that the most vulnerable – most of the over 30% unemployed in the country – had nothing.
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On 15 July the wheels were set in motion to synergise efforts by those with creative ideas and tangible solutions. Boulder Foundation – an American nonprofit organization that serves as a conduit to funnel resources from donors and partners – contacted Flying for Life to say that one ton of a vitamin enriched
Unloading a ton of vitamin enriched porrdige from the Flying for Life flight from Cape Town.
energy meal had been sourced from Outside the Bowl - Africa, whose vision is to serve nutritious meals to those who need them most. But the problem was, it was in Cape Town and needed to get to Durban, KwaZulu-Natal. Urgently. The cost of this flight would be great, and it seemed like an impossible task, but one that Flying for Life gladly took on. Various people were phoned, but one incredible donor stood out and made relief a reality. This was Cape Winelands Airport. When alerted to the drama, they quickly sent out an appeal to their supporters. By close of business, they had managed to raise thousands to make this flight a reality. Staff of Outside the Bowl, along with a few other volunteers, were rallied around Cape Town Airport to pack each meal into a King Air B200 from Civair.
The King Air is usually a VIP aeroplane, but on this day very important cargo had to be taken to those so desperately in need. Once in Durban, these vital supplies were distributed by Boulder Foundation to various communities. But first the precious cargo had to be manually unpacked by the two pilots of CIVAIR, the photographer, and two pilots from a different flight who volunteered their help. This story is all about how the people of South Africa took a bold stand in the face of adversity and fought back by giving so compassionately, willingly and without hesitation. To Boulder Foundation, Flying for Life, volunteers, CIVAIR and Cape Winelands Airport we salute you! And the country of South Africa thanks you for enabling a mercy flight in such challenging times.
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Guy Leitch
SUKHOI’S ‘CHECKMATE’ UNVEILED The MAKS 2021 show in Moscow was most notable for the unveiling of Russia’s latest fighter – a Fifth Generation product of the Sukhoi design bureau that bears more than a passing resemblance to the Lockheed Martin F-35.
The Checkmate during its unveiling ceremony at MAKS on July 20. Image from Rostec video.
R
OSTEC AND ITS United Aircraft Corp. (UAC) division calls its new stealthy, lightweight fighter the LTS “Checkmate”. Ainonline notes that it is marked with the registration “RF-0075” and the Bort (side number) “Blue 75,” suggesting that the type could be designated Su-75, or have the design bureau designation T-75. Whether the article on display is a full-scale mockup or a test article is open to question. However, Rostec
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claims the LTS is ready for flight-test and informed observation of the components suggests that they are more than a scale mock-up. Before the show opened, Rostec released an English video that gave little in the way of detail about the aircraft, but alluded to the fact that the Checkmate is aimed at the export market, with Argentina, India, the UAE, and Vietnam highlighted. The inclusion of the UAE is notable: at the IDEX show held in Abu Dhabi
Unloading a ton of vitamin enriched porrdige from the Flying
in February 2017, the UAE and Russia announced an agreement on industrial cooperation on defence, including the development of a light fighter.
The show aircraft's cockpit looks the real deal and has a full ejection seat.
It is unclear if the VKS (Russian aerospace forces) have a requirement for this class of aircraft. What is known is that the LTS is a stealthy, single-engine aircraft that is considerably smaller and lighter than the Su-57 “Felon,” although there are some similarities, such as the shape of the cockpit canopy. In terms of configuration, the Checkmate bears some resemblance to a Northrop multi-role fighter design from the early 1990s. It has a cropped delta wing, widely-splayed tail fins, and dispenses with horizontal stabilizers. The moveable fins act as ruddervators, providing control in both pitch and yaw axes, while the single engine has a thrust-vectoring nozzle. Perhaps the most striking feature is the intake, an underslung chin inlet that wraps around the lower fuselage but with a flat underside, reminiscent of the intake of the X-32, Boeing’s unsuccessful competitor in the Joint Strike Fighter program. Slyusar commented that a twoseat version and an unmanned derivative are being considered.
Its thrust-vectoring engine and aerodynamic configuration are expected to endow it with a degree of super-manoeuvrability. The powerplant appears to be the NPO Saturn Izdeliye 30 engine, which is in development to power the definitive production version of the Su-57 twinjet. The LTS has an open systems architecture, and incorporates an automated logistics system known as Matreshka, similar in scope to the F-35's ALIS/ODIN systems. Artificial intelligence provides a self-checking function of the aircraft to reduce pilot workload. The aircraft is intended to feature an AESA radar, advanced networking communications, and a powerful defensive electronics suite. The cockpit features a wide-area display and employs voice-control technology.
Artificial intelligence provides a self-checking function
On either side of the forward fuselage are weapon bays for two short-range air-to-air missiles, while three longerrange weapons can be carried in the lower bay. A gun pack can be mounted in the main weapon bay, with the gun itself protruding below the fuselage. As with the F-35, the LTS is expected to be able to carry weapons on external pylons for non-stealthy operations. Maximum combat load is 7.4 tonnes, including a range of air-to-surface weaponry.
Max takeoff weight is believed to be around 18 tonnes. The aircraft is advertised as being Mach 1.8-capable and range without external fuel is quoted as 2,800 km. It is intended to supercruise—fly supersonically without the use of afterburner—and is rated for 8G manoeuvring.
The Checkmate is expected to take to the skies in 2023 with a first batch due to be produced in 2026, Yury Slyusar, head of the United Aircraft Corporation told reporters. Russia plans to produce 300 of the aircraft over 15 years once serial production begins, he said. Rostec's chief, Sergei Chemezov, said it would cost $25 million to $30 million, the RIA news agency reported. Moscow expected demand from nations in the Middle East, Asia Pacific region and Latin America, he said. "Our aim is to make the cost per flight hour as low as possible, to make it economical not only to buy but also to operate," said Slyusar.
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FlightCom August 2021
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lyn@aviationrebuilders.com
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086 689 5645 086 548 2651
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Composite Manufacturing
Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments
Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments
FAX NO
Interior
CODE TEL NO
Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint
NAME OF AMO
RAND AIRPORT CONTINUED Emperor Aviation
(082)
497 1701
FLYONICS (Pty) Ltd
(082)
686 2374
michael@flyonics.co.za
Heli-Afrique cc
(011)
827 8632
086 503 1870
Placo (Pty) Ltd
(011) 827 9301
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827 3801
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786 0146/7 786 0145
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(083)
736 3969
086 508 6010
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744 3412 110 4033 567 3443 741 8221 543 3196 802 1347 543 0948 301 9977 442 5884 543 0775 464 7130
086 613 9922 082 565 2330
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RICHARDS BAY Alton Aero Engineering
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SPRINGS AIRFIELD Legair Maintenance
WONDERBOOM AIRPORT - PRETORIA
208 Aviation Aerocore Aircraft Maintenance @ Work Pty Ltd Aircraft Maintenance International Adventure Air Aerotric Aero Engineering & Powerplant
Alpha One Aviation
AviSys Aviation Systems APCO Pty Ltd AVIA Instruments Breytech Aviation cc
(083) (012) (012) (013) (012) (087) (012) (082) (083) (012) (082) (012)
567 3500
Sport Plane Builders cc
(083)
361 3181
TAM Interiors
(083)
455 0215
Propeller Centre cc
(012)
567 1689
082 787 0415 543 2323
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aerotric@aol.com
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543 9447
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086 618 6996 567 3630 086 602 6171
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086 638 6821
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NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd
+2341 295 5110
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JOHANNESBURG F Gomes Upholsters
(011)
614 2471
614 9806
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Comporob CC
(012)
940 4447
086 502 3689
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M&N Acoustics Services Pty (Ltd)
(012)
689 2007
086 211 469
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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines;
•Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227
FLIGHT SAFETY THROUGH MAINTENANCE
FlightCom August 2021
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BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za
Algoa Flying Club Sharon Mugridge 041 581 3274 info@algoafc.co.za www.algoafc.co.za
Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za
Alpha One Aviation Opelo 082 301 9977 on@alphaoneaviation.co.za www.alphaoneaviation.co.za Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za
Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za
Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za
C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za
Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com
Aerocore Atlas Aviation Lubricants Jacques Podde Steve Cloete 082 565 2330 011 917 4220 jacques@aerocore.co.za Fax: 011 917 2100 www.aerocore.co.za Sales.aviation@atlasoil.co.za Aero Engineering & PowerPlant www.atlasoil.africa Dart Aircraft Electrical Andre Labuschagne ATNS Mathew Joubert 012 543 0948 Percy Morokane 011 827 0371 aeroeng@iafrica.com 011 607 1234 Dartaircraftelectrical@gmail.com percymo@atns.co.za www.dartaero.co.za Aero Services (Pty) Ltd www.atns.com Chris Scott DJA Aviation Insurance 011 395 3587 Aviation Direct 011 463 5550 chris@aeroservices.co.za Andrea Antel 0800Flying www.aeroservices.co.za 011 465 2669 mail@dja-aviation.co.za www.dja-aviation.co.za Aeronav Academy info@aviationdirect.co.za www.aviationdirect.co.za Donald O’Connor Dynamic Propellers 011 701 3862 BAC Aviation AMO 115 Andries Visser info@aeronav.co.za Micky Joss 011 824 5057 www.aeronav.co.za 035 797 3610 082 445 4496 monicad@bacmaintenance.co.za andries@dynamicpropeller.co.za Aeronautical Aviation www.dynamicpropellers.co.za Clinton Carroll Blackhawk Africa 011 659 1033 / 083 459 6279 Cisca de Lange Eagle Aviation Helicopter Division clinton@aeronautical.co.za 083 514 8532 Tamryn van Staden www.aeronautical.co.za cisca@blackhawk.aero 082 657 6414 www.blackhawk.aero tamryn@eaglehelicopter.co.za Aerotric (Pty) Ltd www.eaglehelicopter.co.za Richard Small Blue Chip Flight School 083 488 4535 Henk Kraaij Eagle Flight Academy aerotric@aol.com 012 543 3050 Mr D. J. Lubbe bluechip@bluechip-avia.co.za 082 557 6429 Aircraft Assembly and Upholstery Centre www.bluechipflightschool.co.za training@eagleflight.co.za Tony/Siggi Bailes www.eagleflight.co.za 082 552 6467 Border Aviation Club & Flight School anthony@rvaircraft.co.za Liz Gous Elite Aviation Academy www.rvaircraft.co.za 043 736 6181 Jacques Podde admin@borderaviation.co.za 082 565 2330 Aircraft Finance Corporation & Leasing www.borderaviation.co.za info@eliteaa.co.za Jaco Pietersen www.eliteaa.co.za +27 [0]82 672 2262 Breytech Aviation cc jaco@airfincorp.co.za 012 567 3139 Enstrom/MD Helicopters Jason Seymour Willie Breytenbach Andrew Widdall +27 [0]82 326 0147 admin@breytech.co.za 011 397 6260 jason@airfincorp.co.za aerosa@safomar.co.za www.airfincorp.co.za Bundu Aviation www.safomar.co.za Phillip Cronje Aircraft General Spares 083 485 2427 Era Flug Flight Training Eric or Hayley info@bunduaviation.co.za Pierre Le Riche 084 587 6414 or 067 154 2147 www.bunduaviation.co.za 021 934 7431 eric@acgs.co.za or hayley@acgs.co.za info@era-flug.com www.acgs.co.za Celeste Sani Pak & Inflight Products www.era-flug.com Steve Harris Aircraft Maintenance @ Work 011 452 2456 Execujet Africa Opelo / Frik admin@chemline.co.za 011 516 2300 012 567 3443 www.chemline.co.za enquiries@execujet.co.za frik@aviationatwork.co.za_ www.execujet.com opelonke@aviationatwork.co.za Cape Aircraft Interiors Sarel Schutte Federal Air Aircraft Maintenance International 021 934 9499 Rachel Muir Pine Pienaar michael@wcaeromarine.co.za 011 395 9000 083 305 0605 www.zscai.co.za shuttle@fedair.com gm@aminternational.co.za www.fedair.com Cape Town Flying Club Aircraft Maintenance International Beverley Combrink Ferry Flights int.inc. Wonderboom 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Thomas Nel info@capetownflyingclub.co.za 082 442 6239 082 444 7996 www.@capetownflyingclub.co.za ferryflights@ferry-flights.com admin@aminternational.co.za www.ferry-flights.com Capital Air Air Line Pilots’ Association Micaella Vinagre Fireblade Aviation Sonia Ferreira 011 827 0335 010 595 3920 011 394 5310 micaella@capitalairsa.com info@firebladeaviation.com alpagm@iafrica.com www.capitalairsa.com www.firebladeaviation.com www.alpa.co.za Century Avionics cc Flight Training College Airshift Aircraft Sales Carin van Zyl Cornell Morton Eugene du Plessis 011 701 3244 044 876 9055 082 800 3094 sales@centuryavionics.co.za ftc@flighttrainning.co.za eugene@airshift.co.za www.centuryavionics.co.za www.flighttraining.co.za www.airshift.co.za Chemetall Flight Training Services Airvan Africa Wayne Claassens Amanda Pearce Patrick Hanly 011 914 2500 011 805 9015/6 082 565 8864 wayne.claassens@basf.com amanda@fts.co.za airvan@border.co.za www.chemetall.com www.fts.co.za www.airvan.co.za
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FlightCom August 2021
Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za
Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za
Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za
Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation
Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za
MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za
North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Orsmond Aviation Gavin Brown 058 303 5261 031 202 5703 info@orsmondaviation.co.za info@landingeyes.co.za www.orsmondaviation.co.za www.landingeyes.com Owenair (Pty) Ltd Lanseria Aircraft Interiors Clive Skinner Francois Denton 082 923 9580 011 659 1962 / 076 810 9751 clive.skinner@owenair.co.za francois@aircraftcompletions.co.za www.owenwair.co.za Lanseria International Airport Pacair Mike Christoph Wayne Bond 011 367 0300 033 386 6027 mikec@lanseria.co.za pacair@telkomsa.net www.lanseria.co.za Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za
Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za
Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za
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
Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za 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 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 Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.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
Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za
Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za
Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com
Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com
Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com
Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za
Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com
Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com
Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za
Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za
Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za
Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.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
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
Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022
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 United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com
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