October 2021

FlightCm African Commercial Aviation Edition 155 | October 2021

Darren Olivier

– SAAF: Overstretched, underfunded and collapsing

Mike Gough

– When Things go Wrong

Wrenelle Stander: Bounces from AASA to Wesgro 1

FlightCom: October 2021

Hugh Pryor

– lost in Libya

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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

OCTOBER 2021 EDITION 155

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A NOTE FROM

THE EDITOR: A MOZAMBIQUE COURT has sentenced 66-yearold former Mozambiquan Transport Minister Paulo Zucula to ten years imprisonment for his part in the purchase of two E190s from Embraer in 2009.

Three senior government and LAM airline officials were accused of receiving $800,000 in bribes from Embraer between 2008 and 2010, in addition to being indicted for over-invoicing in the amount of $400,000.

"There was damage in the increase in the price of aircraft, which unduly impacted the State's finances and there is obviously a direct and necessary relationship between the defendant's illegal conduct and the damage suffered by the Mozambican State, which is the causal link", said the magistrate.

The Court found that the convictions of Zucula and Zimba proved that there was money laundering.

There was however no finding from the court or censure of Embraer’s corrupt marketing tactics – which could reasonably be assumed would by association have been knowledgeable about the corrupt deal.

Of further concern is that Jose Viegas, the Chairperson of LAM at the time, was acquitted. It is claimed that Viegas was involved extensively in corruption in that he had received $900,000 in bribes from a Brazilian company who were awarded the contract for the refurbishment of Nacala Airport.

he received $900,000 in bribes from a Brazilian company

Dércio Alfazema, from the Institute for Multiparty Democracy, says that this sentence means that justice is for everyone, regardless of the positions that people occupy. "It is a positive signal that the country is sending out. It shows that people, regardless of their position and position, if they commit crimes, will be duly held accountable," he said.

"It is now necessary to ensure that these benefits they have had from corrupt practices are collected and handed over to the State," he added.

"There is a whole need to review the legislation and the anti-corruption strategy so that these processes are speedy, but also that they are dealt with in their own forums so that the corrupt cannot benefit from subterfuges," Dércio Alfazema said.

Those convicted have 20 days to appeal the sentence.

Many have become sceptical of African governments’ ability to bring those guilty of corruption to justice. There are claims that Viegas escaped justice purely on a technicality, in that too much time had elapsed and the case had prescribed.

In an echo of the so-called Stalingrad Strategy has been so successfully used to evade corruption charges by the Zuma faction in South African courts, the slowness of the processes in the courts benefits some defendants, as was the case of José Viegas.

Nonetheless the conviction of Zucula and Zimba is seen as a victory against the high level of corruption that has plagued many African governments.

Attorney Adbul Gani said, "The matter we were fighting for today was reflected in the sentence. This is my satisfaction, even for the sake of justice, so that people can believe in the courts.” 

BUSH PILOT HUGH PRYOR

PART 2 In last month’s story, Hugh recounts how he came to be flying far out into the Libyan desert to set up a Magnavox, the forerunner of the GPS receiver.

Now he had to get back to their remote camp – and a fearsome Gibli wind was beginning to raise a massive dust storm.

T

HE TRIP BACK FROM the Ubar Hills was one of those flights from which pilots' nightmares are generated. I could see that it was going to be a bit of a challenge, but at the back of my mind I always had the way out of going to Sebha, where the Instrument Landing System would always get us in, unless, for some impossible reason, it went unserviceable...and it wasn't until we were well past the Braspetro Rig that the big Russian cargo plane failed to get airborne from Sebha.

Not only did he fail to get airborne. He went right off the end of the runway in his desperate efforts to abort the take-off, removing the wheels of his left undercarriage and smashing the antennae of the Instrument Landing System.

FlightCom: October 2021

I could not climb up through the fury of the storm, otherwise I would lose sight of the ground and we would never find the camp. Our only hope was to keep going until we found some recognisable landmark.

He had kept a diary. You don't want to read it.

My 'Way out' had thus been neatly eliminated and we were by this time right in the thick of it. Visibility was down to about two hundred metres and we were being thrown around all over the place as the wind howled over the crests of the big dunes. Paul was, thankfully, speechless as we thrashed on southwards.

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Above the sandstorm the sun still shone and by its dimmed light it was just possible to make out the hunched shoulders of red sand, braced like vast stationary waves in a raging red sea. Sand-spume spattered against the windscreen like dry spray.

Already we had been going for twenty eight minutes from the rig and I had not even seen the 'Double Ess', a white gypsum formation in the shape of two esses and they were still eight minutes north of the camp.

Maybe I had missed them in this mad maelstrom of screaming sand. Maybe we had been blown miles off course. I called on the long-range radio to try and find out the weather at Sebha, only to receive the disturbing information that Sebha Airport was closed due to the accident. Our windows of opportunity were closing

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Sebha Airport is right in the centre of Libya.

one by one. Paul, however, unaware of the significance of this information and by now totally resigned to his fate, had started to take a hesitant interest in what was going on.

I had to make a decision. If we just kept going until the fuel ran out, no-one would ever find us because we would not know our position ourselves, even if the radio did continue to function after our arrival on terra firma. My mind was haunted by the story of the "Lady Be Good", a B-24 Liberator bomber that returned to Northern Libya from a bombing raid on Italy. I think it was in 1943. They missed their home base at Benghazi because it was blacked out and covered with cloud.

They flew on, talking to Benghazi control the while, requesting QDMs, until their transmissions faded and they ran out of fuel about three hundred miles south west of Benghazi. The crew bailed out and the aircraft carried on, landing itself on auto-pilot, damaged, but very survivable. I've seen it.

Only the mid-upper gunner's parachute failed to open and he was killed on impact. The others survived to die an excruciating death from thirst. All the bodies were found about fifteen years later by seismic teams working for BP. The Captain's body was 122 kilometres from the aircraft, about fifteen short of a road frequented, at the time, by the British Eighth Army. He had kept a diary. You don't want to read it.

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No, we would definitely have to land as soon as possible, before we got too far away from the camp.

By this time the radio was swamped by static interference from the storm and we could not raise anyone to tell them of our plans. I just hoped they didn't try and send out a search party in these conditions otherwise we would have two parties to search for. I told Paul what I planned to do and with a shaky smile he appeared to accept that it was our only option.

And then, out of the corner of my eye I caught a fleeting glimpse of what I took to be a track. Definitely wheel ruts marked the hard sand of the old lake floor.

They led off into the red gloom to our right.

My mind was instantly made up. No time for an inspection run as we would lose the track. I hauled off the power and as the speed bled off I ran through the landing checks and wound down full flap. We touched down and stopped in a matter of yards with that wind.

We were right beside a Seismic Survey Line. I could see the wooden pegs sticking up out of the sand.

The surveyors wrote the station numbers on the bit of the peg which was buried under the sand and the writing stayed legible for years hidden from the effects of the sun and wind.

Paul turned to me, a weary smile creasing his eyes, "And now?"

"And now, Paul," I said, relief obviously showing all over my face, "You're the surveyor, so you have to pop over to that peg there, pull it out of the ground and tell us where we are." So saying, I feathered the propeller so that Paul could open his door without being blasted.

The wind was anyway doing its best to blow us away.

"Keep away from the prop! I shouted as he scrambled down the steps onto the ground And Paul, when you come back, get in the back door...it's easier."

Three Forty like tracker dogs, about twenty feet above the line. Around five minutes later we crossed Four Ninety and I cranked the aircraft round to the left, keeping my eyes glued on Four Ninety in case it tried to escape from us into the red fog.

Minutes later the rigid wind sock appeared out of the dust a hundred and fifty yards ahead of us, right on the nose. Tents and trailers also emerged from the red mist and we saw a pickup detach itself from the office trailer and hurry over towards the indistinct runway. We landed, parked the plane and I closed down the engine.

the rigid wind sock appeared out of the dust

Paul nodded and pulled his bush jacket over his head in a vain attempt to keep the sand out of his eyes as he struggled over to the peg. When he got to the line he pulled the peg out of the ground and huddled it inside the flapping folds of his jacket. Then he stabbed the peg back into the sand and made his way back to the plane. He slid open the back door and climbed in, slamming the door shut behind him.

"So, Professor," I said brightly. "Where are we?" " Line three forty, station eighty eight."

"And the camp?"

"Oh I couldn't tell you that without a map," said Paul, shaking his head.

"OK, Paul. Listen, line three forty crosses line four ninety somewhere to the west of the camp, doesn't it?"

"Indeed it does." Paul replied, a gleam of an idea creeping into his eyes. "Seven point two miles to the north west, to be precise...and four ninety goes straight through the middle of the camp!"

So that's what we did. I unfeathered the propeller, glanced through the checks and we took off, following

I looked at Paul and said, "Thank you very much, Paul, you were a great help."

"Do you know, I think I almost enjoyed that!" said Paul.

"OK then Paul. As payment for the entertainment, could you give me a hand tying the old girl down before she goes off on her own?"

"My pleasure," he said, giving the plane an almost proprietary tap.

Heini, the Crew Chief greeted us as he got out of the pickup. "Thought you guys would never make it in this!" he said, scratching the sand in his hair.

"Joint effort," I said and left it at that.

When we got to the surveyors’ trailer, we went straight to the map on the wall at the far end. Station eightyeight on line Three Forty was a little less than four hundred metres due north of the camp. If we had kept going for another thirty seconds we would have flown right over it.

That's Giblis for you! 

FlightCom: October 2021

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AIRLINE OPS MIKE GOUGH

LETTING THE

CAT OUT

For those who have been in the sharp end of anything that flies, you would be aware of those moments when things didn’t exactly go according to plan, whether it be by act, omission or just plain bad luck.

I

THINK I KICKED THINGS off in this regard at the very beginning of my flight training, on my first solo in 1989 in Pietermaritzburg. My extremely seasoned instructor and I had done around four circuits in the Cessna C150, when he abruptly announced ‘Stop! - I’m getting out’.

I claim I never heard the exact instruction, however as I was meant to do one circuit as sole occupant, I caused the instructor to grumpily climb the stairs to the (then) unmanned control tower to tell me on the radio to make it a full stop, as I had cheerfully done a touch and go and was intending to make it a whole session of solo circuits.

The VOR approach consisted of a procedure turn which usually resulted in us breaking cloud over the town of White River, and then turning inbound towards the airport. We would sometimes cancel our FlightCom: October 2021

Our escape plan, if required, was an immediate left turn, over the town and back down the valley. I only had to do this once, with a subsequent visual routing down the Crocodile Gorge to Malelane. I did however, have to spend half an hour explaining to the passengers why they could see their destination, but then ended up following the Crocodile River below the cloud and ending up somewhere else.

I was having immense fun flying the fantastic Boeing 737200

Fast forward to my first airline job, which was flying Let 410s out of Nelspruit airport – a place that is legend in terms of high terrain and significant weather. As the airport is somewhat elevated from the valley where the town is situated, it frequently would be shrouded in cloud while the valley would be clear.

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instrument flight rules (IFR) flight plan and fly up the escarpment to squeeze in under the cloud and land visually.

My first ‘real’ airliner was the Queen of the Skies, the majestic Boeing 747 Classic.

What a shock to the system that type rating turned out to be – even as a third pilot. An epic three years on this aircraft literally flew past, with much fun and adventure involved.

A routine flight from Johannesburg to Bangkok turned not-so-routine as all three autopilots refused to engage after take-off. In true Cockpit Resource Management (CRM or trying to be nice to each other on the flight deck), as I was the most junior, I was immediately nominated to be the autopilot, and as this was prior to that oceanic airspace being nominated as

The 737-200 has lots of overhead switching and bleed selectors to get wrong.

RVSM (reduced vertical separation, which required an autopilot for altitude accuracy), I spent the next six hours getting pretty good at maintaining heading and altitude at thirty-five thousand feet.

At this time, with the First Officer fast asleep in the bunk, I was instructed by Paris ATC to commence our stepped descent to the Biggin Hill holding VOR beacon.

Not as easy as it sounds, and those who have ‘poled’ a large aircraft at high altitude know the careful touch it requires.

The FE decided he needed a quick chat to his wife who was accompanying us, so I duly descended and entered the holding pattern at Biggin, solo on the flight deck.

As Heathrow ATC required a slower speed, I found myself configuring the aircraft and slowing the huge 747-300 to 180 knots in the craziest of busy airspace.

Nobody was prepared to lose out on a Bangkok trip by returning for ‘just’ an autopilot issue…

I endured the ribbing and teasing from the crew for the first few hours as I warbled around 300 feet from the assigned altitude, and when I fixated on that, got called out for deviating half a mile from the Inertial Navigation System (INS) defined track.

With the Captain out of the flight deck, the Flight Engineer (FE) also decided he needed the loo, and finding myself alone I decided to try once again to attempt an autopilot engagement. Autopilot A immediately engaged in Command, and the flight path became somewhat more stable. On return to the flight deck, I was quizzed somewhat suspiciously by both Captain and FE as to what I had done to achieve that…

Another 747 ‘solo’ moment occurred during a descent into London Heathrow. This particular Captain fancied himself as quite the ladies’ man, and frequently spent a bit of time in First Class, chatting to the passengers.

At this stage, I started feeling very alone and was considering calling the missing crew members back over the Public Address system. I was pretty sure this would result in an admonishment from the boss, but he thankfully breezed in without me making the call, as we were cleared to leave the hold for the approach.

After filling him in as to our imminent approach, I was duly dispatched to find everyone.

A few years later, I had graduated to domestic First Officer, and was having immense fun flying the fantastic Boeing 737-200. Being fairly archaic, and in true Boeing Classic style, there was a fair amount of switching of electrics and bleed (pneumatic system) after engine start.

The electrical system required manual engagement of both engine-driven generators, to take over from the Auxiliary Power Unit (APU) that powers the system

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on the ground. This is the Captain’s task, as that panel is located immediately above his head. The FO (me in this case) is meant to monitor this while re-configuring the bleed system (above my head).

Mike was having so much fun on his first solo that he kept doing touch and goes.

This is then checked again while reading the After Start Checklist, so how we missed the generators being off is probably a classic human factor failure scenario.

Our standard procedure at the time was to take off with the APU on, to power the air conditioning pneumatically, and on this particular dark and stormy night, powering the electrical system by default.

After take-off, with immediate weather avoidance and associated distractions, I completed the required actions, and selected the APU off. The entire aircraft was plunged immediately into darkness, with just essential instruments on the Captain’s side powered temporarily by the battery.

This also meant loss of the weather radar, and illumination in the cabin of the emergency lighting system. We both knew exactly what we had screwed up, and while the Captain had his hands full with manual flying, I meekly reached over and engaged the engine generators.

It took several long seconds for all the systems to restore themselves, followed by a discussion between the two of us as to what excuse we could fabricate to the passengers.

The Airbus transition provided its unique set of surprises, to say the least.

As the A340-600 was new to everyone in the airline, we had a steep learning curve in terms of its various quirks.

One very dark (but pleasant) night saw me on the way back from Hong Kong, with the Captain in the bunk and the third pilot fast asleep in the Captain’s seat. This is referred to as ‘Controlled Rest on the Flight Deck’ and is officially approved in certain circumstances.

We were over the ocean, about 200 miles from the American Airforce base of Diego Garcia. The Airbus has an array of sounds to indicate a variety of happy or unhappy states that it finds itself in. One such sound is referred to as the Triple Click, which is exactly that.

This happens when the automatics have a degradation of an input, to alert the crew that something has changed.

Flying Let 410s into Nelspruit meant doing a cloud break over White River.

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When the other pilot is sleeping it can be lonely in the cockpit.

Click click click. Not quite loud enough to wake up the slumbering third pilot, but certainly enough to capture my full attention. The autopilot remained engaged, although reading the Flight Mode Annunciator (FMA), which is a quick assessment of what mode the aircraft is in, indicated a significant degradation.

In this case, it had reverted from automatic navigation and altitude hold, to the most basic of autopilot modes, being heading and vertical speed. Much like being on a navigation exercise in a Cessna 172.

to the operation. A quick glance at the departure loadsheet gave our Zero Fuel Weight, to which I added our current Fuel on board, to give the FMS our gross weight.

I had no idea what our current centre of gravity was in terms of Mean Aerodynamic Chord. From experience at this phase of flight, I guessed around 37%, and tentatively inserted this value, not sure if I was going to ‘freak’ any system out – specifically the highly complex fuel system, as the aircraft pumps fuel around at lib to optimise the C of G.

I started feeling very alone

The Flight Management System (FMS) had dumped all data pertaining to this flight that is carefully and sequentially inputted on the ground, including the navigation flight plan, aircraft gross weight and centre of gravity information. Without this information, the highly computerised Airbus is a truly lost soul.

As the initialisation process (used on the ground) is cunningly not available with engines running, I had a bit of a head scratching moment. I only had around six months of experience on the aircraft (and the rest of the crew a bit less), and I had not seen this before.

The immediate concern was drifting off course. The Direct To function was available so it was direct to NKW (the VOR beacon at Diego Garcia) that I inserted, which was a short term patch to the problem.

As this super long aircraft was prone to centre of gravity issues, the weight and C of G was essential

My thumbsuck figure was accepted, and peace reigned momentarily. I learned later that once the aircraft knew its actual weight, it would do a quick mass and balance and work out where the C of G was with fuel distribution and trim position, altitude and Mach number. Too clever.

As I contemplated rebuilding the entire flight plan, I woke up my colleague, filled him in and got him typing. It only occurred to me as he finished twenty minutes later that I could have re-initialised through the secondary flight plan function. Oh well.

It happens all the time. I could probably write several more pages of issues that sometimes we got away with but other times everybody knew about. But then that would be letting the cat out of the bag… 

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DEFENCE DARREN OLIVIER

If solid evidence is required as to just how desperately underfunded the South African Air Force (SAAF) is, when one of its Oryx helicopters was recently hit by ground fire during the SADC mission in Mozambique there were no spare aircraft readily available to replace it.

Y

ET AT THE SAME TIME two Oryxes, serials 1234 and 1237, were being sent back to the Air Force from Denel, unserviced, because they had stood waiting and gathering dust at Denel's facilities for so many months that they were becoming a liability. There were even discussions within the SAAF about decommissioning both airframes, given how unlikely it is now that they could be returned to service, and handing one over to the Air Force Museum and using another as a training aid.

The removal process was temporarily halted, after 1234 had already returned to 17 Squadron at AFB Swartkop, with a new order from the Air Force changing their minds. They later issued an official statement saying that they intend to return the aircraft to service after major maintenance is complete, but despite that it seems certain that the decommissioning will still go ahead regardless in a few weeks or months, because there simply isn't enough funding and they're at the back of a long queue of other Oryxes & Rooivalks awaiting servicing.

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What makes this unusual, and frustrating, is that these Oryxes weren’t waiting for so long, or planned for withdrawal, because they’re at the end of their service life, damaged beyond economic repair, or excess to needs. On the contrary, both helicopters have years of flying left in their airframes and main components, are in excellent condition, and the SAAF desperately needs more Oryxes to meet Joint Operations & training requirements.

As it is, there are only a pair of Oryxes in Mozambique for the SADC mission, despite a need for far more, because with five committed to the DRC and standby requirements in South Africa, there simply aren’t enough available.

So why were they being removed from Denel, and even potentially decommissioned? In short, because they flew to Denel for a scheduled major service many months ago and have since stood gathering dust, while most of their components were stripped off to keep other Oryxes flying. This is because of Denel’s

The SAAFs Gripens and Hawks are already being cannablised for spares.

ongoing crises of cash flow and lost expertise, coupled to declines in the South African Air Force’s budget, meant it had become effectively impossible to service them and return them to flight.

There isn’t sufficient money available to service or replace major components and other parts, so the ever-shrinking set of usable components and parts are rotated in a desperate effort to keep an ever-smaller fleet of aircraft flying.

1234 and 1237 are two of at least six Oryxes in a similar state at Denel, all waiting for major services and the reinstallation of major components and spares for which there simply is no longer sufficient money in the SAAF budget.

To some extent cannibalising is a normal process for any air force, especially toward the end of financial years, but it’s when it reaches the tipping point now evident in the SAAF that it becomes a problem and a self-reinforcing negative cycle with no end.

At this stage at least 25% of all the SAAF’s aircraft have been cannibalised beyond economic restoration, at least under current funding.

More will soon follow unless the SAAF is given a budget increase to match its size, mission, and mandate and to allow it to catch up on the backlog. Or unless the SAAF’s size, structure, units, capabilities, missions and mandates are shrunk to match the available budget, which would mean closing many squadrons and retiring many aircraft types. Even then a few years of increased funding would be required to restore the remaining fleets to full operational capability.

Already a number of Gripens and Hawks have been cannibalised

Worse, this affects all of the SAAF’s fleets, including its C-130BZs, Rooivalks, Gripens, Hawks, and A109s.

As the budget has been successively slashed each year far below what’s reasonable or sustainable for a force the size of the SAAF, and with the mandate it has for both internal and external missions, an increasing number of aircraft have been cannibalised for parts once reaching their major service intervals and never returned to the air.

Denel’s ongoing crisis has been another problem, causing higher costs, slow maintenance, missed supplier payments, and other blockers. If it collapses, as may very well happen, the impact on the SAAF will be swift and severe.

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The SAAF BBJ is facing a potentially unaffordable C check.

So a decision must be made soon, because if the status quo continues the SAAF will become a hollow force unable to effectively use or deploy its assets. In some ways it already is, as recent exercises and operations have highlighted. But I fear worse is yet to come: National Treasury has indicated that it will cut the SAAF’s budget even further over the next three to five years, regardless of what the 2015 Defence Review or national policy states. And some political parties are demanding that the SAAF relocate from AFB Ysterplaat in Cape Town at its own expense — despite the massive and unaffordable cost of doing so — in order to free up the land for low-cost housing.

If that goes ahead the hit on the SAAF’s operational budget will be disastrous.

on maintenance and component repair or replacement costs. Larger and more expensive maintenance events, such as major services, are postponed and slowed down to save costs, resulting in aircraft reaching their hour limits and then standing and waiting for months in most cases for their maintenance slot.

For a while that worked well enough, with the rotation remaining sustainable and fairly stable, while still providing for surge capability in the event of an emergency, new security threat, or major operation. But then National Treasury hit the SAAF with a further round of successive annual budget cuts, even as the missions the SAAF was required to undertake grew. The result has been a huge reduction in maintenance and spares budgets, and the rapid depletion of the pool of available and serviceable components, grounding more and more aircraft each year as the cycle takes hold.

It’s difficult to not be pessimistic about the future of the SA Air Force

For years the SAAF has been in full-blown austerity mode, intentionally keeping the number of serviceable aircraft at each squadron to the barest minimum to save

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Already, the operational impact has been massive.

35 Squadron, in Cape Town, is able to operate only a single C-47TP for maritime surveillance at any given time, largely as a result of the cost of replacing engine cradles & control cables affected by a service advisory.

28 Squadron can simultaneously operate only two C-130BZs on a sustained basis, going up to three as a surge capability when maintenance periods, commitments, and luck all combine. Three of its aircraft, 404, 407, and 408 require so much money to return to service that they are considered nonoperational, and one (403) was lost in an accident at Goma, DRC last year.

2 Squadron and 85 Combat Flying School are in desperate straits, as the cost of just maintaining their support contracts with Saab and BAE Systems respectively swallow up virtually all of their allocation, and Line Replaceable Units and other spares still need to be procured separately and individually. Already a number of Gripens and Hawks have been cannibalised and would need hundreds of millions, if not billions, of Rand to return to service.

Central Flying School is struggling with aircraft availability as a result of new corrosion issues, always a problem with aircraft operating so close to the sea.

In normal times this would be fairly easy to resolve, but under current constraints it has been severely damaging to pupil pilot courses. Even the Silver Falcons were unable to fly as scheduled for some time.

The transport helicopter squadrons (15, 17, 19, 22, and 87 HFS) are all struggling with Oryx availability in particular, sometimes even being unable to keep sufficient aircraft available for base standby requirements. Denel’s issues have been a huge problem here especially, and the requirement to have five Oryxes in the DRC and two in Mozambique has limited the available number of aircraft available within South Africa. By some unofficial estimates, the actual number of operational Oryx helicopters may be down to 25 or 30 from the 51 originally procured.

16 Squadron is also badly affected by Denel’s issues and an insufficient budget, along with the need to keep three aircraft serviceable in the DRC for the UN mission there. At least one Rooivalk has been sitting at Denel for ages waiting for parts, for a maintenance Even the Rooivalk is becoming unsustainable.

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The SAAF Citations have long been grounded for years due to non-renewed maintenance contracts.

procedure that itself would take no more than a few days at most.

21 Squadron is facing a looming C-Check for Inkwazi, its VIP BBJ, and is struggling to bring its Falcon 50s back into service with the latest mandated avionics upgrades like ADS-B Out. Its two Citation 550s have been grounded indefinitely for over half a decade now and will never return to service. Its sole Falcon 900 has not flown in some time.

The situation is a little better for 41 Squadron, which are seeing decent availability from their Cessna C208 and Beech King Air fleets, both of which have been involved in supporting the SADC mission in Mozambique. 44 Squadron however is struggling to keep up enough flying to support all the requirements placed on it, which has a knock-on effect on currencies for Army units like 1 Parachute Battalion, 101 Air Supply Unit, and others who relied on them for ongoing training.

Worse, this is all just what it takes to keep the SAAF’s current aircraft operational. It does not take into

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FlightCom: October 2021

account the urgent need to replace many of the types in service, especially the C-130BZs and C-47TPs, or perform mid-life upgrades on others, like the Rooivalks. There is an acquisition project for each of the SAAF’s current aircraft listed on the Strategic Capital Acquisition Master Plan (SCAMP), its longterm planning document, but every single one has been halted indefinitely as a result of National Treasury taking away the Air Force’s allocation for the Special Defence Account. So increasingly tired aircraft in shrinking fleets are being pushed to the breaking point, with no relief in sight.

It’s difficult to not be cynical and pessimistic about the future of the SA Air Force given all these obstacles though, especially seeing as though the same warnings have been given many times over the past few years without any serious changes or improvement. We can only hope that the combination of new leadership at the top of the Air Force, the SANDF, the Defence Ministry, and the Finance Ministry brings a fresh mindset and new approaches to stave off disaster. 

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FlightCom: October 2021

19

FACE TO FACE

Wrenelle Stander left AASA after just 6 weeks to take up the CEO position at Wesgro.

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FlightCom: October 2021

In a surprise announcement, Ms Wrenelle Stander announced she is leaving her job as CEO of AASA – just 6 weeks after her arrival. Guy Leitch gets the inside story of this unexpected move.

M

S WRENELLE STANDER’S sudden and unexpected departure from the CEO position at the Airlines Association of Southern Africa (AASA) is the culmination of a tumultuous few years.

Her job before accepting the position of CEO at AASA was as the CEO of Comair, the operator of the British Airways’ franchise in South Africa and low cost carrier, kulula.com. She had joined Comair in October 2018, with perfectly bad timing - shortly before the arrival of a perfect storm. The airline’s fleet expansion was based on the Boeing 737 Max and then, within a year after the Max’s grounding, Covid hit.

Under those pressures it was inevitable that, in May 2020, the airline was forced into Business Rescue. Wrenelle had the unhappy task of steering the mortally wounded airline into its first loss – and finally an ownership takeover.

But, less than two months after getting her feet under her desk at AASA, Wrenelle unexpectedly announced that she was leaving – to take up a job at Wesgro in Cape Town. Wesgro has been an extraordinary success story as the agency tasked to mobilise investment in the Western Cape Province of South Africa. In particular, Wesgro’s Cape Air Access Initiative has been – up until the Covid-19 lockdown – a fantastic example of how important air connectivity is to a region’s growth.

Having operated at the top level in government, the aviation regulator and the private sector, Wrenelle has a unique set of skills. She 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 followed that in the multinational Sasol Gas business.

She has held executive and nonexecutive directorships on many boards.

The industry’s recovery is likely to be protracted.

Wrenelle left Comair at the end of December 2020 and soon a number of suitors were beating a path to her door with job offers. She accepted the position of CEO of the Airlines Association of Southern Africa (AASA) to replace the long-serving Chris Zweigenthal, who has retired to join his family in the USA.

Wrenelle’s experience as the CEO of a Southern African airline made her well-qualified to be CEO of the Airlines Association of Southern Africa (AASA).

In addition to being CEO of Comair, she has had a stellar career in aviation and corporate management. It was therefore a coup for AASA when they managed to recruit her, starting as CEO in July 2021.

Wrenelle has a BA (Hons) from the University of Cape Town, followed by an MBA from Oxford Brookes University in the UK. As a natural leader with a foundation of solid academic qualifications and CEO experience in the airline industry, she has a unique skills’ set. Asked what her particular talents are that make her a good candidate for the Wesgro CEO position, she says, "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 is crucial to the vital role that the air transport industry fulfils.”

FlightCom: October 2021

21

Wesgro has brought together an effective public-private sector partnership.

It is her appreciation of the key role of the airline industry in enabling broad economic growth that enticed Wrenelle to move across to Wesgro. “The prospect of joining Wesgro and taking overall accountability for positioning the Western Cape as one of the world’s leading regional economies is very stimulating. Joining Wesgro will allow me a challenging, yet exciting opportunity to plough back into the economy of the city where I was born,” she says.

Wrenelle has deep roots in the Western Cape. “I was born in Diep River in Cape Town and completed primary, secondary, as well as my tertiary education there. After 28 years of studying and working in Oxford, Pretoria and Johannesburg, I will be returning back home, to where my family still lives.”

She says, “I will certainly be able to leverage these skills to the full extent. Wesgro is uniquely positioned to provide a link between the public and private

22

FlightCom: October 2021

sector to collaborate and ensure that the Western Cape economy is one of the world’s leading regional economies.”

When asked what attracted her enough to make the jump to Wesgro she says, “One of the biggest attractions for me is the platform Wesgro provides to make a difference to the lives of people who live and work in the Western Cape. Wesgro has a great reputation and has done really great work in attracting and retaining direct investment in the Western Cape; facilitating the growth of exports; as well as positioning and marketing the province as a competitive and sustainable tourism and film destination globally.”

Perhaps the biggest casualty in the sudden maelstrom has been AASA. The AASA CEO position was also one that would enable Wrenelle to make best use of her skill set. But she is fully aware that she is starting at a most difficult time. When she took the job she said, “Most analysts agree that the global industry

will emerge from the Covid-19 crisis with smaller and fewer airlines. However, in Africa, the drivers for air travel and air freight are more fundamental and remain undiminished by the crisis, for example: population growth and large distances between markets, which are 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, socially, commercially and environmentally sustainable.”

good value-for-money services for the benefit of their respective customers.”

When asked about the future role of AASA she said, “Aviation enables growth and drives socioeconomic integration. To maximise these benefits we need to accelerate the industry’s liberalisation and open up markets to increased competitive air connectivity.

Wesgro contributed R6 billion in direct tourism spend

Her vision for AASA has a remarkable congruence for her move to Wesgro. She says, “My vision is for 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

“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 will recover to its pre-pandemic levels of 115 million passengers (74 million international & 41 million domestic) overnight.

The Cape Air Access Initiative has opened up routes from around the world to bring people to Cape Town

FlightCom: October 2021

23

She readily acknowledges that; “Leaving AASA was never going to be easy. I will miss AASA’s wonderful team of people. Fortunately, I will still be working very closely with them, as well as colleagues in the aviation industry.”

Since its launch in 2015 the CAAI has launched 19 new air routes direct to Cape Town and facilitated 23 route expansions. This more than doubled seat capacity at Cape Town International Airport, adding almost 1.5 million two-way seats to the Cape Town network and contributing and estimated R6 billion in direct tourism spend.

One of Wesgro’s biggest success stories has been the Cape Air Access Initiative (CAAI). This is expected to be the project where she will be able to add most value. Wrenelle will join Wesgro after handing over to her She says, “The Cape Air Access Initiative focuses on successor at AASA.  broadening the Western Cape’s international air access and growing the tourism sector, which is largely built on visiting international tourists.”

Wesgros Cape Air Access Iinititaive has been a remarkable success.

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FlightCom: October 2021

Any RPG's please advise.....

NEWS

SAA TO CO-OPERATE

WITH KQ

South African Airways (SAA) has announced it is signing a memorandum of co-operation with Kenya Airways (KQ) “with a longer-term view to co-starting a PanAfrican Airline Group that in time will enhance mutual growth potential by taking advantage of strengths of the two airlines’ busy hubs.”

S

AA INTERIM CEO Thomas Kgokolo, said; “Part of SAA’s core remit is to be a significant enabler of business and trade in Africa and it’s through a strategic understanding like this that real progress will be made in advancing South Africa and the continent’s growth.”

Mr. Allan Kilavuka, Kenya Airways’ CEO, highlighted the partnership’s significance in turning around the fortunes of both KQ and SAA. “The future of aviation and its long-term sustenance is hinged on partnership and collaboration. Kenya Airways and South African Airways collaboration will enhance customer benefits by availing a larger combined passenger and cargo network, fostering the exchange of expertise, innovation, best practices, and adopting home-grown organic solutions to technical and operational challenges.”

Kgokolo says the partnership will help improve customer experience by offering a wider range of choices and destinations. The cooperation will also help in the standardisation of product and service offering that is in line with current global aviation trends.

Working with Kenya Airways he says will also harness internal resources and capacities leading to sustainable and cost-effective growth. This includes shared services in the areas of route networks, fleet, and capacity deployment; exploring economic, technical as well as maintenance, repair, and overhaul opportunities to achieve economies of scale.

KQ and SAA have announced a co-operation agreement.

Kgokolo says collaboration will also assist both airlines in the current and post-pandemic business and travel environment. This he says involves joint recovery strategies and other cost containment strategies that will aid recovery of both carriers in an increasing competitive African airline environment. This agreement does not offer an exclusivity that precludes either of the airlines from pursuing commercial co-operation with other carriers within the current route network strategy.

Kgokolo believes the memorandum will also help the tourism sectors in both countries in time creating the most formidable airline in Africa, benefiting from at least two attractive hubs in Johannesburg, Nairobi and possibly Cape Town.

Kgokolo says the next step is for both parties to set up a joint working group to further discuss the memorandum and to put in place systems to achieve their joint stated objectives. 

FlightCom: October 2021

25

NEWS

MUNETSI BECOMES

AASA CEO

Former SAA Acting CCO Aaron Munetsi has been appointed as CEO of the Airlines Association of Southern Africa (AASA), with effect from 27 September 2021.

M

R AARON MUNETSI replaces Ms Wrenelle Stander who, in a surprise move, left AASA after just a few months, to take up a position with Wesgro, promoting and developing in tourism and economic development in the Western Cape.

“Aaron is reputed for his industry knowledge and formidable network of relationships that he has built over his more than 30 years of commercial and aeropolitical experience in the airline industry. He has worked in Southern, Eastern and West Africa as well as the Middle East for airlines in the public and private sector, with industry bodies and as a consultant on aeropolitical affairs, all of which make him a natural fit and a great asset for AASA as its new CEO,” explained AASA Chairperson, Elmar Conradie.

"I am looking forward to leading AASA and building on the solid base that has been prepared by my predecessors and their team. I intend to apply my broad industry experience to finding common ground with policy makers, legislators, regulators and our industry partners in developing solutions to the key issues facing airlines throughout the Southern Africa Development Community,” said Mr Munetsi.

Aaron Munetsi holds diplomas and certificates in marketing, strategic management and leadership from the University of Zimbabwe, University of Witwatersrand Graduate Business School and the Gordon Institute for Business Studies.

26

FlightCom: October 2021

He held several commercial management positions at South African Airways, including Regional Manager for Africa and the Middle East and as its Acting Chief Commercial Officer. For 10 years, Mr Munetsi served on the board of Nigeria-South Africa Chamber of Business and after leaving SAA in 2018 he joined the African Airlines Association as Director: Government, Legal and Industry Affairs. For the past year he has been working as an aeropolitical and business strategy advisor to airlines. 

SETTING UP AN

AVIATION BUSINESS

IN ZIMBABWE?

D

EALING WITH THE MANY regulators across the African air transport industry poses unique challenges. Fortunately, when dealing with the Civil Aviation Authority of Zimbabwe (CAAZ), specialist assistance is at hand.

Many have the goal of starting an aviation venture with the purpose of moving people and freight but lack the specific knowledge, insights and connections on how best to implement the structure and administration of the business, as well as safety and quality standards.

Each of these areas must be organised and guided by written reference, and when structured correctly, the documents become the operating life blood of the company.

For investors in Zimbabwean aviation, both local or regional – whether providing transport for mining staff, holiday resorts or private corporate individuals,

applying for the necessary licences and permits and establishing the required manuals for Aircraft Operating Companies, Air Service Permits, or aircraft maintenance agreements, may be a daunting task.

A frequently asked question is whether you can modify an aircraft for specific needs, such as passenger entertainment. Without a guide through the complex regulatory environment this can be a difficult questions to answer.

In addition, selecting staff and fulfilling the mandatory legal requirements for effective long-term activity is a process which requires local knowledge.

George Prentice is a Harare Zimbabwe based aviation specialist who is best able to assist with all the above requirements. He may be contacted by email on: georgep7@mweb.co.zw 

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FlightCom: October 2021

27

AA-Aviation hosted their 2021 conference and demostrated this new Air Tractor AT 502XP.

AG AVIATION AFRICA AIR TRACTOR CONFERENCE

–

Garth Calitz

28

FlightCom: October 2021

The agricultural sector in South Africa has been enjoying boom years on the back of strong market prices, good rainfall in some areas and strong product demand. This has spurred capital investment in the latest agricultural aircraft.

FlightCom: October 2021

29

A

KEY BENEFICIARY of investment in agri-aircraft has been AG Aviation Africa, the agents for Air Tractor. To further build their position in this specialised market, AG Aviation laid on a conference of Air Tractor operators.

The 2021 AG Aviation Africa conference was held at Bona Bona Game Lodge in the heart of the African Bushveld, between Klerksdorp and Wolmaransstad.

Bona Bona features a new tarred 1300 metre long, 11.2 meters wide runway (17/35), making it ample for the conference delegates and demo flights.

the arable land in the world but contributes just 1% of global agricultural production. “Africa has great potential but no one can eat potential,” he said. It was not all doom and gloom though as South Africa is fulfilling some of that potential and has become the largest citrus supplier in the world. He said that this proves that agriculture, with the right management, has a bright future which in turn, translates to a strong future for agricultural aviation.

digitalisation drive-by AG Aviation Africa

AG Aviation Africa Managing Director Matt Kritzinger and Graham Wells, Chief Operating Officer welcomed delegates, who were treated to a sunset water bombing and spraying display by two newly delivered Air Tractor 502XPs.

At dinner Mr Omri van Zyl the CEO of Agri Enterprises painted a bleak picture of African agriculture. He pointed out that Africa possesses roughly 67% of all

Tuesday morning the conference began with a very well attended workshop hosted by Pratt and Whitney. The full range of Air Tractors is fitted with Pratt and Whitney power-plants, raging from the AT-402B, delivering 680 shaft hp to the AT-802A’s 1295 shaft HP.

Kaval Shah, Regional Sales Manager for Sub-Sahara Africa was joined by Roberto Galant, Field Service manager for East and Southern Africa and Herman Strating Field Service Manager for Southern and Western Africa. The interaction with the field operators

Ag-Aviation's Graham Wells and Matt Kritzinger hosted the conference.

30

FlightCom: October 2021

Pratt & Whitney's Herman Strating, Kaval Shah and Norberto Galant.

prompted lively discussion and many ideas were explored on how Pratt and Whitney may improve their offering to the agricultural aviation sector.

At lunch, served on the deck overlooking a waterhole, three White Rhinos and a herd of Kudu Bulls enthralled the foreign visitors and a rare Sable Antelope could be seen grazing in the distance.

After lunch speaker, Dr Peter Johnston, a Climate Impact Researcher from the University of Cape Town, painted an alarming picture of the position the agricultural sector will be in if drastic intervention is not implemented as soon as possible. While his insights were not of the total apocalypse scenarios sketched by alarmists, there were clear warnings for the agricultural sector.

to complement this. The consensus of opinion was that operators of Air Tractors throughout Africa stand to benefit greatly from the forward-thinking of the AG Aviation Africa team.

The four hours of intense interaction with the field operators prompted lively discussion. Many fresh ideas were explored on how Pratt & Whitney may enhance their offering to agricultural aviation, plus there were many other fascinating proposals that will be fed back to Pratt & Whitney for global development.

Dr Peter Johnston delivered an eye-opening presentation on climate change.

Matt Kritzinger and Graham Wells took to the floor and laid out their plans for AG Aviation Africa. This included their vision to standardise the operation of Air Tractors throughout Africa, whether it be for crop maximization, vector control (as with the current locust problem in North Africa) or wild-fire control.

AG Aviation is establishing a world-class training academy in Stellenbosch which will further assist operators to standardise the industry for maximum efficiency at an operational level, A full Air Tractor procedural simulator is expected to arrive in October

FlightCom: October 2021

31

And example of this forward thinking is the move into the fourth Industrial Revolution and AG Aviation Africa showed they are not being left behind. Mr Edward Whitton has taken on the challenge of creating a comprehensive mobile App aptly named AG4 to manage all aspects of Air Tractor operations. Whitton has successfully created a similar application for the management of Toyota services in Saudi Arabia, which is the largest Toyota market in the world. The app will pre-empt what parts and services will be needed in the future, based on the operator's specific conditions and operation frequency. The app will have the ability to inform the factory what parts will be needed in future, greatly limiting downtime due to parts availability. AG4 will create maintenance scheduling and assist in the management process of their entire Air Tractor fleet.

a strong future for agricultural aviation.

Next up was Scott Smith from Lloyds Aviation brokerage. Smith currently heads up the Aviation Department of Lloyds in London concentrating on South Africa, Africa, Mexico, Eastern European and Central Asian business. Scott highlighted the daily battles he wages with the insurance industry in an attempt to get them to understand that AG aircraft are essential services for the sustainability of the human race and should be treated uniquely whether they are performing crop spraying, vector control or fighting fires.

Final speaker Dr Anthon Botha is a physicist, strategist and future thinker. He reviewed the future of crop spraying and other aerial technologies supported by the Air Tractor platform. Although Anthon accepts that the future cannot be predicted, he explained how stakeholders can create the future for the collective businesses by creating models of future landscapes and using mindtime travel to generate a preferred space in that future. “The digital world of the 4th Industrial

32

FlightCom: October 2021

ABOVE: Anthon Botha announced a new App for Air Tractor operators.

BELOW: Edward Whitton spoke on the impact of the 4th IR.

Omri van Zyl, CEO of Agri Enterprises, painted a bleak picture of African agriculture's wasted potential.

Revolution will be brought to us by embracing data, building digital twins to create a ubiquitous companion for support, and to ensure that cyber and physical aspects get held close together as humans and machines co-work in intelligent environments. This digitalisation drive by AG Aviation Africa will further build the AG community, introducing their culture of market support and extend existing trust. The future has arrived and jointly everyone should enter it with an excitement that will shape all our tomorrows” Anthon concluded.

After the conference sessions the delegates made their way to the airfield where they were once again treated to a sunset display flown by veteran ag-pilot Hennie Viviers in a new AT-502XP. It was widely agreed that this was an exceptionally successful conference. A common comment was that the future of agricultural aerial applications and in particular AG Aviation, although facing challenges, is on a solid footing. 

Another freshly delivered AT 502XP at Bona Bona.

FlightCom: October 2021

33

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FlightCom: October 2021

LETTERS

SAA BRUSSELS VACCINE FLIGHT As a born and bred Capetonian I remember the high esteem we held SAA in and the excellent service it provided. The last time I flew SAA was in 2003 or 2004 but found the service very poor so never used them again.

I seem to remember around this time there were complaints from the government that the requirements for training pilots were too strict and biased and they were going to change the application procedure. Which brings me to my point. What has been the outcome of the "well trained" pilots and crew of an Airbus A340 who miss-calculated their take-off weight on jolly to Belgium (to collect Covid vaccines)? They (I think) tried to hide this incident or at least didn't report it. The incident was picked up by Rolls Royce and Airbus.

I notice another flight was prevented from take-off recently over safety concerns. An aircraft and crew capable of carrying 50 odd tons of cargo to fetch less than one and a half tons? No wonder they went bust.

Finally, I had an uncle who flew the last two years of the war for Mosquito Bomber Command doing daylight raids into Germany. His youngest son was desperate to join SAAF but failed the entrance qualifications.

My uncle pulled some strings and eventually his son was accepted. He was later lost at sea in an aircraft. That's why it is vitally important for the strict examination of ability, especially for a commercial airline pilot. Another uncle, the late Ralph Aitchison, flew a Marauder during the war.

John Parkes East Sussex

Dear Mr Parkes I formally asked the SACAA about whether the so-called alpha floor exceedance for the Brussels vaccine flight was treated as an investigable incident by the CAA. They replied that as it was a flight procedures incident it was investigated internally by the SAA flight ops division and no findings had to be made public. It should be noted that there was a known glitch in the flight planning software that led to the incorrect weights being entered and thus an excessively reduced thrust applied for take-off.

Guy



GETTING AN ACCIDENT REPORT REVISED I was a pilot involved in an aircraft crash February 2021. The SACAA accident investigation report came out with a lot of BS statements in the report.

The SACAA makes me out to be the idiot pilot in this accident. Maybe you could direct me, how to go about re-evaluating this accident report.

Thank you.

Denis Howe

Dear Denis Has the final accident report already been issued? Or just the preliminary? If the final has been issued you will have to build a case of compelling evidence as to why the initial report was wrong. But it has been done - have a look at Jim Davis’s revised analysis in the October 2020 issue of SA Flyer about the Cessna 185 crash at Syferfontein about 20 years ago, where the original accident report was completely overturned by the very determined father of the pilot.

Guy



FlightCom: October 2021

35

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FlightCom: October 2021

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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: October 2021

39

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 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 Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com 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

Dart Aircraft Electrical Aerocore Atlas Aviation Lubricants Mathew Joubert Jacques Podde Steve Cloete 011 827 0371 082 565 2330 011 917 4220 Dartaircraftelectrical@gmail.com jacques@aerocore.co.za Fax: 011 917 2100 www.dartaero.co.za www.aerocore.co.za Sales.aviation@atlasoil.co.za

DJA Aviation Insurance Aero Engineering & PowerPlant www.atlasoil.africa 011 463 5550 Andre Labuschagne ATNS 0800Flying 012 543 0948 Percy Morokane mail@dja-aviation.co.za aeroeng@iafrica.com 011 607 1234 www.dja-aviation.co.za

percymo@atns.co.za Aero Services (Pty) Ltd www.atns.com Dynamic Propellers Chris Scott Andries Visser 011 395 3587 Aviation Direct 011 824 5057 chris@aeroservices.co.za Andrea Antel 082 445 4496 www.aeroservices.co.za 011 465 2669 andries@dynamicpropeller.co.za

www.dynamicpropellers.co.za Aeronav Academy info@aviationdirect.co.za www.aviationdirect.co.za Donald O’Connor Eagle Aviation Helicopter Division 011 701 3862 BAC Aviation AMO 115 Tamryn van Staden info@aeronav.co.za Micky Joss 082 657 6414 www.aeronav.co.za 035 797 3610 tamryn@eaglehelicopter.co.za monicad@bacmaintenance.co.za www.eaglehelicopter.co.za Aeronautical Aviation

Clinton Carroll Blackhawk Africa Eagle Flight Academy 011 659 1033 / 083 459 6279 Cisca de Lange Mr D. J. Lubbe clinton@aeronautical.co.za 083 514 8532 082 557 6429 www.aeronautical.co.za cisca@blackhawk.aero training@eagleflight.co.za www.blackhawk.aero www.eagleflight.co.za Aerotric (Pty) Ltd Richard Small Blue Chip Flight School Elite Aviation Academy 083 488 4535 Henk Kraaij Jacques Podde aerotric@aol.com 012 543 3050 082 565 2330 bluechip@bluechip-avia.co.za info@eliteaa.co.za Aircraft Assembly and Upholstery Centre www.bluechipflightschool.co.za www.eliteaa.co.za Tony/Siggi Bailes

082 552 6467 Border Aviation Club & Flight School Enstrom/MD Helicopters anthony@rvaircraft.co.za Liz Gous Andrew Widdall www.rvaircraft.co.za 043 736 6181 011 397 6260

admin@borderaviation.co.za aerosa@safomar.co.za Aircraft Finance Corporation & Leasing www.borderaviation.co.za www.safomar.co.za Jaco Pietersen

+27 [0]82 672 2262 Breytech Aviation cc Era Flug Flight Training jaco@airfincorp.co.za 012 567 3139 Pierre Le Riche Jason Seymour Willie Breytenbach 021 934 7431 +27 [0]82 326 0147 admin@breytech.co.za info@era-flug.com jason@airfincorp.co.za www.era-flug.com www.airfincorp.co.za Bundu Aviation Phillip Cronje Execujet Africa Aircraft General Spares 083 485 2427 011 516 2300 Eric or Hayley info@bunduaviation.co.za enquiries@execujet.co.za 084 587 6414 or 067 154 2147 www.bunduaviation.co.za www.execujet.com eric@acgs.co.za or hayley@acgs.co.za www.acgs.co.za Celeste Sani Pak & Inflight Products Federal Air Steve Harris Rachel Muir Aircraft Maintenance @ Work 011 452 2456 011 395 9000 Opelo / Frik admin@chemline.co.za shuttle@fedair.com 012 567 3443 www.chemline.co.za www.fedair.com frik@aviationatwork.co.za_ opelonke@aviationatwork.co.za Cape Aircraft Interiors Ferry Flights int.inc.

Sarel Schutte Michael (Mick) Schittenhelm Aircraft Maintenance International 021 934 9499 082 442 6239 Pine Pienaar michael@wcaeromarine.co.za ferryflights@ferry-flights.com 083 305 0605 www.zscai.co.za www.ferry-flights.com gm@aminternational.co.za Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 admin@aminternational.co.za Air Line Pilots’ Association Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

Airshift Aircraft Sales Eugene du Plessis 082 800 3094 eugene@airshift.co.za www.airshift.co.za Airvan Africa Patrick Hanly 082 565 8864 airvan@border.co.za www.airvan.co.za

40

Cape Town Flying Club Beverley Combrink 021 934 0257 / 082 821 9013 info@capetownflyingclub.co.za www.@capetownflyingclub.co.za

Fireblade Aviation 010 595 3920 info@firebladeaviation.com www.firebladeaviation.com

Flight Training College Cornell Morton 044 876 9055 ftc@flighttrainning.co.za www.flighttraining.co.za

Flight Training Services Amanda Pearce Chemetall 011 805 9015/6 Wayne Claassens amanda@fts.co.za 011 914 2500 www.fts.co.za wayne.claassens@basf.com

www.chemetall.com Fly Jetstream Aviation Henk Kraaij Chem-Line Aviation & Celeste Products 083 279 7853 Steve Harris charter@flyjetstream.co.za 011 452 2456 www.flyjetstream.co.za sales@chemline.co.za www.chemline.co.za Century Avionics cc Carin van Zyl 011 701 3244 sales@centuryavionics.co.za www.centuryavionics.co.za

FlightCom: October 2021

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

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

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com 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

FlightCom: October 2021

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