SA Flyer Magazine 2025 10 - The End

Airbus’s supreme firefighter!

JIM: TEACHING NAVIGATION

LAMOLA: CAN SAA SURVIVE & GROW?

REVIEWED: DRONE REGULATIONS BOOK

SKYDIVING: SA’S BIGGEST FORMO!

GUY: ON CLOSING SA FLYER

THE SUPER VERSATILE JET

Designed from the outset to provide unmatched operational flexibility, the new PC-24 is a force multiplier.

Pilatus Centre SA

Authorised Sales Centre

Columns

10. Guy Leitch

Attitude for Altitude Leading Edge

28. Peter Garrison

34. Jim Davis Plain Talk

46. hugh Pryor

68. Jim Davis Accident Report

80. Morne Booij-Liewes Register Review

POSITION REPORT

This is the last issue of SA Flyer. After almost 20 years of writing this Position Report, I can close off this season of my life.

IN my Attitude for Altitude column this month, I unpack the reasons for this drastic action. But it has been a surprisingly easy decision that has been a long time in the coming.

As it says in Ecclesiastes, there is a time for every season, and the season for SA Flyer is now over.

Shakespeare, in Julius Caesar, has Brutus say, “There is a tide in the affairs of men Which, taken at the flood, leads on to fortune…”

a voice for the industry

Such were the first 15 years of SA Flyer. After a year of learning to swim, we caught the incoming tide’s wave of success. For that I am grateful.

This publication has given me the most wonderful opportunities. And I grabbed them all with both hands. It created a platform for me to become a voice for the industry and a critic of the worst excesses of our government, particularly as

regards SAA and the abuses of power by the Civil Aviation Authority.

I’ve also had some wonderful highs, such as the opportunity to frequently visit Airbus, both in France and Germany, Boeing in Seattle, Embraer in Brazil and industry bodies such as IATA in Geneva, and indeed around the world.

It was my exposure to the African airline industry through IATA that laid the foundations for me to undertake a PhD – a decision that has paid for itself many times over.

I have had the most wonderful opportunities to fly a vast variety of aircraft. I have flown helicopters, gliders, aerobatics and skydived; planes as different as a Tiger Moth to L-39 jets, and the Airbus A380 and Boeing 787 (simulators).

One of my fondest memories is of receiving a phone call from the NGK church in Gaborone, inviting me on a flying safari. This turned into 10 years of spectacular flying safaris around all of southern Africa, where we made friends for life.

In leaving all this behind by closing SA Flyer, I expected to feel grief and have to fight the desire to prolong its existence. Instead, I’ve surprised myself by having peace at my decision. This is no small part to my wonderful wife who has walked with me in this incredible adventure.

It is time to move on, but I have no firm plans for the future. I am working on a consulting job for government and a few exciting new projects. One of these projects may keep me in the aviation field. So with any luck I will continue to see you around. But for now, I wish you all au revoir – till we meet again.

Guy Leitch

SALES MANAGER

Kerry Matthysen sales@saflyermag.co.za 082 572 9473

TRAFFIC

Kerry Matthysen traffic.admin@saflyermag.co.za

ACCOUNTS

Bella Leitch bella@taxfinaccounting.co.za

EDITOR

Guy Leitch guy@saflyermag.co.za

PUBLISHER

Laura McDermid laura@saflyermag.co.za

PRODUCTION & LAYOUT

Emily-Jane Kinnear design@saflyermag.co.za

CONTRIBUTORS

Jim Davis

Peter Garrison

Hugh Pryor

John Bassi

Morne Booij-Liewes

Laura McDermid

Darren Olivier

Iris McCallum

ILLUSTRATIONS

Darren Edward O'Neil

Joe Pieterse

WEB MASTER

Emily-Jane Kinnear

© SA FLYER 2025. 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.

This wonderful sunset Opening Shot was taken by Duran de Villiers, who is is an accomplished pilot and UAV system builder.

As pilots we often get so caught up in piloting that we fail to look out the window and properly take in the incredible views we are so privileged to experience. Duran was flying his KFA Safari with the door open over the Knysna lagoon when his keen eye for the moment and composition captured this perfect sunset.

OPENING SHOT

ABOVE: SA Flyer edition #1 July 1995.

SA

Flyer has been killed by not one, but two, fatal wounds.

FIRST , by the idiocy of the SACAA, which has forgotten that it is not just supposed to make the industry safer, but actually develop it.

Second, the magazine industry has been killed by the ‘interweb’. There is a vast sucking sound made by our advertising revenue as it disappears down the tube of Google and social media, with its memes and 2-second info-bites.

Without sufficient advertising revenue it’s no longer possible to print the magazine. Over the past year we tried hard to get back into print, aiming to at least print every third issue. But not

only were the costs prohibitive, we no longer have distribution channels. Ten years ago, SA Flyer was sold through almost 1,000 shops – and postal deliveries worked, so we could mail it to over a thousand subscribers, both locally and around the world.

Without print we tried hard to make it digitally accessible, using extra-large fonts and shorter stories. But people don’t like reading magazines on mobile devices. Our readership declined, despite our efforts to maintain the quality we have been renowned for. Like typewriters and 35mm film, magazines have had their day.

So the best thing we can do is not to prolong the dying throes, but to bow out as gracefully as we can.

This doesn’t make it any less painful. I have poured the past twenty years of my life into this publication. It has more than amply rewarded me, which makes killing it off even more painful.

I was tempted to try and either sell it, or even give it away to a good home,

magazines have had their day

that is, anyone able to continue the goodwill that we have built up. But it would not be fair or honest to inflict it on anyone who was enthusiastic enough to take it over.

The final nail in the coffin is the CAA’s obdurate insistence on imposing the 12-year rule on piston engines. I cannot bear to watch 20 percent of our aircraft being consigned to the scrap heap because of what has all the signs of being a power struggle within the toxic walls the CAA.

In my editorials and columns over the past few months, I have tried to give both sides of the 12-year rule conflict. However, in the final analysis, my view is that the CAA is wrong. If it had knowledgeable adults in charge,

this would never have happened.

The damage is incalculably large. Many of the smaller businesses will close and countless jobs will be lost. Irreplaceable skills will be forever lost to the industry – and indeed the country.

The closure of SA Flyer is just one consequence of this gross stupidity.

Before SA Flyer I was working with John Miller (for no pay) at his Aero Africa magazine. The deal I had with John was that I would contribute for free, as long as I could fly interesting planes and go interesting places. And I had a fantastic time. Notably: An air-toair refuelling sortie in a SAAF Cheetah, and my wife and I luxuriated for free at the best of all lodges.

John was a great photographer and aviation writer, but was no businessman, and so Aero Africa folded. But the itch to write stuck like a duiveltje on a dog.

I managed to get a mediocre novel published and then found myself bored, so John said I should buy SA Flyer. The idea was that I would be the publisher and John would continue as editor. My remarkable wife Nicola was brave enough to encourage me, and so on 1 January 2006, I became publisher of SA Flyer.

I had never intended to be the editor, but John wanted to spread his wings into the Middle East, so we started Mid-East Flyer and I took over the

editorship at SA Flyer.

As editor I wanted to develop the human-interest side of aviation, making it as much about people as planes. My editorial mix, and I daresay my often critical commentary, must have hit the right notes, as surveys showed that we were four times more popular than all the other magazines combined.

My strategy was to build a core of columnists, whom I am honoured to still have as friends. Shortly after I became editor, I received an email from Jim Davis, asking if he could do a regular column and ‘prang’ analysis. As the doyen of instructors – a man who

has shared his skills with thousands of ‘pupes’, I welcomed Jim with open arms. We have had a wonderful relationship, with Jim expecting a ‘shitsandwich’ from me every time he sent his stuff – which was always on time –and beautifully illustrated.

I wanted to make SA Flyer less parochial and so developed FlightCom for the African aviation industry. I needed a ‘bush pilot’ columnist, and a writer suggested I meet Hugh Pryor for a cup of coffee. Hugh was passing through Joburg and must have liked the cut of my jib because, as we finished our coffee, he handed me a memory stick.

BELOW: Former editor John Miller was a world class air to air photog.

Laura is incredibly accomplished

The contents of that stick provided me with 19 years of priceless stories and pictures of his experiences flying Twin Otters and Pilatus PC-6s in the Sahara, the Sudan and other inhospitable places. Readers with good memories will have noticed that I have now run out of Hugh’s stories so have recycled some of my favourites.

BELOW: Historian Dave Becker was a key contributor for many years.

John Miller had met Peter Garrison at Oshkosh Airventure and I was thrilled beyond measure when so august a flying writer agreed to become a columnist – for a very modest consideration, paid in Rands, which meant he was paid less and less over the years. Peter is unfailingly gracious of his time and was happy to enter in long dialogues about subjects as diverse as how wings work – or

ABOVE: A big step up from the C182 - Guy using ZS-OFH to the full at the Race for Rhinos Image: Willie Bodenstein.

how to get our Saratoga approved for door-off photography.

Helicopters are a big part of general aviation, and I am honoured to have had writers of the calibre of John Bassi, Jannie Matthysen and George Tonking as regular contributors.

Dave Becker created a historical legacy and Ray Watts and then Morne Booij-Liewes continued the register review.

And there are countless others who have selflessly contributed over the years: Larry Beamish, Fyko van der Molen; Darren Edward O’Neil, Andrea Antel, and so many more.

For the past few years I have been blessed to have Laura McDermid, who very ably stepped into the gap I created by moving out of Joburg. Laura flies a Pioneer 300 and runs her own business, yet manages to make time

for the multitude of demands created by being Vice President of EAA Chapter 322 and to cover stories for SA Flyer. And she has the wonderful ability to repair relationships overcooked by our former advertising sales supremo, Wayne Wilson.

Wayne was a godsend. He hectored and even bullied companies into advertising so successfully that our revenue was more than all the other aviation publications combined. Yet I reckon its true to say that all our advertisers had a grudging respect for his abilities – and he had to fend off numerous job offers! With Tami van Heerden or Dan Leitch to do his traffic management, and Emily Kinnear doing layout, we were the most incredible team.

Wayne made SA Flyer profitable beyond my wildest dreams. He enabled us to upgrade ZS-FPI, our old C182, to the almost new Saratoga IITC, ZS-OFH, and enabled me to fund our retirement by building a superlative guest lodge, with which we were thrilled to host Tom Cruise and his team for a few months.

Seeing the writing on the wall for magazines, Wayne left two years ago to pursue his interest in trading exotic cars, having managed to acquire a variety of Porches, Ferraris and other exotic cars from his earnings at SA Flyer.

Since then, financial survival has been a struggle, and it is evident that it’s now time to say goodbye. This has not been an easy decision, but I am confident that it is the right one.

I bid all you loyal readers a fond farewell with many thanks for all your support. j

AIRBUS’S 5-bladed

firefighter

The H145 D-3 5-blade upgrade to Airbus helicopters’ venerable EC145 has turned it into an excellent fire-fighting machine.

The 5-bladed H145 has proven itself in hot and high firefighting operations.

Nicole Ludwig appreciatess the H145D2's modern technology.

AIRBUS helicopters recounts how Nicole Ludwig, who’s been flying helicopters since 1997, says; “You just flip the start switch and it’s ready to fly. It’s amazing how this complex technology has made it so easy on the pilot side”

“Another aspect of the H145’s modernity that quickly became apparent was the autopilot. Firstly, it takes you straight there and then after flying a taxing firefighting mission, having an autopilot to support the pilot in returning to base was certainly appreciated. On any incident, when I could be flying 30 to 40 miles back to the airport in the evening, it was so nice to set the autopilot and just head back,” says Ludwig. “Or for ferrying it, it’s six hours here for a straight and level flight, [and] the autopilot is great. It’s just amazing how straight it actually flies.”

H145 firefighting pilots attest that the helicopter has elevated itself above its competitors when performing at altitude. “It just seemed to perform really well at high-density altitudes and better than I would have expected or imagined,” says Charles Baker, a pilot with around 25 years of flight experience. “I felt that the higher you go with the H145, the more it surpasses the older generation helicopters. When we were up in the higher altitudes, the helicopter really showed what it’s capable of.”

“My highest landing was 11,500 ft. I dropped three guys and all their gear off with no problems,” continues Nicole Ludwig. “I fought fires at around 10,000 ft. That crew wanted to fly with the 260-gallon bucket. It’s a variable fill bucket, so you could actually release water at the beginning of the cycle and use a full bucket later on. Again, [the H145] did it with no problems at those altitudes.”

For Ludwig, her adaptation to the H145 has been incredibly smooth. “I think the H145 is a great aircraft,” she says. “The more we worked with it… I really fell in love with it.”

An H145 over a misty Italy.

AIRLINK'S FIRST E195-E2 ARRIVES

Airlink has received the first of its new Embraer E195-E2s.

AIRLINK is the first South African scheduled carrier to operate brand new aircraft since Comair’s abortive order for the Boeing 737-Max in 2014. The new 195-E12, registered ZS-ARF (MSN 19020190), departed Embraer’s factory in Sao Jose dos Campos, Brazil, on 22 September and flew 3400 nm in eight hours across the south Atlantic direct to Cape Town.

The aircraft is the first of ten E195-

E2s to be delivered to Airlink under a leasing agreement with Azorra. Deliveries will take place between late 2025 and 2027. Entry into service of ZS-ARF is expected in the coming weeks.

The 195-E2 shares its type certificate with the first generation Embraer E-jets. However, the SACAA says there’s sufficient variance to warrant a ‘5-phase AOC application” process, which will take some time. Entry into service is expected towards the end of 2025 due to pilot training and maintenance and support requirements. j

Airlink's brand new Embraer 195-E2 departs Cape Town on its delivery flight. Image: Justin de Reuck.

per person

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Photos David Kessel

CONTINENTAL AEROSPACE TECHNOLOGIES

WORKSHOPS THAT BRING ENGINESAND PEOPLETO LIFE

Continental has long been at the forefront of aircraft engine innovation, but its contribution to aviation extends far beyond the factory floor.

RIGHT: James Foster, Product Support Engineer at Continental Aerospace Technologies.

THROUGH a programme of international workshops, Continental is creating opportunities for engineers, pilots, and enthusiasts to deepen their knowledge and build confidence in maintaining and operating their Continental piston engines.

From 8–19 September, Continental hosted their international workshop at Lanseria in partnership with Absolute Aviation, to a mixed group that ranged from salespeople to AMEs. This was their second workshop in South Africa, with the previous one held last year in partnership with Cirrus.

a culture of safety, precision and passion

Marius Voges, who heads Continental sales for Africa, the Middle East, and Europe, explained that the workshops are tailored to suit different levels of experience, ensuring that every participant finds value.

James Foster, Product Support Engineer at Continental Aerospace Technologies in Mobile, Alabama, was busy overseeing the work being done on a Continental engine on the bench, where eight participants were

enthusiastically exploring the intricacies of the engine.

Level 1 workshops are aimed at enthusiasts, student pilots, and newcomers. They focus on the fundamentals of Continental engines — from basic design principles to practical care tips — giving attendees a strong foundation in safe operation and preventative maintenance.

Level 2 workshops are designed for professional engineers, AMEs, and experienced pilots. These sessions take a deeper dive into engine diagnostics, performance analysis, troubleshooting, and advanced maintenance practices, equipping participants with the tools to make informed technical decisions.

What makes the programme particularly significant is its global reach. Workshops have been hosted at Continental’s headquarters in Mobile, Alabama, and extended across the world to Australia, Brazil, and South Africa. Local partnerships give the workshops added relevance, blending Continental’s factory expertise with the realities of regional operations and aircraft types.

Everyone agreed that the most dangerous engine is one that is not flown often enough, regardless of its age.

By blending theory with hands-on experience, Continental workshops do more than transfer knowledge — they create a shared space where aviation

TOP: Level 2 Continental workshop in the Absolute Aviation hangar.

MIDDLE: The Level 1 class.

BELOW: Level 2 theory classes.

professionals and enthusiasts connect, learn from one another, and carry forward a culture of safety, precision and passion. Each participant leaves not only with new insight but also with a certificate of completion, formally endorsed by the FAA.

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Contact our Factory Service Center, Continental Services for all of your parts and engine maintenance needs.

Very Heaven

BELOW: The DC-3 had revoloutionary cowls and retractable undercarriage.

Eighty percent of life is being born at the right time.

The US Congress created the National Advisory Committee for Aeronautics (NACA) in 1915, “to supervise and direct the scientific study of the problems of flight with a view to their practical solution.”

WHAT would eventually become the world’s largest and most productive aeronautical research establishment began as a committee of 12 unpaid men with a budget of $5,000 per annum.

The abbreviation “N.A.C.A.” was originally pronounced as single letters and preceded by “the”, but over time the periods and the article fell away. In its adjectival form, the name has come to be pronounced “nacka”, as in nacka cowl, nacka scoop, and nacka technical report. The name of the N.A.S.A., its successor, proved similarly deciduous.

I have on my shelves a couple of large, heavy books, of the sort especially suited for flattening crumpled things, that I take down and dip into from time to time when I want to revisit the golden age of subsonic aeronautical research.

RIGHT:

Volume 1 of 'The Wind and Beyond'

Somewhat pretentiously entitled “The Wind and Beyond”, they are the first salvos of what I gather is intended eventually to become a six-volume history of aeronautical technology told, in large part, in the form of NACA letters, memoranda, and minutes of meetings.

This stuff would probably strike most readers as being of above-average tediousness, much

a large and bristling face to the wind

as the excited gossip of fan magazines about TV personalities I have never heard of strikes me. But the two kinds of literature have one property in common: Their interest arises, at least in large part, not so much from what is being said as from the characters involved. When the participants in a conversation about landing gear are Jack Northrop, Gerald Vultee and Donald Douglas, I want to listen.

One of the illuminating aspects of

these readings is what they reveal about things that we take for granted today, but were unknown or misunderstood then. Just as it is refreshing, from time to time, to imaginatively transport oneself back to when people exchanged handwritten communications and moved about on foot or horseback, it is refreshing to imagine the impact of the DC-3 upon a world in which Fokker and Ford Trimotors were the best that airlines were able to offer.

Volume 2 of The Wind and Beyond begins with a narrative of the genesis of the DC-3. That aeroplane, grandmotherly today, was as daring a damsel in 1935 as the SR-71 was in 1964 or Concorde in 1976. It incorporated in a single design a number of features that had recently become “shelf items” –that is, proven and accessible technologies – including a clean, streamlined shape, faired wing roots, smooth allmetal stressed-skin construction, retractable landing gear, constantspeed propellers, landing flaps and fully-cowled supercharged radial engines. Today we take all these for granted, but at the time they were, individually as well as collectively, exciting novelties. Each of these features provided not merely measurable, but large and obvious gains. Together, they produced an aeroplane that doubled the cruising speeds of its predecessors.

You would not suppose that the value of streamlining can ever have been in doubt. There were some beautifully streamlined aeroplanes during and after World War I. It’s obvious, however, if you look at a DC-3 alongside a Ford Trimotor, that the designers of commercial transports were slow to acknowledge its importance, evidently choosing to ignore a milestone lecture on the economic importance of drag reduction that the French designer Louis Bréguet had made to the Royal Aeronautical Society in 1922. Indeed, it

was the aerodynamic refinement of the DC-3 that vindicated Bréguet and made the aerial carriage of passengers, for the first time, an economically attractive proposition.

Another no-brainer that the brains of the day failed to appreciate was retractable landing gear. Part of drag reduction was certainly hiding the undercarriage when it was not in use, but it was repeatedly argued that a well-faired fixed gear added practically no drag at all (an optimistic exaggeration, unless the rest of the aeroplane were unduly draggy) and that the mechanism for retracting gear would be unacceptably heavy (in fact, it wasn’t). Another, somewhat subtler obstacle to adopting retractable gear was the fact that converting an existing fixed-gear aeroplane was usually quite difficult; the structure had to be designed around the retraction system and wheel wells from the outset.

One of the signature achievements of NACA’s early years was the cowling completely enclosing a radial engine. These engines, which were light and powerful but presented an inconveniently large and bristling face to the wind, had generally been left entirely or partly uncowled for cooling, and so generated enormous drag.

The NACA cowling was developed under the leadership of the formidable Fred Weick, to whom we also owe the tricycle landing gear and the Ercoupe. It added 10 to 20 mph to the speed of

almost any aeroplane upon which it was installed. The gleeful excitement generated by its introduction in 1928 is palpable in NACA correspondence. Afterwards, a radial engine without a NACA cowling was almost unimaginable.

The first aeroplanes to embody the sum of NACA’s early work were the Douglas DC series. The great DC-3 was preceded by a slightly smaller and flatter-sided but otherwise similar model, the 14-passenger DC-2, of which about 200 were built. One of

America led the world in that race

the first customers was the Dutch airline KLM, which entered its first DC-2 in a 1934 air race between London and Melbourne, Australia. The aeroplane flew a regular revenue route, carrying three passengers and a cargo of mail, and met with some mishaps and delays along the way. Nevertheless, it came in second only to a purpose-built de Havilland Comet racer. Another NACA-influenced American airliner, a Boeing 247, placed third, close behind the DC-2.

That two American commercial liners had outrun all but one of the aeroplanes that finished the 11,300-

mile race was not lost on the aeronautical world. A British editor groaned that not even the best the Royal Air Force had to offer, “is fast enough to have finished the race within a thousand miles of the American machines.” Britain, he wrote, had “won the greatest air race in history, but she has yet to start on an even greater air race: a race in commercial and military supremacy.” It was America that led the entire world in that race, thanks largely to the work of NACA.

When we look at the DC-3 today we may think we are seeing an old-fashioned aeroplane. We overlook its essential modernity. The beauty of these collections of the lore of the N.A.C.A. – to restore for a euphonious moment its honorific article and periods – is that they carry us back to a time when all of the features of the DC-3 were new.

Each was a breakthrough in an era whose breakthroughs were made by single individuals or small teams and the thrill of success came seasoned with the satisfaction of personal accomplishment.

The 19th-century British poet William Wordsworth wrote, on the subject of the French revolution, which he and his liberal-minded contemporaries believed, before it devolved into bloodbath and tyranny, to represent a new dawn of justice for mankind:

Bliss was it in that dawn to be alive, But to be young was very heaven!

BOOKS

by Peter Garrison

I have the same feeling, aeronauticswise, about the 1920s and 30s, when, here in the United States, individual talent, public enthusiasm for air racing, a thriving industry and a taxpayer-funded research organisation converged to produce a period of thrillingly rapid evolution in aeroplane design. What a time it was to be in the creating side of aviation! How inconvenient then to be unborn! j

Right Seat Rules #34

NAVIGATION

KISS

LAST MONTH WE LOOKED AT THE THEORY BEHIND MAP, CLOCK AND COMPASS (MCC) NAV. IT’S THE BASIS OF ALL NAV. NOW LET’S PUT IT INTO PRACTICE.

2500 years ago Confucius said, ‘Life is simple, but we insist on making it complicated.’ Then in 1960 Kelly Johnson – Lockheed’s chief engineer – condensed it to KISS –Keep It Simple Stupid (Keep it Simple Sonny or Keep it Short and Simple.) Then in 1985 I said it to Pupe Propwash.

Here’s what happened: My phone rings. “Hello. This is the Cape Aero Club. One of our chaps, Pupe Propwash, is having a spot of bother with his cross-country. You see he set off steering 043 compass in order to maintain 046 magnetic, which gave him a true track of 058 allowing for the forecast upper winds of... hello hello... you still there? You see with a wind of 170/20, this would blah blah....”

Basically, Propwash had set off on a multi-leg solo nav – with about a hundred check points. His flight-log

looked like Anglo American’s financials.

He became comprehensively lost behind the mountains, which cut off VHF contact. A military Dak was relaying messages between the adventurer and Cape Town Information who had suffered a sense of humour failure.

The whole thing was getting out of hand until Propwash spotted the coast, and everyone relaxed – incorrectly, as it turned out.

You see, because that part of our coast is roughly “L” shaped, young Propwash didn’t know which coast he had found. If it was the North coast, a left turn would return him to base, while if he was on the South coast a right turn would take him home.

It wasn’t a good day for coin-tossing, hence the phone call. He had turned away from mama and was heading along the South coast towards my little flying school in George, nearly 200 miles away.

Of course you could ask, what about his compass? Surely that would tell him he was going the wrong way? It would indeed, but by now the poor guy didn’t know the difference between 003, 030 and 300, and wasn’t remotely interested. He just wanted somewhere soft to land.

I shot up to the tower and we nursed him in and gave him coffee while he showed me a young mountain of paper designed to add needle-sharp accuracy to his navigation. I conceded that I too was bewildered by the numbers.

Propwash had so much office-work there was no time to look out and see where he was going. He was searching for little things – like the place where a dirt road made a kink near a radio mast. The big picture, consisting of cities, coastlines and mountain ranges were of no interest to him. He was looking for his next microscopic check-point which should be 2¼ miles away.

Darling instructors, please don’t do this to your little treasures. Go for the big picture and little paperwork.

Here’s how it works. You need a well-prepared map, with fuel figures scribbled in the margin, and a frequency chart in your shirt pocket. If you keep the big picture in mind, that’s all you need for a VFR flight. Panic not – I will explain.

Imagine you takeoff and fly to a familiar point that you can see 12 miles away, and from there head to another landmark, and thence 15 miles along the railway line to the next place. Augment this with the big

picture and a bit of common sense and you can’t go wrong. No GPS needed. This chat is for student pilots, who are not allowed to rely on GPS. And it’s for ordinary people who enjoy navigating by looking out the window.

Naturally, if you want to cross oceans, deserts and rain-forests, and places that make your nought pucker, it makes sense to talk to the satellites.

But this is for instructors and weekend pilots. It’s the basics. It works well and it’s a whole lot of fun.

MAP-ONLY NAV SYSTEM

Let me explain how the map-only nav system works. You get the newest maps available. I like the 1:1 000 000 WAC (World Aeronautical Charts). But the 1:500 000 is useful around large built-up areas.

In this example you draw in a good solid black line, from Grahamstown to Queenstown with a Fineliner. You then measure off 20 nautical mile markers. Do NOT use time marks because they change with wind and aircraft type. 20 mile markers work for any aeroplane from a Cub to a King Air.

If your track leaves a map, just stick in an arrow where it joins the next and write “To Bethlehem”. And where it comes on to the next map put an arrow saying “To Grahamstown”. This makes it easy to know which line goes where next time you use the map.

Now, alongside your track, you draw in a nice bold box with a point at one

end, and write in your magnetic track. That is the track you measure with your protractor, plus or minus the variation. Do this on an empty part of the map – so you don’t obscure something important.

I draw in the runways at my

No GPS needed.

destination, alternates and possible pee-stops along the way.

When you have finished, your map should look something like this:

JIM DAVIS

We have now got rid of Propwash’s wheel-barrow load of numbers crammed into tiny boxes. Below is the sort of thing I am bitching about. This horror is the pride of an FAA testing officer. I hope you never have to fly with him.

Don’t just skip past this disgusting document – have a good look at it and then make sure your pupes never go down this road.

“First, the word ‘course’ is a NO-NO – we discussed it before – the Brits think it means heading, and the Yanks

BELOW: This level of detail is completely unnecessary and confusing.

use it to mean track. Then there is ‘TC’ for True Course. Who cares about True North? We are not going to use it in the cockpit so don’t have it there.

Next, the “+/- Dev” column is BS –he’s put zeros all the way down –really?

But it gets worse – some of his distances are apparently accurate down to a one-hundredth of a mile –that’s about 16 metres. And his forecast winds are apparently faithful to one degree and one knot. The fuel remaining in his tanks is precise to one

hundredth of a gallon – that’s about an egg-cup full.

Please don’t have stupid figures like that in the cockpit. Simply use the POH fuel consumption figures and plan to land with one hour in the tanks.

Should you bother with deviation? Yes, of course, but you won’t have the deviation card at hand when planning the flight. So, during your round-thecockpit check, just pull the card out of its holder, below the compass, and check the back to confirm it’s up to date. Then mentally adjust for the error on each leg.

I was taught to draw fine pencil lines on my map so you can rub them out later, but this is a bit silly for two reasons. First, why rub them out if you might fly that route again? And second fine lines can be hard to see –particularly in poor light, or if you need to swop glasses for near and far vision. Rather draw in good solid lines with a marker. Make notes in the margins of your maps. Mark potential landing spots you may need one day. Treat your map rough – it will force you to buy a new one from time to time – which will keep you up to date.

I got lost going to Vic Falls once because I used an out-of-date map.

Work on Minutes per Marker

Now draw in 20 mile markers, and double lines at every 100 miles. These 20 mile markers are the key to your progress.

If you expect to cruise at say 120 kts

the markers give you ten minute intervals. If you find you are passing them every 9 minutes that means you have a tailwind and a groundspeed of 133 kts.

Strangely your actual groundspeed should be of little interest. What really matters is that your markers are now 9 minute markers. And will continue to be so until the wind changes, or until you pick up speed in the descent.

don’t have

stupid figures

So if ATC suddenly wants your ETA for some obscure spot you can glance at your map and say, okay that’s two and a bit markers away, so it will be slightly more than 18 minutes away –call it 20 minutes.

You may ask why I’m so casual about accuracy. The answer is simple – you are already using the most accurate wind figures available – you have just established them yourself. And it makes no sense to measure the distance within a mile or two because it will amount to less than a minute – so relax and don’t over complicate things.

If anything changes significantly you can always call back with a revised ETA.

Of course you must expect to be late at your first marker because of the climb, so add a few minutes at the beginning, and subtract a couple during the descent.

Treat your map rough

Finally, your total time to destination is nothing more than a thumb-suck based on met forecast winds. As the trip progresses you get a more and more accurate ETA based on your actual times between markers.

I often flew Cherokees from PE to Wonderboom which is comfortably within a safe range, with an hour’s reserve, as long as there were no strongish headwinds. So my plan was always to see how I was doing at Bloomies. If my ten minute markers had turned into 12 minute markers then I’d stop for fuel. It’s too easy.

We haven’t given much thought to fuel figures. Conventional fuel logs are often a waste of time.

You have to know exactly how much you have in each tank, before the flight. Either use a dipstick, or fill her right up, or use Piper’s splendid little step.

Now can you really be sure how much fuel you used in taxi and climb? Nope. So just use POH figures – not

the fuel gauges, and write the time you change tanks, next to your track, or in the margin of the map.

Tips. Actually not tips – RULES.

Keep the map on your lap with the track pointing forward. This way everything on the map is where it is on the ground.

The first 20 miles is critical. You must start in the right direction –confirm it with landmarks - both big and small.

Move your finger up the map as you go.

Use a 2B pencil to write down the times you pass significant points.

Look far ahead at the big picture –dams, mine-dumps mountain tops, or whatever.

If you find you are having to head say 7° to the right of track, then so be it, that’s what the wind is doing to you. Keep allowing that 7° until something changes.

If you stop navigating and paying attention for a while you are likely to get lost.

Watch out for zeros. Don’t let 002, 020 and 200 confuse you.

Never alter heading because of a ‘feeling’. That’s a sure way of getting lost. I was testing a pupe on a flight from PE to Grahamstown. He kept feeling he needed to turn ‘a bit to the left’. Eventually we crossed a ridge to find PE straight ahead. He has kept heading ‘a bit left’ until we had done a complete 180. Only alter heading if you

have a solid reason.

Never jump to unfounded conclusions. The words, “That must be Sunnyshoff” are generally a prelude to being lost. Be certain that is Sunnyshoff before you open your mouth.

Plan to have most of your fuel in one tank for landing.

Here are some of the more important symbols, and what to expect on the ground.

Note that the map is made in two separate processes. The first is an ordinary topographical map showing mountains, rivers, roads, towns and so on.

Then aeronautical information about airfields, controlled airspace and so on, is printed on top in a dark purple/blue colour.

Look in the margins for the dates that the base and the aeronautical info were printed. Say the base is 20 years old, then it obviously won’t show new roads and dams and the expansion of towns. Railway lines seldom change.

Obviously buy maps with the most recent aeronautical info. The following are important:

All airfields. Orville is 5478 ft AMSL. It has lights and a hard runway (tar). The lighting might only be by arrangement. So phone ahead to check.

If there are radio facilities – ATC, or nav-aids – they will be listed at the top of the box. And if there is customs then the airfield name will have a dashed box around it.

ORVILLE

5478 ft AMSL. Lights. Hard surface

Longest runway 1400 meters

- H 8

The box shows radio or Nav equip. The - shows no lights.

Customs available

Military Aerodrome

Joint Civil & Military

Emergency/no facilities

Heliport

Helistop

Military Heliport City

Reporting point - compulsory

Large Town

Town Village

Place of local importance

Railway line

Railway under construction

Railway tunnel

Railway station or siding

Power line

Dual highway

Arterial route

Main road

Secondary road

Road tunnel

Road bridge

Mine

Spot elevation

Obstruction. Top AMSL (top AGL)

Make sure you don’t confuse military and civil airfields – this can land you in a lot of distress.

The little maroon triangle is a compulsory reporting point. Normally an FIR boundary or TMA.

Cities, towns or villages may have developed or merged since the base was printed.

Map reading is fun

The tiny little circle – a ‘Place of local importance’ – may actually be very important to you. Perhaps it is a truck-stop, trading store or post office in a desolate area. Look for tracks and paths radiating from it.

The railways are useful – they don’t change over time. The minute symbol for a station or siding may also be the focal point of radiating tracks.

Power lines are obviously significant to low flying aircraft, but they are also good navigation features, and easy to see because of their direct routes, and a clear ground below them for service vehicles.

A mine, depicted by a tiny crossed pick and shovel, can be anything from

a hole in the ground to a massive mine dump you can see 50 miles away.

Spot elevations are mostly worthless. They may only be a hump that is slightly higher than the surrounding ground. Or they may just be surveyed points that have white stones round them.

With radio masts the top figure is the height that you would just hit them if you are using QNH. The number in brackets is the tallness of the mast. They can be useful as they are often on the highest point of a hill or ridge. Low-flying enthusiasts beware – masts have a wide net of support cables.

NAV-LOG

Although map-only nav works 100 times better than too much paper, I suggest you teach pupils to use this nav-log.

It has everything you need, and nothing you don’t need. The best part is that you don’t have to think about position reports – you simply read them off. Look at the bit I have circled – your position report goes, TMA 0649, 7500ft, FIR 0714.

Magic stuff.

Map reading is a fun way to navigate – get your spouse and kids involved in spotting places and working out ETAs – they will love it.

FAA HIRES 2,000 CONTROLLERS news

In a small but telling report that must help explain the worldwide shortage of air traffic controllers it was noted that the American FAA has hired 2,000 ATCs in financial year 2025.

US Transportation Secretary Sean Duffy said the agency has brought in 2,026 controllers since January, a 20% boost over the first nine months of 2024 and the result of a “supercharged” effort announced in February aimed at expediting hiring.

Under this initiative, the FAA has streamlined the air traffic controller hiring process, cutting down the time it takes by as much as five months. The agency is on pace to hire 8,900 controllers through 2028, including at least 2,200 in FY2026, the Department of Transportation said.

According to the agency, the goal is to fill every seat at the FAA Academy,

where controllers are trained. Six hundred trainees were sent there in August alone, exceeding the record in July of 550. This marks the highest number of students in FAA history.

“These latest numbers show our supercharge effort is continuing to hit milestones, and we are making progress,” Duffy said. “Our work is just getting started. This department will continue to use every tool at our disposal to chip away at decades of controller staffing declines because the American people are counting on us.” j

BILL WAUGH

Bill was produced out of an old fashioned mould. A fuzzy-haired squat bear of a man, his attitude to his work was a rarity in these modern times. So often now if you ask someone what they do for a living, the trendy response is “As little as possible.” Bill’s reply would be “As much as possible!”

HE enjoyed his work as much as anybody enjoys a favourite hobby and his enthusiasm was highly infectious. This bred an esprit amongst us which made

the Great Ethiopian Famine a great experience...for us pilots, anyway.

Bill was the pilot of a Bell 212, delivering food and medical supplies for the International Committee of the Red Cross to a starving population. More than a million had already died and the remainder had long-since given up thinking about the future.

The arrival of Bill lit a tiny spark which, over the ensuing months was

Bill looked grey with pain and exhaustion

fanned into a flaming beacon of hope. Flagging spirits were rekindled, a sense of humour returned. People liked to work when Bill was around and we, the other pilots, were proud to be on the same team, working out of the

dusty little town of Mekele, capital of Tigray Province, high in the plateau of North Eastern Ethiopia.

Only once did I see Bill complain. We were all down for a couple of days because of a security alert. Our accommodation was the old royal palace, the Abraha wa Atsbaha. The King had risen in rebellion against Emperor Haile Selassie and paid for his actions with his life. All his property was appropriated by the government,

clout of unlimited financial resources

his heirs were dispossessed and his noble palace was turned into a quaint and rather primitive Scottish Baronial hotel which is where we stayed. Kai, the Red Cross flight coordinator, a charming little shrimp of a Dane, lived in the hotel with us, and the first day we were grounded, he came to my room and said, “Bill’s got a problem. could you come and speak to him?”

“Of course.” I said, rising from my chair, “Where is he?”

“He’s in his room.”

We walked along the corridor to Bill’s room I knocked on the door. I only heard a muffled mumble in reply. I opened the door and went in. Bill was

sitting on his bed with his head in his hands in obvious pain. when he looked up at me I could see why. The right side of his face was swollen as if he had stuck a golf ball in his cheek.

“Bill!” I gasped, “What happened?”

“Abscess.” He forced out between gritted teeth, the pain showing in every line of his face.

“We’d better get you up to see the Italians.” I said, with some urgency.

We got Bill into one of the Red Cross cars and drove him to the Italian hospital up past the airport on the plateau above the town. The Italians were professional and charming and their hospital was spotless. They refused point blank to extract Bill the Bear’s tooth without first treating the abscess with antibiotics. The Bear became very intimidating when roused and the prospect of five days of this pain roused him severely! He grabbed the little Italian Doctor by the shoulders, lifted him bodily off the floor, shook him and in lowered infinitely threatening tones, he said “TAKE MY TOOTH OUT!”

The little doctor realised that there was only one way out of this predicament and with a silence of total acquiescence, he beckoned to the staff and led the way through to the theatre. They laid Bill on the table and the doctor opened a green metal wall cabinet. Selecting a particularly vicious looking pair of tooth-extraction forceps,

he shot Bill up with local anaesthetic, inserted some swabs around the affected tooth and went to work.

There followed some horrifying crunching noises punctuated by soft Italian expletives. Finally the doctor withdrew the tools and some bloodsoaked swabs and, throwing his hands in the air he said “See! I tell you true! The tooth no like to come out before five day of antibiotic!”

“So you’ve left it in then, have you?” I enquired.

“One beeg piece for sure. Is no possibile to take all.”

He gave Bill some kind of pain killer and we left to go back to the hotel. Bill looked grey with pain and exhaustion. That evening he disappeared to his room to do battle with the pain on his own at around five-thirty.

At six-thirty Kai came to me again. “Bill says he wants to see you. He’s looking ghastly.” So I went once again down the corridor and knocked on his door. Kai followed me in.

“Hugh, you’ve got to take this tooth out for me. I can’t take any more of this pain.”

“Bill,” I said, “I’m afraid I’m the wrong

man for the job. You see I tend to faint at the first fountain of puss. And anyway, we don’t have any tools!”

“I’ve got some long-nose pliers in the toolbox in the bottom of the cupboard,” Bill said pleadingly. “We can sterilize them with my lighter.”

“Well I don’t like it Bill. I’ll probably throw up all over you!” I added, playing my cards one by one. “We don’t even have any anaesthetic.”

“I’ve got a litre of Johnnie Walker

the far end of his digestive tract

Black Label under the bed,” Bill said brightening up a little. “You drink half and I’ll drink half and then we can get on with it...no problem...Please Hugh... just this one favour...please!” he implored.

So that’s what we did.

After taking a couple of generous portions of Scottish Courage, I sterilised the jaws of the pliers with my lighter, grasped the remaining tattered pinnacle of shattered ivory at the back of Bill’s jaw and pulled. The tooth slid out remarkably easily, followed immediately by the expected gout of puss, but by this time I was well over halfway through my share of the Black Label and managed to control the promised

projectile vomit. The swelling in Bill’s cheek went down in seconds and the pain appeared to go with it.

An enormous gust of relief escaped from Bill’s smile and we settled into the job of finishing the formalities with Mr. Walker.

------oOo------

Some weeks after the surgery the Red Cross became unacceptable to the murderous President of Ethiopia, Mengistu Hailie Mariam, so we were ordered to withdraw from Mekele and take all the Red Cross aircraft to be impounded in Addis Abeba. We took up residence in the Addis Hilton, which prides itself that guests never have to wait for more than seven seconds for an elevator.

We had been there several days when the World Bank arrived. There were eleven of them and they had come to investigate the feasibility of financing a refugee rehabilitation programme down near the border with Southern Sudan at Gambella. Access to Gambella by road was almost impossible since the road had been largely destroyed by lack of interest over the years. So the World Bank got in touch with Bill and asked him whether he would be prepared to take them down to the project in his helicopter. Bill replied that he would be only too happy to oblige if they could obtain the appropriate authorisations to release the impounded whirly-bird.

The World Bank, with the enormous

clout which comes with unlimited f inancial resources, got the clearances that afternoon. Bill filed a flight plan with Air Traffic Control for an eight o’clock departure the next morning.

The following morning we shared some Njera, a kind of grey crumpet which you fill with meat and vegetables and eat with your fingers. I just had the vegetables, a choice which later proved to be very wise.

Bill and the World Bank took off soon after eight for the one-an-a-half-hour flight to Gambella.

About an hour into the flight, Bill realized that he had a major emergency on his hands. There wasn’t even time to warn the passengers. The meat which he had taken with his Njera wanted to get out – and it wanted to get out NOW. He could feel it racing in a burning tide for the far end of his digestive tract. Nothing was going to stop its surging progress. Sweat broke out on his face as he strained to restrain the flood. He just had to get down before it reached his underpants. He landed near some acacia thorn trees. There was now not even time to close the engine down. With a spluttered apology he flung the door open and rushed for the nearest thorn bush, struggling to release his trousers as he ran.

Inside the helicopter these scenes of panic from the pilot raised a certain amount of alarm and the passengers, assuming that they could only have

been provoked by the presence of an explosive device, or worse, evacuated the helicopter with some haste and hurried after Bill. They arrived behind the thorn bush just as Bill exploded.

Now everybody was apologising and the World Bank withdrew in considerable embarrassment. Only two of them saw the funny side.

Bill didn’t have any paper to clean himself, so he had to use his shirt which had anyway seen long service during the famine. When he had done the best he could, he disposed of the shirt by hurling it into the nearest acacia tree and, once again apologising profusely, he assumed his seat and they took off to complete the trip.

They would take fuel in Gambela. Bill would pay for it with cash if the refuellers would not accept his fuel card…. Now where was that stupid piece of plastic? He smacked his trouser pockets. Nothing. Then it dawned on him. Oh NO! For crying out LOUD! How could he have been so STUPID!

Bill realized that he had a major emergency on his hands.

Would he tell them? Yes he’d have to. The card was in his shirt pocket, along with his Credit cards, passport and money. They’d have to go back. Apologising once again he tried to explain what had happened and so saying he turned the machine around and flew back to the thorn trees. It was difficult to identify precisely where they had landed but he spotted a local shepherd and decided to ask him if he’d seen a helicopter land nearby. He put the chopper down and walked

over to him. The language barrier was overcome by mutual gesticulation and suddenly Bill realized that he was actually looking at his shirt. It was wrapped around the local worthy’s head and the combined odours given off by the shirt and its new owner encouraged Bill to retrieve his belongings as speedily as possible before thanking the old man and rejoining the fascinated members of the World Bank to resume their trip.

25 YEARS OF THINKING INSIDE THE BOX

In the more than two decades since we introduced the GNS 430, we’ve continued to develop even more advanced capabilities to enhance your flying. The GTN™ Xi series, our fourth-generation GPS/ NAV/COMMs, leads the way with Smart Glide™ technology, coupled VNAV and missed approaches1 , intuitive traffic displays1, terrain and more. See the upgrade advantage at Garmin.com/Navigators.

GTN XI SERIES

The RV of Bush Planes? RANS S-21:

ZU-IYM is the second RANS S-21 to fly in South Africa.

Over the past twenty years the experimental ‘homebuilt’ aircraft industry has undergone a seismic shift; from planes built for speed, to planes built for low and slow ‘bush flying’ – or what the Americans call ‘back-country’ operations.

RANS aircraft was well positioned to take advantage of this groundswell change. Since the 1970s they have been producing kits for simple yet capable planes, initially ultralights, then a brief foray into aerobatics, and finally true bush planes.

In contrast, Richard VanGrunsven of Van’s Aircraft procrastinated for five long years and so missed the opportunity that would probably have saved his market-leading company from having to seek Chapter 11 bankruptcy protection if had developed the nascent RV-15 earlier.

For Van’s, the RV-15 is a revolutionary leap, but Randy Schlitter of RANS Designs already had a proven platform to design and build the S-21 Outbound. This platform is the RANS S-20 Raven, which is an evident progenitor of

the S21. The key difference is that the S-20 has a fabric covered wing with a different aerofoil. Beyond that the aircraft are hard to tell apart. In contrast, Vans has nothing remotely like the RV-15.

THE S-21 ON THE GROUND

Just the second S-21 to fly in South Africa is ZU-IYM. It was built by Cape pilot Bertie van Zyl, who has already built a RANS S-7. He reckons that IYM took him around 1,200 hours to build.

Bertie bases his S-21 at Bonnievale but loves testing his own and the S-21’s abilities at the short and rough ‘Op Klipfontein’ farm strip near Swellendam.

Bertie elected to power his S-21 with a Rotax EP912STI, which means it has been modified with the addition of fuel injection, plus turbocharger and intercooler by Edge Performance in the

ZU-IYM has Edge Performance intercooled turbocharged Rotax.

Van’s Aircraft procrastinated for 5 years

USA. In this form it produces 154 hp which is plenty, as the S-21 was designed for engines from 100 to 180 hp. Bertie built ZU-IYM for VFR ‘round the patch’ fun flying, so he kept the instrument panel as simple as possible with the basic big round dials and a single

Intercooler duct echoes Rotax 916iS.

Three-blade

MGL EFIS glass panel. MGL is built in Cape Town, so support is local.

The S-21 Outbound comes as both a taildragger and a ‘nosedragger’. In theory it’s possible to switch between undercarriage configurations, but the main gear legs for the nosewheel version

are shorter. Reflecting its design objective, RANS reports that more than 90% of S-21 orders are for the taildragger version. The big fat Tundra tyre option is popular, even if it is just flown from tarred runways. Tundra tyres mean you go slow and burn more

fuel – but hey, that’s the price of sexy ‘optics’ for you.

With 26-inch bush tyres the deck angle is steep, so most pilots have to look out the side windows for taxying. When fitted with faster, yet less cool 22-inch tyres, visibility over the nose is reasonable. For shorter pilots, the seats rise as they move forward and there’s the option of the nosewheel version, which solves the forward visibility problem, but limits tyre choices.

For those builders not limited by the 600kg (1323 lbs) ‘Light Sport Aircraft’ weight limits, a gross weight of 1800 pounds is applicable. A typical empty weight from 950 lbs for a light one, to a more typical 1100 lbs, provides a useful load of around 400 lbs for the LSA or a hefty 800 lbs when flown with a PPL, so there’s plenty of room for fuel, a pair of good-sized South African males and some bags.

Bertie has kept IYM’s empty weight commendably light, at just 915 lbs, so is able to very usefully fly it with a decent load under 600 kg, which gives it a thrilling power to weight ratio.

FLYING THE S-21

Counter-intuitively, other reviewers report that the Titan S-21 seems to be all but immune to the effects of larger tyres on cruise performance.

that’s the price of sexy ‘optics’

With full throttle the tail can be raised almost immediately, so visibility and rudder steering are great. After a ground roll of 200-300 metres it jumps off the ground and can climb out at over 1,000 fpm if you want to hold the nose that high. Bertie says that the S-21 has responsive controls “yet is more stable than I expected, making hands-off flying easy, at least in smooth air. In turbulence it’s wellmannered and never feels upset.”

Interestingly though, he confesses to preferring his RANS S-7 with its tandem seating.

With the Edge Performance Rotax above 5000 ft, a 130-knot true cruise

speed is realistic, even with 26-inch tyres.

Bertie reports real life numbers at 3000 ft amsl at 5600 rpm as being 152 mph (132 KTAS) and at 4,000 ft amsl as being 140 mph (122 KTAS) at 5200 rpm, burning around 33 litres (8 USG) / hour. Because he uses the plane for short field operations from his rough Ou Klipfontein strip he prefers a climb prop which means he is limited in cruise speed due to over reving. A coarser prop and a higher cruise flight level would yield a plus 140 knot cruise.

Panel reflects the simple bushplane nature of the S-21.

a thrilling power to weight ratio.

Bertie says that stalls are devoid of drama, as they should be from a wing designed for low speed handling. With two up and no baggage at a bit less than gross, the full-flap, power-off stall comes at about 32 knots indicated. It is a real accomplishment by RANS to have designed a plane that can have such a low stall speed and then turn around and cruise four times faster. Big flaps that drop to a barn door

40 degrees make steep approaches into short fields possible. Unlike the 100 series Cessnas, the S-21 can be side-slipped with full flaps, providing an even steeper approach angle.

Short field landings can be very impressive. At an Vref of 1.2, being 42 KIAS, you can get it down and stopped in 100 metres.

CONCLUSION

The Rans S-21 is a remarkably competent plane, and not far from

Transparent roof lets the sunshine in.

being an arounder with the emphasis on bush plane fun. Yet it still has a decent cruise speed – a magical 4 times its stall speed.

Its smaller and lighter than the RV-15 will be, so perhaps the comparison is not fair. Yet it is still significant that RANS beat Vans and with a relatively simple quick build kit that claims it can be built in less than 1000 hours.

j

ABOVE: Plenty of baggage space behind seats and ability to carry it.

LEFT: Sturdy tailwheel handles true bush flying.

BELOW: ZU-IYM enjoying 'backcountry flying'.

S-21 OUTBOUND SPECIFICATIONS

S-21 Outbound Specifications

S-21 Outbound Performance

BUILDING THE RANS S-21

Kit Building & Costs

If you want a RANS S-21 you are going to have to buy it as a kit and then build it.

MAKING it as easy as possible, the RANS S-21 kit is very complete, and it packages all parts separately for specific build jobs. The only components left out are electrical and avionics.

There are two packages for the engine and prop firewall forward (FWF) installation options, one for the Rotax 912 ULS and one for the Titan XIO340. Both packages include engine mount, cowl, prop, spinner, engine-re-

lated electrical (except for wire and terminals), and related hardware.

The engine, battery, all electrical except for FWF items, lights, avionics, instruments, and paint are not included.

Options include a fixed-pitch or a ground-adjustable prop. An electric constant-speed prop from Cape Town made AXSport Aviation is a popular option for short field get-up and go..

Neither the Rotax nor the Titan engine are equipped for a hydraulic constant-speed propeller, so an electric constant-speed prop would be your only option. However the Rotax 916 will only take a hydraulic constant speed prop.

The cost for a ready-to-fly plane depends on the engine selected and avionics. A basic day/VFR taildragger with the Rotax 912 ULS engine using all new parts and an inexpensive VFR-only panel could be built for around R2 million (U$120,000).

Step it up to a deluxe version with the Titan or Rotax 916 engine and a dual-screen Garmin G3X panel and autopilot and you are at R3- R4m.

BUILDING THE S-21 OUTBOUND

SA Flyer chatted to Jacques Hattingh who is currently building an S-21. His first build was an RV-7

Jacques Hattingh reckons it will take him 600 hours and 6 months to build his RANS S-21.

The precision of the parts is impressive with all holes lining up.

and he says that the RANS is far easier to build. He reckons it will take him 600 hours and he will be finished in 6 months.

Jacques opted for the RANS with the turbo Rotax 916 because he wanted a high-wing, side by side, all metal bush plane that has a reasonable crosscountry speed. He says that even with 26 inch tyres he expects his S-21 to cruise at 135 knots indicated for about 155 knots true.

The RV and Sling kits have long been considered the benchmark in user friendliness. Jacques says that the RV is quite detailed, but it’s complex; “Rather like a Porsche 911 compared to the RANS, which is a Toyota Hilux. For instance, unlike the RV’s bucked rivets, the RANS kit uses pop rivets.”

Jacques says the RANS kit is very straightforward to build, with three PDF manuals and all the parts already prepackaged into individual bags that he hangs on a pegboard in preparation for each specific task.

RANS has all their assembly instructions online. There is no printed book unless you download the PDF file and print it. This allows RANS to instantly update everyone’s assembly instructions. Builders can print out sections as they see the need, but much of the work can be done by referring to a laptop screen.

The big time-saver is the design of the wings with an extruded aluminium

nose section that eliminates all nose ribs and nose skin fitting. Jacques says that all the parts come together with beautiful accuracy, for example, when he attached the upper wing skin to the assembled ribs with a rivet at each corner, the fourth corner’s hole lined up perfectly.

For homebuilders without full sized jigs it is essential that the plane be built straight if it is to fly well. Joining the

the RANS kit is very straightforward to build

rear fuselage to the steel tube cage is a critical step. Alignment must be precise. Once everything is aligned, it is a simple matter to drill through the tabs on the steel cage into the aluminium skins.

Fitting the fiberglass cowl to the fuselage is a tricky task, but every RV builder also has to fit the cowl to their metal fuselage, so the skills should be available. Flaps and control surfaces are operated by cables, which simplifies construction.

The important thing about buying a kit such as the RANS S-21 is that it is easy to build and well supported. Thus, you are more likely to finish it – and in a reasonable amount of time.

PT6A FLAT RATE OVERHAUL (FRO)

StandardAero Lanseria, a Pratt & Whitney PT6A designated overhaul facility (DOF) and the sole independent DOF approved for the PT6A-140, is pleased to support operators across Africa with Pratt & Whitney’s Flat Rate Overhaul (FRO) program for PT6A engines which combines OEM-level quality with guaranteed “not to exceed” capped pricing. Meaning that you can plan your maintenance expenses with confidence, and without any compromises.

The FRO program does not incur extra charges for typical corrosion, sulphidation or repairable foreign object damage (FOD), and PMA parts are accepted.

As the industry’s leading independent aero-engine MRO provider, StandardAero is trusted by airline, governmental and business aviation operators worldwide for responsive, tailored support solutions.

years of PT6A MRO Excellence

Discussing flight delays and costs caused by ATNS, Airlink CEO de Villiers Engelbrecht says,

‘As South Africans know, infrastructure decays gradually and then suddenly; ATNS finds itself at “suddenly” right now.’

ABOVE: de Villiers Engelbrecht CEO Airlink.

BITES a 19,600 hr PILOT BARON

ANALYSIS

The pilot said that after touchdown on runway 13, a gust lifted them about five ft. He eased back and the airplane landed hard and bounced to about three ft.

He did not apply power for a go-around as they were below best single engine climb speed. The airplane bounced again, the nose gear collapsed, and a main gear tyre blew out.

Location:

Grenada, Mississippi

Date & Time:

March 19, 2025, 14:31

Local Registration: N4455B

Aircraft:

Beech 95-B55 (T42A)

A/C Damage:

Substantial

Defining Event:

The plane left the right side of the runway and the fuselage was substantially damaged.

The wind was from 200° at 17 knots, gusting to 26 knots. He didn’t use the asphalt runway 22 as it was reportedly in poor condition. However 13 gave him a crosswind component between 16 to 24 kts.

There were no pre-accident mechanical malfunctions or failures.

PROBABLE CAUSE AND FINDINGS

The NTSB determines the probable cause to be the pilot’s loss of control while landing in gusty conditions.

PILOT INFORMATION

Age: 74 Male

Seat Occupied: Left

Medical: Valid

19,600 hours: Total

236 hours: This make and model

13,370 hours: PIC

62 hours: Last 90 days

Licence: ATP

Ratings: Single & multi land & sea

IFR Rating: Airplanes and helicopters

Instructor: On many types

JIM’S COMMENTS

So we have an extremely experienced and current pilot who makes five basic pupil-pilot mistakes:

1. He ‘bounced’ twice and then broke the nosewheel off. So he landed with plenty of flying speed.

2. He failed to use the into-wind runway.

3. He failed to do a timeous goaround.

4. He landed the aircraft in wind exceeding the POH X-wind recommendation.

5. He pushed the aircraft down on to the nosewheel following a bounce.

I suspect he selected Runway 13 as it would be convenient to the terminal building, whereas 22 would have meant backtracking the whole length of his landing run.

BELOW: Did the pilot choose Runway 13 for convenience?

He should have realized the gusts exceeded the aircraft’s demonstrated maximum crosswind component of 22kts. It seems this is not illegal – but it’s stupid and dangerous.

He claimed he did not go-around because he was at less than Vyse –the best single-engine climb speed – of 101kts. This makes no sense –all twins takeoff and land below this speed. You are only vulnerable for seconds – and are over the runway in any case.

The aircraft bounced twice and he pushed it down so hard it broke the little nosewheel off. Unforgivable.

I suspect the main gear tyre blew out because he was brutal on the brakes trying to maintain direction.

The aircraft has a 73kt stall speed in the landing configuration. If he had landed into wind he would have touched down with a groundspeed of around 55kts.

TAKE HOME STUFF

– don’t let your confidence exceed your ability.

Key Events – October 2025 (subject

10 - 12 October 2025 EAA Sun & Fun Airspan Airfield

15/November/2025 Friday 10 to Sunday 12 October 202

Renzia 082 432 9228

Confirmed: not Champ marketing 02/November/2025

Aero Club Awards: Birchwood Hotel

Sandra Strydom 087 702-5270 17-21 November 2025 Dubai Air Show UAE

https://www.dubaiairshow.aero/ 18/November/2025 Elders Flight Krugersdorp

Felix Gosher 066 191 4603 07/December/2025 ICAD Air Show

3 - 8 February 2026 Singapore Air Show

17 - 19 July 2026 RIAT Tattoo RAF Fairford

17 - 27 July 2026 EAA Airventure Oshkosh

20 - 24 July 2026 Farnborough Air Show

https://www.caa.co.za/

https://www.singaporeairshow.com/

https://www.airtattoo.com/

https://www.eaa.org/airventure

https://www.farnboroughairshow.com/ 16 - 20 September 2026 AAD Expo

17 - 27 July 2026 EAA Airventure Oshkosh

20 - 24 July 2026 Farnborough Air Show

16 - 20 September 2026 AAD Expo

https://www.aadexpo.co.za/

https://www.eaa.org/airventure

https://www.farnboroughairshow.com/

https://www.aadexpo.co.za/

History was made over the skies of Johannesburg on 30 August as 30 skydivers flew a spectacular formation, setting a new South African skydiving record.

The record breaking 30-way formation.

THE achievement was the culmination of months of preparation and dedication at Skydive the Ranch, a premier dropzone east of Johannesburg.

This record wasn’t just a single event; it was the result of a nine-month journey of training, collaboration, and a shared vision to elevate South African sport skydiving.

The driving force behind this monumental effort came from a trio of worldclass big-way formation

The skydivers begin to formate free falling at 220kmh.

Loading up the PAC 750XL.

skydivers: Bradley Curnow, Mohan Chudalayandy and Warren Dent. All three have represented South Africa on the international stage, participating in formations as large as 250 people.

After attending these huge international camps, Bradley Curnow returned home in late 2024 with a clear goal: to do something great for South African skydiving. The idea was simple but ambitious—to create a challenge that would nurture local talent and push the sport’s boundaries to new heights.

A project of this magnitude required meticulous planning and a phased approach.

The organisers initiated a series of five camps throughout the year, beginning in February and culminating in the highly-anticipated big-way weekends. These camps were designed not just to practice skills, but to build a community. Skydivers from all over the country, many traveling from as far as Cape Town, joined the

camps, building a diverse and skilled pool of 57 jumpers. The ultimate goal was to give these skydivers the ability and confidence to be part of a national record.

The journey to the 30-way record was marked by other significant achievements that demonstrated the growing talent within the sport. During Womens’ Month in August, the dropzone was the setting for two new female records spearheaded by Amy Ashford. On 2 August a successful 15-way formation of women bettered the previous record of 14, which had stood since 1995.

The next day, the same group went on to set a new 2-point 15-way Full Break Large Formation Sequential Female record. These achievements were a powerful demonstration of the talent and dedication of female skydivers in South Africa, showing that the future of the sport is bright.

The Atlas Angel awaits its load of jumpers.

The parachute packing shed.

THE MOMENT OF TRUTH

Finally, the team was ready. The culmination of months of training, planning, and camp participation had led to this moment.

The main record attempt had two key objectives. The primary goal was to create the largest formation ever built in South Africa, a 30-way. The previous record of 24 meant the team had to get more people into the sky than ever before. To achieve this, a carefully coordinated fleet of three aircraft—two Atlas Angels and one PAC 750 XL—flew in formation. Precision flying by pilots Vaughn Naudé, Benjamin Fincham, and Matthew Miles was essential to getting the jumpers into position.

The 30 skydivers boarded the two Atlas Angels and the PAC 750 XL, their rigs packed and their minds focused. As the aircraft climbed to their exit height of 13,000 feet, the atmosphere was a mix of intense concentration and nervous energy. Flying at such a height for an extended period poses a real risk of hypoxia — a deficiency of oxygen that can impair judgment and motor skills. To mitigate this, every skydiver and pilot on the record jumps used supplemental oxygen, ensuring their mind remains clear and sharp. This was a critical safety measure, especially given the range of experience within the group, from jumpers with just 170 skydives to those with over 5,000.

The moment of exit arrived. The skydivers poured out of the aircraft and within 15 seconds were at their thrilling terminal velocity of 220 km/h, the wind rushing past as they fell.

The challenge wasn’t just to fall together, but to fly with perfect precision, to link up and build the record-breaking shape. For the next 40 seconds of freefall, the team worked as a single, cohesive unit. The

Samantha van den Berge started skydiving in 2020.

jumpers selected for the final formation were chosen not only for their technical skill but for their ability to communicate and coordinate in a high-pressure environment. Their focus on precision and safety was paramount, and they achieved their goal with a 100% safety record, a testament to the professionalism and rigorous training.

The record-setting didn’t stop there. On the Sunday of the event, a smaller, highly-skilled team set another national record; a 24-way sequential record. This involved building two separate formations on a single jump, demonstrating the advanced skill and teamwork of the participants. This “two-point” sequential jump required even greater discipline, as jumpers had to break off one formation and re-form in a new configuration, all while maintaining control and safety.

It was yet another powerful display of the growing capability within the South African skydiving community.

SKYDIVE THE RANCH

The record-breaking jump took place at Skydive the Ranch, a privately run dropzone that has served as a cornerstone of South African sport skydiving for over 15 years. Owner Johan Greyling emphasises the dropzone’s unwavering commitment to safety, professionalism, and

community. “When you visit Skydive the Ranch, you’re guaranteed sky-high adventure and down-to-earth fun,” says Greyling.

With idyllic views of the countryside, a full range of creature comforts including a canteen, accommodation, and a braai area, the dropzone provides an environment where skydivers receive excellent coaching and support to maximise their potential. From introducing first-timers to the sport at their beautiful working farm to helping experienced jumpers chase national records, Skydive the Ranch continues to be a world-class centre for skydiving excellence.

This 30-way record is just the beginning. The organisers plan to host more camps, adding more planes and participants as they aim to break more records in the future. The success of this record proves that with the right leadership, dedication, and a strong community, the South African skydiving scene is rising to new and exciting heights.

j

OPPOSITE PAGE

TOP LEFT: The 30-way Team.

TOP RIGHT: The 2-point 24-way team.

BOTTOM LEFT: The15-way team.

BOTTOM RIGHT: The 2-point 15-way team.

Register Review August 2025

The monthly SACAA register updates seem to be feast or famine with August being a quiet month again for new registrations but a busy one for de-registrations!

FIRST off are two new turboprops. Pilatus PC-12NG ZS-TAZ (1409). This PC-12 was formerly operated by Luxembourg based Jetfly Aviation. Flight tracking apps show it arriving in Cape Town on 29 July and then ferrying to George after a two day ferry from Switzerland. The PC-12 has carved a niche for itself in the country and remains a popular type for many corporate owners.

Another Cessna Caravan EX, ZS-BAZ (208B5888) is registered. This Caravan was mentioned in last month’s Register Review as

having been delivered to Lanseria on 31 July with the ferry registration N90099.

Safair continues its fleet growth despite the recent acrimonious strike by flight crew. Boeing 737-86N ZS-SJI (60689) returns to the fleet after a recent short registration on the American civil aircraft register for maintenance in South America.

Two helicopters are registered this month. First off is a brand new Enstrom 480B, ZT-RKD (5135). This turbine powered Enstrom has been imported by the local sales distributors, Safomar Aviation. These helicopters have a loyal following and are popular as flight training platforms and for private owners. This 480B was seen at Rand Airport in August with a green and black cheatline and a large anchor logo applied to the rear fuselage that I assume is associated with the new owner.

The second is a Bell 407 ZT-HES (56458). The 407 remains a popular choice for many private and corporate owners in South Africa and sees continued steady sales.

Turning to the NTC registrations, it’s a cleansweep this month for Sling

Alouette 3 ZS-RNV has been exported to the Bahamas.

Aircraft with two Sling 2s ZU-JCH (457B) ZU-JCG (458B) and a Sling TSi registered, ZU-PBW (652S).

The de-registration list is quite extensive this month with 15 registrations having been cancelled.

A Cemair CRJ700, ZS-CMZ is cancelled to Mongolia. This particular jet had been flying Cemair scheduled flights for several weeks painted in full MIAT – Mongolian Airlines livery before departing South Africa for Mongolia on 28 July, routing via Mombasa, Salalah and Islamabad and arriving at Ulaanbaatar on 30 July. The jet has taken up the Mongolian registration JU-1700 while on lease to the carrier.

Airlink has also cancelled two of their Embraer regional jets from the register. EMB-135ER ZS-TCB (145210) is cancelled as withdrawn from use. This decommissioned jet has been donated to the Gauteng Department of Basic Education to be used as an aviation skills training aid for learners at Rhodesfield Engineering School of Specialisation in Kempton Park. It was unveiled at a ceremony at the school on 19 August.

Airlink has also cancelled a recently acquired Embraer 190, ZS-YZF (19000041). This former Aero Mexico jet never entered service with Airlink but it is assumed it was used as a spares source for the rest of the fleet as it is a very early production model.

Another two Beech 1900Ds leave South Africa with ZS-ORV (UE-42) having been cancelled to Mali and ZS-SVI (UE-173) cancelled to the Central African Republic. Given the contract flying nature of both of these aircraft I suspect that these are

ZS-BAZ is a new Cessna Caravan seen in the Bahamas in July on its delivery flight to SA.

Beech King Air 300 ZS-TMR has beeen sold to Namibia. Image: Omer Mees.

Enstrom 480B ZT-RKD seen at Rand. Image: Master aviation.

ZS-CMZ is a Cemair CRJ700 now registered in Mongolia. Image: Simon DP.

temporary re-registrations in the countries they currently fly contracts in and will, in due course, revert to their original South African registrations.

The last turboprop entry this month is a King Air 350, ZS-TMR (FL-803) that has been cancelled as sold in Namibia. The plane departed Lanseria on 29 July on delivery to its new owners in Windhoek. Perhaps our readers can let me now its new registration?

Two PZL M18A Dromader fire bombers, ZS-OPJ (IZ027-06) and ZS-OXC (1Z018-03) leave South Africa, being exported to Paraguay. It is sad to see these imposing radial engine planes leave our shores. There cannot be too many of these still active in South Africa?

The final Type Certified Aircraft cancelled from the register in August is a Beechcraft C23 Sundowner, ZS-ITO (M-1523) that is cancelled as exported

SA FLYER MAGAZINE - October 2025

to Kenya.

Two helicopters are also exported: a Bo-105CBS-5 ZS-RBA (S-820) is cancelled as exported to Namibia. This is another one of the former South African Police Services Airwing helicopters retired from service and sold to the private sector. It now gets a new lease on life just across the border. The second deletion is an Alouette III, ZS-RNV that moves to the Bahamas (or is at least registered there).

Closing the de-registrations for August are four Non-Type Certified aircraft. A Savannah S ZU-IAA (23-03-

The jet has taken up the Mongolian registration

ZS-ORV, a Becch 1900D, has been cancelled to Mali.

54-0942) is exported to Zambia while a Vans RV-9A ZU-NPC (91195) is exported to Zimbabwe. A Sling High Wing, ZU-JAU (019G) is exported to the USA. Finally, a Velocity Elite LW RG ZU-CYJ (3RE059) is cancelled as “withdrawn from use”. The aircraft had sustained damage in a landing accident at Richards Bay on 6 August 2005. It was subsequently repaired and flown again, but is now sadly no more.

Looking ahead, several aircraft have arrived in South Africa, most likely for delivery to clients in SA or the region. Two King Airs have arrived, one from the USA and the other from Iceland.

King Air 200 TF-MYA (BB-1646) arrived at Lanseria on 5 September while a King Air C90 N37CN (LJ-745) arrived at Lanseria on 2 September. Another delivery on the same day was yet another Safair-bound B737-86N, N435AG (43413) that arrived at OR Tambo.

Cemair took delivery of another CRJ-900 N241LR (15066) that landed at OR Tambo on 1 September. The last delivery is a Cessna 425 N425SX (425-0106). I am told that this will move to an owner near Hartbeespoort Dam once it takes up its ZS registry. It would seem from these deliveries that the next few months’ Register Reviews will be quite busy! j

Airlink donated ZS-TCB to the Rhodesfield Technical School.

Velocity ZU-DZU has been cancelled as scrapped.

ZS-RNV 8/12/2025 AEROSPATIALE

ZS-TMR 8/8/2025

ZU-REGISTRATIONS

ZU-CYJ 8/5/2025 VELOCITY

ZU-JAU 8/7/2025 SLING AIRCRAFT (PTY) LTD Sling 4 High Wing 019G UNITED STATE OF AMERICA

ZU-NPC 8/4/2025 VANS AIRCRAFT RV-9A 91195 ZIMBABWE

Aero Engineering and Powerplant AMO LISTING

Aero Engineering and Powerplant AMO LISTING

SAA’S SLOW CLIMB

South African taxpayers love to hate SAA – and for good reason considering the airline has cost them around R50 billion over the past 20 years.

THIS R50 billion could have kept our Airforce flying proud and high – or would have created tens of thousands of jobs –through building 1 million basic houses – and all but wiped-out shack settlements. So there is massive pressure on SAA Version 2.0 not to cost the taxpayer any more money. But this creates a possibly insurmountable problem for the airline. It needs money – plenty of it – to get back to flying long-haul routes. And it cannot afford to make a loss as the government has solemnly promised that there will be no more handouts –or bailouts – and this includes guaranteeing bank loans.

Guy Leitch asks SAA CEO Prof John Lamola how the airline intends to restore its route and fleet.

ROUTE GROWTH

Since the restart of operations after Covid and the ending of business rescue, SAA has resumed many of its regional and international routes and it now flies to 17 destinations.

The airline’s long haul route outgrowth has been on the east-west axis, connecting Johannesburg to Perth and São Paulo, with a recent addition being Cape Town to São Paulo.

SAA needs money –plenty of it

A clear indication of the constraints in its return to long haul operations is that the airline has still not commenced any north-south routes, including not having restarted the traditionally profitable ‘Springbok Service’ to London’s Heathrow.

In March SAA sold one of its valued Heathrow slots and is currently leasing out the remaining slot. Prof Lamola

Professor John Lamola, CEO of SAA. Image: SAA.

says that SAA only needs one route pair slot in Heathrow. There were 14 bidders for the slot, and the proceeds have been ringfenced for fleet renewal.

SAA has expanded its regional dominance across southern Africa by linking Johannesburg to city pairs as far north as Abuja, Lagos, Nairobi and Lubumbashi, as well as destinations such as Mauritius and Dar es Salaam.

Notably, Lamola says that the airline is aiming to, “leverage our West African expansion strategy by using our fifth freedom rights from Cape Town via Accra to the east coast of the USA by 2026.”

SAA will continue with Airbus

Noteworthy too is that when a route has not been successful, such as that to Malawi, the airline has been quick to cut its losses and end its service.

Through its world-leading Cape Air Access initiative, Cape Town has experienced rapid air connectivity growth. Commenting at the launch of the Cape Town - Mauritius route, Lamola, said, “Connecting Cape Town with Mauritius demonstrates SAA’s role in promoting leisure travel across the region.”

FLEET GROWTH

The airline’s fleet has grown from six aircraft in 2021 to 20 by mid-2025 and Lamola says, “SAA has a goal of reaching 32 aircraft by 2030 and 50 by 2035.”

The acquisition of current generation long haul aircraft to replace the aging and fuel inefficient Airbus A340s has been a challenge, particularly given the limitations in the airline’s access to capital as SAA has committed to not ‘having handouts from the SA government’.

Lamola says the airline is committed to a single-type fleet and thus will continue with Airbus. The widebody fleet is of particular importance as the A340-300s will be phased out in the next two to three years. The intention is to replace the A340s with six A350-900s. A key advantage of long-haul routes is that they generate much needed hard currency for the airline and thus help insulate it from Rand currency volatility. “We have a Rand-denominated income stream, yet many of our costs are in hard currency.”

Lamola says that the airline is embarking on a life extension programme for its A320 fleet. As some of the current fleet were acquired with all economy configurations, and others with eight business class seats,

the A320 fleet is being upgraded to SAA’s larger seat pitch and 16 business class seats.

Lamola says, “There’s a global shortage of aircraft, with five year delivery periods from the manufacturers. We had a budget that required X number of aeroplanes which we are not able to acquire because there are just not enough aeroplanes in the world currently.”

Despite the current worldwide shortage of new long-haul aircraft, Lamola says the airline is considering, “long-haul destinations such as Guangzhou, Mumbai and New York.”

He explains, “SAA has a 10 year strategic programme – broken into three, five and ten year periods. He

says the airline must be ‘future-proofed’ which requires the latest generation of fuel efficient and climate-friendly aircraft. To enable this, the airline is embarking on a two-pronged capital raising programme, using local and international banks. Over the shortterm we expect to raise about R2.5 billion in working capital, which will largely replace the R3 billion that would have been paid by the sale of a strategic equity stake to the Takatso Consortium. In the long term, we need to raise around R40 billion to purchase the six A350-900s and a simulator.”

Lamola says that the hoped for long term fleet mix will be 20 owned and 18 leased aircraft.

Transformation is a key driver - the first two female black pilots to operate a flight at SAA.

FINANCIAL PERFORMANCE

On the back of expansion of its route network and frequencies, there has been a concomitant growth in revenue, from R2 billion in 2021/22 to R5.7 billion in 2022/23 and R7 billion in 2023/24. The 2025 financial year results are not expected to be released until early 2026.

While the airline has, for competitive reasons, not disclosed its load factors and yields, anecdotal evidence suggests that these key metrics are good, and the airline is thus competing fairly with its privately owned competitors.

DEI

A key driver behind the airline’s bailout by the SA government has been its ‘development mandate’ which has, as a key principle, employment under a Diversity, Equity, and Inclusion (DEI) programme to foster a more representative, fair, and inclusive workplace.

A key challenge has been the transformation of the pilot body to reflect the country’s current racial mix, being approximately 80% black. As at the end of May 2025, SAA employed 204 pilots, of which 26.5% are black (12 female and 42 male), while 48% are white (22 female and 76 male).

Speaking in woman’s month, Lamola notes that, “Women comprise 17.3% of SAA’s pilot workforce. This is a number the airline is committed to growing through focused training and development initiatives.”

Lamola qualifies DEI pilot hiring by saying, ‘appointments to the SAA flight deck are, and will continue to be, determined by qualifications, experience, and merit, alongside the airline’s broader transformation objectives.”

the latest generation of aircraft

Beyond the flight deck, Lamola says; “SAA now employs more than 3,200 people, of whom 48% identify as female and 52% as male. The airline is proud of its average staff tenure of over nine years and its low turnover rate of 0.43%, underscoring a culture of loyalty, expertise, and institutional continuity.”

PROFITS AND SUSTAINABILITY

Despite having the burden of a development mandate, Lamola says, “we are expected to operate, if not profitably, then at least sustainably, by breaking even.”

However, SAA reported a net loss of

R354 million for the 2023/24 financial year. Explaining this, Lamola says, “We’re very disappointed that our earnings (Ebitda) was negative. However, [it must be seen] within the context of geopolitical issues such as Russia’s invasion of Ukraine, which led to a spike in oil prices. Our jet fuel cost increased from R1.3 billion to R1.9 billion.”

Lamola explains that what caused the swing from a profit to a loss in FY 2023 was, “an adjustment of ‘sundry income’ that had been incorrectly accounted for. SAA was not audited when it was in business rescue. That process was very peculiar in that, as the creditors were being compromised and their claims being settled, a ‘receivership’ was created whereby those claims were serviced over a three-year period, from August 2021. On our accounts there was a balance of R431 million which we considered to be sundry income. But the auditors believed that amount should have been recognised in 2021, not in 2023.”

Lamola continues; “The key point though is that the financials indicate a growth in revenue. From 2023 to 2024 we had a 24% revenue growth. And the company is debt-free. Furthermore, in March 2024 we had R1.4 billion in cash and cash equivalents in the bank – which is a great story.”

Although the business rescue process is now in the past, SAA still faces significant headwinds. Lamola says, “While there has been an increase in the flights from an operational standpoint, if we look at the latest results, the Rand’s volatility contributed towards a more than R400 million financial forex loss, which has had a negative impact on the performance of the business. Our most recent financial performance, for financial year 2025, is currently under audit. In about six months we’ll have the latest news about SAA’s most recent performance.”

CUSTOMER SERVICE

The airline prides itself on its full service offering and quality customer service. However SAA has slipped in this regard, having been dethroned as Africa’s best airline for passenger satisfaction. In the 2025 Skytrax World Airline Awards, SAA ranked just 67th globally and was rated the fourth-best airline in Africa.

HELICOPTER SERVICES

TOWN

NAC (021) 425-3868 www.nachelicopterscapetown.com

Cape Town Helicopters (021) 418-9462 www.helicopterscapetown.co.za

GEORGE Titan (044) 878-0453 www.titanhelicopters.com

NAC (011) 267-5000 www.nac.co.za

Leading Edge (013) 741-3654 www.leadingedgeaviation.co.za

NAC (011) 345-2500 www.nac.co.za

VIRGINIA

BAC (031) 569-1531 www.bachelicopters.com

NAC (031) 944-1678 www.nac.co.za

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BOOK REVIEW:

BY PROF PHILIPPE-JOSEPH SALAZAR

DRONE

Regulations in South Africa

DroneRegulationsinSouthAfricais aimed at all drone enthusiasts who want to fly legally, but don’t know what is required to be compliant. And that seems to be 90% of all private drone pilots. If ever there was an aviation book that was needed, it is this one.

PROFESSOR Salazar is the person most qualified to have released this book as it is a natural follow-on to his earlier, Air Law: A Comprehensive Sourcebook for Southern African Pilots, published in 2019. This book is essential reading for all drone operators, especially those who want to get into photography, movies and security. Hopefully too it will be adopted by those flying drones for estate agents to get aerial images of properties. This may well be the single largest group of illegal drone flyers.

The book is also aimed at aspiring commercial drone pilots who want to find out more about both how to fly and

operate drones. And this makes it a ready reference for lawyers who will be called in to sort out the legal consequences from a lack of knowledge of drone regulations.

Prof Salazar says, “I wrote it to try and help and make cowboys et alii of first person view [FPV] aware of the regulations. The disarray in terminology in CARS and CATS does not help. My aim was also to show those young guys who want to make a living out of it, what is in store for them should they want to. And make them realise rules vary immensely from country to country.”

The book unpacks the complexities of the regulatory changes from the first iteration of the drone regulations to the

latest Part 71 version, released in 2023. One of the single greatest challenges faced by drone operators is to understand the terminology changes. Prof Salazar deals with these at length, describing the evolution of the terminology from, for instance, UAVs [unmanned aerial systems] to the currently popular term; ‘drones’.

An inclusion I am particularly pleased to see is that the book deals with issues that have long perplexed me, notably, the difference between drones, toy and model aircraft.

Drone Regulations in South Africa is written in an accessible style for easy reading and covers all the

essential basics. These include: what a Remote Pilot Certificate involves and how to get the new Certificate – and what the difference is to the Remote Pilot Licence and the Student Remote Pilot Licence.

It also discusses what it means to become a Drone Operator, and even has a section on flying drones in neighbouring countries.

This book covers the complexity and onerous requirements for legal drone flying, whether for fun, or commercially. These requirements may seem unreasonable, particularly the CAA’s requirement for at least a Class 3 Medical, and English proficiency, even if just to operate a drone privately. Many believe that the CAA has excessively regulated the industry, with the unintended consequence that most private drones are flying illegally.

Finally, like any good reference work, the book has a comprehensive index as well as a quick reference guide. Despite the complexity of the subject, the book is gratifyingly concise, being just 118 pages.

Prof Salazar, and the publisher Juta, have done a commendable job in keeping the cover price to just R195. It is available at all good bookstores and airport shops.

j

BOEING 777X MORE DELAYS

The Boeing 777X was introduced in November 2013 with entry into service expected in December 2019.

THE 777X would feature improved General Electric GE9X engines and more extended composite wings (252 feet/77 metres) that would require folding to operate within the current airport infrastructure.

However, the aircraft has faced countless delays, with the maiden flight of just the first 777X not taking place until January 2020.

In September 2025, Boeing CEO Kelly Ortberg stated that the certifica tion process was creating “a mountain of work” and warned, without mention ing specific certification-related issues, that the manufacturer was falling behind schedule in completing the certification.

Although the exact delay has not been stated, the industry interprets this as a further delay in the first 777X delivery, notes Forbes’ Jerrold Lundquist, pushing it back to 2027. This will have a significant impact on airlines’ long-haul fleet renewal and expansion plans, as well as negatively affecting Boeing’s ongoing financial recovery.

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AERONAV ACADEMY FUEL TABLE

John Miller: shaped SA Flyer. He served as editor under both Mike de Villiers and Guy Leitch. An amiable chap, loved by all, his air to air photography was world-class, as was his writing, particularly for flight tests. He was taken too early from us.

THE PEOPLE WHO MADE SA FLYER

(in rough chronological order)

Dave Becker: was the ultimate aviation historian. He made a whole historical section his exclusive domain and also contributed the Register Review, which became a standard until his untimely passing when it was taken over by Ray Watts.

John Bassi: has been the stalwart of helicopter pilot writers, having contributed to SA Flyer for over 20 years. He vividly shared his passion for flying helicopters to save wildlife across the length and breadth of Africa.

Guy Leitch: was bored with his investment advisory firm, so his friend John Miller suggested he take over as publisher of SA Flyer, while John would continue as editor. When John left to start MidEast Flyer, Guy became both Editor and Publisher.

Jim Davis: is unarguably the doyen of instructors, both in South Africa and Australia. His contribution to the magazine has been invaluable in that he has that rare ability to write entertainingly, both in terms of instructing insights and analysing ‘prangs’.

Hugh Pryor: brought his modest but inimitable charm to his writing and illustrations. Nineteen years ago he gave Guy a memory stick of stories, about flying Twin Otters and Pilatus Porters in the most demanding corners of Africa, from the Sahara to the Sudan.

Wayne Wilson: was single-handedly responsible for the financial success of SA Flyer, in that he cajoled or otherwise garnered more advertising revenue than all the other magazines combined. His passion and commitment are aweinspiring.

Peter Garrison: is a colossus in aviation publications. A self-taught aerodynamicist, he designed and then built genuine ‘Experimental’ homebuilt aircraft; the first out of aluminium, the next out of composites, and then flew them on ocean crossings.

Graeme Wuth: was a schoolteacher when we recruited him into the ranks of SA Flyer as Sub- and then Deputy Editor. His attention to detail and knowledge of flying contributed much until he felt once again, the call to teaching.

Daniel Leitch: is Guy’s son, in whom he is well pleased. He stepped into a gap created when advertising administration collapsed. However, the job ultimately wore Dan out and he went on to became a very successful computer programmer.

Fyko van der Molen: is an unabashed writer of great talent who you either love or hate, and I make no apologies for loving. His acerbic wit and insights from his days as a commercial pilot flying for his pleasure in and around South Africa were unique.

Darren Edward O’Neil: is a graphic artist of huge talent who uses his passion for flying to illustrate the many stories with great technical precision, particularly Hugh Pryor’s and any others, when called up to do so.

Tami van Heerden is one of the great unsung heroes in that she endured the demands of Wayne’s perfection. Tami was a commercial helicopter pilot, a dietician and has an MBA. She succeeded in managing Wayne’s advertising traffic flow.

Emily-Jane Kinnear: is my daughter and as a family member she stepped into a breach created when other temperamental layout artists faded. Self-taught, she has an incredible level of competence in layout, and has always been there for the magazine.

Jannie Matthysen: is a helicopter pilot who first contributed many years ago. He took an extended break, while and amongst other things, moving to the USA and then ably stepped into the gap when the other helicopter contributors began to dry up.

Ray Watts: was always the ultimate aviation enthusiast, with a vast depth of knowledge about all aircraft. When Dave Becker unexpectedly died, Ray ably continued the register review. Ray was also taken from us too early.

Iris McCullum: has been a longtime contributor to FlightCom magazine with her wonderful stories of being a woman charter pilot in Kenya. Her nickname of ‘Bubbles’ is apt as her ebullient nature carried her through many trials.

George Tonking has been another invaluable contributor as a helicopter pilot, but with a difference to John Bassi and Jannie Matthysen. George has shared the many varied experiences he has had flying for crime prevention.

Morne Booij-Liewes has been an aviation writer for twentyfive years. And early role was as editor of World Airnews magazine. After leaving aviation writing, he returned to take over the register review after Ray Watt’s untimely passing.

Laura McDermid: Realising that there was a gap in SA Flyer’s presence in Johannesburg, Laura has worked with passion and enthusiasm. Expecting no payment, her contribution to the editorial and business of the publication has been invaluable.

Posts from Facebook regarding the end of SA Flyer

As SA Flyer Magazine taxis off the runway for the final time, we would like to extend our heartfelt thanks to our loyal readers who have been with us on this incredible journey. Your support has kept us flying high, and we are deeply grateful for the community we’ve built together.

Though we now bid farewell, we leave with gratitude and pride in all that we have shared. Wishing you clear skies, safe landings, and Godspeed in all the journeys that lie ahead

Your number one aircraft service centre in Central South Africa and the Garden Route

Service, maintenance and repairs of all piston & turbine engine Beechcraft, Cessna, Piper, Mooney, Cirrus, Air Tractor Aircraft and Robinson Helicopters.

AIRFIELDS & MORE CLASSIFIEDS

AIRSPAN EXECUTIVE AIRPORT, a dynamic, young, registered airport, just east of Rustenburg, NW. A tarred, lighted 900m runway, helipads, aprons, 1000+ people venue, restaurant, bar, accommodation. Extending the runway (1100m), registering a PPL school, building hangers, storage units, and an AMO. Looking forward to all fly-ins (no landing fees)!

Contact details: Renzia: 082 432 9228 / 083 229 5746, Fanie: 083 651 2254

Email: Airspan.fbf@gmail.com

BRITS FLYING CLUB

Brits Flying Club, Founded in 1952, Brits Flying Club is one of South Africa's most respected aviation clubs, producing world-class aviators. Home to Springbok colours, we've nurtured champions. Located at FABS, our 900m asphalt runway (02/20) supports top aviation. Join us in honouring our rich heritage! Telephone: 012 255 0155

E-Mail: info@britsflyingclub.co.za Website: britsflyingclub.co.za

FABB is located central in the Ekurhuleni, close to OR Tambo. It houses various Flight Schools and AMOs, and has a lit 1440m runway. Jet-A1 and Avgas are available.

The clubhouse has a restaurant, lounge, pub, DSTV, outside braai area, pool, kids play area, and ablution facilities for overnight stays.

Fuel on airfield Avgas & Jet A1

FAHG 125.9

Contact – Andre Vorster +27 83 654 2793

Mail: Andre Vorster: andre@poxytech.co.za

Fuel on airfield Avgas & Jet A1

FAHG 125.9

Contact –Andre Vorster

+27 83 654 2793

Mail: Andre Vorster: andre@poxytech. co.za

NPL/PPL Training Centre - SACAA accredited (SACAA1177ATO) NPL Part 62 and PPL Part 61 ATO in Ladysmith KZN (FALY) and we have been in business since 2009. Avgas sales are also available at FALY. Contact Larry: +27 83 788 2704

HIMEVILLE AIRFIELD

Himeville airfield is the gateway to Underberg and the southern Drakensberg surrounds. Sani Pass, Hiking, camping fishing, MTB biking, running trails, paddling the list of activities is long. Loads of accommodation options available

Co-ordinates: S29"44.9 E029"30.2

Runway: 05/23 900m grass

Frequency: 124.8

Contact:

Jayson van Schalkwyk +27 82 322 5722

MAGALIES GLIDING CLUB

Orient Airfield FAOI

S26°02’24” E027°35’42”

Situated 45km WNW of Johannesburg, the airfield features a 1.4km main runway, 36-18, 5100ft ASL. Training is provided in Gliders and TMG’s up to GPL level. The TMG’s are available for cost effective hour building for CPL and PPL Pilots.

Contact: http://mgc.org.za

FUSELAGE WINES

Operating from: Diemerskraal Airfield R45

Wellington Danie cell: 0760 385 495 danie@fuselagewines.com

OWN YOUR SLICE OF SKY AT TEDDERFIELD AIRPARK!

Ditch the rent and land your dreams at our fly-in community! Secure your hangar or stand in a buzzing aviation hub with epic facilities, security, SLING Aircraft, and a like-minded crew of aviators. SPACE IS LIMITED. INVEST NOW! https://tedderfield.co.za/home TedderfieldAirpark.co.za or contact Alan or Nic on +27 83 702 3680 or +27 82 900 4299.

FABB is located central in the Ekurhuleni, close to OR Tambo. It houses various Flight Schools and AMOs, and has a lit 1440m runway. Jet-A1 and Avgas are available.

The clubhouse has a restaurant, lounge, pub, DSTV, outside braai area, pool, kids play area, and ablution facilities for overnight stays.

BACKPAGE DIR ECT ORY

208 Aviation

Ben Esterhuizen +27 83 744 3412 / 83 820 1513 ben@208aviation.co.za info@208aviation.co.za www.208aviation.com

A1A Flight Examiner (Loutzavia)

Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

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

Aerocolour cc

Alfred Maraun 082 775 9720 www.aeroeng@iafrica.com

Aero Engineering & PowerPlant

Andre Labuschagne 012 543 0948 www.aerocolour@telkomsa.net

Aerokits

Jean Crous 072 6716 240 aerokits99@gmail.com

Aeronav Academy Donald O’Connor 011 701 3862 info@aeronav.co.za www.aeronav.co.za

Aeronautical Aviation Clinton Carroll 011 659 1033 / 083 459 6279 clinton@aeronautical.co.za www.aeronautical.co.za

Aerospace Electroplating

Oliver Trollope 011 827 7535 petasus@mweb.co.za

Aerotel Martin den Dunnen 087 6556 737 reservations@aerotel.co.za www.aerotel.co.za

Aerotric Richard Small 083 488 4535 aerotric@aol.com

AIFA Sean Stopford +27 (23) 007 0100 seanst@aifa.co.za

Aviation Rebuilders cc Lyn Jones 011 827 2491 / 082 872 4117 lyn@aviationrebuilders.com www.aviationrebuilders.com

AVIC International Flight Academy (AIFA) Theo Erasmus 082 776 8883 rassie@aifa.co.za

Air 2000 (Pty) Ltd

Anne Gaines-Burrill 011 659 2449 - AH 082 770 2480 Fax 086 460 5501 air2000@global.co.za www.hunterssupport.com

Aircraft Finance Corporation & Leasing

Jaco Pietersen +27 [0]82 672 2262 jaco@airfincorp.co.za

Jason Seymour +27 [0]82 326 0147 jason@airfincorp.co.za www.airfincorp.co.za

Aircraft General Spares Eric or Hayley 084 587 6414 or 067 154 2147 eric@acgs.co.za or hayley@acgs.co.za www.acgs.co.za

Aircraft Maintenance International

Pine Pienaar 083 305 0605 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

Alclad Sheetmetal Services

Ed Knibbs 083 251 4601 ed@alclad.co.za www.alclad.co.za

Algoa Flying Club Sharon Mugridge 041 581 3274 info@algoafc.co.za www.algoafc.co.za

Alpi Aviation SA

Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

Ardent Aviation Consultants

Yolanda Vermeulen 082 784 0510 yolanda@ardentaviation.co.za www.ardentaviation.co.za

Ascend Aviation Marlo Kruyswijk 079 511 0080 marlo@ascendaviation.co.za www.ascendaviation.co.za

Atlas Aviation Lubricants

Steve Cloete 011 917 4220 Fax: 011 917 2100 sales.aviation@atlasoil.co.za www.atlasaviation.co.za

AVDEX (Pty) Ltd

Tania Botes 011 954 15364 info@avdex.co.za www.avdex.co.za

Aviatech Flight Academy

Nico Smith 082 303 1124 viatechfakr@gmail.com www.aviatech.co.za

Aviation Direct Andrea Antel 011 465 2669 info@aviationdirect.co.za www.aviationdirect.co.za

Avtech Riekert Stroh 082 749 9256 avtech1208@gmail.com

BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Blue Chip Flight School Henk Kraaij 012 543 3050 bluechip@bluechip-avia.co.za www.bluechipflightschool.co.za

Border Aviation Club & Flight School

Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

Bona Bona Game Lodge

MJ Ernst 082 075 3541 mj@bonabona.co.za www.bonabona.co.za

Breytech Aviation cc 012 567 3139 Willie Breytenbach admin@breytech.co.za

Celeste Sani Pak & Inflight Products Steve Harris 011 452 2456 admin@chemline.co.za www.chemline.co.za

Cape Town Flying Club

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

Cape Town Flight Training Centre Frans 021 976 7053 admin@cape-town-flying.co.za www.cape-town-flying.co.za

Capital Air

Tanya Vinagre 011 827 0335 / 083 928 7265 tanya@capitalairsa.com www.capitalairsa.com

Century Avionics cc Carin van Zyl 011 701 3244 sales@centuryavionics.co.za www.centuryavionics.co.za

Chemetall

Wayne Claassens 011 914 2500 wayne.claassens@basf.com www.chemetall.com

Chem-Line Aviation & Celeste Products

Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za

Clifton Electronics cc CJ Clifton / Irene Clifton 079 568 7205 / 082 926 8482 clive.iclifton@gmail.com

Comair Flight Services (Pty) Ltd Reception +27 11 540 7640/FAX: +27 11 252 9334 hello@flycfs.com www.flycfs.com

Cornerstone Sharon Muller 082 941 4018 sharon.muller@liblink.co.za

Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

CSA Aviation – Cirrus South Africa Alex Smith 011 701 3835 alexs@cirrussa.co.za www.cirrussa.co.za

C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

Dart Aeronautical Pieter Viljoen 011 827 0371 pieterviljoen@dartaero.co.za www.dartaero.co.za

Dart Aircraft Electrical Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za

Diepkloof Aircraft Maintenance cc Nick Kleinhans 083 454 6366 diepkloofamo@gmail.com

DJA Aviation Insurance 011 463 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za

Dynamic Propellers Andries Visser 011 824 5057 082 445 4496 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za

Eagle Flight Academy Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za

Execujet Africa 011 516 2300 enquiries@execujet.co.za www.execujet.com

Federal Air Rachel Muir 011 395 9000 shuttle@fedair.com www.fedair.com

Ferry Flights int.inc. Michael (Mick) Schittenhelm 082 442 6239 ferryflights@ferry-flights.com www.ferry-flights.com

F Gomes Upholsters Carla de Lima 083 602 5658 delimaCarla92@gmail.com

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 011 805 9015/6 amanda@fts.co.za www.fts.co.za

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za

Flyonics (Pty) Ltd Michael Karaolis 010 109 9405 michael@flyonics.co.za www.flyonics.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

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

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

Johannesburg Flying Academy

Alan Stewart 083 702 3680 info@jhbflying.co.za www.jhbflying.co.za

Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

Khubenker Energy (Pty) Ltd T/A Benveroy Vernon Bartlett 086 484 4296 vernon@khubenker.co.za www.khubenker.co.za

Kit Planes for Africa

Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

Kzn Aviation (Pty) Ltd

Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Lanseria Aircraft Interiors

Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.co.za

Lanseria Flight Centre

Ian Dyson Tel: +27 11 312 5166, F: +27 11 312 5166 ian@flylfc.com www.flylfc.com

Lanseria International Airport

Mike Christoph 011 367 0300 mikec@lanseria.co.za www.lanseria.co.za

Leading Edge Aviation cc

Peter Jackson Tel 013 741 3654 Fax 013 741 1303 office@leaviation.co.za www.leadingedgeaviation.co.za

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

Litson & Associates (Pty) Ltd

OGP/BARS Auditing & Advisory Services & Aviation Safety Training

Email: Phone:enquiries@litson.co.za 27 (0) 8517187 www.litson.co.za

Litson & Associates Risk Management Services (Pty) Ltd

eSMS-S™/ eTENDER/ e-REPORT / Aviation Software Systems

Email: Phone:enquiries@litson.co.za 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

Maverick Air Charters

Lourens Human 082 570 2743 ops@maverickair.co.za www.maverickair.co.za

MCC Aviation Pty Ltd

Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

Mistral Aviation Services

Peter de Beer 083 208 7249 peter@mistral.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

Mont Blanc Financial Services

Devon Ford 0800 467 873 info@mbfs.co.za www.mbfs.co.za

MS Aviation Gary 082 563 9639 gary.templeton@msaviation.co.za

North East Avionics

Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za

Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za

Owenair (Pty) Ltd

Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

Par-Avion Exclusive Catering

Jakkie Vorster 011 701 2600 accounts@par-avion.co.za www.par-avion.co.za

PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com

Plane Maintenance Facility

Johan 083 300 3619 pmf@myconnection.co.za

Powered Flight Charters

Johanita Jacobs Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Powered Flight Training Centre

Johanita Jacobs Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Precision Aviation Services

Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

Propeller Centre

Theuns du Toit +27 12 567 1689 / +27 71 362 5152 theuns@propcentre.co.za www.propcentre.com

Rainbow SkyReach (Pty) Ltd

Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport

Kevin van Zyl Kevin@horizonrisk.co.za +27 76 801 5639 www.randairport.co.za

Dr Rudi Britz Aviation Medical Clinic

Megan 066 177 7194 rudiavmed@gmail.com

Wonderboom Airport

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

Savannah Helicopters De 082Jager 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

Signature Flight Support Cape Town Alan Olivier 021 934 0350 cpt@signatureflight.co.za www.signatureaviation.com/locations/CPT Signco (Pty Ltd)

Archie Kemp Tel 011 452 6857 Fax 086 504 5239 info@signco.zo.za www.signco.co.za

Skytrim Rico Kruger +27 11 827 6638 rico@skytrim.co.za www.skytrim.co.za

SleepOver Michael Richardson 010 110 9900 michael.richardson@sleepover-za.com www.sleepover-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: 021 935 0980 execheli@iafrica.com www.rotors-r-us.com

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

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

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

Status Aviation (Pty) Ltd

Richard Donian 074 587 5978 / 086 673 5266

info@statusaviation.co.za www.statusaviation.co.za

Superior Pilot Services Liana Jansen van 0118050605/2247Rensburg info@superiorair.co.za www.superiorair.co.za

Swift Flite Linda Naidoo Tel 011 701 3298 Fax 011 701 3297 info@swiftflite.com / linda@swiftflite.com www.swiftflite.co.za

The Aviation Shop Karel Zaayman 010 020 1618 info@aviationshop.co.za www.aviationshop.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shop-sa

The Pilot Shop Helen Bosland 082 556 3729 helen@pilotshop.co.za www.pilotshop.co.za

Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com

Top Flight Academy Nico Smith 082 303 1124 topflightklerksdorp@gmail.com

Turbo Prop Service Centre 011 701 3210 info@tpscsa.co.za www.tpscsa.co.za

Ultimax Aviation (Pty) Ltd Aristide Loumouamou +27 72 878 8786 aristide@ultimax-aviation.com www.ultimax-aviation.com

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

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Vortx Aviation

Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

Wanafly

Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

Windhoek Flight Training Centre

Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

Wings n Things Colin Blanchard 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

Witbank Flight School

Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za

Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za

Zebula Golf Estate & SPA

Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

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