April 2020

FlightCm African Aviation

Africa’s Biggest Selling Aviation Magazine

Edition 294 April 2020 R49.50 Namibia $N49.50 | Cover: Garth Calitz

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AVIATION & LODGE

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BELL 222 Airwolf makes a comeback! – Full flight Test!

GUY ON COVID-19 AND SAA JIM ON NIGHT FLYING & MAINTENANCE

DASSIE DOES UPSET RECOVERY!

‘LEAGLE EAGLE’

– SAACPL TO EASA CPL

HOW 5G WILL CHANGE THE WAY WE FLY! R E T P O RE C L I AT U E H FE

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Edition 294

CONTENTS COLUMNISTS SA FLYER

12 18 20 28 32 34 38 46

Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE

FLIGHTCOM

9 Bush Pilot - Hugh Pryor 13 Airline Ops - Mike Gough 17 Leagle Eagle - Prof. Salazar

Jim Davis - PLANE TALK George Tonking - HELI OPS Johan Walden - A SLIM LOGBOOK Ray Watts - REGISTER REVIEW Jim Davis - ACCIDENT REPORT Chris Martinus - AOPA UPDATE

FLIGHT TEST

4 April 2020 | www.saflyer.com

Edition 294

CONTENTS FEATURES SA FLYER

16 26 49 52

Companies: Bona Bona Lodge Bona Bona Airshow HELICOPTER FEATURE Flight Test: Bell 222

16 REGULARS

FLIGHTCOM

5 15 21 25

Companies: AGA Helicopters

10

5G & Aviation Defence: Darren Olivier UAV Regulation

FC5

Opening Shot

35 M&N Acoustics Register Review 45 SV Aviation Fuel Table

FLIGHTCOM

20 GIB Events 31 Alpi Flight School Listing 32 AME Directory 36 Subscriptions 37 AEP AMO Listing

39 Federal Airlines Charter Directory 40 Aviation Directory 6 April 2020 | www.saflyer.com

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POSITION REPORT

W

E are in a war

airline growth has burst and all the projections

against

Covid-19,

for the pending massive pilot shortage have

and

desperate

gone out the window. The world economy

times

call

was heading into a cyclical downturn and the

for

Covid-19 pandemic will force many airlines to

desperate

measures. As I write this we have been

close, although perhaps ironically, as I note in

forced

my FlightCom editorial, African airlines may

into

a

three-week

nationwide

in fact be in a better position to survive.

lockdown. This is unprecedented – like a plot from a noir sci-fi novel. We are in unknown

A massive decline in the airline industry

territory, so it’s difficult to guesstimate what

will obviously have huge implications for the

the impact will be. But I will try.

training industry. Previously pilots as young

Where I have already attempted to

as 23 years old were able to get into well-

make some assumptions as to what the

paying airline jobs. The devastation of the

impact on general aviation will be - they

airline industry will cause a glut of pilots for

have often been wrong. For instance, I

the next couple of years.

fondly hoped that the charter industry may

However, let us not lose sight of the

escape relatively unscathed as, on the one

resilience of the general aviation. I am

hand, the incoming tourism demand would

reminded of how the massive squeeze on fuel prices and affordability 40 years ago all

be radically decreased but on the other hand, those who can afford it will move from the high risk of sharing

but destroyed the market for new general aviation aircraft. Yet the

space on airliners to chartering smaller aircraft. It seems I was wrong.

passion for aviation continued to burn. People turned to homebuilding

Talking to people in the industry reveals that the effects of Covid-19

and there was a massive new industry of aircraft being built from

and the lockdown will be to gut the charter industry as people are just

plans – on the promise of unbelievable performance.

not travelling – and the hard truth is that inbound tourism may take

It is the unquenchable flame that is the romance of flying which will carry us through this crisis.

years to recover.

Guy Leitch

In the short-term the effects of Covid-19 and the lockdown are evident in the closure of air shows. We have already seen the cancellation of ‘FASHkosh’ in the Western Cape, the huge Aero Expo

EDITOR & PUBLISHER

in Germany and Sun n Fun in the United States. It’s probable that the

guy@saflyermag.co.za

Presidents’ Trophy Air Race may also have to be cancelled. Even more worrying from an industry perspective is the AAD Expo. But hey, at least we are not Japanese and facing the cancellation of the Olympics.

What we also know is that the long-term effects on the broader aviation industry will be profound. It is safe to say that the airline industry will never be the same again. The bubble of continuous

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za

PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za

TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za

SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463

ACCOUNTS accounts@saflyermag.co.za TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za

8 April 2020 | www.saflyer.com

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istribution by On The Dot (Throughout SA and Africa to approximately 1 000 stores), CNA, PNA, Exclusive D Books, Pick n Pay as well as selected Spars, and convenience stores. Sales into Africa: Namibia, Zambia, Malawi, Zimbabwe, Botswana, Kenya, Ethiopia, Swaziland, Moçambique and Madagascar. Unsold distributed to selected clinics, airport lounges, doctor’s rooms, garages, selected hotels and lodges and Airport Shops.

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pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2020 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.

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OPENING SHOT

T

O remind us of the spectacular summer weather on the Highveld, this striking photo was taken by Alan Stephens, who says he has been fascinated by aircraft from an early age when his father would take him to airshows.

Alan took this picture from under the approach to OR Tambo’s 03R on the afternoon of 15 December.

Alan says he drove out to take some photos of the new SAA A350 and while waiting for it, the clouds formed perfectly in the background as Global Aviation’s all-white Airbus A320 ZS-GAS was on approach. He kept the shutter speed up at 1/1000 as the plane was approaching fast at low altitude. Alan used his Canon 7D MKii and a Canon 100-400 Mkii lens at 400mm.

10 April 2020 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

11 www.saflyer.com | April 2020

ATTITUDE FOR ALTITUDE GUY LEITCH

CORONA VIRUS & SAA As I write this, the big question for everybody who has an interest in SAA is whether Covid-19 is the final nail in the airline’s coffin?

I

N early March we finally saw the

stagger on, suffering the ultimate indignity of

expression, ‘the shit got real’. Most of the

first clear signs from the business

having competitor CemAir operate its flights

white male pilots knew they would get the

rescue

their

and losing more money than it was getting

chop. Not even the Training Captains would

turnaround strategy. And it was

in on top line revenue. So, people accepted

be spared, which meant that our Designated

ugly, with massive route and thus

that SAA should be able to continue, albeit

Flight Examiner and SAA Training Captain

crew cuts – particularly amongst

much slimmed down and hopefully small

columnist Mike Gough was going to be a

the pilots.

and agile enough to be eventually profitable.

casualty, plus almost every other SAA pilot

And then the reality of Covid-19’s impact

But then the BRP issued a bomb shell

friend of this publication. And the prospects

hit home, and all plans were sent back to the

notice of, ‘Contemplated restructuring and

drawing board. International and regional

possible retrenchments’. The notice revealed

The pilots who have the most to lose

routes have been suspended and domestic

that almost two thirds of the pilots would

are the Senior First Officers. Due to the

routes had already been more than halved

become redundant and distressingly it made

inability of the airline to grow over the past

it clear that due to an ‘Employment Equity

twenty years their careers stalled at first

Override’, the first to leave would be white

officer level. When a captain retired another

males, “to ensure equitable representation

captain filled the place due to the airline

of black, female and disabled employees”.

steadily shrinking. The result is that many

practitioners

of

by the business rescue practitioners (BRP).

Without knowing how the Covid-19 pandemic

The white male pilots knew they would get the chop.

Suddenly, if you will pardon the

then decline, it has become impossible to plan, so the BRP have now asked for a further two-month extension – to 29 May. Until the BRP released its job cut things

seemed

warm

and

fuzzily uncertain. We fondly hoped that the government didn’t have the political will or capital to admit defeat and close its airline down. Even SA Express was allowed to

12 April 2020 | www.saflyer.com

pilots who are still first officers have invested SAA's non white pilots are protected for now.

Flight attendants will be hard hit if the airline closes - buts its partly their own fault.

is going to develop and hopefully peak and

proposals,

for international employment are bleak.

Covid-19 may see a further mass gounding of SAA planes - this time permanently.

interest burden from its massive debt. So, the cost of keeping the airline on the ground for three months may be R3 – R5 billion.

Is it worth it? In February I wrote a piece for the general media on whether SAA was worth saving. What follows is an edited and updated version of my earlier article. In it I said, “Let’s for a moment look past our feelings of anger and helpless frustration at the once proud airline that has been holding out the begging bowl for the past twenty years, and ask the simple question – is SAA worth trying to save – yet again?”

I would argue that the answer is unequivocally yes.There are couple of quick

the best twenty years of their lives into SAA

forced SAA onto its knees late in 2019 due

and easy reasons why it would be a hugely

and now had their long-term commitment

to their strike. They did not have the insight

costly mistake to close it down – or to choke

rendered all but valueless by the airline’s

or common sense to see how vulnerable

off its funds and let it die:

collapse. These Senior First Officers will

the airline was, and how forcing it to cancel

First – it will cost too much to close it

now find themselves cast out into the cold

flights would lead to a mass loss of forward

down, and we can’t afford it. SAA is about

winds of the international airline market

bookings. Damn fools – they allowed

R40 billion in debt to the state and to banks

having

thirty-year

themselves to become casualties in a war

and it has about R80 billion worth of aircraft

olds with more than a thousand hours of

between those who would pull down the

leases, which will cost plenty to wriggle out

command time. At the low-cost carriers such

walls of the temple for their own selfish

of. Without flight operations to service that

as EasyJet and Ryan Air, pilots as young as

political agendas.

debt it just becomes a deadweight that the

to

compete

against

26 are getting command. And now Covid-19

The big question remains – can SAA

will do irreparable damage to airlines, further

be saved from this double blow? Can the

reducing their demand for pilots from the

shareholder, i.e. government – and that is

Second: we seem to forget that SAA

many airlines that will inevitably fail. The

you and me, the taxpayer – continue to fund

is actually a good airline. It has once

blossoming pilot shortage has been cut off

SAA through not just the business rescue

again won the Best Airline in Africa award,

at the stem.

process, but also the Covid-19 pandemic?

beating Ethiopian off top spot. And many

And of course, it’s not only the first officers. Captains whose lives are in South Africa will be forced to look for work in strange places with funny food. And as one pilot dryly commented when contemplating flying far from home, “Ja, the pay may be okay, but who am I going to drink beer with?”

The other group that will be hurt the

state (we the taxpayer) will still have to pay for.

The blossoming pilot shortage has been cut off at the stem.

worst by the cutting of SAA operations – or its total closure - are the cabin crew.

It depends on several factors. Does the

travellers prefer SAA’s service to the big

SAA cabin crew are well paid, particularly

government have the political will to continue

European carriers. It has world class pilots

those that get international travel and meal

to bear the burden of SAA? And does it

and wonderful cabin crew. Its on-time

allowances, and can earn up to R18,000 per

have enough money? – especially in light

performance is right up there with the best

month. They have worked hard to acquire

of competing demands from other services

(that is when it isn’t shooting itself in the foot

marketable skills. If – and it’s a big if – they

such as healthcare’s need for massive cash

by cancelling flights) and its safety standards

manage to get into another airline it would

injections to deal with the pandemic.

are unimpeachable. What more could you

probably be at less than half their salary.

How much will it cost to rescue SAA from

The local low-cost carriers reportedly pay

this double blow? It’s hard to say because it

Third: the airline currently employs

their young cabin crew less than 10,000

depends on whether or not the airline flies

5,000 people – and 9,000 in the SAA Group.

per month – and so they live at home with

during the pandemic. At time of writing it

If SAA were to close, about 80% of those

their parents. But SAA cabin crew have nice

has cancelled all international and regional

jobs would be lost. Mango may be able to

apartments with bonds and levies and flashy

flights, at least until the end of May and this

continue, but without SAA as their primary

living expenses.

goes some way to reducing the airline’s

customer, SAA Technical and Air Chefs

Even so, it’s hard to feel much sympathy

direct costs. But overheads will continue,

would collapse. And this is only the loss of

for them as a group as it was their gullibility

and these will be in the region of at least

direct jobs. Thousands more high value jobs

in the hands of their union leaders that

R1 billion per month. And then there is the

in support industries would also be lost. The

want?

13 www.saflyer.com | April 2020

ATTITUDE FOR ALTITUDE

cost, both in terms of human suffering and to

I reckon SAA’s specific share of that

the national economy would be huge.

contribution to be between just 10 - 15% of

Fourth: the airline performs an essential

the total South African air transport industry.

enabling function to the South African

Assuming a conservative 10%, then SAA is

economy – and the rest of Africa as well

still responsible for supporting R11 billion of

– in that it provides essential air transport

value to the GDP, plus a further R7.5 billion

connectivity. The facile response to this

in tourism. And that’s each year.

claim is that private sector airlines will move

While it’s true that much of the gap left

into the gap left by SAA. After all, capitalism

by the closure of SAA may be replaced by

abhors a vacuum. But not so fast. The world

private sector carriers over time – there is

airline industry is entering a sharp downturn,

no incentive for private carriers to invest

having just had its worst year in 11 years. And

in uneconomic routes that are important

now Covid-19 will do irreparable damage

trade links. The CEO of a privately owned

to the surviving airlines. Arline bosses will

airline admitted to me recently that state

be loath to risk expanding into thin African

owned carriers do a great job opening up

routes that even a subsidised state-owned

a non-economic route and then, when the

carrier struggled to operate successfully.

And with the meltdown in oil prices there is a good chance you can’t get your money out as oil producing countries like Angola, Nigeria and others face massive balance of payment deficits and foreign currency shortages.

Fifth: If SAA collapsed and foreign operators moved into the space left by its departure, the revenue from ticket sales would have to be exported, with a strong negative effect on South Africa’s balance of payments.

Sixth: building on point 4: SAA provides essential connectivity that transports the people, goods and services necessary for economic growth. In 2017 Oxford Economics updated their seminal study on the value of aviation to South Africa, and the results are startling. Headline numbers show that the aviation sector supports 490,000 jobs and adds R160 billion to South Africa’s GDP. In addition, by buying goods and services from local suppliers the sector supported another 130,000 jobs. Foreign tourists arriving by air to South Africa, who spend their money in the local economy, are estimated to support an additional 230,000 jobs.

In 2014 the Oxford Economics study revealed that the aviation sector contributed R 50.9 billion (2.1%) to the South African GDP. This total comprises: R20.1 billion directly contributed through the output of the aviation sector (airlines, airports and ground services, aerospace); R21.0 billion indirectly contributed through the aviation sector’s supply chain; and R9.8 billion contributed through the induced effects of spending by the employees of the aviation sector and its supply chain.

A notable feature of air transport jobs is

14 April 2020 | www.saflyer.com

The SAA cabin crew strike late last year, forced SAA to its knees.

that they are high productivity and thus high value. The average air transport employee generates R721,132 in Gross Value Added (GVA) annually, which is over four times more productive than the average in South Africa. Oxford Economics calculates that an additional R5.0 billion of government revenue is raised via the aviation sector’s supply chain and R2.3 billion through taxation of the activities supported by the spending of employees of both the aviation sector and its supply chain.

This is only a small snapshot of the importance of air transport to South Africa.

The airline industry’s wealth creation ability is spectacular, and the numbers mind boggling.

And most importantly it provides essential connectivity. Thus, in response to Covid-19, Qantas are also suspending international flights to the end of May. However, they will continue operating some routes on an ad hoc basis, ‘for strategic and repatriation purposes’. They will also continue a very limited domestic and regional schedule of approximately 40 percent of capacity. This has been deemed an essential service by the Australian government. For example, Sydney-Melbourne will run 250 return weekly services through the end of March (down from well over 400 at present), and then 88 return weekly services through the end of May. This is clear recognition of the strategic importance of the airline’s operations.

route becomes big enough to be profitable, privately owned airlines move in and take over the market.

My plea is, let’s not lose perspective – SAA makes an enormous contribution to the South African economy – far greater than the R6 billion a year it has been getting from taxpayers or my wild guess of R5 billion due to the cost of Covid-19.

It would be foolish to close it down.

Especially as there is no reason why it should not be run profitably. Other airlines located at the end of a spoke in the hub and spoke networks that have come to characterise air transport have shown that South Africa’s position of not having a natural hub like Ethiopia’s Addis Ababa is not a terminal affliction. Look at Air New Zealand, Qantas and LATAM in South America. Between them they produce R20 billion in profit.

Given good management and right sizing, SAA can be equally profitable – to at least R1 billion per year.

In

conclusion;

vicissitudes

of

despite

the

added

Covid-19,

it’s

worth

persevering with yet another bail-out and turnaround strategy. But this time let’s make sure the turnaround team gets the political and financial support it needs. The fallback in January to the Development Bank for emergency funding was not a good sign. And if government continues to hold the purse strings there will always be interference.

We can only hope that the Business Rescue people will be given enough time and

j

resources to turn it around.

Yes, it’s true that SAA only contributes a fraction of the total contribution of aviation to the South African economy. The airline’s once central role has shrunk dramatically.

guy@saflyermag.co.za

THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING

‘Pure African Comfort’ Pieter Ernst Sr. dreamed of sharing his love for the Bushveld and its wildlife by building a beautiful lodge on the plains of his farm.

His dream has become a spectacular reality.

B

camps spread around this beautiful

lavender farm called Ruah, which

game farm. This is a substantial project:

means a breath of life.

the Main Camp features executive, twin

Bona Bona Game Lodge is home

and double rooms, family rooms and an

to four of the big five game species and

idyllic honeymoon suite.

is conveniently close to Johannesburg.

A highlight of the Lodge is its

Pieter snr, a professional Engineer,

extensively stocked wine cellar – which

has several business interests across

is also perfect for intimate candlelit

South Africa, but his heart lies in

dinners. Bona Bona Game Lodge

the game industry. On game drives,

succeeds in its mission to provide

professional game guides share their

guests with lasting memories through

in-depth knowledge about the fauna

experiences, and not merely as just

and flora. Game viewing is from open

another event.

Land Cruisers or an imposingly tall 4×4

GAME

The renowned Jakkals Restaurant

Unimog which gives guests the ability

LODGE makes Pieter

is situated in the main camp overlooking

to soak up the wide-open spaces of the

Ernst’s slogan of “Pure

one of the many waterholes on the

North West province.

ONA

BONA

African Comfort” real.

Scanning guest reviews is always

The location is sublime

revealing and this one is typical:

– the architecture is beautiful and the

“Unexpected fun: I went with friends to

service faultless. Every Bona Bona staff

attend the predator experience. I saw

member is hand-picked and extensively

white lions, tigers, regular lions, jackal

trained to the highest level, to ensure

and my personal favourite was cuddling

that every expectation of their guests is

a delightful cheetah. Afterwards we had

surpassed.

lunch in the restaurant and a tour of the cellar. They have a great wine selection,

Bona Bona Game Lodge opened ten years ago and has recently undergone an upgrade with massive investments in

and the restaurant overlooks the water

Bona Bona does their own game management.

hole where all kinds of animals can be seen. I cannot wait to return.”

infrastructure and facilities, including the

It was his strong drive to succeed and

new 1.3 km tar runway and hangars. On arrival at the airport it quickly becomes

game-filled farm. This restaurant caters

the passion for the soil he lives on which

evident that this is not a run of the mill

for pilots who want to just make flying

drove further development. Bona Bona

game lodge. A driver is dispatched to

visits for breakfast or lunch. It offers a

purchased many adjacent farms over the

the airfield as soon as an aircraft is

delicious buffet breakfast or an a la carte

years to make the superb 5500 ha Bona

heard overhead and before the pilot

lunch or dinner menu, and for the foodie,

Bona Game Reserve it has become.

and his passengers have disembarked,

a delicious African Fusion menu. There

Their appreciation for the gift of God

a friendly face is there to ferry them the

is plenty to keep guests busy – including

steers them to focus on conservation

short distance to the lodge.

the rare opportunity for the ladies to spoil

and sustainability.

The Main Camp is one of three

themselves at the adjoining beautiful

Bona Bona's Main Lodge has wonderful views over a waterhole.

j

The entrance to the wedding venue.

DESTINATIONS Austin Del Bianco

Friendly airfield staff.

Romantic honeymoon suite.

Jakkals restaurant provides food for connosieurs.

The lodge is a highly rated wedding venue.

17 www.saflyer.com | April 2020

LEADING EDGE PETER GARRISON

PLANE vs

BRAIN You’re flying a twin-engine jet transport. The engines are at full power. The wings are rocking, but the heading is steady. The nose is 15 degrees above the horizon. You have no airspeed

indication, but GPS groundspeed is 100 knots. The VSI indicates a 10,000-fpm descent rate.

The flight director needles command a nose-up pitch.

WHAT SHOULD YOU DO? It’s hard, isn’t it? The puzzle pieces don’t fit together. And if it’s hard when you’re sitting here reading a magazine, imagine how hard it is when you’re in the dark and in cloud, every warning and alarm in the cockpit is going off at once, you can’t tell which instrument indications are reliable and which may not be, and you have no idea what got you into this predicament in the first place.

That was Air France Flight 447, going down over the Atlantic in 2009. It was one

minutes, during which the airliner, with 228

automated systems, had forgotten – or had

aboard, descended in a stalled, mushing

ever learned – simply how to fly. This was

Canyon and Tenerife and the 14th Street

glide toward the water, the crew floundered

a rhetorical question; the basic flying skills

Bridge, that define a category. It was

in a state of complete confusion and

of airline crews, like those of all pilots, vary

already the subject of countless articles

incomprehension. It was also well known

widely. Indeed, the BEA enumerated other

and discussions before the BEA, the French

that the precipitating event was a loss of

instances of pitot failure in which crews had

accident investigation office, published its

reliable airspeed indications caused by

reacted almost as badly, even though loss

final report on the accident in July 2012. Since

ice crystals clogging the triply redundant

of airspeed was an emergency routinely

the A330’s data and voice recorders had

pitot tubes. Loss of airspeed caused the

practiced

been retrieved from the ocean floor by what

autopilot and auto throttles to disconnect,

enough, in none of the previous cases –

must rank as one of the most remarkable

unceremoniously turning over control of

there were more than a dozen – had crews

recovery operations ever conducted, the

the aeroplane, then cruising at FL350, to

followed prescribed “unreliable airspeed”

report was extremely detailed. It raised,

the pilot flying, who happened to be the

procedures. Here, for instance, is a Brazilian

and left unanswered, many fundamental

least experienced member of the crew. He

A330 crew dealing with a similar airspeed

questions about crew training and the nature

reacted to this unexpected event by pulling

malfunction in 2003:

of interfaces between human crews and

the aeroplane up into a zoom climb and a

semi-autonomous flight control systems

stall.

of those milestone accidents, like Grand

– questions that the sorry saga of the 737

in

the

simulator.

Strangely

When the AP disengaged, both pilots made pitch-up inputs (one went to the stop)

Hand-flying an airliner, especially one

that resulted in an increase in pitch of 8°.

with little or no static stability, at FL350 calls

On several occasions, the stall warning was

The final report on 447 added few

for a light touch. Pilots know this. For the pilot

triggered due to the nose-up inputs, and the

facts to what was already known about

to stall the aeroplane was a grievous failure

crew reacted with strong pitch-down inputs.

the accident. The cockpit voice recorder

of basic airmanship. Sarcastic old-timers

During the 4 minutes that the sequence

transcript had been available for a long

asked whether these young airline pilots, in

lasted, the load factor varied between 1.96

time. It was well known that for three a half

their preoccupation with managing complex

g and -0.26 g, the pitch attitude reached 13°

MAX has raised anew.

18 April 2020 | www.saflyer.com

COLUMNS

nose-up and the angle of attack reached

Redundant cues are avoided. For example,

is to “treat it as a video game”. Boeing

10°.

the Airbus sidesticks do not communicate

applied a somewhat more classical, pilot-

On the other hand, once the stall was

with one another in such a way that one

centric philosophy, and a richer array of

established, how many crews, however

pilot can tell, by the motion of his stick,

secondary cues, to the design of its fly-by-

well-trained, could have figured out what to

what the other pilot is doing. They also

wire aeroplanes (777 and 787), and pilots

do about it? The situation lay outside the

lack

feel,

have for years debated the merits of the two

boundaries of any training or, for that matter,

which might have alerted the pilot to his

approaches. In designing the now famous

even any flight test scenario? If during

presumably unintended pitch command.

MCAS system for the 737, Boeing silently

several minutes the crew, including a captain

Similarly, when the auto throttle is operating,

crept over into the Airbus camp.

with experience in a wide range of aircraft

the throttle levers do not move, even though

At this point, it has become obvious

types, could not figure out what was going

power is changing. Finally, pitch trim, which

from the Air France crash, and from many

on, was attitude and flight path information

automatically,

silently

others including the recent 737 MAX events,

being presented in the most usable way? A

operates to zero out elevator forces, plays

that the transition from computer-mediated

profile view of the aeroplane, nose up, with a

a peripheral role; pilots are scarcely aware

“protected” flight to manual “direct law” or

flight path arrow angled steeply downward,

of its existence. In this case, however, it was

anything close to it, is fraught with difficulties.

would have made everything perfectly clear

important, because the pilot’s continually

Normally out of the loop of the actual

in an instant. But in normal flying such a

holding the stick back had run the auto trim

handling of the aeroplane, human crews may

display would be superfluous.

to its nose-up stop. If the crew had managed

falter when being thrust unexpectedly back

The English version of the BEA report

to understand that they needed to push over

into it. They don’t know where they are, what

frequently used the phrase “startle effect”

into a 40-degree dive to recover, they would

is real, what is spurious. The monstrously

to translate the rather less specific French

most likely have had to retrim manually to

complex and carefully thought-out Airbus

surprise. The expression seems intended

do so.

flight system made no provision for a

proportionate

resistance

continually

and

or

to confer a sort of scientific prestige upon

The problems were not confined to

smoothly managed transition from digital

the common experience of alarm and

cockpit ergonomics. The BEA criticised

to human control. A very simple backup

confusion following a sudden unexpected

shortcomings in training as well. “The

autopilot, without reliance on airspeed,

(and

combination of the ergonomic design of

could have kept the wings level and the pitch

generally

unwelcome)

event.

But

many pilots have learned from experience that the combination of urgency and fear

Why didn't the Air France 447 pilots lower the nose.

can produce a sort of cognitive paralysis, and the BEA report noted that this element is generally missing from airline pilots’ recurrent simulator training.

The BEA also noted that crews receive minimal simulator training in hand-flying at high altitude, and none at all in high-altitude stall recovery, even though cruising angles of attack in the upper flight levels are quite close to the stall.

But, while some sort of startle-induced reflex or muscular miscue might help to explain the flying pilot’s initial and disastrous pitch-up

command,

the

subsequent

confusion of the crew scarcely requires explanation. Even though the aeroplane had gotten into its predicament quite easily,

the stall warning, the conditions in which

attitude at five degrees while the crew got

it was one for which no training protocol

airline pilots are trained and exposed to

things sorted out.

existed, and no flight testing had ever been

stalls during their professional training,

The abrupt “Your aeroplane!” approach

performed. Simulators did not visit angles of

and the process of recurrent training does

is particularly strange, because the whole

attack of 40 degrees, in part because no one

not generate the expected behaviours with

edifice of digital fly-by-wire is erected

knew how transports would behave there.

acceptable reliability.”

upon the premise that human crews will

Wind-tunnel investigations of high altitude

An A330 pilot once wrote to me

make mistakes and aeroplanes need to

‘upsets’ produced confusing results and

that although “the systems design and

be protected from them. In their zeal for

were unreliable because of scale effects.

presentation [are] superb ... safely flying

protecting the aeroplane, both Airbus and

design

the

Airbus

Boeing programmers seem to have forgotten

hiding

requires something of a non-pilot mindset.”

that human crews need some protecting as

“unnecessary” information from the pilots.

The advice he gives new pilots, he says,

well.

Furthermore, philosophy

makes

the a

Airbus point

of

320,

330

and

340-series

j

19 www.saflyer.com | April 2020

Musical PLANE TALK

NIGHT FLYING A few months ago, I confessed to my fear of flying piston singles at night. But if you add just one more engine, some fine weather, a vista of benign countryside below and a smiling moon above – well that’s a different story.

O

diarised that week for throwing some pretty

some jam on the table for hard working

unpleasant stuff at aviation around the

flying instructors. If you can put seller and

globe.

buyer together and collect a couple of bucks

Just two days earlier a Beech Queen

on the way past, it oils the wheels of both

Air had crashed and burned in Texas, killing

commerce and society. You can pay last

all seven of the Lamar Tech track team and

month’s fuel bill and take your girl out for a

the pilot.

burger. Luxury.

Then the next day, a Pakistan Air

At around this time Placo sent me a

Force Lockheed L-100 Hercules broke up

particularly bitchy piece of correspondence

in turbulence and crashed near Chaklala,

saying they would repossess my Colt,

killing all 10 people on board. And three

ZS-CXC, unless I coughed up 150 bucks

days later a Braniff Lockheed Electra on

forthwith. That was two months’ worth of

flight 352 broke up in mid-air after flying into

instalments, and I was at a loss as to where

a thunderstorm. It crashed near Dawson,

to find such a vast sum. So, an aircraft sale,

Texas, killing all 85 people on board.

or even the hint of one, would cause one’s

So, you might think this was not an

coat to shine and one’s whiskers to bristle.

auspicious time for moving out of one’s

The plan was to take Big Bernie and

NE fine night on the

comfort zone, but you would be wrong –

some other oke, whose name I have

south-east

the night could hardly have been more

forgotten, in my Cherokee, to East London.

auspicious.

Bernie and I would fly the twin back to PE,

coast

of

Africa the gods smiled my

Here’s what happened… A guy in PE

and the other guy would take the Cherokee

tubby buddy, Bernie

was interested in buying a Twin Comanche,

back. We arrived in EL 20 minutes after dark.

by producing perfect

and as it turned out I knew of a bloke in East

The Cherokee did a 180 on the apron and

night flying weather. This was particularly

London who wanted to sell one, reg ZS-

set sail for home while Bernie and I walked

kind of them because they seemed to have

DXL. This is the sort of thing that dumps

to the hangars to find the twin.

upon

me

and

I know I keep saying how much easier things used to be – but they really were.

There was no stuffing around with permits and security – you could pretty much do what you wanted.

Which reminds me, if you will excuse a brief diversion – I stopped at East London a few years later for a bite to eat on my way to Durban. I parked the aircraft on the apron and wandered into the terminal building. I had my grub and a pee, then headed back to the glass doors that led out to the apron.

To my astonishment they appeared to be locked. I rattled one a bit, and then tried another, with the same outcome.

Being much mystified I looked round

The view behind the radio stack.

for some explanation for this outrage. I was delighted to see a good-looking assistant in uniform, high-heels and tall hair tottering in

20 April 2020 | www.saflyer.com

21 www.saflyer.com | April 2020

PLANE TALK

she had recently been conversing. “So jew want a permit then?” I am slowly getting the idea of how this game is played. She demands to see my license. I hand it to her; she opens it and holds it up in front of her to see that my portrait conforms to the person with whom she is dealing. She then places it carefully on the counter with the reverence that only a civil servant can afford to an official document. The next step is to retreat into the office in search of a paperweight.

She is back in a moment bearing a heavy black stapler.

Next, she opens my license again, and before it springs shut, she weighs it down with the implement. She produces a pad of permits, several sheets of carbon paper and a Bic ballpoint. Now she is ready for the critical task ahead.

Once she has everything to her liking, These wires are neatly cable tied away leaving the chain and sprocket free from tangle.

she transfers my stats to the pad with grubby exactitude – a term that I shamelessly steal from Ernest Gann’s masterpiece, ‘Fate Is The Hunter’.

Now it seems the formalities are pretty much concluded. Tall Hair stamps each copy, hands me the third and slams the hatch closed. Armed with this document I set off back along the passage towards the main hall. I hear a door slam and the clatter of high heels behind me. I go to the glass door and rattle it again. She pulls up alongside and says the magic word, “Permit?” I hand over the document and wait while she inspects it for authenticity. When she nods her satisfaction, I step back to allow her

This mess can easily get caught in the chain and sprocket.

my direction.

I look round but can

“Watchew doing?”

see

“I’m going out to my aerie,” I say pointing

waiting for, but I feel

at it.

“Where’s whore permit?”

nothing

worth

obliged to conform.

She

He was doing something suspicious with a lead-light under the panel.

clicks

“What permit?”

off down the passage, opens a door,

to unlock the door. I offer my thanks for a

“Follow me,” she says and does a neat

disappears and slams the door. All visible

transaction neatly concluded. She modestly

activity ceases for a while, then suddenly a

shrugs them off and leaves me to head

hatch opens next to me and Tall Hair looks

across the tarmac to my aircraft.

180, swivelling on one heel.

So, I follow her across the hall and down a dark passage. Suddenly the clicking stops and she says over her shoulder, “Way tear.”

22 April 2020 | www.saflyer.com

out and says, “Yar?” I remind her that I am the one with whom

But enough chatter, let’s get back to the proposed night flight. If you remember, just

COLUMNS

before I told you about permits, Bernie and I had just been dropped

it – you will only make things jam tighter, and possibly cause an

off in the dark to ferry the Twin to PE. We stumbled across the unlit

electrical fire as a sort of side show.

apron towards the only light in the area, Albany Air Services, where we found Dave Hart - the boss man.

If this happens to you, neutralise the ailerons and then do NOT move them again until the aircraft is safely parked. Simply fly using

He was upside down doing something suspicious with a lead-light

the rudder only. And run this through your head: if a bunch of wiring

under the panel of the aircraft. His feet were sticking out of the door.

has got caught in one of the sprockets don’t expect to get full use of

“Greetings Dave,” I shouted.

the elevator. Not a joyous thought.

This is rather like waiting until your motor mechanic is under the

Why am I making such a fuss about it? Well it has happened to

bonnet of your car with his turnip way down near the sump and then

me in a Cessna at Wonderboom. Fortunately, I detected it on the

blowing the hooter.

ground.

Dave simultaneously dropped the light, cracked his bean on something and bellowed, “Oh for fuck’s sake.”

Not a great start. It also left me in the silly position of feeling I couldn’t offend him further by enquiring whether he thought I would enjoy doing a test flight at night in an aircraft on which he had been fiddling with the wiring.

Do you mind if I break off again for a moment to deliver a mini

Anyhow, after Dave had finished rubbing his bonce and flinging out some rather unnecessary personal views, he finished the job, helped us push the aeroplane outside and locked up, leaving Bernie and I to our own devices.

Not an auspicious start, but once we were airborne and cruising down a moonlit coastline the joys of the world were upon us once more.

lecture on what goes on behind the panel, and why you should be

So much so that once we were speaking to Red Tomkins in the

very interested in it? Well, even without your consent, that’s what I am

tower at PE, I asked him whether he enjoyed music. He said he did so

going to do. It might save your flesh one day.

I dug my battered mondorrel from the bottom of my nav-bag, beat it

If you are too old or fat to invert yourself under the instrument

against the palm of my hand to get rid of the bits of fluff and tobacco

panel to see what goes on there, then wander into your nearest AMO

that had accumulated in it, and then gave him a hearty rendition of

and have a look when they have the panel off.

Sarie Marais, while Bernie held the mike and worked the levers. As

It is the most horrendous sight. I can best describe it as what

the last notes faded into the night, a voice like a mealie grinder came

you would encounter if you entered a bicycle repair facility that was

through with, “Port Elizabuf, Springbok een twee drie, kan ons nou

sharing it’s premises with an electronics junk-yard, a guy whose

praat?”

business involves laying out fish tank hoses and someone who makes spaghetti in their spare time.

Apart from being decidedly unpretty, it is also potentially bloody

Yes, I do have to admit that night flying can be pretty good under the right circs.

j

dangerous. Every single strand of spaghetti must be kept well clear of the three bicycle chain sprockets regardless of their position – and yes, they move about. For those who are little vague about the consequences of getting it wrong, imagine that your finger is a pipe or bunch of wiring. Now imagine putting your finger into that gear and

The control colomn assembly showing the chain and sprocket.

chain thing at the back wheel of a bicycle while a stout assistant is pedalling up a hill.

No good can come of such an action, but the mess it makes of your finger is like a stroll in a rose garden compared to the mangled bodies and aeroplane parts that will result from the gear wheels eating the spaghetti behind the panel.

You might imagine that such an eventuality is highly unlikely. I challenge you to rethink your position. Generally, the spaghetti is kept clear of the crunching bits by those little plastic cable-tie thingys, or even bits of insulting tape. The conscientious engineer will, after fiddling at the back, move the controls through their entire range to make sure the teeth stay well clear of the knitting. He doesn’t just have to move the ailerons fully from left to right, he must also move the elevator fully backwards and forwards while lying on his back with a torch in his mouth.

So, let’s say someone has worked on a radio or instrument, such work will inevitably involve disturbing the bird’s nest. Can you bet your life they haven’t done something silly, or bashed their head while getting a sudden fright?

More than one aircraft accident has been caused by the stringy bits getting jammed in the pointy bits. So, if one day you apply aileron and it gets stiff, or jams up, the worst thing you can do is try to force

23 www.saflyer.com | April 2020

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25 www.saflyer.com | April 2020

Austin Del Bianco

BONA BONA OFFICIALLY OPENS NEW RUNWAY

Pieter Ernst Sr. and his sons are a team of men with huge vision - together with the courage to carry it out. In early March they officially launched their huge new Bona Bona airfield.

The Flying Lions open the New Bona Bona airfield.

B

ONA BONA celebrated the opening of its very impressive new tarred runway by hosting a mini-airshow with the regional aerobatic competitors for their competition in nearby Klerksdorp.

The famed hospitality of the Ernst family and the attractions of Bona Bona Game Lodge were irresistible to many of the prominent airshow teams and competition pilots who took their generous offer of complimentary accommodation at the lodge.

The new airport was a hive of activity on Friday 7 March when aviators from all over the country made their way to this bushveld paradise. And what better way to celebrate the opening than staging a mini airshow?

The Goodyear Eagles Pitts Specials and the L-29 Delfin jet flown by Glen Warden wowed the crowd on a specially erected grandstand at the threshold of Runway 35. They were joined by a Flying Lions Harvard formation flown by Arnie Meneghelli and Scully Levin, with Nigel Hopkins delivering one of his signature freestyle displays in his Extra 330SC. The visiting aerobatic pilots were blown away by the Ernst family’s traditional South African hospitality. Nigel Hopkins said, “Wow! I had heard Bona Bona is special, but I never expected anything half as impressive as this.” Jason Beamish said, “Now that’s a proper runway and airfield – what fantastic facilities and even more fantastic people.” In his inimitable way Scully Levin simply said, “Bona Bona is

The new 1.3km tar runway can easily accommodate jets such as this L-29 flown by Glen Warden.

TERRIFFIC!” The lodge and mini airshow were such a success that everyone is supporting aerobatic’s supremo Cliff Lotter in proposing that Bona Bona host the SAC National Aerobatics competition in a buildup to a World Aerobatics Championships in the future. This is an ideal venue for the championships as all the contestants and officials will be accommodated in superb comfort at the lodge that is adjacent to the airport, eliminating the need for travel to and from off-site hotels.

Bona Bona can already accommodate well over one hundred guests across its three camps, all close to the airfield. And it can be a family affair. The competitors’ families may choose to pamper themselves at the beautiful and well-equipped spa, or enjoy leisurely game drives and sundowners. The spa treatments promise an African experience in style to rejuvenate and indulge in complete relaxation.

Bona Bona is conveniently located alongside the N12, between Wolmaransstad and Klerksdorp. The new runway is aligned 17/35, is 1300 metres long and 11 metres wide and is located at 27°01″16″S and 26°13″18″E. For those wanting to drive, the lodge is a mere two hours from Johannesburg.

j

26 April 2020 | www.saflyer.com

Austin Del Bianco

Nigel Hopkins puts on his spectacular freestyle display.

Pieter Ernst (centre) enjoys the day with friends.

The Goodyear Eagles took advantage of the great hospitality.

Goodyear Eagles - in full flight.

The splendid new runway is 11m wide.

The Flying Lions provided a fitting evening finale.

Austin Del Bianco

Austin Del Bianco

Nigel Hopkins

Visitors and friends enjoying the show from the specially built stands.

HELI OPS GEORGE TONKING

A BRIGHT FUTURE

for safer rotary flight

When I consider the current world helicopter market, I’m convinced that we live in exciting times. As in the early days of rotary flight, manufacturers are thinking far ahead to stay in front of the competition.

H

The R66’s lineage stretches back to the start of the Robinson Helicopter Company in the 1970s, a fact that is easily recognisable in its familiar form. When watching a Robinson silhouetted on the horizon, it will take a minute or two for even the most seasoned enthusiast to differentiate the R66 Turbine from the ubiquitous R44 Raven. It’s usually only the absence of the Lycoming piston engine howl that gives away the

OWEVER, some of the

which has been around for a decade, and the

biggest leaps in both design

Bell 505 Jet Ranger X, which was officially

and

announced in 2014.

manufacturing

been

by

Having flown both types and their

the ever-increasing safety

predecessors extensively, I figured I’d have

mindset,

leading

designed

around

brought

have

to

about

helicopters

being

an easy task. Not so. In researching the

certification

two machines and digging deeper into the

standards. These uncompromising hurdles

mindset behind their development, it was

have increased production costs, negatively

apparent that although they compete in the

impacting sales in an ever-more competitive

same market, they are different ships. The

market.

main similarities are that they are both light

stringent

R66. On closer inspection on the ground it is apparent that the two Robinsons are very different helicopters, although with around 40% similar componentry. The R66 is slightly wider, taller and 180 pounds lighter than the R44, and now includes a large aft baggage compartment, compared to the Raven. Another key addition in the R66 is its single fuel cell, designed to absorb the 50 G vertical impact required for certification.

In contrast, the Bell 505 Jet Ranger X looks nothing like its predecessors. In fact, it

With that said, I thought to write about

single-turbine category helicopters; Bell

the comparison between two of the latest

terming their 505 a “Short Light Single”

of recognisable componentry. For example,

light single-engine helicopters available

(SLS) and Robinson naming the R66 merely

the rotor system comes from the venerable

on the market: the Robinson R66 Turbine,

“The Turbine”.

Bell 206 L4 LongRanger. It has the same tail

is a ‘clean sheet’ design, barring a smattering

rotor too, which may cause concern for some Bell 505 JetRanger X.

Bell 206 pilots. Not to worry though, as the 505 is lighter and has a longer tail moment than the L4, adding extra control authority on the tail rotor. The traditional Bell 206type aluminium former and skin construction is largely absent from the 505. Instead, the 505’s flat floor is laid up with modern carbon composite structures. At the central station is a chrome-moly engine/drive train cradle joined to a monocoque tail boom, all quite similar to the traditional Robinson setup on the R66.

The 505 is also the first North American single engine helicopter to use a French engine. The Safran (Turbomeca) Arrius 2R

28 April 2020 | www.saflyer.com

The G1000H digital flight deck of the Bell 505 JetRanger X.

Bell JetRanger X fuselage centre section showing Chromoly Tube engine and main gearbox cradle.

A far cry from Bell's traditional construction.

is the latest in a family of simple twin-spool engines that have shown

Robinson R66 standard instrument package.

their stripes in helicopters like the Airbus H120 Colibri and AS355 Twin Squirrel. The most notable difference in the new design is a dual channel FADEC (Full Authority Digital Engine Control), the first in the 500-horsepower helicopter turbine engine market. This was a cheeky prerequisite when Bell selected an engine for the Jet Ranger X project, enabling a dual redundancy and fully automating engine operation, thus reducing pilot workload.

On the other hand, the R66 Turbine has a manually-operated Rolls-Royce RR300 engine, the latest simple, compact version of the tried and tested Rolls-Royce (Allison) C250 series of engines.

The “300” in the Rolls-Royce RR300 stands for 300-horsepower, of which the R66 (derated) uses up to 270hp for takeoff and 224hp continuous. Engine operation in the R66 Turbine uses a traditional hydro-mechanical governor connected to the throttle grip on the collective.

Starting a turbine is one of the more critical processes for a pilot to learn as just a little too much fuel applied on a slow-spooling engine during the start will result in a ‘hot start’, with possible turbine wheel damage. Robinson gets around this problem with a very simple but important start procedure, negating the need for a FADEC system. The procedure is similar to starting the piston-powered R44, which helps in the conversion of new pilots and turbine conversion candidates. This feature also makes the R66 a favoured choice as a training machine suited to “ab initio” and advanced training.

Price remains a significant purchase factor in this entry-level market. For the R66, now Robinson’s flagship, the price hovers around US$1.1-million, fly-away and fairly well-equipped. The Bell 505 Jet Ranger X, on the other hand, is around US$1.5-million flightready. Bell has a relatively cheap base price quoted but when all the extra equipment needed to operate the helicopter (including a rotor brake) is added, the machine’s acquisition cost balloons significantly.

with an option of a Garmin or Aspen Multi-Function glass display at extra cost, the Bell is on a whole different level. It comes standard

Robin Malherbe

The 505 may be Bell’s cheapest offering but, make no mistake, it is hardly entry level. Whereas the R66 comes with standard avionics

with Garmin’s showcase twin 10 inch G1000H flight deck. Similar

Bell in the rotary wing market. The government controlling body as far

to many fixed-wing platform Garmin glass avionics setups, like in

as rules and regulations under which aircraft are built and certified is

the Cessna Caravan EX, this avionics suite is suited to the level of

the Federal Aviation Administration (FAA). In order to sell your light

situational awareness necessary for single pilot IFR flight. Can you

single engine helicopter, particularly in the lively US market, it must be

see where Bell is going with this?

certified under the FAA’s Federal Aviation Regulation (FAR) 27, which

Let me explain.

governs single engine helicopters under 7000lbs MAUW (Maximum

The USA is where the majority of the world’s General Aviation (GA)

All Up Weight). Before issuing a Type Certificate, the FAA will look at,

flying takes place. In order to service this market, most of the world’s

amongst other things, design and stringent safety in-flight standards.

most popular GA aircraft are also built there, including Robinson and

And this certification is costly and time consuming. Surprisingly, the

29 www.saflyer.com | April 2020

Angled installation of the Rolls Royce RR300 Turbine engine in the Robinson R66 Turbine.

first helicopter to gain certification under the

end customer. But even without the autopilot

FAR 27 rules was in fact the Robinson R22

and complete WAAS package, the G1000H

in 1979.

adds safety and peace of mind to the pilot,

But it’s not only the FAA driving the

with its enhanced situational awareness.

So, which is the better machine then?

industry has a large say in the certification

The work-horse R66 Turbine, with its

requirements and processes. For example,

incredible power to weight ratio, cost-

the most recent industry push has been

effective production based on a tried and

to certify single engine helicopters to fly

tested design using the most popular

under IFR rules. Bell recently got it right

engine in helicopter history? Or is it the

with the Bell 407 GXi, the first single engine

Bell 505 Jet Ranger X, with its modern

helicopter to be certified for IFR under the latest rules, using Garmin’s G1000 flight deck. The reason for this push is an alarming

Robin Malherbe

safety agenda: the American helicopter

design,

500-horsepower

engine

and

premium avionics suite? Both helicopters have similar maximum speeds. The 505

FAA fatal accident statistic, which found that

has a higher service ceiling, but the R66 is

between 2001 and 2013, 194 light helicopter

(WAAS). Using the aforementioned Garmin

lighter and has slightly greater range. The

accidents in the USA were caused by

G1000H avionics suite, this essentially

505’s avionics suite trumps the R66’s but

controlled flight into terrain (CFIT) due to low

immerses the pilot in a synthetic vision of

the price difference between the two craft is

level weather avoidance. That’s a huge eye

the surrounding terrain referencing point-in-

significant.

opener. The recent very high profile Kolbe

space GPS and can add automation via an

Bryant crash has added impetus to this

advanced digital autopilot.

move to IFR certification.

Which is better, I can’t say. A lot probably depends on what you intend using it for, what

This is the reason Bell went with its

conditions you intend flying in and what your

After input and development from many

chosen avionics’ equipment in the Bell

budget looks like. Only time will tell which

industry stakeholders, the technology to

505 Jet Ranger X, driving the price higher

company played its cards right, but we may

make the transition from VFR into IFR flight

than its Robinson counterpart. Many of the

just have two helicopters that will dominate

and back to VFR safely is now available

WAAS applications on the G1000H are not

their special niches for years to come.

through a Wide Area Augmentation System

standard on the 505 but are available to the

j

Exciting times indeed.

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30 April 2020 | www.saflyer.com

SA Flyer 2020|04

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Map: follow google pin to SleepOver Motels Lanseria

31 www.saflyer.com | April 2020

A SLIM LOGBOOK JOHAN WALDEN

THE FOGGLE

HOOD

Many things, like walking, writing or learning to ride a bicycle, never have to be relearned once they’re hardwired into our muscle memory. At the controls on my first lesson of instrument flying I realised that flying isn’t one of them.

step towards my Comm licence which

your instruments black out or have a radio

involved new skills to carry me all the way

failure in controlled airspace. Or worst

to the Instrument Rating and beyond. My

case scenario, having an engine failure on

instructor, Eugene, kicked the process off

a moonless night when it’s too dark to pick

with my first lecture and an introduction to

a proper field. Fortunately, the first lecture

night flying, primarily, how the theory I’d

didn’t include any of those morbid details

learned for the exam would apply in the real

and with the introduction to night flying over,

world.

we delved into some instrument scans.

A major difference when flying at night is

For those whose first flight still lies

the weird illusions that can affect your body

ahead, the standard instrument panel has

when darkness deprives it of a clear horizon

six primary flight instruments arranged in a

and leaves no cues for depth perception.

horizontal ‘six-pack’. Left to right on top are

Worse still, it can create illusions on sloping

the Airspeed Indicator (ASI), the Artificial

runways or give a false horizon formed by

Horizon (AH) and the Altimeter (ALT).

ground lights when lined up in a certain

Below left is the Turn Co-ordinator – AKA

way. Accompanying the visual illusions are

Turn and Slip Indicator which consists of

a bunch of pitfalls affecting your body’s

two separate instruments: The Turn Rate

vestibular (balance) system – resulting in

Indicator and the Slip Indicator (or ‘ball’).

false, yet powerful sensations of tumbling,

The Turn Rate Indicator indicates when an aircraft is in a 180 degree per minute turn.

And the Slip Indicator is a black ball which swings out left or right from the centre if you forget you have feet and the aeroplane is flying uncoordinated. Bottom centre is the Directional Indicator (DI) which is a gyro operated compass and finally bottom right is the Vertical Speed Indicator (VSI).

Even though we have these instruments in front of us during the day our main reference comes from looking outside. But when you’re flying through cloud or in pitch black, the instruments become your sole reference and you need to know how to scan them effectively.

Our Sling's EFIS took some getting used to.

L

Eugene used a set of diagrams of the six-pack to illustrate scan sequence. For each phase of flight there was a diagram with

IKE a good boy I’d done the

turning and pitching. This is where learning

arrows between the instruments, showing

studying and passed the exam

to fly solely on instruments and more

which ones to look at and in what order. The

for my Night Rating before I

importantly, learning to trust the instruments

AH is always the primary instrument and all

started the ‘fun stuff’ – learning

comes in.

the scans are centred around it. For straight

to fly on instruments at night.

Other aspects include what to do

and level flight the scan is continuously from

The Night Rating was my first post PPL

when you have an electrical failure and all

AH to DI and back, then to ALT and back and

32 April 2020 | www.saflyer.com

Steep turns took some more concentration.

repeat. Every second scan, your eyes flick to the ASI, which in this phase is a secondary instrument. In a climb, however, the ASI becomes important, while you only start paying more attention to your ALT as you get nearer the target altitude. This ‘T-scan’ ensures that the aircraft’s attitude remains the focus your attention and you don’t get fixated on a single instrument. He explained that the Turn Co-ordinator and VSI can be very helpful if used correctly but will be your worst nightmare if you start chasing needles – I’d learned this the hard way after four hours of frustration in the simulator earlier that week.

The following day we found ourselves in a Sling 2 with a glass cockpit (electronic displays, or ‘EFIS’) – as there wasn’t one available with a six-pack – for my first lesson ‘under the hood’: The introduction to instrument flying.

You may be wondering how we could do this in daylight instead of at night. Well, to practice instrument flying you don’t need to be in the dark; instead the dark comes to you in the form of ‘foggles’ – goggles with fogged edges to block your peripheral vision so you can only see the instruments directly in front of you. Another device which also does the job is the ‘hood’ which is a bit like wearing the peak of a cap against your eyebrows.

Once we were in the practice area, Eugene took control while I disappeared behind the foggles. The world closed in around me and suddenly the EFIS plus a bit of carbon fibre fascia round its edges was my entire universe.

An EFIS panel has a very different layout to a six-pack – especially when it’s cluttered and to me it looks like a vomit splatter of digits and indicators which took some getting used to. I’d always preferred steam gauges and usually drifted over to the backup instruments (which were steam

the DI indicated no heading change and I

first days of PPL. Not a single slice of brain

flicked left to the airspeed tape and adjusted

power was available for navigation; I didn’t

back pressure on the stick and trim until it

know what Flight Level I was meant to be at,

stabilized at 80.

or what heading to fly and where that would

We levelled off at 3500 feet and began a

take me. No concerns of airspace, radios,

right turn of 20 degrees bank to a heading of

fuel or negotiating weather. Just Eugene’s

030. I gingerly rolled into the turn with a little

instructions.

back pressure on the stick. But immediately

I didn’t even have to fill in a flight log. I

the pointer, indicating bank angle, shot off to

was back at square one and I’d have to learn

the left. Huh? It took me a second to realise

to manage a cockpit all over again with this

that all the pitch and bank markings were

new way of flying.

moving with the horizon, while the pointers

When I got it right though, the feeling

stayed stationary: another difference to

of flying on instruments was awesome;

steam gauges. A glance at the altitude tape,

trimmed out correctly and flying on finger

and back to the AH while I processed the

and thumb, I found instrument flying to have

numbers I’d just seen: A millisecond later

an air of precision and sharpness about it –

my brain cells came to the unanimous

even if, for now, I didn’t know where I was

conclusion that I’d ballooned, so I eased off

going. Everything was ‘on the numbers’ –

the back pressure and saw the VSI arrow

and it worked!

droop below the altitude readout. Speed was fine and the DI was turning the right way.

Shortly it was time to be heading home – wherever that was. Eugene pulled the

This was way cool.

foggles off and suddenly I was in a different

As 030 came around I started the roll out

world. Blinking, I looked around and found

with a little overbank at the end. I tried a turn

myself in a Sling 2 above farmland, with

to the left, then turns with 30 degrees bank.

Table Mountain across the bay. Apparently,

Steep turns (45 degrees) were essentially

we had been heading home for some time

the same, only with more attention to the ball

because Morningstar Airfield lay just ahead.

and quicker at picking up deviations before

A quick circuit and landing later and I proudly

they amplified. In the middle of a steep turn,

logged my first hour toward my Night Rating.

it dawned on me that I had no idea where I was going. All my attention was focused on flying the aeroplane – just like in the

I went home looking forward to more

j

foggle time.

gauges) if I was in a plane with an EFIS. The digital speed tape just didn’t click with me as well as a good old-fashioned needle.

But now with the foggles on looking at the backups away from the primary EFIS felt somewhat unprofessional, even treasonous.

Eugene talked me through the first exercise: Following the pneumonic “PAST” (Power, Attitude, Speed, Trim), I set the rpm to climb power and simultaneously eased back on the stick until the two little bars in the EFIS’s AH rested on the 10 degree line above the horizon. A quick glance at

33

The standard 'six-pack'.

www.saflyer.com | April 2020

REGISTER REVIEW: RAY WATTS

FEBRUARY 2019 The amendments to our register are really varied this month with a wide range of different types coming into the country.

Africa. She is now being subjected to a full restoration and should be up and flying within the next few months.

Other aircraft coming on to the register include three returning from service in Malawi, another Boeing B737-800 for Fly Safair and a Cirrus SR22. The helicopter has been registered in France, Spain

Dave Becker

and the UK before coming down south.

The NTCA register sees another seven aircraft being added, again the types are very varied and include a new Sling 4 TSI and a P&M Quick amongst others. There is another Envirocopter EV4 registered this month. These machines have had me puzzled for a while as I didn’t know what on earth they were. It turns out that they’re helicopters based on the Robinson R44.

The number of Drones has increased by another twenty-two machines and I see amongst them are two for the SA National Blood Services. I have seen on the TV news that these folks have been

ZS-ADV Robinson R44 exported to Botswana.

W

trialling drones for the delivery of urgent blood supplies, I hope this works well for them.

We have lost five aircraft TCA to the export market with only one

E see nine TCA aircraft being added – eight fixed

aircraft, a helicopter, going to Botswana. The rest have scattered all

wing and one helicopter.

over the world including one of Safair’s B737-400 freighters which

Amongst the fixed wing aircraft is an absolute

has gone to Austria. One of the aircraft exported is a rather rare

gem. We don’t often see a De Havilland Chipmunk

Reims built Cessna F152, there aren’t many of them in the country.

being added to our register. This one has been in the country since

Only one NTCA aircraft was exported, a Sling 2 to Australia.

registration wasn’t used at the time as the aircraft was stored and not rebuilt at that time. The registration was then used on a Cessna

Ray Watts

early 2003 when it was allocated the registration ZS-CHP. This

Caravan which was exported to Botswana in 2012. This little Chippie started out life as part of an UK Air Ministry contract calling for 145 Chipmunks to be delivered between May 1952 and April 1953. She was delivered to the RAF on 1 July 1952 as WP796. She served with various units until February 1960, she was “sold” (no charge) to the Nigerian Government as one of four aircraft to be used by the Federal Flying School in Lagos Nigeria. She became VR-NBK

ZS-HTK Eurocopter AS350 exported to Canada.

registration until December 1968 when she became 5N-AAG to the Nigerian Government and was issued with a C of A on 15 December

Ray Watts

and was packed and delivered in August 1960. She retained this

ZS-JRC Boeing B737-42J exported to Austria.

1968. She was almost certainly used to train commercial pilots in conjunction with BOAC who had set up Nigeria Airways. She was

Ray Watts

placed into storage at some stage and then sold in 2002 to South

TAIL PIECE: We are heading into Air Show season and I’m looking forward to attending one or two in the Gauteng region. We have some terrific performers in South Africa that really make attending an air show a

j

very enjoyable day out for the family.

Agusta AW139 exported to Qatar.

34 April 2020 | www.saflyer.com

M&N Acoustic Services

REGISTER REVIEW - FEBRUARY 2020 Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-CHP

DE-HAVILLAND

DHC-1 CHIPMUNK

C1-0688

5N-AAG, VR-NBK, WP796

COOK E R

ZS-CPX

CESSNA AIRCRAFT COMPANY

425

425-0071

V5-WAR, ZS-OPX, N6845R

CARLMAC STEEL (PTY) LTD

ZS-FFL

CESSNA AIRCRAFT COMPANY

T210H

T210-0347

7Q-NYS, ZS-FFL, A2-FFL, V5-FFL, ZS-FFL, N6947R

VENTER A

ZS-FGC

BOEING AIRCRAFT COMPANY

737-800

34242

2-FGCA, A40-BJ

SAFAIR OPERATIONS LIMITED

ZS-KRK

QUEST AIRCRAFT CO

KODIAK 100

100-0085

A2-SRM, N85KQ

MESIGLO (PTY) LTD

ZS-MTA

CESSNA AIRCRAFT COMPANY

210M

210-62842

7Q-MTA, ZS-MTA, N6831B

VENTER A

ZS-SSO

DORNIER GMBH

DO228-100

7023

7Q-KWA, ZS-SSO, 3D-DMI, 5N-AUM, 5N-AQX, D-IBLE

VENTER A

ZS-TTD

CIRRUS DESIGN CORPORATION

SR22

4850

N485SA

CDC AVIATION (PTY) LTD

AS 350 B3

3587

G-EKRN, G-ORKI, EC-IHX, F-WQRN, F-WQDM

SAVANNAH HELICOPTERS (PTY) LTD

ZTR - New Registrations ZT-REY

EUROCOPTER

ZU- New Registrations ZU-IPZ

ZLIN AVIATION S.R.O

SAVAGE CLASSIC

246

FLYING FRONTIERS (PTY) LTD

ZU-IRA

KEVERN MICHAEL BROWN

RV-8

83275

BROWN K M

ZU-ROM

ALBERTUS FRANCIOS DUVENHAGE

ENVIROCOPTER EV4

006

DUVENHAGE J A

ZU - New Registrations ZU-IRB

P & M AVIATION

QUICK

8634

PATTINSON B A

ZU-IRC

ANNA CECILIA FRANICA LOUBSER

EXPLORER MK II

148-12-09

LOUBSER A C F

ZU-IRD

AEROPRAKT LTD

A-32

074

SUTTON A J

ZU-IRE

CHRISTIAAN VAN ZYL

WHISPER X350 GEN II

WA 19077

VAN ZYL C

ZU-IRF

SAVANNAH AFRICA

SAVANNAH S

19-04-54-0672

AFRICAN PARKS NETWORKS NPC

ZU-ROP

HENDRIK ADRIAAN ROETS

ENVIROCOPTER EV4

007

ROETS H A

ZU-SFT

THE AIRPLANE FACTORY (PTY) LTD

SLING 4 TSI

168S

SUPERFACTA TRADING 209 (PTY) LTD

ZT- RPAS - New Registrations ZT-WIL

DJI

AGRAS T16

1VVDGAU001TB48

DC GEMATICS (PTY) LTD

ZT-WIM

SENSEFLY

EBEE

EBEE01

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WIN

SMARTPLANES

FREYA

FREYA066

PREMIER MAPPING CC

ZT-WIO

DJI

PHANTOM 4 PRO

0AXDEBJ0051934

PREMIER AVIATION CC

ZT-WIP

DJI

AGRAS T16

1VVDGAU001S776

DC GEMATICS (PTY) LTD

ZT-WIR

DJI

MATRICE 200

0FZDF840P30056

WESTERN CAPE GOVERNMENT HEALTH

ZT-WIS

DJI

M1X

CCAH17LP3200T2

DIRECTION SURVEY AND MAPPING (PTY) LTD

ZT-WIT

DJI

MAVIC 2 ZOOM

0M6CGC3R0A0ZG6

SALARIA (PTY) LTD

ZT-WIU

DJI

PHANTOM 3 PROFESSIONAL

P76DDJ20BR1648

JET LINK AVIATION (PTY) LTD

ZT-WIV

DJI

MATRICE 600

M80DFK13030148

DC GEMATICS (PTY) LTD

ZT-WIW

DJI

MATRICE 100

252DFA4001001T

PREMIER AVIATION CC

ZT-WIX

DJI

MATRICE 600 PRO

M80DG5F003QMP9

PREMIER AVIATION CC

ZT-WIY

DJI

PHANTOM 4 PRO

11UCF760A50392

PREMIER AVIATION CC

ZT-WIZ

QUANTUM SYTEMS

TRON

B027

SOUTH AFRICAN NATIONAL BLOOD SERVICES

ZT-WJA

QUANTUM SYTEMS

TRON

B028

SOUTH AFRICAN NATIONAL BLOOD SERVICES

ZT-WJB

UDS

BATHAWK

B0031

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WJC

DJI

MAVIC 2 ENTERPRISE DUAL

298DG19001X2BG

UAV AERIAL WORKS (PTY) LTD

ZT-WJD

UDS

BATHAWK

B0032

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WJE

DJI

PHANTOM 4 PRO

07DDE819FR9148

PREMIER AVIATION CC

ZT-WJG

WINGTRA

WINGTRA ONE

1310

PREMIER AVIATION CC

ZT-WJH

UDS

BATHAWK

B0030

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WJI

UDS

BATHAWK

B0034

UAV AND DRONE SOLUTIONS (PTY) LTD

ZS - Deleted ZS-ADV

ROBINSON HELICOPTER COMPANY

R44 II

12171

BOTSWANA

ZS-EOS

AGUSTA S.P.A

AW139

31502

QATAR

ZS-HTK

EUROCOPTER

AS 350 B3

4316

CANADA

ZS-JRC

BOEING

B737-42J

27143

AUSTRIA AS OE-IWP

ZS-SVO

REIMS AVIATION S A

CESSNA F152

1681

CZECH REPUBLIC

SLING 2

127

AUSTRALIA

ZU - Deleted ZU-KHG

THE AIRPLANE FACTORY (PTY) LTD

We perform SANAS certifications on all your:

Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za

www.saflyer.com | April 2020

35

ONE LOOP AT A TIME As of 20 December 2019, Advanced Upset Prevention and Recovery Training (A-UPRT) is a new EASA requirement for cadets before commencing a Type Rating on a complex aircraft. The aim is to reduce the number of Loss of Control In-Flight (LOC-I) accidents (which has been one the leading contributions to fatal accidents in commercial aviation across the world) by exposing pilots to the physiological and psychological characteristics of upsets. I was one of several pilots in Europe affected by this regulation, and it felt like someone had built another wall for me to climb over after I had already completed the obstacle course required to become an airline pilot.

All strapped in and ready for the first flight.

A

to

CCORDING regulations

the

EASA course

must include a minimum of five hours of theoretical training and three hours of

dual flight instruction in an aeroplane. More specifically these hours must be UPRT, not total flight time. So, four flights are required to satisfy the regulation. This left schools across

Europe

scratching

their

not lift I would lose my place in the A320 type rating programme for my airline job the following week.

Three days later I left Brighton having been exposed to a completely different side of aviation, not only because I saw the world upside down from an aircraft for the first time, but because I learnt how to recognise an undesirable aircraft state and how to

safely recover from it. In the process I was pushed out of my comfort zone and left with a different perspective of what my future as a pilot could entail.

CASE STUDIES The first day consisted of ground school to explain the reason for UPRT training through real life examples as case studies

heads

to make the course relevant. We discussed

pondering how to deliver such a course,

aerodynamics and various human and

especially since this course is not designed

environmental factors that could result in

to be aerobatics training.

an upset. Then we memorized a 5-step

I selected Flight Performance Training

recovery strategy that would be implemented

(FPT) school in Shoreham, in the UK, which

in the practical part of the course, (which

had experience offering this as an approved

we could also apply to any aircraft we fly

course before the change in regulation.

in the future). At the end of the day we left

They also specialise in training pilots for

the school hopeful that the weather would

aerobatics ratings and formation flying so I

clear to allow us to implement everything we

knew I would be in good hands.

discussed the following day.

I arrived at FPT on a rainy morning in the European winter. My spirits were as low as the dense clouds lingering above the airport, deeming it IMC. I required clear skies to complete this course, and if the clouds did

36 April 2020 | www.saflyer.com

UPRT Dassie next to the bright yellow Slingsby T67 Firefly.

I pulled the curtains back from the window when I awoke, surprised to find atypical British blue skies. To eat breakfast

DASSIE PERSUAD-VAN DER WESTHUIZEN

or not to eat breakfast? That is the question

gaining confidence flying around at the stall

my batch mates and I considered, knowing

warning, we proved that an aircraft can

that we would be exposed to unusual

stall at various nose attitudes, and that the

attitudes and hoping not to unsettle our

only viable recovery strategy commences

stomachs in flight. In the end we nibbled

with unloading the wings. As the lessons

on a few snacks to sustain us through the

progressed and our confidence increased,

first flight as a test round. After briefing I

we

zipped up my flight suit and made my way

attitudes and presented with the opportunity

to one of the two bumblebee yellow Slingsby

to recover; ranging from small upsets in

T67 Fireflies for the first time, feeling like a

pitch and roll to full spins.

were

exposed

to

further

unusual

character straight out of Top Gun (since I

Since the course is aimed at identifying

had never worn a flight suit before). The sun

and recovering from upsets, we did not learn

shone down brightly, like a sign from above

how to deliberately place ourselves into

that good things were about to happen, but I

uncompromising situations. But at the end of

was still nervous and oblivious to all the fun I

each lesson on our way back to the airport

was going to have.

(stomachs permitting) we were exposed to

The Slingsbys departed from Shoreham

We danced across the sky, sometimes adjacent to one another other times just behind.

some exciting aerobatic manoeuvres such

my airline dream, I found an unexpected

as aileron rolls and

passion back in general aviation. The words

loops.

of Carl Jung resonate: “The privilege of

WHAT STARTED OFF AS SIMPLY TICKING A BOX TO SATISFY ANOTHER LEGAL REQUIREMENT, TURNED INTO A LIFE CHANGING EXPERIENCE

It is said that

a lifetime is to become who you truly are.”

a moment lasts all

And I have a newfound feeling that growing

of a second, but

into myself includes dabbling in aerobatics

the memory lives

in the near future. I’m looking forward to

on

The

more self-discovery in the process. Perhaps

moment I first saw

becoming an Airbus pilot is not the ultimate

the world upside

goal for me, as I had previously believed.

down from the top

Only time will tell but taking one step at a

of a loop through

time will get me to where I need to be in the

the glass canopy is

future. Or perhaps rather one loop at a time

one such example.

if it involves aerobatics. In the meantime, I

I’ll

can recommend this course to all pilots. It

the

forever.

never

forget

contrast

of

might be an extra expense, but it’s worth it.

the vast expanse

Maybe, like me, you will walk away with far

of ocean to my

more than only the confidence of being a

right- ending with

safer pilot, and it will be a defining moment

waves

in your journey to becoming who you truly

crashing

on the shore – against the serene

airport together and I experienced the thrill

countryside to my left. It gave meaning to the

of formation flying for the first time. We were

quote, “And in that moment I swear we were

so close together that I felt I could reach out

infinite” (from a book called ‘The Perks of

and touch the second aircraft’s wing. The

being a Wallflower’).

other student and I waved at each other with

Having spent the past few years learning

huge smiles on our faces as our instructors

how to fly within certain parameters to ensure

demonstrated various manoeuvres such as

passenger comfort, I had never considered

line abeam and line abreast. Sometimes we

what flying outside of this zone might feel

were adjacent to each other, other times we

like. For the first time I could develop my

were slightly behind. I imagined we looked

skills to selfishly push an aircraft towards its

like two frivolous bees dancing around one

limits, just for my own enjoyment.

are.

j

We were so close I felt I could reach out and touch the second aircraft.

another in the sunlight, pausing to enjoy the beauty of such a peaceful day. We climbed

GROWTH

out west along the coast and then abruptly

What started off as simply ticking a box

broke formation to proceed with the lesson.

to satisfy another legal requirement before

My aircraft turned out left over the glistening

commencing my career as an airline pilot

sea, and the other turned out right towards

turned into a life changing experience.

the tranquil British countryside.

After getting a feel for the aircraft and

Just when I thought I had figured it all out and was well on my way to realising

37 www.saflyer.com | April 2020

g n i OUT OF n n S pi ACCIDENT REPORT JIM DAVIS

CONTROL

This report and discussion is compiled in the interest of flight safety not to establish legal liability. passenger then alerted him that the aircraft

The aircraft burst into flames on impact.

was spinning. When he looked, he saw the aircraft burst into flames on the ground.

He immediately flew to the accident site but realised that there was nothing they could do. The helicopter pilot then climbed back to 6000ft and contacted Grand Central tower, who alerted emergency services.

A witness standing in front of the clubhouse at Syferfontein saw the aircraft taking-off from runway 31. The aircraft became airborne past the halfway mark of the runway and went into a very steep climb.

At approximately 400 to 500 feet AGL it spun active runway was 31 and they were doing

HISTORY OF FLIGHT The aircraft departed Rand Airport

right-hand circuits. He also stated that he

with 2 crew and a passenger on board (the

remained over the Potchefstroom main road

passenger was also a pilot) for a flight to Syferfontein for circuit and landing training.

A helicopter pilot and a passenger north west of Syferfontein Airfield saw the aircraft turning right hand crosswind after taking off from runway 31. [This subsequently proved incorrect] The

passenger

in

the

helicopter

estimates that they were approximately 3.5 km away and that the aircraft was in their two o’ clock position at approximately 350-400 feet AGL. After the turn was commenced, he stated. ‘’I witnessed the aircraft do 2 to 3 spins before hitting the ground’’. He was adamant that the aircraft did not collide with the telephone wires spanned across the centreline of the runway or attempt to avoid the telephone wires.

The helicopter pilot confirmed that he was in radio contact with the aircraft and that the pilot informed him that they were engaged in circuit and landing training. The

38 April 2020 | www.saflyer.com

to ensure sufficient spacing. He watched the aircraft halfway through a right-hand

to the left and crashed. This witness stated that prior to impact the aircraft’s engine revolutions increased. He also observed the preceding three takeoff’s and the climb angles were normal. He was positive that the aircraft did not commence a turn and he saw

climbing turn when he momentarily looked

no sudden pitch change. The aircraft was

away. The height of the aircraft at that

still on runway centreline when the pilot lost

stage was approximately 300-400 ft. His

control.

The mangled remains of the Cessna 185D.

Mass and balance information The aircraft was loaded within its prescribed mass and centre of gravity limitations.

Maintenance

and

technical

information According

to

the

aircraft’s

logbooks the aircraft had accumulated 8173.9 hours when it was registered onto the South African register (Ex SAAF). During the initial Mandatory Periodic Inspection (MPI) carried out on 30 June 1998 the requirements of the seat rail/track AD and secondary seat stop Bulletin were complied with.

During this time serviceable seat rails/ tracks were fitted.

The flap tracks and rollers were serviceable and no reported binding or

stickiness

was

recorded.

All

control cables including the flap cable tensions were within the prescribed limits, indicating that the routing and operation of the cables around the cable pulleys was satisfactory and that no flat spots were present on the cable pulleys.

Wreckage and Impact Information The aircraft impacted the ground in a very steep nose down attitude with the left wing low. On impact the aircraft exploded and was destroyed by the ensuing fire. The main wreck was 85 feet from the initial impact point facing south-east, 115° left of the takeoff direction.

The distance from the initial impact point was 506 feet left of the centreline and 0.3nm (1824 ft.) from the threshold of the runway. to meet the different speeds and load

using the jack-screws extension method, it

conditions. Rotating the trim wheel mounted

was calculated that the aircraft was trimmed

As far as could be determined all flying

on the tunnel to the left of the flap lever

40% nose up.

controls were connected and no evidence

operates the stabiliser through a system of

could be found that an in-flight failure

roller chains, and screw jack actuators.

There was no indication that the aircraft contacted the power lines

The engineering department of Cessna estimated that 45 pounds of forward stick

occurred. The flaps were retracted, and

During the investigation of the trim

pressure would be required to keep the

there was no evidence of an asymmetric

system the following observations were

aircraft in the correct climb attitude if it was

flap condition.

made:

trimmed in this configuration.

The engine was recovered from the

The aircraft was trimmed nose up and

The left-hand seat and seat rails were

accident site and transported to an aircraft

this was confirmed by the position of the

destroyed by the fire and only small pieces

engine maintenance facility where it was

movable horizontal stabiliser which was

of the seat rails and seat were recovered.

completely dismantled and stripped. No

positioned 20cm down from the neutral

The right-hand seat was subject to severe

evidence of pre-impact damage was found.

position. This information was forwarded

impact damage but was not destroyed by the

to a Cessna Air safety investigator of the

fire. The seat rail locking engagement pin

Horizontal Stabiliser trim control system.

Cessna Aircraft Company in the USA for his

was broken off during the accident and could

The entire stabiliser can be trimmed

comments. According to a reliable scale by

not be located, but the retracting spring was

39 www.saflyer.com | April 2020

only occur when the engagement pawl is not properly engaged into the seat cam or due to excessive wear on the seat-back cam. Should the wear on the cams exceeds the prescribed maximum wear dimensions, it is required that the cams be replaced during the routine maintenance inspection.

Organisational and Management Information The pilot in command was the holder of a Grade III flight instructors rating and he was busy conducting type rating training when the accident occurred. The flight was not conducted through an Aviation Training Organisation. It is a requirement that the flight must be conducted under the supervision of the holder of a Grade I or a Grade II aeroplane flight instructor rating, who is also the holder of a valid class and type rating. As a result, no documentation could be located to evaluate the progress of the pilot under training. Neither could it be established under whose The interior of the Cessna 185, showing the position of the flap lever and the trim wheel.

supervision the flight was conducted.

The father of the pilot also conducted a training flight with the same student without complying with these requirements

The seat rails.

still intact. As far as could be determined the seat back pawl was engaged in the cam and it appeared to be serviceable prior to impact.

The secondary seat stop locking mechanism fitted to the lefthand seat was recovered and close examination revealed that the two securing bolts were undamaged and were not subjected to any external force.

An imprint mark at the bottom of the secondary seat stop indicated that the seat stop was installed correctly and would have functioned satisfactory.

A service bulletin was issued by Cessna to install a secondary seat stop on the pilot seat. This was to assist in providing an additional margin of safety by limiting the aft-travel of the seat in the event that the primary engagement-locking pin did not properly engage in the seat rail/track hole. The spring-loaded latch acts as a stop and prevents the seat from sliding back.

The trim wheel.

Pilot and Co-pilot’s seat installation.

Provisions to adjust the seats are made available through sliding the seats into seat rails/tracks supported by rollers. The seat rails are riveted to the floor. To secure the seat in the selected position and to prevent it from moving fore or aft an adjustment pin is engaged into holes drilled into the seat rails/tracks.

To assure proper engagement of the seat locking mechanism and to prevent inadvertent seat slippage an FAA airworthiness directive (AD) was issued during September 1990. It was required to comply with the AD requirements and attention was drawn to the following: •

•

By evaluating the pilot in command’s flying experience, it became

wear dimensions across any hole exceed the specified

evident that he had limited experience on type as an instructor with

dimensions, the seat rails must be replaced prior to further

only 4.5 hours on circuit and landing training. The rest of his instruction

flight.

training was on normally aspirated fixed pitch type aircraft.

Collecting of dirt and debris in the seat rail holes may preclude engagement of the seat-lock pin.

•

ANALYSIS

Excessive wear on the holes in the seat tracks. Should the

The most probable cause of a front seat-back collapse will

40 April 2020 | www.saflyer.com

Due to the inherent design features of an aircraft the nose pitches up when full power is applied. At low speed close to the ground in ground effect the nose will further pitch up. A full nose

PILOT AND CO-PILOT SEAT ASSEMBLY up trim position will further aggravate the situation and needs immediate recovery action to prevent the aircraft from stalling. As the aircraft’s speed increases the elevator becomes more responsive. Simulated test flights at altitude have proven that recovery action was possible with full flap as well as with flaps retracted.

The aircraft impacted the ground 1824 ft from the threshold of the runway and 506 ft left of the centreline, indicating that the aircraft did not commence the right-hand crosswind turn. This verifies the observations made by the witness in front of the clubhouse 1702ft from where the aircraft impacted the ground.

Consideration should also be given to the fact that the aircraft took off from Rand Airport and the accident occurred on the fourth takeoff at Syferfontein, indicating that the seat pins must have been properly engaged. It is also true that as the flight progresses, especially during level flight with no friction on the seat pins, the down springs will allow the pins to engage more solidly and can only be disengaged manually. The witness on the ground confirms that he never saw the aircraft performing a sudden pitch change, which rules out the possibility that the seats may have slipped back.

Although the post impact fire destroyed the aircraft, observations made during the onsite investigations revealed that the flaps were retracted prior to impact. No evidence could be found that an asymmetric flap

SEAT BACK RECLINING MECHANISM.

situation was present.

A very important factor in flying, which has led to numerous

serious accidents

in the past, is trim management. These accidents normally occur during the takeoff phase of the flight. During normal circuit and landing training standard procedure would be to retract the flaps and reset the trim to the desired optimum takeoff position before applying power. In the early stages during the circuit and landing training, the instructor normally tasks himself to reset the trim and the flaps to the desired takeoff position.

To assist a pilot and to make the landing easier the normal approach procedure, if a three-point landing is to be carried out, would be to trim the aircraft fully nose up. This would require some forward stick pressure on the control column to maintain the required approach angle for landing. During the flare phase when the power is reduced to idle, the pilot would require less back-pressure on the control column to position the aircraft in the

41 www.saflyer.com | April 2020

three-point attitude. Many operators and the SAAF, one of the most

that trimming is a slow, laborious business, and you really don’t want

experienced operators of the Cessna 185 aircraft, presently use this

an aeroplane that puts up a vigorous fight on the stick and on the trim

technique. Therefore if a pilot should neglect to re-set the trim for

wheel.

the correct climb attitude (takeoff position) before commencing a

Not only this, but the trim and the indicator are mounted on the

go-around after a touch-and-go landing, the aircraft will have a very

floor to the left of the flap lever and between the seats. This makes it

steep climb attitude with the aircraft close to the stall. If corrective

awkward to get at, and you can’t see the indicator at a glance – you

actions are not taken immediately a pilot may lose control of the

must put your head down...

aircraft.

The witness on the ground stated that he heard the engine

Now that you have the layout, let me walk you through a training touch-and-go. You will see how it is relevant to this accident.

revolutions increase prior to impact. This suggests that the pilot may

You generally land with full flap, and this calls for full nose-up

have failed to set the pitch to the fine position prior to the go-around

trim – particularly during training because the C of G is usually well

and then selected the pitch to the fine position just before impact

forward. The touchdown itself is fairly straight forward, regardless

causing the engine revolutions to increase.

of whether it’s a wheeler or three-pointer. And, despite conventional wisdom, the spring steel undercarriage does not make the C185

MAXIMUM WEAR FOR THE SEAT PIN HOLE IN THE SEAT TRACK.

particularly prone to bouncing.

Once the wheels touch the ground, you must start the normal taildragger tap-dance to prevent a ground loop. You need to look ahead and immediately correct the slightest wander from the centreline – and then correct that correction, and so on. Any inattention at this stage guarantees a ground loop.

But now we are in a silly position for a touch-and-go. The trim is fully nose up and we have full flap, also the gills are possibly closed from the descent, and the rudder trim is way over to the left. Because we are only beginners, we will ignore the gills and the rudder trim and deal with the essentials – the massive flaps and the mighty trim.

When I say “we” will deal with them, that is the nub of the whole problem. During the initial stages of training a good C185 instructor will tell the pupe to only concentrate on keeping straight, while he – the instructor – leans down to retract the flaps, and, with his eye on the trim indicator, puts some muscle into turning that stiff little wheel into the right possie. This takes a bit of time and effort. He may also open the gills and reset the rudder trim if you are not running out of runway, but these are not essential.

Once he has done this, he will tell the pupe to initiate the next takeoff by g-e-n-t-l-y opening the throttle. It’s a big engine and a big prop and they will take you to the left-hand ditch if you are too quick on the throttle.

PROBABLE CAUSE/S

Okay, so now we get airborne and do another circuit, and the

The pilot in command was unable to initiate recovery action after

same again, and again until it all works smoothly. But hang on a

an unusually high nose attitude after the touch-and-go landing and

moment – the pupe must eventually do some solo. Which means he

stalled the aircraft.

is going to lose directional control on the ground if he puts his head down to retract the flaps and reset the trim.

JIM’S COMMENTS

This is an ergonomics problem. As you retract the flaps you must

I did a SAAF Instructor Conversion Course on the C185 at

lower the handle down onto the floor below the panel. When you

Potchefstroom. It’s a delightful aircraft to fly and not a particularly

do this your arm is not long enough to let you see over the panel.

difficult taildragger to land or takeoff. But, for reasons which will

Disaster is guaranteed.

become clear – it’s a very demanding brute for instructors during a touch-and-go, or a go-around.

One SAAF instructor noted that it is the most challenging aircraft the Air Force has. I haven’t flown enough SAAF types to comment on this, other than to say it certainly gets your attention on the ground.

The solution is simple. The pupe must learn to do the takeoff with the trim fully aft and full flap. Actually, he must learn to do this in any case – because it is how the aircraft will be configured for a goaround in the event of a crappy approach or landing.

So, you brief the pupe that when he applies full power for takeoff

The problem is the trim. It’s very powerful, and it needs to be for

he is going to be wrestling with a monster. The nose will rear up like a

two reasons. First, because of the extremely high stick forces needed

wild horse and the pilot must be prepared to use massive pressure on

at times, and second because the six seats offer a wide range of

the stick to prevent a stall. No matter how well you brief this takeoff,

loading options. That would be okay except that the trim wheel is low-

the pupe will not be prepared for the brute force he needs on the stick.

geared and stiff to operate. It turns a screw-jack at the back which

With this particular accident Mr Cessna said that 40% nose up

alters the angle of attack of the entire tail plane. Basically, this means

trim called for 45 lbs of forward pressure on the stick. I understand

42 April 2020 | www.saflyer.com

that the SAAF would not convert female pilots to the C185 because they

•

generally don’t have the physical strength to handle this.

same as that for a go-around. Both need to be

So now we are off the ground with the nose high, full flaps and the

practiced dual until the pupe can do them safely

stall warning shrieking.

solo. I find that go-arounds are generally not well

What’s to be done? You can’t reduce power; you can’t get the nose down and you can’t retract flap. Furthermore, you can’t even trim

taught, and seldom practiced enough.

•

because you are using both hands on the stick.

You can’t be too careful about checking the seat adjustment mechanism. It is an old Cessna fault –

So that gives you an idea of where these guys had got to. We can

but it can also happen on Pipers. The holes must

only guess what happened after that.

They somehow struggled up to 400 odd feet before something

The configuration for a touch-and-go can be the

be clean and not worn too much.

•

Insufficient right rudder on takeoff and climb is so

tipped them over the edge. I can only tell you the things that could have

common it’s boring. It’s also very unprofessional.

happened. We will never know what really went on in that cockpit.

Watch low hour pilots taking off – they always

The instructor may have told the pupe to sort it out himself on the correct assumption that he will not always have a helping hand in the right-hand seat. I suspect that was indeed the case because otherwise the instructor could have helped to push the nose down and then retrimmed and retracted flap as the airspeed increased.

It’s also possible that they were a bit short of power by not having the pitch fully fine. The witness stated that the revs increased shortly before the crash. But I think that’s a red herring.

So, if the pupe was trying to handle this on his own he would have to take one hand off the stick to adjust the trim – this could well have been the last straw. The nose pitched up another one or two degrees, she stalled and spun left.

Another thought is that the instructor’s seat, which does not have a limiting stop, slid back – taking the C of G with it and preventing the instructor from helping the student.

Why would it spin left? Because not only was the pilot fighting the elevator, he would also have needed almost full right rudder during this whole climb. This is a very common problem with less experienced pilots – simply not using enough right rudder.

A couple of other points. When the flap lever is up, and the flaps down, it gets in the way of the guy in the right-hand seat who might want to help with the trim.

Then we have the possibility of the pilot’s seat sliding back. And this is very real. The mechanism may well have put up with normal ops, but when you add another 45 lbs of rearward pressure, something could easily let go. And I suspect that even if it only slid back a couple of notches to the secondary stop, this could easily have pushed them over the edge.

There is also something else I had never thought of – the possibility of dirt, sand or gravel getting into the holes in the seat tracks on the floor. A bit of grit in the hole could easily give you the impression the seat is properly locked in position. But when you put some real pressure on the system it could jump out.

I believe there is also a possibility of the seat back suddenly reclining a few inches under the added pressure.

Finally, the report says that the flaps were retracted at the time of the accident. I don’t know what to make of that. It’s very unlikely that they would have deliberately raised the flaps while on the verge of stalling – but it’s obviously possible.

WHAT CAN WE LEARN? •

This should be a wakeup call for instructors. Instructing on a new type can be very different from flying it yourself.

•

Instructors should never let a pupil put him in a position from which he has no back door.

wander to the left of centreline on the ground and in the air.

Instructors, these are all things we can, and should, do something about.

j

SOUTH AFRICAN CIVIL AVIATION AUTHORITY ACCIDENT REPORT Date of Accident: 23/11/2000 Time of Accident: 0840z Aircraft Registration: ZS-EFZ Type of Aircraft: Cessna 185D Type of Operation: Unauthorized Training Flight Pilot-in-command Licence Type: Commercial Licence Valid: yes Age: 23 Ratings: Grade lll Instructors Rating PILOT-IN-COMMAND Total Flying Hours: 1017 Total Hours on Type: 179.8 Total on Type Past 90 Days: 38.3 Circuit and landing instruction on type: 4.5 hours PILOT UNDER CONVERSION TRAINING: Gender: Male Age: 21 Total Flying Hours: 206.4 Total Hours on Type: 6.6 (Dual) Last point of departure: Rand Airport Next point of intended landing: Syferfontein Location of the accident site: Approximately 600 metres from the threshold of runway 31 and 25 metres left of the centreline.

Meteorological Information: The weather was fine.

Density Altitude approx. 7000ft.

Number of people on board: 2+1 No. of people injured: None No. of people killed: 43 3 www.saflyer.com | April 2020

FUEL TABLE

SA Flyer 2020|04

www.sv1.co.za Fuel Fuel Prices Prices as as at 03/02/2020 at 03/02/2020

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45 www.saflyer.com | April 2020

AOPA BRIEFING CHRIS MARTINUS -

PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION – SOUTH AFRICA

HAVE WE BEEN LEFT BEHIND?

When Dr Fang Liu, an attorney, became the first woman to be appointed to the prestigious position of Secretary-General of ICAO in August 2016, she enthusiastically embarked on ICAO’s “No Country Left Behind” (NCLB) campaign.

I

have personally had the pleasure

by national aviation authorities around the

of meeting the charismatic Dr Liu,

world in order to comply with the precepts

listening to her presentations and

of the Convention on International Civil

interacting with her informally on

Aviation.

two occasions when she graciously

facilitates international civil aviation by

attended our IAOPA gatherings in

ensuring that regulations, licences and

Chicago, USA, and Queenstown,

certificates issued by national civil aviation

New Zealand over the past few years.

She

has

considerable

In a nutshell, the Convention

authorities comply with ICAO standards

academic

and recommended practices (SARPS), thus

achievements and experience in aviation

making for consistent aviation administration

legal matters, holding a PhD in international

acceptable to all member states.

law from Wuhan University in China, a

This is no easy task.

As a United

Master’s degree in air and space law

Nations body, ICAO must transcend the

from the Netherlands, as well as many

panoply of differing and often conflicting

years’ experience as an administrator and

economic, social, political and cultural

negotiator for the Chinese government, Civil

mores of all 193 member states consistently

Aviation China and ICAO.

and diplomatically, even when they are at

ICAO has the function of developing and

overseeing

international

aviation

standards which must be given effect to

war with each other.

THE LAGGARDS Unfortunately, not all states are created equal. Many developing countries, mostly in the African, South American and some Asia/Pacific

regions

lack

the

national

infrastructure, skills and funding to properly perform their functions in compliance with the SARPS. ICAO performs regular audits of these states to measure their levels of compliance, so that other states can evaluate whether or not to permit unfettered air travel to and from them, or to place limitations on international operations.

Naturally, limitations on air

traffic to and from countries which have difficulties with compliance has a further detrimental

effect

on

the

fortunes

of

struggling developing nations.

ICAO’S SOLUTION ICAO’s “No Country Left Behind” (NCLB) campaign is a little vague, but broadly consists of advocacy activities intended to raise awareness of ICAO policies, provide guidance

and

encouragement

and

an

awareness of the importance of civil aviation to national economies. In this regard, ICAO has encouraged countries with stronger aviation authorities to take neighbouring countries under their wing, so to speak.

ICAO performs regular and ongoing audits of member states and reports on their levels of compliance and implementation The SACAA is proud of how it performs above the world average in ICAO standards.

46 April 2020 | www.saflyer.com

of the SARPS. This covers the national authorities’ areas of legislation, organisation, licensing, accident

operations, investigation,

airworthiness, air

navigation

COLUMNS

services and aerodromes. Where the audits

Although South Africa’s accomplishments in

Yet there was little new in the “audit”

show weaknesses, ICAO, with the assistance

aviation are and have been impressive, they

article. It was largely about deficiencies in

of stronger national authorities, will provide

are not THAT spectacular. I wrote an article

CAA’s handling of general aviation which had

such assistance as may be reasonable.

in this publication setting out how CAA has

been canvassed before over many years.

has

largely failed general aviation and entitled

But the vitriolic response indicated that I had

undoubtedly been the strongest aviating

In

this

regard,

South

Africa

it “Has CAA Failed the General Aviation

touched a very sensitive nerve.

nation in Africa for many years, particularly

Audit?”

in respect of general aviation.

A campaign of vilification of AOPA

Sadly, in

commercial aviation we are slipping from our dominant position with our state-owned airlines now in desperate circumstances. All around, our CAA has been slipping as well, with inconsistent and onerous regulation, poor service and a structure more influenced by

socio-political

objectives

than

the

promotion of aviation, aviation safety and development of the industry as a whole.

Nevertheless, the SA Civil Aviation Authority passed a 2017 ICAO audit with flying colours.

The Civil Aviation Act's clearly stated requirement for an independent accident investigation authority.

Compliance and implementation

of the ICAO standards far exceeded the global average, and even bettered many

was

ensued, through CAA itself and several of its

nations which also have very strong aviation

spectacularly hostile. CAA Director Poppy

proxies. Their lawyers threatened website

regulators.

At

Khoza penned a long and vitriolic letter,

owners who had published our mostly

regulatory meetings, the chairperson even

sent to SA Flyer by CAA spokesman

measured comments and views. Even Dr Liu

insisted that stakeholders clap and cheer

Kabelo Ledwaba, in which vague and vile

seemed rather cold towards me at our last

CAA’s amazing accomplishment.

accusations were levelled against AOPA,

meeting in New Zealand.

CAA was over the moon.

THE RANT I was nevertheless suspicious and doubtful about the ICAO audit outcome.

The

response

from

CAA

its directors and myself in particular. I was

There appeared to be a massive over-

baffled and bemused. The letter ranted on,

reaction, but I could not understand why. But

with vague emotional and deeply defamatory

now I think I know.

statements about AOPA and myself.

join.the.leader Cape Town Flight Training Centre

Private, Commercial & Advanced Pilot Training (021) 976 7053 or (084) 440 7922 www.cape-town-flying.co.za CAA/0188

47 www.saflyer.com | April 2020

AOPA BRIEFING

accident solely at Boeing’s doorstep, while underplaying probable deficiencies in the airline’s training, procedures and crew skills. This has been extremely damaging to Boeing, with the entire 737 Max worldwide fleet having been grounded for over a year. Further, the Ethiopian accident report’s assessment of the Ethiopian Airlines Flight 409 Boeing 737 crash after takeoff from Beirut has been widely contested by other aviation authorities.

More recently, SACAA’s Cessna Citation C550 calibration aircraft crashed into mountains near George in the Western Cape. All three crew, employees of CAA, perished in the accident. CAA nevertheless proceeded to investigate the accident themselves, notwithstanding an outcry from industry and the media that it was wholly inappropriate for CAA to investigate an accident involving an aircraft owned and operated by itself and crewed by its own employees.

ICAO published the audit results of member states on its website.

The objectives of the accident investigation safety board.

The global average of implementation of ICAO standards for accident investigations stands at a dismal 57.31%. Indonesia’s implementation is little better at 65%.

ACCIDENT INVESTIGATION ICAO Annex 13 prescribes that every member state must have an aviation accident investigation authority. The Annex emphasises that, “The accident investigation authority shall have independence in the conduct and have unrestricted authority over its conduct...” in the gathering, recording and analysis of evidence, the issuance of safety recommendations, the determination of causes and the completion of a final report.

In the United States, accident investigations are conducted by the NTSB, the National Transportation Safety Board, which is entirely independent from the FAA or other bodies. In the United Kingdom, there is a similarly independent AAIB, or Air Accidents Investigation Branch.

Other ICAO member states have independent accident

investigation authorities, or less developed nations may use the services of an authority from another state in order to give effect to Annex 13.

South Africa’s 2009 Civil Aviation Act devotes an entire chapter to the establishment of an independent Aviation Safety Investigation Board (ASIB).

Chapter 4 of the Act is devoted to the strict

independence of an ASIB, its jurisdiction, powers, public nominations of board members and their own independence from political and commercial vested interests. Accident reports must be published to the public, since unbiased accident findings are of crucial interest to the industry and regulator in improving and correcting safety issues, as well as to passengers and personnel.

Several years ago, the Minister of Transport gazetted a call for nominations for members of the ASIB, and AOPA submitted nominations of three eminently suitable, qualified and experienced candidates. However, the Minister never established an ASIB as prescribed by the Act, leaving accident investigations to a department of the CAA, whose investigators are employed and remunerated by CAA. More than a year ago, there were two tragic accidents involving Boeing 737 Max aircraft which were operated by Indonesian and Ethiopian airlines, both countries are considered to be “developing nations” within the purview of ICAO’s NCLB campaign.

Indeed,

questions have been raised, particularly regarding Ethiopia’s preliminary accident report which appears to lay the blame for its

48 April 2020 | www.saflyer.com

Ethiopia manages an implementation of

accident investigation at 66.67%. This is contrasted with ICAO’s 2017 audit of South Africa’s CAA implementation of accident investigation standards, placing it at an astonishing 90.91%.

To put this into

perspective, ICAO rates the USA’s ASIB implementation at 81.32% and the United Kingdom at a mere 82.95%.

It appears from their own data that ICAO rates South Africa’s accident investigation capabilities way above the most advanced aviating nations in the world, even though our CAA accident investigation division cannot be considered to be independent, and most certainly not when investigating accidents involving its own aircraft, operations and crew. To top it off, although South Africa has legislation that scrupulously gives effect to Annex 13, this has never been implemented, the Minister and CAA having made lame excuses for not observing legislation enacted by Parliament more than a decade ago.

So how could ICAO have given the SACAA and for that matter the Ethiopian Accident investigation capabilities such a high rating?

QUESTIONS: This state of affairs begs several questions: Does ICAO implement its NCLB campaign by simply overlooking deficiencies in developing countries?

Or did CAA somehow hoodwink ICAO into believing that SA’s accident investigation deserves a stellar 90.91% gold star of compliance – better than the USA, Russia, Austria, New Zealand and most other European and Asian countries?

Or did they work together to mislead the rest of the world?

Does this explain the almost rabid hostility towards AOPA and our criticisms which got a little too close to the bone?

And does this place ICAO’s audit of CAA into question on aspects other than just accident investigation?

j

I have my own conclusions. You make up your own mind.

HELICOPTER

FEATURE

49 www.saflyer.com | April 2020

WORDS: GUY LEITCH

AFRICAN HELICOPTER OVERVIEW A 2020 SNAPSHOT OF AFRICA’S HELICOPTER INDUSTRY PROVIDES A PICTURE OF AN INDUSTRY FACED WITH ENORMOUS CHALLENGES. THE COVID-19 VIRUS HAS AGGRAVATED THE STRUGGLE OF AN INDUSTRY ALREADY SUFFERING FROM WEAK DEMAND FROM SOUTH AFRICA’S LONG PERIOD OF ECONOMIC STAGNATION. THERE IS CONCERN THAT LONG-TERM DAMAGE MAY BE DONE TO THE INDUSTRY.

A

VIATION is a

its worth and has become part of the

bush fires that threaten private dwellings,

highly technical

mainstream firefighting operations,

agriculture and the environment.

industry and rotary

albeit contracted to Provincial Disaster

wing operations, in

Management. Leading Edge Aviation’s Mark

particular, require

Jackson’s bold investment in the UH-60’s

specialist skills

unique South African fire-fighting capability

35 aircraft and have been subject to their

and knowledge

THE SOUTH AFRICAN POLICE The South African Police operate around

has shown that it can be three times more

own budget constraints that led to the once

on which to build a sustainable and safe

effective than the Huey for twice the cost.

unimagined acquisition of piston-engined

environment. Helicopters are also capital

It has proven its effectiveness both in the

helicopters six years ago. The Police Air

and personnel intensive and their operation

Cape and in Nelspruit fire operations and

Wing are, despite critics, successfully

has to meet extremely high maintenance

the Black Hawk now has several secondary

operating Robinson R44s, although they

standards due to the often-harsh conditions

private sector contracts.

retain a larger fleet of Airbus AS350 B3s.

under which they operate. Yet the SACAA

The Working on Fire Fleet of Hueys

The force has no plans to acquire additional

has managed to create a chicken and

provides airborne resources for South

egg situation with technician qualifications

Africa’s two seasons: the Lowveld winter

that are seemingly unique in the world.

and Cape summer, which run from June

The SACAA is not prepared to accept a

to November and December to April

factory maintenance course as sufficient

respectively. These active periods allow for

pressure. This activity embraces both

qualification and requires a further 400 hours

an intensive maintenance regime during

government VIP use as well as corporate.

supervised experience before a technician

May before both helicopters and fixed wing

Although the ad hoc charter industry

may sign out a helicopter. This may be

aircraft are returned to service.

services its clients with a mixture of mostly

expected to take an absurd 400 years.

Whilst growth in the helicopter charter

The Forest Fire Association (FFA-

helicopters in the near future.

CHARTER The charter industry is under particular

light single-engined helicopters, a small

Assets) provides aerial firefighting capability

number of companies have invested in twin

and training industry is elusive, the industry

to the government’s Working on Fire.

engined types like the Agusta A109 and Bell

remains heavily reliant on quasi-government,

Working on Fire has been a successful

222 and 230-series.

oil and gas, military and security needs.

attempt at addressing the nation’s

These range from Air Force operations

employment challenges by recruiting

for investment, companies are adopting

to offshore services, forest fire control,

personnel to provide ground and air support

innovative approaches to equipment

medevac and ground force security support

services to counter highly damaging

acquisition. One such is Rand-based Henley

such as for car tracking and anti-poaching

fires. Working on Fire Aviation flies an

Air, which has built up a fleet of eight

operations.

approximate 4,000 hours and responds to an

operational Bell 222UTs. These are used for

average of 300 fires annually.

medevac and charter. The Bell 222UT is the

FIRE FIGHTING A substantial rotary wing use in South

The organisation has been particularly

Given the lack of appetite and capital

subject of our flight test this month.

successful in removing balance sheet

Africa is for forest fire protection. The most

losses and encouraging investment in

significant operator is the Nelspruit-based

preventative measures. This not only

FFFA Assets, which typically operates 10

embraces direct firefighting skills but also

organisations have adopted the civilian

Bell UH1H helicopters and contracts in

by widening the use of aircraft in reacting

contractor route, which has been of great

additional helicopters as needed.

to fire outbreaks. Working on Fire operates

benefit to private contractors. Starlite and

beyond the forestry industry and provides a

others have been kept busy training pilots

quick reaction force to counter widespread

from all over Africa.

South Africa’s single Sikorsky UH-60 Black Hawk helicopter has now proven

50 April 2020 | www.saflyer.com

PILOT TRAINING Many air forces and paramilitary

j

Bell 222

t s e i x e s e h T ? r e v e r e t p o c i hel

52 Bells 222 has gone from beauitiful but unloved to finding a valuable niche in South Africa.

April 2020 | www.saflyer.com

FLIGHT TEST - GUY LEITCH

IF FERRARI DESIGNED HELICOPTERS, THEY MIGHT HAVE PRODUCED THE BEAUTIFUL BELL 222 WITH ITS HEAD TURNING RAMP SEX APPEAL. BUT CRITICS ARGUE THAT THE BEAUTY IS ONLY SKIN DEEP, AND IT TURNED OUT TO BE ONE OF BELL’S MOST DISASTROUS MODELS. YET THESE DAYS THE 222 AND ITS DERIVATIVES ARE FINDING A NEW LEASE OF LIFE IN SOUTH AFRICA.53 www.saflyer.com | April 2020

The 222 was one of the first light twin helicopters to be certified for single pilot IFR.

T

HE sleek lines of the Bell 222 inspired the Airwolf TV series and etched the idea of sexy helicopters deep into the minds of a

whole

generation

of

impressionable kids in the 1980s. It didn’t take much for viewers of Airwolf to suspend everything they knew about flight and believe that a 222 could be given jet engines and fly at twice the speed of sound.

When Bell first displayed the mock-up of its clean-sheet light twin in 1974, it wowed the rotorcraft community with its sharklike silhouette and retractable wheels. The 222 just looked like it was built for speed.

It was the coolest corporate helicopter of all time—with room for two pilots plus up to four passengers in the back in executive configuration or six on two bench seats Based on Bell’s heritage and well proven mechanicals, the 222 should have been a winner. The two-bladed main rotor was derived from Bell’s Vietnam Cobra gunship and

featured

mated

to

the

lubrication-free

bearings

‘Noda-Matic’

vibration-

reduction system that Bell had developed for its stretched Huey, the 214ST.

The

222A featured dual hydraulic and electrical systems, single-pilot IFR capabilities – and sexiest of all – those big side mounted sponsons with wheels that retracted.

Deliveries of the 222A began in 1980,

54 April 2020 | www.saflyer.com

but for many buyers it soon became a disappointment.

The

222

Other problems were that the vibration

designation

dampers on the main rotor system required

became the industry joke for: “2 many

frequent repair and didn’t quite deliver the

repairs, 2 much downtime, and 2 expensive.”

smooth ride promised; and the complex

After the TV series the 222 became derided

avionics were an avionics techie’s full-time

as the ‘Airwoof’.

job. The operating costs skyrocketed almost

The heart of the problems was the

as high as Airwolf’s claimed 85,000 ft ceiling.

Lycoming LTS101 engines which gave

Worse – the real-world performance

trouble from both reliability and maintenance

didn’t match its looks. The 222A’s fuel/

standpoints. Pilots needed to exercise

passenger/range trade-off made the old jibe

inordinate care during the start sequence,

that it can carry passengers and fuel, but not

and few made it to their recommended

both, painfully true.

overhaul interval—which was only 1,800 hours on the early 222As. Rotor is Bell's well proven two blade with Elastomeric bearings for stiffnes and a smoother ride.

The 222 also became notorious for its high accident rate: an amazing 26 percent

40 ft diameter blades have tabs on the trailing edge to reduce vibration.

of the fleet has had accidents or incidents, of which 23 percent were fatal, killing a total of 27, according to the National Transportation Safety Board. Remarkably it was Bell’s much vaunted proven mechanicals that were causing much of the problems. These were related to a variety of engine and rotor-system failures, many involving design issues.

In 1982, just two years after its launch, the NTSB found that the first 79 aircraft constructed were produced with defective drive-link assemblies that could fracture in flight, causing loss of control. Seven years later, the NTSB reported that engine turbine blades had failed 87 times on 222s. In both cases, corrective measures were taken, but by then it was too late to try polish the 222’s reputation.

All of this notwithstanding, the 222 was such a good instrument platform that it was the first helicopter to be certified for singlepilot IFR operations without an autopilot.

Consequently, many pilots, provided they weren’t also the people paying for the maintenance—have loved the 222. And now they are available at knock down prices for smart operators – like Rand Airport based Henley Air. FIXING THE 222 Bell

began

addressing

the

222’s

problems almost immediately, but still they never seemed to get it quite right. Like Ferrari’s failed attempts to build a successful four-seater car – Bell seemed incapable of building a decent light-twin helicopter – until arguably the Bell 429 was certified in 2009.

Fewer than 200 Bell 222s were built in total. They say you should never buy the first couple of units of a new type, and the 222 exemplifies this. Just 82 of the original 222As were delivered with Lycoming’s troublesome

market. This variant featured a two-foot-

heavy executive interior and the autopilot

longer main rotor and more powerful—

were stripped out for a more utilitarian finish

and thirstier—680 shaft horsepower -750

and some of the electric al systems simplified.

engines, which Honeywell has done a good

These changes provided a total reduction in

job of debugging with modifications that

empty weight of around 400 lbs – which is

also make them more efficient. But there

all very welcome useful load. Andre Coetzee

is always a trade-off and the extra power

reports that one of the biggest benefits from

meant that fuel consumption increased to

the switch to skids is that the fuel capacity in

88 gallons per hour. Still, the B model had a

the sponsons increased to 330 lbs. This has

much appreciated performance gain over its

proved particularly popular with offshore oil

underwhelming predecessor: speed rose to

and gas and medevac operators.

135 knots; rate of climb improved from 1,580

Yet the older Lycomings continued to

to 1,730 feet per minute; range jumped from

give problems. Frustrated owners began to

324 to 378 nautical miles; and 402 pounds

make their own solutions. An STC for Allison

were added to max takeoff weight.

(Rolls-Royce) engines was approved in 1988

By now the damage was done and only 84 sales of the 222B were made. Just a year

and a 222 with these engines is known as the 222SP.

later Bell rolled out the 222UT, a version that

Twelve years after the launch of the 222,

replaced the retractable wheeled landing

and still with less than 300 sold, Bell gave

gear with skids. A total of 74 were built. The

up on Lycoming and introduced the Model The 222UT model removed retract gear and uses the 400 lb weight saving to carry more fuel in the sponsons.

618 shp LTS 101 650C-3 engines driving a 40-foot-diameter main rotor disc. Fuel capacity for the 222A was 188 gallons in the main fuselage tank with an additional 48 gallons in the sponsons (the stub wings that take the wheels), which gave the 222A about a two-and-a-half-hour endurance to empty tanks. Burning 75 gallons per hour at 125 knots made it thirsty and gave it a useful range of no more than 250nm with just four on board. But that was with a barebones utility interior. With a typical executive interior, it became even more range limited.

So, in 1982, Bell debuted the 222B, which it aimed more specifically at the corporate

55 www.saflyer.com | April 2020

Fuel is not under the floor but is mostly carried in the sponsons outside the fuselage for safety.

tips for high-speed flight. Particularly evident are the three trim tabs on each blade and the large weights above and below the blade roots to damp vibration.

Two-bladed helicopters are notorious for their inherent high vibration levels and are thus usually poor to fly under instrumentflying conditions. To deal with vibration the main gearbox is mounted on Bell’s NodaMatic suspension system which has two nodal beams attached to the fuselage through rubber-like bearings. The main-rotor hub has heavy pendulum weights top and bottom of the blade roots, which not only help to dampen vibration, but also give a degree of stability.

Moving to the tail, the 222 has a

230, which replaced the LTS 101 engines for

the low acquisition cost: you can find one

JetRanger-like vertical fin to assist directional

the RR Allisons that had proven themselves

in good condition for around $400,000 and

stability and provide lateral force to off-load

on the JetRanger. The 230 also introduced

depending on the all-important component

the tail rotor at speed. However, unlike the

a redesigned main rotor vibration damper

times - sometimes as little as $200,000.

JetRanger, the faster 222 uses vanes on the

and it received improved fuel and electrical

That’s a lot of helicopter for a little money.

trailing edges to provide yaw damping. A large

systems.

Just bear in mind that the industry standard

inverted aerofoil shaped horizontal stabiliser

But the damage to Bell’s reputation

reference Conklin and De Decker notes

keeps the tail down in fast flight, which is

had been done; light-twin buyers turned

that the 222 typically requires 1.5 hours of

one of the reasons it photographs well. The

to manufacturers from France, Italy, and

maintenance for every flight hour – and it has

horizontal stabiliser provides longitudinal

Germany – and that’s largely where they

two thirsty engines.

stability without the use of the additional electronic stability-augmentation equipment

remain today.

Despite its chequered past the 222 has

which most comparable helicopters require

PRE-FLIGHT INSPECTION

to be certificated by civil-aviation authorities

found a new lease of life in South Africa –

There are convenient steps to climb up

particularly with Henley Air which has formed

to check the main-rotor head and blades.

a core competency around the operation

The only lubrication required is to the pitch-

At 3.6m above the ground, the main rotor

of these helicopters. The great attraction is

change rod bearings. The blades have swept

is well out of harm’s way, particularly for

for single-pilot IFR operations.

Poweful tail rotor not vulnerable to LTE and horizontal stabiliser keeps tail down in high speed flight.

56 April 2020 | www.saflyer.com

Low drag sleek lines need firm flare to arrest autorotation.

medical stretchers, and is unlikely to droop lower than 2.8m. Compared to other 2-blade Bell helicopters, the main rotor of the 222 is noticeably stiffer due to the elastomeric bearings on the main rotor head which stiffen the otherwise freely flapping blades.

These bearings are said to also allow more responsive handling and better stability. A further advantage is that the aircraft can be started up safely in winds up to 60kt, which would not be normally considered possible in a two-bladed helicopter.

The passenger doors are 750 mm wide and open through 170 degrees, which is useful for loading stretchers when the

wheels, ground handling is more restricted

For engine shut down a two-minute

helicopter is being used for medevac. Sliding

than with wheels and hover taxis are

ground idle is required, followed by 10

right- and left-hand passenger doors were

required. Andre reports that for takeoff the

seconds of motoring on the starter. This

available but were not a popular option due

controls are well balanced, the aircraft is

is a helicopter that appreciates the use of

to the added weight and complexity.

stable and visibility is good. Sideways and

a battery cart for ground operations and

Getting in and out of the pilots’ seats is

backwards flight up to the limit of 30kt are

particularly to preserve the voltage for starts.

easy, with the low floor and the shape of the

benign, with no handling difficulties. Attitude

Andre reports that Henley Air always uses a

cyclic, which allows you to slide in behind it,

control, visibility and vibration levels are

battery cart to avoid hot starts.

rather than the usual leg-over. The low floor

good throughout.

is a particularly attractive feature of the 222

The transition into forward flight and

as it gives easy access to the passenger

climb are straightforward and maximum

The Bell 222 has become a mature

cabin. Helicopters of this class usually have

continuous power gives a healthy 105 KIAS

design and its idiosyncrasies are well known

floors high enough to make room for fuel cells

and a TAS of 125 knots. Vne is 150 knots.

by users with the skills and knowledge

CONCLUSION

on the centre of gravity, which is underneath

Autorotation gives a 2,000ft fpm descent.

to operate them efficiently. It is a superb

the cabin. The fuel in the 222 is stored in the

Because of the low drag of the fuselage, the

medevac machine as its load and range

sponsons outside the fuselage and under

flare must be started sooner than expected

limitations are seldom a factor in despatch.

the rear seat. Having fuel stored outside the

and given plenty of pull to get the speed off

For the pilot the 222 has great stability,

fuselage is particularly attractive in terms of

for a low-speed engines-off landing. With one

crisp and well-balanced handling and decent

crashworthiness.

engine inoperable flight the speed settles to

speed. Passengers appreciate the quiet,

a healthy 90kt and there is a loss of 6 percent

spacious comfort and high-speed, low

of rotor RPM, but that is well within limits.

vibration ride. The aircraft’s IFR capability

FLYING THE 222 The pilots’ seats are adjustable fore and

With both engines restored but with

makes it very capable and allows it to operate

aft as well as up and down and the pedals are

the number one hydraulic system which

into airspace where others cannot go with

also adjustable, so all size pilots should be

powers the tail-rotor pitch control switched

only one pilot and without the expense,

able to get comfortable. For the left seater,

off, the pedals are noticeably stiffer. Control

extra weight and extra maintenance of a

the two twist-grip throttles are side by side

forces are however easily manageable and

stabilisation system. This further improves

on the collective, which is more intuitive than

provided there is no lever movement, there is

its utility as a medevac helicopter.

one above the other.

no footwork required.

Bryan Vincent

There is a comprehensive bank of the usual warning and advisory lights, along the top of the instrument panel. This contains overtorque and overspeed warnings, and there is an audio as well as a visual warning for low-rotor RPM. According to Andre Coetzee of Henley Air

at

Rand

Airport,

whose

company

now owns 18 222 airframes, the once troublesome Lycoming engines have now been sorted. Engine management in the start is straightforward. Although there is no FADEC, the start fuel flow can be modulated with the throttle, enabling temps to be kept cool.

With the 222UT having skids instead of

A 222B kitted out as a copy of the Airwolf TV star by a South African operator.

57 www.saflyer.com | April 2020

Bell 222UT Specifications and Limitations Seats: Front: pilot+1. Main: 4-6 Maximum 10 (pilot and 9 passengers) Height: 12ft 2in (3.31m) Fuselage Length: 42ft 11in (12.78m) Rotor Diameter: 42ft (12.80m) Engine (2x): Lycoming LTS-101-750C-1 Maximum gross weight for takeoff, landing and in-ground-effect manoeuvres: 8250lbs (3742kg) Empty Weight: 5250lbs Payload: 3000lbs Fuel capacity: 1679lbs (additional 329lbs if aux tank is installed) Fuel Consumption: 550lbs/hr Range: Approx. 300-340nm (with aux tank 380-400nm) Vne @ 3000ft and below: 150KIAS Vne for operations above max continuous main rotor torque (94,6%): 120KIAS (or as placarded) Vne single engine: 100KIAS Vy 2 engines: 75KIAS Vy 1 engine: 60KIAS Sideward flight or crosswind hover limit: 30kts Rearward flight or tailwind hover limit: 30kts Maximum density altitude for takeoff, landing and in-ground-effect manoeuvres: 14 000ft Maximum pressure altitude VFR: 20 000ft Maximum pressure altitude IFR: 15 000ft Maximum ambient air temperature @ sea level: 51.7 c Minimum ambient air temperature @ all altitudes: -45 c

THE 222 IN SOUTH AFRICA

T

222

HE

particularly

A 222 will induce ramp envy wherever you go, and the ones on the market today are relatively low time for their age and inexpensively priced.

is well

suited to medevac operations due to its low floor and to

an innovative swivel that allows a stretcher to be swivelled out and then back into the fuselage, thus reducing the back strains on the paramedics.

Henley operates the 222UT with a single pilot for day VFR, with two paramedics and the patient. The stretcher kit weighs

Emperor Aviation handles all Henley’s 222

less than eight flying 222s plus two projects

around 50 kg. For most operations they

maintenance.

undergoing full rebuilds. The company owns

takeoff with 1000 lbs of fuel, but thanks to

Andre Coetzee reckons that the 222UT

16 airframes of which one is used as a

the 222UTs increased useful load and fuel

is the world’s best kept secret for medevac

simulator and one, which was discovered to

capacity they can still takeoff with a full

operations. Providing good peace of mind

be badly rusted when it was delivered, has

1650 lb fuel load, giving almost eight hours

and an ability to escape inadvertent IMC –

been donated to a nursery school where it is

endurance if needed.

especially if encountered at night, the 222UT

used in the play park.

Key to the popularity of the 222 series

is certified for single pilot IFR operations,

Only about 80 222s are still in operation

South

world-leading

although Henley Air does not fly IFR and

around the world and increasingly they are

maintenance capability of Emperor Aviation,

uses two pilots for night ops. A further two

being scrapped for parts – or sold to newly

who has made a huge investment in the

222s are operated in the medevac role by

enriched tribal kings who benefitted from the

skills, equipment and spares to maintain

Halo Aviation and there are two 222B models

Venda Building Society looting.

the ever-increasing South African fleet.

flown as executive aircraft. Henley Air has no

in

Africa

is

the

58 April 2020 | www.saflyer.com

j

in We specialise

gene

hment.

terior refurbis

rior and ex s, repairs, inte

, modification

ce, upgrades

maintenan ral helicopter

S IN E S S.

• SA341 series • AS350/ 355 5 series 13 0/ • EC120/13 ries se 5 10 • BO ouglas D d al • McDon 22/R44 • Robinson R ble service availa • Hangarage g engines. n and Lycomin so lli A , ca ec Turbom d Lesotho Zimbabwe an aintenance on a, m bi e lin am Z nd of co 0, Republic First and se s : SACAA # 83 CAA approval

SA Flyer 2020|04

HEL

0 YEARS E

H AV E 4 E W – E U IQ I AFR

IN T H E B U X P E R IE N C E

Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632  Tino: 083 458 2172  Office: 083 446 0066 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za

COMPANY PROFILES

AFTERMARKET MODS: BLR’S TAILBOOM STRAKES &FASTFIN

Do ne by Ca pital Air

As a helicopter type is proven in service and the design matures, it often becomes evident that relatively small and simple refinements can greatly improve the performance and utility of the type.

produce. The story goes that during the

A

chance, BLR Aerospace discovered a paper FTERMARKET modifier company BLR

BLR TAILBOOM STRAKES In retrospect it now seems obvious, but

Vietnam war the UH1H Huey was suffering an inordinately high loss rate due lack of tail rotor effectiveness, (the infamous LTE). NASA came up with a solution to the problem just as the war was ending and so the study was shelved until, quite by on the NASA solution.

Realising the potential for privately

has specialised in

until BLR successfully brought to market

operated helicopters, BLR negotiated a

developing and testing

their twin tailboom strakes, the airflow

license agreement from NASA and wasted

significant improvements

over the tailboom from a helicopter’s rotor

no time in bringing the two complementary

downwash was largely being ignored.

technologies of dual tailboom strakes and

to well established helicopters and these have been shown to have a significant improvement in performance and efficiency for a relatively small cost.

In the 1990s BLR Aerospace entered into a license agreement to develop and

the FastFin system to market.

To understand the simple elegance

bring to market an innovative helicopter

of the BLR Aerospace solution, one must

technology NASA had devised but didn’t

appreciate the complexity of helicopter aerodynamics, particularly that of the

The BLR Tailboom strake on a Squirrel.

Huey and its derivatives. The key anti-yaw control is the tail rotor which counteracts the Newton’s third law of motion to spin the helicopter in the opposite direction to the main rotor.

One of the problems of helicopter design is that due to the blunt aerofoil shape of the tailboom, downwash from the main rotor creates low pressure on the left side of the tail boom. This is the Coanda effect and it requires progressively greater tail rotor torque, which saps engine power and reduces hover and load efficiency.

Adding to this, as the main rotor downwash departs the underside of the tailboom, a phenomenon called Karman Street Vortex Shedding occurs. This is a principle in fluid dynamics that can be seen in how water flows around river rocks. In helicopters this creates an oscillating pattern of vortices created by the movement of a fluid around the tailboom and causes helicopters tails to waggle.

Tail rotor effectiveness is further reduced because the tail rotor uses a

60 April 2020 | www.saflyer.com

How the tailboom strake works.

pusher prop and therefore much of the air

206L include up to 150 lbs of additional out

flow to the tail rotor must first find its way

of ground effect hover performance.

past the vertical fin. Writing for Professional

BLR has now developed and certified

Pilot, Doug Wilson notes that “the result of

its FastFin® Tail Rotor Enhancement and

these three forces is a helicopter with limited

Stability System for Airbus H125 helicopters.

hover capabilities in terms of payload and

The system is available for all models

wind azimuth, and higher pilot workload.”

of AS350, and certified performance is

BLR Aerospace’s application of NASA’s undeveloped solution is wonderfully simple;

available for the B1, B2, B3 and H125/B3e.

Thus far, BLR has sold almost 1000

it incorporates two fixed strakes along the

FastFins. Demand and production for the

left side of the tail boom—an upper and a

412 is up year over year, largely due to the

lower strake—and a reshaped trailing edge

improved high altitude hover capability of

of the vertical fin. The upper strake acts

the aircraft created by BLR Aerospace’s

a stall strip, destroying Coanda effect on

systems.

the left side of the boom, while the lower

bring all the performance and safety benefits that come from our systems to South Africa.”

Capital Air is an experienced helicopter and turbine engine support company with over 200 employees. Based at Rand Airport, Capital Air Ltd, Capital Control Centre Ltd, and Capital Air Security Operations Ltd, functions as one to provide a complete professional and effective inhouse aviation solution. For more information visit BLR’s website at www.BLRaerospace.com and Capital Air’s website at www.capitalairsa.

j

com.

BLR’s Dual Tailboom strakes have

strake reshapes departing airflow to largely

been conclusively shown to provide more

eliminate Karman Street Vortex Shedding.

performance, with less pilot fatigue. They

To improve airflow to the tail rotor the

technicians at Capital Air and are thrilled to

have been shown to be the most cost-

FastFin allows not only more airflow around

effective, multi-functional, value-added

the vertical fin, but smoother airflow too,

modification ever developed for single-rotor

resulting in up to 12% greater tail rotor

helicopters with enclosed tail booms.

authority. Doug Wilson reports that “The combined effect of the strake system and FastFin is stunning on helicopter

CAPITAL AIR Rand Airport based helicopter specialist,

performance, giving them up to 91% greater

Capital Air, has been selected as aftermarket

hover capability and adds up to 1250 lbs of

modifications specialist BLR and have been

useful load.”

appointed as the newest certified service

The complete FastFin system, including dual tailboom strakes, are STCd for the Bell UH-1H and its derivatives, including the Bell

centre for BLR’s FastFin® Systems and Dual Tailboom Strakes.

With performance-enhancing products

205, 212 and 412. Further, strakes have

on more than 5,000 helicopters and fixed

been STCd for the Bell 206 JetRanger and

wing aircraft world-wide, BLR has built a

OH-58 models. By 2010, BLR Aerospace

reputation for excellent field support and

had signed a long term contract with Bell

back-up by providing worldwide training

Helicopter Textron for factory installation

on their systems. To this end they carefully

of both systems which began on current

select product support and installation

production line variants such as the 412.

partners.

Most recently BLR Aerospace received

Mike Carpenter, President of BLR

EASA certification on the 412 FastFin

Aerospace says, “We expect great things

system. Performance Highlights for the Bell

from our partnership with the experienced

61 www.saflyer.com | April 2020

COMPANY PROFILES

optional office space for helicopters and /or

F. GOMES UPHOLSTERS F. Gomes Upholsters is a family based

aeroplanes on a contract basis.

Heli-Afrique is the alternate AMO to

upholstery company. Established in 1979,

LEADING EDGE AVIATION Leading Edge Aviation is an SACAA approved Aircraft Maintenance Organisation

the company specialises in aircraft, as

Airbus Helicopters and TURBOMECA

(AMO 261) based at Nelspruit Airfield in

well as motor vehicle, boat and furniture

engines in Southern Africa, and specialises

Mpumalanga.

upholstery.

in maintenance of the full Airbus Helicopter

Leading Edge Aviation (LEA) caters

range. Heli-Afrique CEO Tino Conceicao

to numerous fields including firefighting,

your aircraft interior to look like new,

says that they are particularly proud of

external lift operations, wildlife conservation

giving it the class it deserves. They use

the full support capability they have built

and refurbishing and restoring of aircraft

only the best quality materials, and their

up for the Bo-105 helicopter range. Heli

interiors and exteriors, including fitment of

craftsmanship is outstanding. Mr Gomes,

Afrique has full Airbus approval for the entire

SACAA approved windows.

the founder of F. Gomes Upholsters, has

maintenance of these workhorse helicopters

been in the upholstery business for close

for full refurbishment and all components,

helicopters, LEA are perfectly positioned to

on 40 years and as such brings many years

excluding the main gearbox. The Bo-105 is

meet your utility helicopter requirements.

of experience and professionalism to the

finding increasing acceptance for medevac

Whether you need supplies moved,

company.

operations and in government support roles.

wildlife relocated, natural disaster support,

F. Gomes Upholsters will refurbish

Heli-Afrique is also a Robinson

F. Gomes Upholsters provides an expert

Utilizing their UH-1H and UH-60

construction equipment lifted or fire

re-upholstery and upholstery service that

helicopter certified service centre for the R22

suppression carried out, LEA are available

caters to any upholstery need. No job is ever

and R44. They are authorized to perform

to assist. With lifting capabilities up to

too small or too large.

maintenance on the McDonnell Douglas

3000kg’s, we use the latest equipment and

MD 600 and a full service agreement, via

vast experience to meet our clients’ needs.

F. Gomes Upholsters is based in Johannesburg. For exceptional

an overseas supplier is available to support

craftsmanship at the best prices, contact F.

SA 341 Gazelle, Alouette and ZU register

approved painting booth in the Lowveld

Gomes Upholsters on:

In addition, LEA has the only SACAA

engines. A large spares inventory is held

and carries out all painting using Boeing

Tel: (011) 614 2471

for airframe, components and engines.

and Airbus approved products across the

Fax: (011) 614 9806

Airframe, gearboxes and engine modules

Cessna, Piper, Embraer and Beechcraft

Email: gomesuph@netactive.co.za

are available through supplier contracts.

range. Our interior refurbishment division

Heli-Afrique also facilitates the sale of HELI-AFRIQUE Heli-Afrique has more than 40 years collective experience in the maintenance

work. All painting and leather work includes

and shipping, for civilian and experimental

CRMAs for the applicable aircraft. Peter,

categories.

Zeph, Sipho, Alfred and Lucas, along with

CAA approvals held by Heli-Afrique are:

and overhaul of helicopter components and

SACAA # 830, as well as for the Republic of

airframes.

Based at Hanger 56, 10 Viking Way,

Zambia, Zimbabwe and Lesotho.

Airport Park Ext 4, Rand Airport, Heli-

Contact Tino Conceicao at:

Afrique’s primary hangar provides helicopter

Mobile: +27 (83) 458-2172 or 27 (83)

general maintenance, upgrades, repairs,

carries out the finest leather and upholstery

used helicopters, export/import, customs

446-0066

modifications, major inspections, interior/

Tel: +27 (11) 827-8632/3

exterior refurbishing, and respray. Hangar

Email: tino.conceicao@heli-afrique.co.za

Two provides a hangarage service and

Website: www.heli-afrique.co.za

the team, will ensure all your refurbishment expectations are met and exceeded.

Feel free to contact Leading Edge Aviation with any queries: Tel: +27 13 7413654 Email: office@leaviation.co.za Website: www.leadingedgeaviation.co.za

flight reality turn your

dream into

• Flight Training & Charters • PPL – CPL – ATPL Frozen

Westline Aviation offers comprehensive abinitio and advanced helicopter flight training courses consisting of: Game Ratings • Sling Ratings • Mountain Flying NVG Training • Low Level Tactical Flying

Email: info@westline.co.za | Tel: +27 51 451 1717

62 April 2020 | www.saflyer.com

63 www.saflyer.com | April 2020

COMPANIES

TITAN HELICOPTER GROUP THE TITAN HELICOPTER GROUP (THG) OPERATES AND PROVIDES HELICOPTERS AND FIXED-WING AIRCRAFT THROUGHOUT AFRICA AND OTHER PARTS OF THE WORLD THROUGH ITS SUBSIDIARIES IN VARIOUS COUNTRIES.

OUR GROUP CONSISTS OF THE FOLLOWING COMPANIES: •

Titanhelicopters (Pty) Limited, the Onshore Division of the Titan Helicopter Group (THG) is a South African based helicopter operator established in 1993, with a clear and strong focus on landward helicopter operations and solutions. It has operating bases in Cape Town, Antarctica, Afghanistan and Malaysia.

•

Titanoffshore (Pty) Limited is the Offshore Division and Fixed Wing division of THG. It was previously known as Court Helicopters which was established in South Africa in 1969 and was acquired by THG in 2008. It has its divisional head headquarters in Cape Town, South Africa with operating bases in Cape Town, George and Oranjemund - Namibia.

•

Court Helicopters (Namibia) (Pty) Limited is the Namibian division licensed and approved in Namibia to provide both Helicopter and Fixed Wing Services.

•

Indwe Aviation (Pty) Limited takes its place in the industry as South Africa’s first autonomous BBBEE Offshore Helicopter Operator. It has its own Air Service Licences (“ASL”) and Air Operating Certificate (“AOC”) for Part 127, which is a requirement for offshore and onshore flying for oil and gas operation.

Operating bases have been established in South Africa, Namibia, Nigeria, Equatorial Guinea, Brazil and Borneo Malaysia. With its focus on Oil & Gas and EMS markets, THG transports thousands of crew and passengers between shores and seaward platforms every year as well as patients and medical staff.

THG is approved for operations by all major oil companies and mining groups worldwide, with particular emphasis on safety and efficiency on each and every flight. All aircraft are multi-engine and equipped with emergency equipment for increased safety, fully OGP compliant with types as follows: 4 x AW139’s, 2 x S61N’s, 7 x S76’s, 1 x Bell 212 and 5 x BO105’s (EMS).

We are constantly aligning ourselves to answer to the needs of the industry with man and machine and strive for excellence in operations, not perfection. For more information, contact THG on: Telephone: +27 44 878 0453 / +27 21 936 4400 Email: info@thghelicopters. com Website: www.titanhelicopters.com

64 April 2020 | www.saflyer.com

j

TITAN HELICOPTER GROUP ZS-HKM

Contact Us: info@thghelicopters.com or www.titanhelicopters.com 65 FROM UP HERE YOU’LL SEE THE WORLD DIFFERENTLY www.saflyer.com | April 2020

LEFT: Airbus announced 38 new orders at the 2020 HAI expo in California.

BELOW: The cabri G2 Gimbal now offers a glass cockpit.

HAI HELIEXPO 2020 Although down from pervious highs and with a pall from the Kobe Bryant crash, this year’s 2020 HAI Heli-Expo reported strong attendance numbers with many contracts closed for the manufacturers.

H145. Notably, NASA ordered three H135s, the first deal between the iconic American US space agency and Airbus.

Relatively unnoticed was Pratt & Whitney Canada celebrating 50 years in service of its twin pack PT6-T, specially developed for helicopters with more than 7000 twin packs in service it will continue for many years as the powerplant of choice for Bell’s new 412 EPX. Sikorsky is accepting production 2025 line positions for their upgraded S-92A+ and S-92B helicopters. The modifications include a new gearbox and larger windows for a $28mn base price. Their S-70i Firehawk was featured prominently – reflecting the need for firefighting capabilities after the Australian fires. Sikorsky said it expects

W

to deliver more than ten over the next two years.

ITH 700 exhibitors

of writing uncertain as Absolute Aviation

The enduring bootylicious CEO of MD

and

18,000

have recently been appointed Leonardo

Helicopters Lynn Tilton was there to promote

at

distributors. Leonardo displayed it’s now

their new MD 530G Block II light scout

year's

Heli-

anachronistically named AW (for Augusta

Attack heli.

the

show

Westland) helicopter range, showcasing the

attendees this Expo,

attendance was down by about 1,000 from

AW139, AW169 and AW189. with

decrease of around 33%, to 196 units.

The big news was Leonardo’s takeover

struggling Aston Martin cars, which has

However, Robinson says it has seen a strong

of the Swiss Kopter group AG. How

just announced yet another bailout. At HAI,

improvement in the past three months. They

this affects the Southern African dealer

Airbus Helicopters announced 38 firm orders

are still producing one R22 per week, two

Safomar’s Kopter agreement is at time

as well as 20 retrofits for the new five bladed

R66s per week, and three R44s per week

past bests.

66 April 2020 | www.saflyer.com

Airbus

announced

a

In general aviation Robinson had a low-key expo on the back of a production

tie

up

and are sold out the first six months for both the R44 and the R66

CEO Kurt Robinson

reported.

Guimbal displayed their Cabri G2 and their new all-digital cockpit, the “Cristal Panel”.

In a partial draw-back in its relationship with Uber, Bell said it plans to vertically integrate its production, flight operations and ‘nearly everything in between’, in order to grab a large piece of the nascent electricvertical-take-off-and-landing

(eVTOL)

air

taxi industry. Bell anticipates thousands of eVTOLs operating within some major cities.

The company says choreographing such operations, with each aircraft flying around 2,000h per year, can’t be done with human personnel.

Still with air taxis, and anticipating pilotless helicopters, Collins Aerospace’s Pegasus, will have the ability to be controlled digitally – even wirelessly. However, the company anticipates the Pegasus will enter production in 2021 and doesn’t foresee it being used on an autonomous helicopter anytime soon. Sikorsky showed its S-70 Black Hawk Optionally Piloted Vehicle, so Collins wants to be ready.

j

ABOVE LEFT: MD Helicopters Lynn Tilton.

ABOVE RIGHT: Air taxis were big - this is the Airbus Vahana.

MIDDLE RIGHT: Sikorsky's S70-arrives at the expo.

RIGHT: Airbus announced a partnership with struggling Aston Martin.

67 www.saflyer.com | April 2020

M and N ACOUSTICS SERVICES SANAS ACCREDITED LABORATORY FOR ACOUSTIC, VIBRATION, HUMAN VIBRATION AND DC/LF The Following instruments can be calibrated Aces, Vibrex, Honeywell, Rion, Casella, 3M & Svantek

CONTACT Amanda Naude 012 689 2007 | e-mail: admin@mnacoustics.co.za

SA Flyer 2017|04

FOR ALL YOUR HELICOPTER NEEDS - HELICOPTER SALES – SPARE PARTS SALES - ENGINE OVERHAULS - COMPONENT REPAIR & OVERHAULS – PRE BUYS-SHIPPING-EXPORTS-ROLLS ROYCE 250 & BELL SPECIALIST

Southern Rotorcraft USA, founded in 2001 by Regenald Denysschen of Southern Rotorcraft cc SA, is an FAA Repair Station specializing in Rolls Royce M250 Series engines and Bell components.

Southern Rotorcraft occupies a 25000 sq ft. facility and has a state-of-the-art NDT Department, Paint Booth as well as added equipment to it’s Machining Department. These additions have allowed an increase in capabilities as well as decreased turn around times thereby enabling advanced engineering and state of the art repair techniques. Southern Rotorcraft is a stockist of Avid Air Carbon Fibre lined Compressor Cases for the Rolls Royce 250-C20B Compressors.

Southern Rotorcraft USA Inc. E-mail: info@rotorsrus.com 1410 Industrial Drive, Royse City, Texas 75189 Phone: (972)635-7922 Toll Free: (866)4ROTORS Cell: (469)585-2781 Fax: (972)635-7944

68 April 2020 | www.saflyer.com

Southern Rotorcraft cc - SA Email: sasales@rotors-r-us.com / regdee@intekom.co.za Tel: 021-935-0980 Fax: 021-935-0981 Cell: 0827770805 www.rotors-r-us.com FAA Approved Repair Station Certificate #D57R025X

JOHANNESBURG Hangar M7, Gate 5, Lanseria Airport Tel: 011 701 3200 Danie van Wyk: 083 269 8696 Fax: 011 701 3232 CAPE TOWN Signature Hanger, Beachcraft Road Cape Town International Tel: 021 934 5373 Erwin Erasmus: 082 494 3722 Website: www.aeroelectrical.co.za Email: office@aeroelectrical.co.za

AMO 1011

g Edge Aviatio Leadin n

SA Flyer 2020|04

WE SPECIALIZE IN: - Avionics - ACK Agents (ELTs') - Repairing and fault finding in rotor and fixed wing aircraft - Overhaul and repairing of DC/ AC Electrical, Magneto and ignition equipment - Full Battery workshop facilitating NiCad and Lead Acid batteries - Aircraft electrical modifications and installations - We travel to any destinations for MPI’s and repairs

ZT-RGA

“Sharing the passion”

SHARING THE

PASSION • FIRE FIGHTING • EXTERNAL LIFT • WILDLIFE CONSERVATION & PATROL • AIRCRAFT PAINTING & INTERIORS Leading Edge Aviation CC Hangar A1, Nelspruit Airfield, Kaapsehoop Road, Nelspruit, 1200 Tel: +27 13 741 3654 / 013 741 4835 Cell: 082 450 2097 www.leadingedgeaviation.co.za

69 www.saflyer.com | April 2020

COMPANY PROFILES

Clamp Meters

specialising in Rolls Royce 250 Series

•

Panel Meters

engine repair and overhaul, as well as Bell

M and N Acoustic Services (Pty) Ltd

•

High Pots - Insulation Testers

component repair and overhaul.

performs SANAS accredited calibrations on

•

Power Supplies

acoustic, human vibration, vibration and DC/

•

Graphical multimeters

engine and component exchange pool

LF measuring equipment.

•

Calibrates a wide variety of

services, pre-purchase inspections, USA

electrical test equipment

export.

M AND N ACOUSTIC SERVICES (PTY) LTD

The laboratory operates according to the ISO/IEC 17025:2005 Specification for the

•

Resistance calibrator (decade box),

competence of calibration laboratories and also according to the requirements of the

Southern Rotorcraft USA also offers

Certificate of Airworthiness, helicopter

capacitance meters. Loop Testers,

rebuilds and refurbishment, and

Earth resistance Testers

disassembly, packing and shipping.

South African National Accreditation System

Contact M and N Acoustic Services on:

(SANAS).

Tel: 012-689-2007/8

25,000 sq. ft facility, which has a state-

Email: admin@mnacoustics.co.za

of-the-art NDT department – additional

They do accredited calibration on

Southern Rotorcraft USA occupies a

equipment to its machining department,

acoustic and vibration measuring equipment and/or transducers, and certificates with

POWERED FLIGHT

bleed valve and fuel nozzle overhaul,

usable results for the end user (user

We have been operating at Wonderboom

helicopter spray paint booth and engine test

specified points).

Airport since February 2006. Our focus was

cell.

Our electrical calibration capabilities include but are not limited to: •

Handheld and bench meters (analogue and digital) up to 6 ½

• •

exclusively ab-initio training but over time

Our inventory for the Rolls Royce 250

we evolved to offer additional specialised

Series engines and the Bell 206B and L

training services.

helicopters are available to the industry via

In 2010, we built a hangar together

our website:

digits

with Loutzavia which gave us the stability

Thermocouple and RTD

we wanted. A few years later, our Domestic

Thermometers (simulation)

and International Charter Licences were

Town International Airport, sources and

Process Calibrators (mA and Volt

approved.

supplies spare parts for Rolls Royce 250

source and measure)

We offer game capture, aerial survey,

•

Data Loggers

security operations, movie/photo shoots as

•

Strip and Chart Recorders

well as wedding, engagement and birthday

•

Watt Meters

flights.

•

Current Clamps and

www.rotors-r-us.com.

Southern Rotorcraft CC, based at Cape

engines and Bell 206 helicopters, and we are also stockists of Avid Air carbon fibre lined compressor cases for the Rolls Royce 250-C20B compressors.

Our clients are our absolute focus.

Contact Southern Rotorcraft cc on:

Their safety and satisfaction are of

Tel no: +27 (0) 219350980

paramount importance to us.

Email: sasales@rotors-r-us.com

We offer PPL (H) and CPL (H)

Website: www.rotors-r-us.com

ground school to our clients should selfstudy prove to be inefficient. Our pool of 6 full-time instructors allows us to offer pilot training 7 days a week.

The ATC, emergency services,

WESTLINE AVIATION Do you have a flight dream? Special occasion?

Westline Aviation is ideally situated at

lowest elevation in the Gauteng

New Tempe Airport in Bloemfontein and

area, a general flying area bordering

provides world class Helicopter Training and

Wonderboom airspace, sufficient open

Charters. Our highly qualified and dedicated

area on the airport for more than 6

team is on call to support your full spectrum

helicopters to conduct hover training

of needs. We pledge to give you the best

and excellent weather conditions,

training and experience, not only flying

make this an ideal location for safe

knowledge and skills, but also a healthy

and efficient helicopter pilot training.

attitude towards flight safety. No matter

Contact us and come in for a visit, it will change everything.

Contact Tel: +27 (0) 12 007 0244 E-mail: martin@poweredflight.co.za Website: www.poweredflight.co.za

what the occasion, your destination is our command and we strive to make each flight effortless and rewarding!

Selecting the correct training establishment is as important as your decision to become a pilot. Westline

SOUTHERN ROTORCRAFT USA

Aviation maintains all the essential elements

Engine Repair and Overhaul

to turn any flight dream into a reality.

FAA Repair Station # D57R025X Rotorcraft, Turbine, Engine & Component Services.

Southern Rotorcraft USA, is an FAA certified repair station

Visit our website and find out first-hand why Westline Aviation is held in such high regard in the aviation industry and why we are proud of our flight training institution. www.westline.co.za

COMPANIES

HENLEY’S AIR CREW MANAGER rostering software and more recently, a

SCHEDULING CREW AND HELICOPTER TYPES CAN BE A COMPLICATED PROCESS WHEN ALL FACTORS SUCH AS CURRENCY, RATINGS,

Checks, Currency and FTL web application HeliCrewManager.com Helicrewmanager is able to provide company-wide checks and currency by user-defined groups, all on one easy-to-

INSURANCE, EXPERIENCE AND FLIGHT AND DUTY

read display. Henley Air’s Lonell Coetzee

TIME ARE FACTORED IN.

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Helicrewmanager revolutionises complex crew rostering and planning.

describes it as “more customisable then a to “track currency for IFR, NVIS, HHO Cycles, and even unstable decks proficiency.

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72 April 2020 | www.saflyer.com

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73 www.saflyer.com | April 2020

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APRIL 2020 Edition 138

5 Bush Pilot - Hugh Pryor 9 Airline Ops - Mike Gough 13 5G & Aviation 15 Leagle Eagle - Prof. Salazar 17 GIB Events Calender 20 Defence - Darren Olivier 21 UAV Regulation 25 Subscriptions 27 Alpi Flight School Listing 33 AME Directory 34 AEP AMO Listing 37 Federal Airlines Charter Directory 39 Back Pages 40 Companies: AGA Helicopters

I

T has become evident that the full impact of Covid-19 will be far worse than even the most dramatic doomsday forecasters dared predict.

It is already worse than the combined effects of 9-11, the 2008 financial crash and the SARS pandemic.

Due to the direct effects of Covid-19 on travel one of the hardest hit industries is the airlines. A CAPA newsletter notes that, “Demand is drying up in ways that are completely unprecedented. Normality is not yet on the horizon…. As the impact of the coronavirus and multiple government travel reactions sweep through our world, many airlines have probably already been driven into technical bankruptcy or are at least substantially in breach of debt covenants.”

The impact of the virus will force many of the weaker privately owned airlines to close. This would normally be a threat to African airlines which, with the single exception of Ethiopian, have weak balance sheets and trade unprofitably. These weak airlines may then be expected to be the first to succumb to the impact of Covid-19.

IATA’s Alexandre de Juniac says, “Governments must also recognise that airlines — employing some 2.7 million people — are under extreme financial and operational pressures. They need support.”

This issue of whether the state should bail out privately owned airlines is becoming increasingly contentious given the enormous pressure on state funds created by the need for healthcare to deal with Covid-19. By the first week in March the Economist Magazine posited that the cost of Covid-19 was already US$ 1.5 trillion. This means that there will be very little if any funds available for airline bailouts.

However, the African airlines may ironically be in a stronger position to survive. That is because most airlines in Africa are still state owned. And even when they are not fully state owned – precedent exists for the state to bail out private sector investors – on the basis that the airlines provide the connectivity necessary for the broader economies to keep functioning. A case in point is the Nigerian government’s bailout of Arik Air in 2017.

For African airlines there are some glimmers of hope. Given their highly protected, often monopolistic positions in the market, the state shareholders cannot afford to let them close so, unlike developed countries, the governments will be more open to begging or borrowing funds to keep their airlines alive.

And one of the other perhaps unexpected benefits of Covid-19 is that the oil price has fallen sharply, making JetA, the airlines’ single largest cost input, cheaper.

Further, African airlines have a high proportion of their fleets leased and a softer demand for airliners during and after the pandemic will make it easier for African airlines to renegotiate favourable terms for their leases. However, the flight to the safety of the US Dollar and its consequent strengthening may negate this benefit.

Either way, the airline industry should emerge far leaner and meaner from the Covid-19 pandemic. And that will be a good thing

Guy Leitch

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

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ADMIN: +27 (0)83 607 2335 Postal Address P O Box 71052 Bryanston, 2021 South Africa

TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0) 82 875 9630

© FlightCom 2020. 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.

Editor

2004 CESSNA GRAND CARAVAN (EXECUTIVE)

TOTAL TIME: 2475 Hrs TTSN ENGINE: 2475 Hrs TTSN AVIONICS: GARMIN 600/530/430 ADDITIONAL EQUIPMENT: Cargo Pod, Aircon, One owner since new POA Based in South Africa

2008 CESSNA CITATION MUSTANG TOTAL TIME: 1192 Hrs TTSN ENGINES: 1192 Hrs SMOH AVIONICS: Fully Integrated Garmin 1000 suite

TOTAL TIME: 6985 Hrs TTSN ENGINE: 3400 Hrs SMOH AVIONICS: GARMIN 1000 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE II Kit, One owner since new POA Based in South Africa

1982 CESSNA CONQUEST I TOTAL TIME: 4805 Hrs TTSN ENGINES: 1585 / 1325 Hrs SMOH AVIONICS: GARMIN 600 / 430 ADDITIONAL EQUIPMENT: De-Ice, Cleveland Brakes, One owner since new POA Based in South Africa

ADDITIONAL EQUIPMENT: • Garmin Synthetic Vision • 40 cu, ft Oxygen Bottle • Jeppesen ChartView • TAS Traffic Avoidance • Enrolled on CESCOM • Maintained by Cessna Agents POA Based in South Africa

1997 BEACHCRAFT BEECHJET 400A

1996 CESSNA GRAND CARAVAN

TOTAL TIME: 5150 Hrs TTSN ENGINES: 1625 Hrs SMOH AVIONICS: Collins Equipment ADDITIONAL EQUIPMENT: Airshow 4000,TCAS,TAWS

TOTAL TIME: 11 995 Hrs TTSN ENGINE: 2650 Hrs SMOH AVIONICS: GARMIN 750 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE III Kit,

POA Based in South Africa

POA Based in South Africa

Contact Maartin Steenkamp: C +27 (0)82 807 6701 or Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za

SA Flyer 2020|04

2009 CESSNA GRAND CARAVAN

Companies

An AGA Helicopters H145 operating from its Cape Town Port base.

Cape Town based AGA Helicopters is a turnkey specialist helicopter operator that sets the standard for challenging offshore and land based helicopter operations.

H

ELICOPTER operations to the highest worldwide standards are incredibly demanding, and in this regard, AGA Helicopters stands firmly on its three core values: Quality, Safety, Integrity. These values are nowhere more needed than in meeting the fearsome challenges of offshore shipping operations.

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FlightCom Magazine

AGA pilots may routinely be expected to fly a 130 nm mission to a ship far out at sea to rescue a sick crewman through a howling gale with zero visibility – without any compromise in safety. Locating a moving ship after more than an hour’s blind flying through a storm and hovering with sufficient precision to hoist a stretcher from a heaving deck requires helicopter flying skills of the highest order, as well as an intensely rigorous application of the organisation’s Safety Management Systems to mitigate risk.

AGA Helicopters was founded in 2011 as AAL-SA but became AGA Helicopters in 2016 when the founder, Malcolm Pitcher, bought out his partners, making this world class company 100% South African owned and controlled. AGA Helicopters is a fully SACAA approved Aircraft Operating Company (AOC), which operates from its base at Cape Town International Airport’s General Aviation Area, with its own large hangar facility.

Building on its vast institutional knowledge and experience base in demanding maritime operations, AGA Helicopters also loves to share the beauty of the Cape by providing bespoke VIP charters to fly tourist to wine farms and natural attractions.

AGA operates its own helistop, in the Port of Cape Town customs and immigration area, which is SACAA approved for day and night VFR operations. This enables AGA to offer a full OPL (Off Port Limits) service to the shipping industry and emergency maritime services (Search and Rescue and Medevac), with industry partnerships in Cape Town and internationally.

AGA is approved by leading international organisations, including UN WFP and is OGP (Oil, Gas and Petroleum) approved, as well as being a member of SAOGA (South African Oil and Gas Alliance). Pitcher says that his company prides itself on meeting any international standards its clients may need. AGA is also WFP (World Food Program), and OGP approved, which is part of its continual drive to meet the highest safety and quality standards and provide a dedicated, proven and reliable service to its customers.

AGA has over the years serviced many contracts across Africa, in Uganda, Kenya, Mozambique, Namibia, South Sudan, Swaziland, Madagascar, DRC, Liberia, as well as in the Middle East and Afghanistan.

AGA Helicopters skilled crews and personnel enable on-deck landing, hoist and cargo slinging services, including ship pilot services, landing on oil rigs, oil and gas tankers, FPSO’s and bulk cargo carriers, while they are still underway.

Maintenance is handled by associated company FliteTech, which operates from AGA Helicopter’s base in Cape Town and has broadened its services; now offering third party maintenance on a range of Airbus light helicopters to owners and operators. FliteTech is focusing its future development plans on expanding its proven reliable services and investment in South Africa by expanding into Africa.

AGA provides Flight Operations through AGA Helicopters Part 127 and Part 138 AOC, as well as maintenance through its FliteTech AMO at the Cape Town International Airport facility, in support of its Airbus helicopters.

AGA looks forward to discussing your own and your customers’ requirements with you. Contact: Operations on +27 60 971 3556. Phone: Office +27 21 934 9127 or email: opsmanager@aeriosglobal.co.za.

For more info visit: www.aeriosglobal.co.za 

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NO COMPROMISE HELICOPTER OPERATIONS IN ALL CONDITIONS,

CAPE BASED AGA HELICOPTERS SETS THE SAFETY STANDARD FOR THE MOST DEMANDING OFFSHORE HELICOPTER OPERATIONS AND MEDEVAC RESCUES. • Using our fleet of H145 twin engine IFR approved helicopters we can service moving ships 130nm out to sea in all weather conditions.

• We also provide VIP tours of the ‘Fairest Cape in all the world’, with our vast experience in offshore operations.

AGA Helicopters has its own world-class specialist maintenance operation in FliteTech which can look after your helicopter needs.

Quality • Safety • Integrity

TO FIND OUT MORE: Office: +27 21 934 9127 Operations: +27 60 971 3556 email: Opsmanager@aeriosglobal.co.za

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BUSH PILOT HUGH PRYOR

MISS INGLEG During the seemingly endless war between North and South Sudan, I spent several years flying Twin Otters for the International Committee of the Red Cross. The skies of South Sudan were pretty ‘lively’ in those days, or perhaps ‘deadly’ would be more accurate, because we lost sixtyeight aeroplanes that I know about.

T

HE Northern Government used to chuck home-made bombs, made out of oil field well casings, with a grenade as a detonator, out the back of Antonov 26s... not particularly accurate, but who cares, as long as it scares the living daylights out of people down below and I speak from experience...it is far more scary if you do not know where the bomb is going to go off.

Another game they had was to sow any populated areas and their gardens with anti-personnel mines. These were painted green, to blend in with the local vegetation and were known as ‘Little Green Apples’.

They were quite small, about the size of a cricket ball, but if you had the misfortune of standing on one, you would lose a leg at best and some other important bits and pieces, if you were less lucky. Most of the fatalities were children, of course. Most of the adult victims survived, with gruesome injuries.

The logic of bombing villages which had no airstrips was that any injured survivors would have to make their way to somewhere where the Red Cross could land

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FlightCom Magazine

to pick them up. This is where the good old Twin Otter came particularly in handy, because of the five hundred destinations we had in South Sudan, only about twenty of them had proper airstrips. With all the rest, we just used to find somewhere reasonably flat and plonk the old girl down. The nice

somewhere to land was tricky because there were so many bodies lying around all over the place...and to be brutally honest, if we hit one of them, they might cause serious damage to the aircraft.

Eventually we managed to get down without hitting anyone and then the work began. The first job was to clear a path for our departure. That was a harrowing experience, because we found no survivors amongst the people whom we had to move.

Surgical gloves and masks were essential since the combatants had obviously run out of ammunition during the conflict and had reverted to more primitive means to dispatch of their victims.

Eventually people began to appear nervously from the surrounding bush but when they discovered who we were, the news soon spread that the Red Cross had arrived and the trickle became a flood.

Soon we had a full complement of critically injured.

One of them was a girl. She was not actually from Lankien at all. She was from a village called Duk Fadiet where she had stepped on a ‘Little Green Apple’, which basically destroyed her left foot and shattered her lower leg.

Despite her horrific injuries, she had managed to get to Lankien. The trip took her a month, and did I mention that she was also heavily pregnant at the time... well she was, and the new arrival was imminent.

After about three hours, the team had identified sixteen cases that needed urgent surgical treatment, including the girl. They patched up dozens of other wounded and promised to return the next day with more bandages and disinfectant.

We took off and headed for Kenya and relative civilisation leaving behind the grim

There were so many bodies lying around. thing about the Twin Otter was that you could normally get out of anywhere where you could land, as long you were not silly with the load.

One such place was a little village called Lankien.

One day we received news of a major inter-tribal punch-up there, resulting in many casualties, men, women and children, so we had to go in with a full ‘Triage’ team to sort out the mess. Trying to find

BUSH PILOT HUGH PRYOR

Quote of the month:

horrors which we had witnessed in Lankien.

We had to give ‘Position Reports’ to the UN Flight Following Service every half hour. The report consisted of GPS position, altitude, remaining fuel endurance, estimated time of arrival at destination and Souls on Board.

It was during our fourth report that, to our Flight Follower’s considerable amusement, we had to increase our Souls on Board by one, because our wounded girl quietly gave birth to a delightful little baby girl.

When we got back to Lokichogio, the patients were transferred to the Red Cross Hospital in Lopiding, just outside the town.

Here the surgeons decided that they had to amputate our new mum’s leg, because Gas Gangrene had set in.

It was then our job to take the amputated limb down to Nairobi so that the pathologists could ascertain whether the surgeons had amputated far enough up the leg, to be clear of the infection. If only the smallest remnant of the Gas Gangrene infected tissue remains, re-infection will be swift and lethal.

We packed the specimen in a body bag for the trip to Nairobi and entered it on the passenger manifest, so that investigators would not waste valuable time looking for the rest of her, if we had a bad one on our way to Nairobi The name on the manifest was entered as ‘Miss Ingleg’. She later came back to Lopiding to get a new left leg, made out of Acrylic plastic and bits of old car tyres...

Those guys in the ‘Prosthetics Workshop’ were magicians and our mum ended up teaching survivors how to service their prostheses for the future.

I went to the Christening of our new ‘Soul on Board’ and was moved to find that she was Baptised with the name ‘Redcross’.

Sometimes we do get things right. 

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FlightCom Magazine

Retired SAA Captain Karl Jensen has continued his lover affair with flying – and is a key figure in the Experimental Aircraft Association in particular. Of particular relevance to those who will not be flying regularly due to the pressures of the Covid-19, Jensen writes:

“Any flying is deeply rewarding, it makes you feel competent. If you do not stay proficient, that feeling of competence can turn into anxiety and frustration.”

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AIRLINES MIKE GOUGH

STAYING THE COURSE In my accidental role of career advisor, I regularly wax lyrical about the subliminal joys of piloting aircraft for the rest of one’s days.

should put to rest there Once this virus is ies. of job opportunit be an explosion

T

HESE are conversations I frequently have at Lanseria with prospective pilots-to-be and their parents.

Are we, globally, a happy bunch of airline pilots? With all these massive shortages we must be positively walking on sunshine in anticipation of the world’s love for us being shown in those showers of money that must surely be about to happen.

I do believe the current uncertainty of some routes and fleet plans to park some aircraft for a while is pretty much temporary while we shake off this latest flu bug,

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FlightCom Magazine

although it does show what a fragile industry we are.

If I think back to when I set out on the lengthy journey of acquiring experience without running out of luck, I wonder now if I would have the energy to do it all again.

That’s something I also declare during those career counselling sessions, that I definitely do.

Apparently, 71% of surveyed airline pilots feel the same. If we could go back to our student pilot days, we’d do it all again and forego any other career option.

Recently, Goose Recruitment conducted a survey of airline pilots’ state of mind, in an

attempt to look a little more scientifically at what makes us tick, and what our plans and expectations are. They surveyed around 1300 active airline pilots from around the globe. The results were published by Flight Global recently and makes for interesting reading.

The survey kicked off with attempting to establish what our priorities are. This is obviously in line with what a recruiting agency would like to establish, as tailoring opportunities in line with what we would like to see would result in being more effective in terms of job matchings and placements.

Overall, work-life balance came first for all respondents. One definition of workbalance goes along the lines of: ‘the lack of opposition between work and other life roles. It is the state of equilibrium in which the demands of personal life, professional life and family life are equal.’ This was followed next by salary, company culture, training and lastly, career development.

Interestingly, broken down into gender demographics, female pilots placed training third after salary, while males placed training as their absolute last priority. One could read into this that the ladies are aware of the expectations to perform well in this ‘male workplace’, and thus consider quality training a higher priority than males and would thus assess job opportunities differently.

The next category that was assessed was stress. What is our biggest source of stress in this career?

Unsurprisingly, (for me, anyway, as it resonates significantly) the biggest issue we have is with management. 41% of us consider

this to be the biggest single source of stress, while safety was cited by 12%, passengers scored 5%, rostering and rotations 29%, and lastly commuting to and from work was the biggest issue for 13%.

As this is a global perspective, the concept of management being our biggest single issue needs a little investigation. It follows, if this is our major source of onthe-job stress, that it is also our biggest threat in terms of safety. It is possible that management, being generally non-pilot based, and having priorities in completely different areas to us, would take decisions, implement policies, procedures and processes that we, at the ‘coal face’ could frequently take exception to.

I regularly build up a head of steam when considering some of the completely stupid decisions that have been taken by some areas of management. However, our situation here in South Africa certainly has its own special nuances to deal with, and with my particular employer now commencing massive retrenchments, the uncertainty takes stress levels to a different flight level. But I digress.

Another interesting aspect is that we are insecure little beings. Despite having a ‘good’ job with a solid operator, with decent pay and rostering patterns, 58% of female pilots and 52% of males are constantly concerned about their job security. Possibly also associated with a real understanding of how quickly things can change globally for the entire airline industry.

The survey also took a good look at mental health and how we feel about this super-sensitive topic. 59% of us globally feel our employers don’t give a hoot about our personal well-being and this figure climbs to 71% for the middle east airlines.

I would definitely agree with this one but have not specifically dwelled on the topic too much, as I probably suffer from the ‘tough-guy’ mentality that we will just get on with the job, and not stop to smell the daisies too often, in terms of deep personal introspection.

It is also quite possible that there is just a lack of communication about this, due to any unintended fall-out that may occur.

I think if I plonked myself in my fleet captain’s office and said I want to discuss my mental health I would raise some huge red flags and might be off for some unwanted medical examinations. The very thought of having to deal with anything along those lines with our CAA’s medical section would keep everyone far away from any form of self-reporting.

Most airline pilots would do it all again, if given the chance.

Assuming we are able to keep all our faculties serviceable for the long run, how many of us are planning to retire at the mandatory maximum age? This is generally at age 65, with a few exceptions, higher and lower.

The figure returned in the survey was that only 71% of us are prepared to fly to mandatory retirement age. The significance of this is that this loss of 29% is generally not factored into world-wide pilot numbers, which makes us around one-third worse off than anticipated, and that’s not a pretty picture.

I cannot find a definitive percentage of how many people statistically lose their medical certificates during their career, although generally in the crew forecasts that Boeing and Airbus regularly produce, this is factored in. However, our lack of enthusiasm as we approach retirement age to go all the way will be another constraint on available crew.

Returning to the question of would we do it all again? As mentioned previously, overall, 71% of us would, while regionally 96% in South America would, 81% for the USA but down to 67% for Europe – probably as a result of super tight rosters, fatiguing flight time limitations and extremely busy airspace.

When asked about our perceived threat of automation taking over the cockpits of the future, 40% expressed concern that single pilot, and pilotless cockpits of the future would impact job security.

This percentage pretty much ties up with the age demographic of responders under 35 years old. Us 50 plus types are not unduly weighed down with this futuristic threat as even pilotless cockpit prototypes are yet to fly and are not anywhere close to reality. I plan on watching these developments from my retirement spot on the beach.

Statistics and number crunching hardly excites me, but this basic set of data does give a little insight into what makes us tick in the job market.

As I find myself entering the job seeking market for the first time in 23 years due to the implosion at my current employer, the prospect of such a search seems strangely relaxed. Possibly because my personal financial obligations are well under control and my flight school, epically busy as ever, has a squadron of old Cessna 172s that are in huge demand around the world at present.

The prospect of huge upheaval and relocation is what seems the most daunting, as well as the separation from my close family and friends.

I am most looking forward to the massive explosion of hiring once that virus has been beaten into submission, and the opportunities that currently are temporarily on hold, to return with a vengeance.

Here’s to an interesting next few months in the global airline job market. 

Work-life balance rated as the most important aspect for those surveyed.

FlightCom Magazine

14

Image SITA

Connectivity G illes B loch -M orhange - SITA

A strong 5G network can manage a million devices in each square kilometre, compared to just 10,000 devices with 4G.

THE 4IR, 5G MOBILE TELEPHONY & AVIATION SITA, the leading IT provider for the air transport industry, has made six predictions about how ultra-fast 5G mobile telephony networks will bring major change for airports, airlines, and passengers. With download speeds of up to 400MB per second, 5G will be a game-changer.

T

HE potential for innovation is huge and airports, airlines, and passengers will feel the force of 5G in very different ways. SITA’s predictions are based on unique IT insights and emerging air transport industry technology trends.

They follow hot on the heels of 5G trials like the recent ones carried out by both London Gatwick Airport and Beijing’s

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FlightCom Magazine

new Daxing International Airport services which signpost our entry into a new era of ultra-connected air travel.

The adoption of 5G technology is gradually making its way into Africa as well. As of January 2020, commercial 5G networks have been deployed in Lesotho and South Africa. However, technology company, Ericsson predicts that 5G adoption will accelerate considerably on the

continent. Over the next six years, Africa and the Middle East are expected to have the highest growth rate in 5G availability in the world.

Gilles Bloch-Morhange, VP SITA Platform, said: “5G is already enhancing our existing applications at airports, for aircraft communications, airport operations, baggage management, and of course passenger processing. And it’s impossible to talk about 5G without discussing Internet of Things, Artificial Intelligence and the other applications it enables. We’re already using 4G for IoT applications for several applications around our biometric passenger processing solution, such as Smart Path and baggage management and the uptake of 5G will provide many more opportunities.”

5G is coming fast. According to CSS Insight data, there will be 340 million 5G connections globally by 2021 and a staggering 2.7 billion by 2025, mostly in developed markets. In money terms, in the

1. 5 G WILL BE THE LIFEBLOOD OF IOT 5G will soon be commonplace at airports and the idea of everything intelligently connected to everything will be viable.

The Internet of Things (IoT) brings the inherent need to manage increasing amounts of objects and therefore data.

Today’s 4G technology can manage around 10,000 devices in each square kilometer; a 5G network can manage a million. Multiple objects at airports will interact with people and objects will interact among themselves.

With 5G, connectivity will be much more fluid and flexible. The new networks will enable massive data flows, providing secure, real-time, predictive and historic views of airport operations. This will make collaboration between airports, airlines, ground handlers, air traffic managers and concession holders easier and effective.

The result will be the intelligent monitoring of queues throughout the airport and tracking and controlling autonomous vehicles that assist passenger journeys.

Vehicles on the ramp will be served by connected smart tugs and baggage carts.

Wheelchairs, mobile kiosks, and robotic assistants will be controlled remotely.

It is not all about bandwidth. 5G’s low latency will make autonomous vehicles much safer. With signals going up to 100 times faster than 4G, the speed of digital instructions will make the difference between a vehicle traveling tens of metres or just a few centimetres before taking corrective action.

2. 5G WILL POWER AIR TRANSPORT-SPECIFIC AI APPLICATIONS 5G connected Artificial Intelligence (AI) will solve major pain points at airports and borders. For example, biometrically matching passengers to their bags will be simple. AI will be able to recognize unique scuff marks, creases, and material characteristics to distinguish between seemingly identical bags and match them to the correct passenger.

AI-assisted computer vision will continually scan boarding gate areas and

intelligently predict capacity issues for hand luggage on flights and enable staff to act accordingly before boarding.

3. 5G WILL DRIVE OPERATIONAL EFFICIENCY, INCREASE ANCILLARY REVENUES AND CUT COSTS Putting IoT and 5G together will offer great opportunities for airlines and airports to unlock the value of all their data to deliver tangible business benefits.

All airport assets will be connected, making monitoring efficiency and optimising usage much simpler. It will, for example, provide the tools to make vehicle usage around the airport more efficient, delivering considerable savings in fuel costs and overall resources, including labour.

4. 5 G WILL MEAN EXPLOITATION OF THE POTENTIAL OF ‘FLYING DATA CENTRES’ 5G will enable the next-generation aircraft to exchange vast amounts of data around the airport and at the gate.

The fast transmission of aircraft data, and analysis of that data, will enable proactive maintenance, quicker aircraft turnaround, more on-time departures and, most importantly, an improved customer experience.

Convergence of 5G and satellite communications will serve the end-to-end approach of the aircraft as an IoT-flying device, connecting it with all the relevant systems.

5. AIRPORTS WILL CONTROL WI-FI QUALITY AND HAVE IMPROVED DISRUPTION MANAGEMENT CAPABILITIES We see opportunities in licensed and unlicensed 5G spectrums thanks to new 5G standards. Airports will have more control of quality of service in their private and public spaces, converging 5G with WiFi networks to create a seamless mobile experience, with continuous connectivity.

5G is likely to replace the commonly used digital radio communications service TETRA, which is only voice-enabled, for operational and mission-critical services, providing a secure network for running airport operations. Airport staff will have access to real-time rich video updates and live feeds based on evolving scenarios and locations, as well as CCTV feeds for computer vision analysis for many functions and enabled remote biometrics.

6. 5G WILL DELIVER THE DIGITAL TRAVELLER PROMISE For passengers, real-time augmented reality and personalized mobile services will be provided, combining all data exchanged from the various applications and interactions with the building and objects. The airport will provide passengers with relevant, contextualized information and services to assist and entertain them.

HD films will download in seconds, entire series will be available to watch offline almost instantly and passengers will be able to live stream sports events in crystal clear quality, no matter how busy the airport. 

Image: Reuters

aviation industry 5G amounted to just USD 0.2 billion in 2019 but is projected to reach USD 4.2 billion by 2026.

Fast forward: how will we use 5G in 2025?

A 5G network promises an internet speed of up to 1.2Gbps, which will gradually reach 10Gbps — more than 100 times faster than 4G.

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PROF PHILIPPE-JOSEPH SALAZAR

LE AG LE E AG LE:

Converting your South African licence to an EASA licence EASA, do you have a licence for this monkey?

With the decline in SAA and the shrinking of job opportunities young pilots are looking abroad to get a career going. There has been an enormous upturn in interest in how to convert a South African licence to a European one.

LEFT: There is a whole book on how to get an EASA licence - but Prof Salazar breaks it down to simple steps for us in Africa.

I 17

N The Return of the Pink Panther, Inspector Clouseau asks a street musician in Paris, “Doo yoo ’ave a leeseunce for yeur meunkee?” A young pilot with whom I enjoyed a nav to Graaff-Reinet FAGR put

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on a Clouseau accent and asked me: “Can I get a leeseunce for this meunkee? ” – he meant his CPL. He knew my PPL/NR has been ‘validated’ by the French. He called it a conversion. It’s not quite a conversion – even with a French accent.

So how do you convert your South African licence to a European (EASA) one?

Step by step, let us follow the Pink Panther’s trail of a “conversion” by the European Aviation Safety Agency (EASA).

Step #1: Aircrew Regulation: EASA pilot licensing is framed by (full rich) the COMMISSION REGULATION (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council. Lean title: Aircrew Regulation, or R1178/2011 (as at 5/3/2020) (references below are to this doc). It sets EASA “common requirements” for licensing but only Member States of the EU (plus Iceland, Lichtenstein, Norway, Switzerland) are “competent” to deliver licences. Not EASA. Step #2: Part-FCL: Annex I of Aircrew Regulation deals with pilot licences, or “Flight Crew Licences” (FCL) (pp. 17106, plus 9 Appendices about syllabuses, training exercises, exams, tests etc., pp. 107215). Europeans refer to “Part-FCL” as we do to “Part 65” of our CARS. Step #3: “Acceptance” of your SACAA

licence (PPL, CPL, ATPL, and ratings).

Because South Africa has Third Country status, Member States “may accept” your ICAO compliant licence (Article 8.1, p. 10) according to specific rules (Annex III, A and B, pp. 224-228). This is the part that matters to you! National rules may differ a bit (“derogations”). In short, you will apply to a Member State CAA to have your licence “accepted”. But not to EASA. Step #4: “Acceptance” by the UK CAA: the UK became a Third Country on 31/1/2020 but she is “treated” as a Member State until 31/12/2020 only. So, from 2021, when the UK gains full Third Country status, what may happen to a UK CAAissued EASA validation or conversion is unclear. Call Boris.

Step #5: “Acceptance” covers two different procedures: “validation” and “conversion”.

Step #6: Conversion. Whether you hold a SACAA PPL, CPL or ATPL, what you’ll get is an EASA Part-FCL PPL with a singlepilot class or type rating (Annex III, B, 1, p. 227). See boxed text. In short: you’ll fly private. Sorry for the monkey. Let’s call it the basic conversion.

Step #7: Validation is set by Annex III, A, 1-7 (pp. 224-227) and allows you to use your home PPL, CPL or ATPL either for “non-commercial” (private) or for “commercial activities”. Validation sounds grand but beware!

Each European Authority issues its own licences.

Step #8: “Non-commercial” (private). This is what you want if, like me, you are a GA pilot and want to swan around Saint-Tropez or the Dordogne. Whether you hold a PPL/CPL/ATPL, you are given only the privileges of a PPL (if you want to add your IR you have to provide relevant docs). It is a fairly easy procedure. How do you go about it? You contact the CAA of your choice or SACAA since they must verify your licence. You must hold at least a valid ICAO medical certificate Class 2, so your SACAA medical will do the trick. Each CAA does its own thing: in my case the French were easy going – everything was done by email, and SACAA was fast too. It is valid for one year (at a time, for now). I renewed mine several times.

Step #9: Validation of CPL/ATPL. Don’t bother! It is a lot of work to achieve sweet nothing since it is valid for one year only!

Unless you are sure to find plenty of dosh at the end of the runway by flying for “specific tasks of limited duration, such as instruction flights for initial entry into service, demonstration, ferry or test flights” (pp. 226-227). If you still want to brag, just think twice: it involves a revalidation skill test, a demonstrated knowledge of operations and Part-FCL (Air Law, if you wish), a demonstrated English proficiency, a Class 1 medical in line with EASA Part-MED (Annex IV) which means a costly visit to a EASA-approved doctor, and a range of flying experience requirements depending upon the licence and rating you hold. They are neatly tabled on pp. 224-225.

The UK CAA website is worth checking (page: validating a non-EU licence for work in the UK).

Step #10: period of validation. To repeat my warning: it cannot exceed one year (with one-year extension if you are training for a “commercial” EASA licence (read: CPL/ATPL). In short, a validation is an expedient if you are sure to strike gold in 12 months.

Fine if you are a GA flyer, otherwise no.

Step #11: training requirements? As a rule, for both validation and conversion, the competent CAA must make sure you meet the requirements of Part-FCL. How does this CAA see to it? “On the basis of a recommendation from an approved training organisation” (Article 8.2). In short: you join an Approved Training Organisation.

This also means that “the requirements of course duration, number of lessons and specific training hours may be reduced” as advised by the school (Article 8.3). Some CAAs have a reputation for being pernickety (German). Others for their straightforwardness (Irish).

Pick one. As I said, except for the non-commercial validation, which is easy to get but is of little use to a young pilot who wants to get a career going, that is a lot of trouble for just one year.

Solution? Be a smart Pink Panther and retrain: my young pilot friend in search of a licence for his CPL monkey is likely to do it in the UK or at one of the some 18 ATOs, EASA approved worldwide, that offer “conversion courses”. In effect these courses will help him secure an EASA conversion to PPL Part-FCL (Step #6 and boxed text) and then put him through the training required to meet the requirements of CPL Part-FCL. You can call this extensive and expensive new training a “conversion”, and the UK CAA does. In fact, you retrain but, in the case of a CPL, you’ll get some of your flying hours credited at the discretion of the licensing authority and on the recommendation of the ATO where you enroll. But you’d better brace yourself for the written exams as you will not be credited for any theoretical knowledge exam you had passed under our sunny skies. The only break you’ll get is that you may just be allowed to attend less ground school, at the EASA-approved ATO’s discretion.

And what if you are a top monkey, with an ATPL with current flying experience? ATPL pilots with an ICAO/SACAA licence can get full credit for hours flown and for any training that precedes theoretical examinations and skill test (Article 8.4). Again, CAAs vary: the French DGAC is cool (for once, no red tape): send a form and present yourself “directly” at these examinations, i.e. without enrolling at an ATO. I am told the German CAA, LuftfahrtBundesamt, seems hard to negotiate. The Italian ENAC is a model of clarity in its EASA-aligned requirements – if you know Italian. In any event a top monkey must prove that she has met the EASA PartFCL experience requirements set out in the Regulations, at FCL510 A or H paragraph b (p. 47-48).

THE PINK PANTHER GUIDE TO THE BASIC CONVERSION

Source: EASA eRules Easy Access Rules for Flight Crew Licensing (Highly recommended!)

1. A PPL/BPL/SPL, a CPL or an ATPL licence issued in compliance with the requirements of Annex 1 to the Chicago Convention by a third country may be converted into a PartFCL PPL/BPL/SPL with a single-pilot class or type rating by the competent authority of a Member State.

This Annex defines Standards and Recommended Practices for the licensing of flight crew, including training. SACAA is compliant,

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so is your licence. B refers to balloon and S to sailplane i.e. glider, not to our SPL! 2. The holder of the licence shall comply with the following minimum requirements, for the relevant aircraft category: (a) pass a written examination in Air Law and Human Performance: Human Performance is pretty standard but Air Law (see my own book…!) involves local differences for instance in the way regulations are presented. Our Civil Aviation Regulations is what the Brits refer to as the Air Navigation Order (ANO): Medical Certification is not Part 67 – it is Part 6 Chapter 3. AICs in the UK are colour coded – the pink ones matter most to a pilot, says the Panther. (b) pass the PPL, BPL or SPL skill test, as relevant, in accordance with Part-FC: This should pose no problem. Again: “S”PL refers to gliders in EASA lingo. (c) fulfill the requirements for the issue of the relevant class or type rating, in accordance with Subpart H; Subpart H is a 70-page document with regulations on class and type ratings to ensure competency. Article 8.2-3 provides for a reduction in course duration, and number of lessons and training hours on the recommendation of your EASA-approved ATO. (d) h old at least a Class 2 medical certificate, issued in accordance with Part-Medical: Note, “at least” since the base line is PPL, and it is PartMED, not your ICAO/SACAA medical (which is good for a noncommercial validation only).

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(e) d emonstrate that he/she has acquired language proficiency in accordance with FCL.055: Brush up your “English Spoken in Cockpit”. English Language Proficiency (ELP) includes to “handle successfully the linguistic challenges presented by a complication or unexpected turn of events”. See my Air Law for ICAO language proficiency standards. (f) have completed at least 100 hours of flight time as a pilot.

Not PIC, but simply flight time. They need to see your logbook.

Some CAAs want originals (!), some don’t. Check with your ATO. 

What does it take to convert your SA licence to an EASA licence?

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Defence

ATAC is also offering a range of ex-military jets including the Israeli Kfir.

D arren O livier

OUTSOURCING AIR FORCE TRAINING Late last year, the United States Air Force awarded seven separate companies components of a massive multi-year US$ 6.4 billion contract for the provision of ‘Red Air’ adversary air combat training. There are useful lessons to be learned for Africa.

W

HILE notable for its size, ‘Red Air’ was an expected development in a long-term trend. Air forces around the world are outsourcing increasing levels of their training and support functions, as doing it all in-house has become ever more financially nonviable. For African air forces this may be a far more cost-effective solution than inhouse training. The question arises: How useful is outsourcing training, and how far can it go?

Outsourcing of military support tasks to the private sector has been around for decades, but saw much more widespread adoption after the end of the Cold War as NATO air forces had to adjust to steep cuts in defence spending and transitions away from conscript forces. The first functions

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to be outsourced were low-level tasks that were obviously more cheaply done by the private sector such as facilities cleaning and catering. But before long, air forces began integrating the private sector into ever more high-level support tasks, including aircraft and other systems maintenance.

These days it’s difficult to find a western air force that hasn’t outsourced parts of its aircraft maintenance process. It has increasingly become more cost-efficient to focus in-house military maintenance capabilities at the organisational and intermediate levels, which require more common and easily trainable skills, rather than at the depot level which requires rarer skills and capabilities. That helps resolve one of the biggest struggles of any allvolunteer air force, which is training up and then keeping personnel who are highly skilled in a certain specific area and would

earn far more in the private sector.

The approach is not without its risks though. The Royal Air Force (RAF) for instance contracted the engineering arm of Flybe, the regional British airline, to perform depot-level maintenance, repair, and operations (MRO) support at Brize Norton air base for its fleet of Airbus Military A400M transport aircraft. Now that Flybe has entered liquidation that support contract is at risk, causing sleepless nights within RAF Transport Command while they wait to see how the liquidation will turn out and whether another company will buy out Flybe’s engineering business and continue the contract.

Despite risks like these, the RAF has extended outsourcing even to operational support functions like air crew training and aerial tanker support over the past two decades. Unlike other air forces which have contracted private aerial tanker operators like Omega only to supplement their own fleets, the RAF relies entirely on the Voyager aerial tankers of the AirTanker consortium and no longer maintains its own in-house fleet. It’s quite an elegant solution, with all the pilots being trained as RAF Reservists despite being employed

by AirTanker and the aircraft being dual-

certified for both civilian and military use.

This allows AirTanker to lease out any aircraft that are not immediately needed by the RAF, driving down the operating costs of the fleet. The RAF also benefits from being able to insist on minimum availability and serviceability levels without having to worry about micromanaging the process of achieving them.

Similarly, the RAF, Royal Navy, and British Army took the unprecedented step of outsourcing their entire pilot training system under the UK Military Flying Training System (UKMFTS) to a series of private industry consortia. While the training is still performed inside existing military bases, and in some cases RAFowned aircraft are used like the small fleet of Hawk T.2s for the Fast Jet Training (FJT) contract, the UKMFTS suppliers provide instructors and aircraft like the Grob G120TP, Beechcraft T-6C, Beechcraft King Air, Airbus H135, Airbus H145, and the Embraer Phenom 100 amongst others for Elementary Flying Training (EFT), Basic Flying Training (BFT), Multi Engine Pilot Training (MEPT), and Rotary Wing Training (RWT).

It’s a hugely ambitious and complicated set of contracts, and thus far has not performed well. The UK’s National Audit Office issued a scathing report on UKMFTS in 2019, claiming that it took over seven and a half years for a pilot to qualify on a front-line fighter aircraft like the Eurofighter Typhoon or LockheedMartin F-35 mostly as a result of delays in the UKMFTS training process caused by too few instructors and available aircraft.

The report showed that pilots undergoing training often had to wait weeks for slots to open up, causing large backlogs in pilot training numbers and placing strain on operational flying squadrons.

The companies involved have, in turn, responded by pointing out that over the time the UKMFTS contracts have been negotiated the UK has gone through a number of strategic reviews which caused training requirements to fluctuate by large margins without a consequent renegotiation of the terms of the contracts. This is not entirely inaccurate, but it does prove that this model isn’t quite as flexible at scaling to meet demand as its original proponents and planners claimed. That has important implications for any air force looking to repeat the RAF’s approach to training.

Ultimately though the UKMFTS and AirTanker set of contracts are likely here to stay, and what problems they have

will be addressed through better contract management rather than by returning the functions to in-house military units.

The trend is only going to increase, as air

decidedly blurs the lines.

This brings us back to the US’s Red Air contracts. Of course, having private companies provide dissimilar aircraft

all kinds of ex-military jets fulfil the requirement, such as Cheetah Cs from the South African Air Force forces have to enhance their operational capabilities to meet new threats despite static budgets and a difficulty in recruiting and retaining skilled personnel. We should also expect to see companies offering pooled options to various countries to spread costs even further.

One question that will inevitably arise is at which point this outsourcing ceases to

training is not a new thing, with companies like Draken, ATAC, and Top Aces having performed the service for North American customers for decades using ex-military aircraft like Kfirs, A-4s, MB-339s, MiG21s, and L-39s amongst others. But the new contracts take it to another order of magnitude and are expected to eventually replace the US Air Force and US Navy’s

Cheetah C being prepared for delivery to Draken - note last flight pilot and date painted on side.

be seen as merely support work and begins to resemble outright military activity. So far in most cases they’re safely on the legal side of that line by performing supportonly functions at home, but the US military has been experimenting with using private contractors to fly surveillance aircraft in support of military operations in a role that

own in-house ‘aggressor’ squadrons in the adversary training role.

This is a risky move, but a potentially enormously rewarding one. Whereas earlier adversary contracts with companies like Draken and ATAC focused on relatively simple aircraft without advanced radars or other avionics, the new contracts required all

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Some of the mix of types being operated by private contractors for Air Force training.

seven contracted companies to purchase and operate 3.5 generation aircraft with onboard systems capable of offering a realistic level of threat training. The companies in turn have scrambled to bring into service all kinds of ex-military jets to fulfil the requirement, such as Mirage F1s from the French and Spanish Air Forces, Cheetah Cs from the South African Air Force, and F/A18s from the Royal Australian Air Force.

This means that the sheer diversity of the types that American pilots will fly against is breath-taking and more than any other country can offer, yet being done in a way that avoids the need to maintain all these different types within stringent military logistics systems.

The downside is that managing performance and delivery on these contracts is going to be an extremely difficult task,

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especially given that it’s so difficult to judge the quality of the level of training provided when there’s so little commonality between suppliers. Simple metrics like aircraft availability aren’t going to be good enough to ensure consistent quality across all training.

The lessons of AirTanker, UKMFTS, and others give some answers. First, when outsourcing anything, let alone contracts of this scale and breadth, having strong contract management skills is non-negotiable.

If that aspect is weak, outsourcing will always fail. Second, contracts have to be carefully written and planned to have fair and objectively measurable standards for delivery, along with penalty clauses for non-compliance that have real teeth. Third, flexibility has to be traded for certainty, which means that contracts should be

guaranteed for at least five years at a time and long-term planning put in place regarding defence spending to ensure that cuts are not implemented to the programmes at inopportune moments. The alternative is higher costs, lower performance, and fewer companies willing to bid.

With all that in mind the ever increasing outsourcing of even critical support functions might offer up some worthwhile opportunities for African air forces. Why, after all, do all pilot training in-house if the same outcome might be achieved at lower cost by using a private company? Worth thinking about. 

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Drones R oy E zze

AFRICAN STATES GRAPPLE WITH UAV REGULATION Like almost everywhere else in the world, Africa is having to come to grips with the challenges of integrating drone operations with manned aviation.

Drones are also used in mapping coastlines, agricultural areas and oil fields.

T

HE challenge is to ensure the safe co-existence of Unmanned Aerial Vehicles (UAVs) generally referred to as drones. Individual African states are taking steps to develop temporary frameworks to regulate the operation of drones in their airspace.

AWAITING REGULATION At a drones conference in Rwanda in early 2020, Mr. Tefera Mekonen, Secretary General of the African Civil Aviation Commission (AFCAC), proposed to conduct awareness and capacity building around drone operations to clearly distinguish between civil and military uses.

He also pledged to work with ICAO and partners to develop a continental framework to harmonise policies across countries and regions, as well as enhance national collaborations, partnerships, networks and knowledge exchange to facilitate upscaling and the use of drone technology.

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In a further drone meeting in Lagos, Nigeria, stakeholders sought to fasttrack drone regulation procedures, and thus hopefully to open a floodgate for the benefits of drones to operators and the broader economy.

Though the volume of air traffic in Africa is remarkably low compared to most other regions, with Africa having less than 3% of global air passenger traffic and less than 2% of global air cargo traffic, the trend of unmanned aircraft in parts of Africa might suggest drone operations could grow much faster than manned aircraft traffic in Africa.

STATES ARE OPTIMISTIC Several African states have come up with stop-gap strategies to regulate the operation of drones in their airspaces. Beyond reaping the benefits expected from the operation of drones, African States are compelled to regulate drones in order to ensure safety and security of drones coexisting with manned

aircraft. Other issues of respect for privacy are also of concern.

Ghana, for instance, has laid out comprehensive guidelines for the regulation of drones in its airspace, including charges and fees for various categories of drones.

The Ghana regulator (GCAA) has aligned itself with widely accepted standards by specifying that drones may not be operated above 400 ft agl and out of visual line of sight. GCAA also has guidelines for the regulation of drone pilots and pilot instructor licensing, as well as the change of ownership of RPAS, and regulation of RPAS associations and clubs in Ghana.

In Sierra Leone, the challenge of regulation of drones is still receiving attention from the Sierra Leone Civil Aviation Authority, which is collaborating with other partners like the Directorate of Science, Technology, and Innovation (DSTI) and others. The Sierra Leone government partnered with UNICEF, late in 2019, to launch a drone corridor to facilitate medical supplies. The government is also working on a drone ecosystem to enhance the development of research and skills development locally.

In Bamako, Mali, drones are in use for mapping as part of efforts in environmental protection. In Malawi, Ghana and Rwanda, drones are used to overcome the challenges of distance and poor land transport infrastructure, while delivering medical supplies. Dr Moinina David Sengeh, Chief Innovation Officer of UNICEF, said “drone blood deliveries in Ghana and Rwanda are saving lives.”

Nigeria’s Minister of Aviation, Senator Hadi Sirika, said drones pose a risk and should be regulated without compromising the benefits for leisure and other economic

activities. Nigeria, as Africa’s most populous and largest economy, projects government revenue of $2.1billion revenue from drone regulation.

Currently, drones are in high demand in Nigeria for the monitoring of coastlines, oil installations, mapping and leisure activities. Local governments have recently issued requests for proposals for drone monitoring of government installations.

Proposed Nigerian regulation for drones was expected to take effect from January 2020, and aims at “full and total integration of unmanned aerial systems (UAS)” with civil aviation in Nigeria.

Capt. Dele Sasegbon, of the Nigerian Civil Aviation Authority (NCAA), said drone operators must display their registration on their UAVs, while operators must report any safety issues to the NCAA. “If you have to fly in the airspace you have to be identifiable and follow the rules and regulations,” he said.

There is a strong quasi-military involvement. Air Vice Marshal Olufemi Idowu (Rtd.), President of the Nigeria Unmanned Systems & Robotics Association (NUSA) and CEO of Noble Logistics,

KENYA IS EXPECTED TO LIFT ITS BAN ON DRONE OPERATIONS IN 2020 called for continued discussion among drone users, manufacturers, regulators and other stakeholders to ensure the best outcome for the drone industry in Nigeria.

Col. Ayokunle Owolabi from Nigeria’s Office of the National Security Adviser (NSA) stated that NSA is engaged in a sensitisation and awareness campaign, a regular review of RPAS advisory circulars as well as enforcement of regulations to ensure improved security in the use of drones, while working closely with NAMA, Nigerian Air Force (NAF), and the NCAA. Kenya is expected to lift its ban on drone operations in 2020, with the introduction of its Unmanned Aircraft Systems Regulations 2019.

Drones are used for medical supply deliveries.

CAUTION DECELERATES DRONE ACTIVITIES Overall, slowly evolving national regulations has slowed the penetration of drones activities and attendant benefits in Africa, and more applications for registration continue to stack up in various States. In Nigeria, for instance, over 500 requests from potential operators are being processed. Currently, about 10,000 drones operate in Lagos alone, according to a source from the local Civil Aviation Authority.

Extreme caution over security challenges especially in those countries facing security issues, like Kenya and Nigeria, is a major factor slowing down the implementation of the regulation already developed by their CAAs. In Nigeria, for instance, the NSA is said to be taking stringent precautions in screening drone operators; while the Kenyan parliament instigated the banning of the use of drones in March 2019, citing

the possibility of security risks.

Given these security concerns, overall, large drones for cargo particularly may face more rigorous approvals.

Perhaps, a more universal regulatory framework from ICAO could bring more confidence concerning drones regarding national security. “ICAO has already begun updating its standards, and it has also hosted a series of ‘Drone Enable’ events bringing together innovators from the private sector and regulators from the public sector to help realise effective global solutions to these challenges, said Dr. Fang Liu, Secretary General of ICAO. Worldwide, regulators in Africa are seeking to strike a balance between fostering innovation without undue delays and red tape, while at the same time ensuring a safe, effective, equal opportunity and socially sustainable regulatory framework, said ICAO’s Dr. Fang Liu. 

Drones helping with wildlife conservation.

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Skyhawk Aviation Launching Careers

Find out if you have it in you to join the elite few that are entrusted with hundreds of millions of dollars’ worth of aircraft, along with a couple of hundred of precious lives.

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AVIATION’S CONTRIBUTION to World Economic Growth The airline industry is under pressure from many sectors – such as President Trump’s trade wars and Boeing's problems with the 737 Max. This makes it worth looking at the contribution aviation makes to the global economy. We will therefore run a short series of articles that describe the contribution of the air transport industry, first globally, then to African and finally to South Africa.

I

N a 2016 report for IATA, Oxford transport sector supports 65.5 million jobs Economics analysed the economic and $2.7 trillion in global economic activity, and social benefits of aviation at a according to new research released by the national level in over 50 countries and Air Transport Action Group (ATAG). The used the results of that assessment report, titled: Aviation: Benefits beyond to create a comprehensive global borders, explores the fundamental role picture of air transport’s many benefits. civil aviation plays in today’s society The Air Transport Action Group and addresses the economic, social and (ATAG) expanded the analysis to build a environmental impacts of this global unique view of how the air transport system industry. provides jobs, trade, connectivity, tourism, ATAG’s Executive Director, Michael vital lifelines for many remote communities Gill, said: “There are over 10 million women and rapid disaster response.

Aviation is one of the most global industries: connecting people, cultures and businesses across continents.

Aviation has continued to expand. It has weathered crises and demonstrated long-term resilience, becoming an indispensable means of transport.

Historically, air transport has doubled The ATAG report. in size every 15 years and has grown faster than most other industries. In 2016, and men working within the industry to airlines worldwide carried around 3.8 make sure 120,000 flights and 12 million billion passengers annually with 7.1 trillion passengers a day are guided safely through revenue passenger kilometres (RPKs). their journeys. The wider supply chain, Fifty three million tonnes of freight were flow-on impacts and jobs in tourism made transported by air, reaching 205 billion possible by air transport show that at least freight tonne kilometres (FTKs).

65.5 million jobs and 3.6 percent of global According to the Global Sustainable economic activity are supported by our Aviation Summit report, the global air industry.”

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FlightCom Magazine

The report also looks at two future scenarios for growth in air traffic and related jobs and economic benefits. With an open, free-trade approach, the growth in air transport will support some 97.8 million jobs and $5.7 trillion in economic activity in 2036. However, if governments create a more fragmented world with isolationism and protectionist policies, over 12 million fewer jobs and $1.2 trillion less in economic activity would be supported by air transport.

“By working with one another, learning from each other’s cultures and trading openly, we not only create a stronger economic outlook, but we also continue the conditions for peaceful interaction across the globe. Aviation is the key driver for this positive connectivity.”

The Airports Council International Director-General, Angela Gittens, said: “Airports are crucial links in the air transport value chain that drive economic and social benefits for the local, regional and national communities they serve.’’

Airports act as catalysts for employment, innovation, and improved global connectivity and trade. In responding to the growing global demand for air services, airports – in partnership with the wider aviation community – are also taking

How aviation bridges the world.

a lead role in minimising and mitigating the environmental effects of aviation and pursuing sustainable development�.

A remarkable metric is that every day, around 120,000 flights transport over 12 million passengers and around USD18 billion worth of goods.

Aviation provides the only rapid worldwide transportation network, which makes it essential for global business. It generates economic growth, creates jobs and facilitates international trade and tourism. According to recent estimates by the cross-industry Air Transport Action Group (ATAG), the total economic impact (direct, indirect, induced and tourism-

supported a total of 62.7 million jobs globally. It provided 9.9 million direct jobs.

Airlines, air navigation service providers and airports directly employed over three million people. The civil aerospace sector (the manufacture of aircraft, systems and engines) employed 1.1 million people. A further 5.5 million worked in other onairport positions. 52.8 million indirect, induced and tourism-related jobs were supported by aviation.

These estimates do not include other economic benefits of aviation, such as the jobs or economic activity that occur when companies or industries exist because air travel makes them possible, the intrinsic

The world's biggest aiports (source ATAG).

connected) of the global aviation industry reached USD2.7 trillion, some 3.5 percent of world’s gross domestic product (GDP) in 2014.

The air transport industry also

value that the speed and connectivity of air travel provides, or domestic tourism and trade. Including these would increase the employment and global economic impact numbers several-fold.

These are some of the key points from these two seminal analyses: Air transport provides the only rapid worldwide transportation network, which makes it essential for global business and tourism.

It plays a vital role in facilitating economic growth, particularly in developing countries. Airlines transport over three billion passengers annually with revenue passenger kilometres (RPK) totalling over six trillion in 2014.

Over 50 million tonnes of freight was carried by air in 2014, amounting to just under 786 billion freight tonne kilometres (FTK).

Air transport facilitates world trade, are helping countries contribute to the global economy by increasing access to international markets and allowing globalisation of production. The total value of goods transported by air represents 35% of all international trade.

Air connectivity contributes to improved productivity by encouraging investment and innovation; improving business operations and efficiency; and allowing companies to attract high quality employees.

Aviation’s global economic impact (direct, indirect, induced and tourism catalytic) is estimated at $2.7 trillion, equivalent to 3.5% of world gross domestic product (GDP). These figures do not include other economic benefits of aviation, such as the jobs or economic activity that occur when companies or industries exist because air travel makes them possible. Neither does it include the intrinsic value that the speed and connectivity of air travel provides, or domestic tourism and trade. Including these would increase the employment and global economic impact numbers several-fold.

Around 1,400 airlines operate a total fleet of over 26,000 aircraft. They serve almost 4,000 airports through a route network of several million kilometres managed by 173 air navigation service providers.

AVIATION JOB CREATION Air transport is a major global employer.

The air transport industry supports a total of 62.7 million jobs globally.

It provides 9.9 million direct jobs: airlines, air navigation service providers and airports directly employ over three million people and the civil aerospace sector (the manufacture of aircraft systems, frames and engines) employs 1.1 million people. A further 5.5 million work in other on-airport

FlightCom Magazine

30

positions.

There are 11.2 million indirect jobs generated through purchases of goods and services from companies in its supply chain.

Industry employees support 5.2 million induced jobs through spending of wages.

TOURISM AND SOCIAL BENEFITS Aviation is indispensable for tourism, a major engine of economic growth, particularly in developing economies.

Globally, 54% of international tourists travel by air. Aviation-enabled tourism generates around 36.3 million jobs globally.

Air transport invests substantially in vital infrastructure. Unlike other transport modes, the air transport industry pays for a vast majority of its own infrastructure costs (runways, airport terminals, air traffic control), rather than being financed through taxation and public investment or subsidy (as is typically the case for road and railways).

In 2014, airports invested $37 billion in construction projects, creating jobs and building new infrastructure. The benefits to society of research and development spending by the aerospace industry are estimated to be much higher than in manufacturing as a whole. Every $100 million of spending on research eventually generates additional GDP benefits of $70 million, year after year.

Air transport provides significant social benefits. Air transport contributes to sustainable development. By facilitating tourism and trade, it generates economic growth, provides jobs, improves living standards, alleviates poverty and increases revenues from taxes.

The increase in cross-border travel is a reflection of the closer relationships developing between countries, both between individuals and at state level. In the same way, eased restrictions on the movement of goods and people across borders facilitates the development of social and economic networks that will have long-lasting effects.

This improved flow of people and goods benefits both the host and the originating countries, encouraging increased social and economic integration.

Air transport offers a vital lifeline to communities that lack adequate road or rail networks. In many remote communities and small islands, access to the rest of the world and to essential services such as health care is often only possible by air.

Aviation’s speed and reliability are perhaps most immediately apparent in the delivery of urgently needed assistance during emergencies caused by natural

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FlightCom Magazine

How airlines are saving fuel (source ATAG).

disaster, famine and war. Air services are particularly important in situations where physical access is problematic.

AVIATION AND CLIMATE CHANGE Air transport is working to mitigate its environmental impact: Airline operations produced 739 million tonnes of carbon dioxide (CO2) in 2014 (and 781 million tonnes in 2015), just under 2% of the total human carbon emissions of over 36 billion tonnes.

The aviation industry agreed in 2008 to the world’s first set of sector-specific climate change targets. The industry is already delivering on the first target to continue to improve fleet fuel efficiency by 1.5% per year until 2020. From 2020, aviation will cap its net carbon emissions while continuing to grow to meet the needs of passengers and economies.

By 2050, the industry has committed to reduce its net carbon footprint to half of what it was in 2005.

Companies across the sector are collaborating to reduce emissions using a four-pillar strategy of new technology, efficient operations, improved infrastructure How airfares have come down in price (source ATAG).

and a global market-based measure to fill the remaining emissions gap.

Modern jet aircraft are 75% quieter than the models that first entered into service and each new generation of aircraft continues this improvement.

Over 2,200 passenger flights operating partially on sustainable biofuels have taken place so far. It is expected that shifting to alternative aviation fuels could reduce CO2 by as much as 80%, compared with traditional jet fuel.

Air transport will continue to provide jobs. Forecasts suggest that, in 2034, there will be over 5.8 billion passengers and aviation will support 99 million jobs and $5.9 trillion in economic activity (a 122% increase on 2014 figures).

However, if growth were to slow by just 1%, the total number of jobs supported by the air transport sector (including air transport supported tourism) would be more than 10.5 million lower than the base forecasts and the contribution of the air transport sector to world GDP would be $690 billion (2014 prices) lower, with an additional $350 billion lost through lower tourism activity. ďƒź

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In co-operation with

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COPY THE BEFORE CORONA VIRUS

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FOR SALE

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ROTOR W AY 162 F A CIS

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35

FlightCom Magazine

COMAIR

CUTS JOBS For the first time in its 75 year history Comair is facing the prospect of making a loss.

Comair CEO Wrenelle Stander is cutting jobs.

T

HE impact of the Corona virus and the grounded Boeing Maxes has forced Comair into a radical restructuring which it says is an attempt to improve efficiency and financial sustainability.

The restructure includes retrenchments.

It is not yet clear how many jobs could be at stake. CEO Wrenelle Stander said in a statement that reducing staff was a decision taken with “great regret. We continue to pursue cost reduction measures across the group to mitigate the impact on our staff,” she said.

According to the statement, the restructure is necessary due to a tough economic climate and the “unprecedented crisis” facing the global industry due to the coronavirus pandemic.

Stander said the company’s results

for the first half of the 2020 financial year showed that, although its revenue grew at 3% during the six months, it could not sustain the additional costs of 14%. The cost increases resulted from some underperforming investments and significantly higher fleet and maintenance costs which severely impacted the company’s profitability. “While the decision to renew our fleet was the right one at the time, the pace of renewal in an under-performing economy placed a burden on operating costs and profitability. In 2019 alone we took delivery of five additional Boeing 737-800 leases, as well as a new Boeing 737 MAX 8 aircraft,” Stander said.

The world-wide grounding of the Boeing MAX 8 has also had a negative impact on the company. Furthermore, although the decision for the company to transfer from SAA Technical (SAAT) to Lufthansa

2 x 1/4 share available in a well run Proprietary Limited company.

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Technik Maintenance International (LTMI) is progressing according to plan, the airline will be paying for two maintenance providers until at least the end of June 2021.

Despite various efforts over the last few months to, among other things, preserve cash, maintain liquidity, divest from nonperforming acquisitions and aggressively reducing costs, Stander said more must be done, which meant the Section 189 retrenchment process could not be avoided.

Regarding the Covid-19 pandemic, Stander said the airline has been cancelling and combining flights in response to lower demand. “We will continue to adjust our operation to the rapidly evolving situation.

For the foreseeable future the primary focus will be on restructuring the balance sheet as well as cash preservation and to focus on the long-term sustainability of the organisation,” she concluded. 

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Composite Manufacturing

Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments

FAX NO

Interior

CODE TEL NO

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint

NAME OF AMO

RAND AIRPORT CONTINUED Emperor Aviation

(082)

497 1701

FLYONICS (Pty) Ltd

(082)

686 2374

michael@flyonics.co.za

Heli-Afrique cc

(011)

827 8632

086 503 1870

Placo (Pty) Ltd

(011) 827 9301

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086 508 6010

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086 613 9922 082 565 2330

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RICHARDS BAY Alton Aero Engineering

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SPRINGS AIRFIELD Legair Maintenance

WONDERBOOM AIRPORT - PRETORIA

208 Aviation Aerocore Aircraft Maintenance @ Work Pty Ltd Aircraft Maintenance International Adventure Air Aerotric Aero Engineering & Powerplant

Alpha One Aviation

AviSys Aviation Systems APCO Pty Ltd AVIA Instruments Avtech Aircraft Services Breytech Aviation cc

(083) (012) (012) (013) (012) (087) (012) (082) (083) (012) (082) (082) (012)

567 3500

Sport Plane Builders cc

(083)

361 3181

TAM Interiors

(083)

455 0215

Propeller Centre cc

(012)

567 1689

082 787 0415 543 2323

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NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd

+2341 295 5110

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JOHANNESBURG F Gomes Upholsters

(011)

614 2471

614 9806

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Comporob CC

(012)

940 4447

086 502 3689

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M&N Acoustics Services Pty (Ltd)

(012)

689 2007

086 211 469

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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227

FLIGHT SAFETY THROUGH MAINTENANCE

FlightCom Magazine

38

Hangarage

Export Docs & Clearing

Lodge Transfers

(armed)

Line Inspections

Security Based

Aircraft Leasing

Aerial Photography

Maintenance

Surveys

Aircraft Sales

Contracts

Safari Charters

Special Events

Helicopter

Freight

Long-Range

FAX NO

V.I.P

TEL NO

Biz-Jets

CODE

> 20 pax

NAME OF CHARTER

< 20 pax

CHARTER DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

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ExecuJet South Africa

(021)

934 5764

934 2087

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(021)

531 3162

531 4209

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Streamline Air Charter

(011)

395 1195/8

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(031)

564 6215

Avcon Jet Africa

(011)

312 5676

Pambele Aviation

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

ExecuJet South Africa

(011)

516 2300

659 2520

Majestic Air Charters

(018)

632 6477

Out of the Blue Air Safaris

(011)

701 2653

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DURBAN KZN Aviation

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(011)

395 4552

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(011)

395 9000

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Streamline Air Charter

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395 1195/8

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RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

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WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

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WONDERBOOM AIRPORT - PRETORIA Alpha One Aviation

(082)

301 9977

Aviation @ Work

(012)

567 3443

Flyjetstream Aviation

(012)

543 0060

Maverick Air Charters

(012)

Powered Flight Charters

(078)

39

FlightCom Magazine

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We are for the journey

BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

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

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

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

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

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za C. W. Price & Co www.flyingfrontiers.com AES (Cape Town) Aref Avionics Kelvin L. Price Erwin Erasmus Hannes Roodt 011 805 4720 Flying Unlimited Flight School (Pty) Ltd 082 494 3722 082 462 2724 cwp@cwprice.co.za Riaan Struwig erwin@aeroelectrical.co.za arefavionics@border.co.za www.cwprice.co.za 082 653 7504 / 086 770 8376 www.aeroelectrical.co.za

riaan@ppg.co.za Atlas Aviation Lubricants Dart Aeronautical www.ppg.co.za AES (Johannesburg) Steve Cloete Jaco Kelly Danie van Wyk 011 917 4220 011 827 8204 Foster Aero International 011 701 3200 Fax: 011 917 2100 dartaero@mweb.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa Dart Aircraft Electrical info@fosteraero.co.za Mathew Joubert www.fosteraero.co.za Aerocore ATNS 011 827 0371 Jacques Podde Percy Morokane Dartaircraftelectrical@gmail.com Gemair 082 565 2330 011 607 1234 www.dartaero.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com DJA Aviation Insurance andries@gemair.co.za

011 464 5550 Aero Engineering & PowerPlant Aviation Direct 0800Flying GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel mail@dja-aviation.co.za Richard Turner 012 543 0948 011 465 2669 www.dja-aviation.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za

www.aviationdirect.co.za Dynamic Propellers www.gib.co.za Aero Services (Pty) Ltd Andries Visser Chris Scott Avtech Aircraft Services 011 824 5057 Gryphon Flight Academy 011 395 3587 Riekert Stroh 082 445 4456 Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 andries@dynamicpropeller.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com www.dynamicpropellers.co.za info@gryphonflight.co.za

www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Eagle Aviation Helicopter Division Donald O’Connor Micky Joss Tamryn van Staden Guardian Air 011 701 3862 035 797 3610 082 657 6414 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za tamryn@eaglehelicopter.co.za 082 521 2394 www.aeronav.co.za

www.eaglehelicopter.co.za ops@guardianair.co.za Blackhawk Africa

www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Flight Academy

Clinton Carroll 083 514 8532 Mr D. J. Lubbe Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 557 6429 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero training@eagleflight.co.za 083 458 2172 www.aeronautical.co.za www.eagleflight.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School

Aerotric (Pty) Ltd Henk Kraaij Elite Aviation Academy Henley Air Richard Small 012 543 3050 Jacques Podde Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 565 2330 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za info@eliteaa.co.za andre@henleyair.co.za www.eliteaa.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Emperor Aviation Hover Dynamics 082 552 6467 043 736 6181 Paul Sankey Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 497 1701 / 011 824 5683 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za paul@emperoraviation.co.za info@hover.co.za

www.emperoraviation.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc

Jaco Pietersen 012 567 3139 Enstrom/MD Helicopters Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Andrew Widdall Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 011 397 6260 082 927 4031 / 086 528 4234 www.airfincorp.co.za aerosa@safomar.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.safomar.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje Opelo / Frik 083 485 2427 Era Flug Flight Training IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Pierre Le Riche Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 021 934 7431 08600 22 121 opelonke@aviationatwork.co.za info@era-flug.com sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.era-flug.com www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Execujet Africa Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za 011 516 2300 Gert van Niekerk gm@aminternational.co.za www.chemline.co.za enquiries@execujet.co.za 082 831 5032 www.execujet.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.iasafrica.co.za Wonderboom Sarel Schutte Federal Air Thomas Nel 021 934 9499 Nick Lloyd-Roberts International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 395 9000 Steve Wright admin@aminternational.co.za www.zscai.co.za shuttle@fedair.com 076 983 1089 (24 Hrs) www.fedair.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Ferry Flights int.inc.

011 394 5310 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 082 442 6239 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za ferryflights@ferry-flights.com 082 806 5193

www.ferry-flights.com aviation@lantic.net Airshift Aircraft Sales Capital Air www.investmentaircraft.com Eugene du Plessis Micaella Vinagre Fireblade Aviation 082 800 3094 011 827 0335 010 595 3920 Jabiru Aircraft eugene@airshift.co.za micaella@capitalairsa.com info@firebladeaviation.com Len Alford www.airshift.co.za www.capitalairsa.com www.firebladeaviation.com 044 876 9991 / 044 876 9993

info@jabiru.co.za Airvan Africa Century Avionics cc Flight Training College www.jabiru.co.za Patrick Hanly Carin van Zyl Cornell Morton 082 565 8864 011 701 3244 044 876 9055 Jim Davis Books airvan@border.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Jim Davis www.airvan.co.za www.centuryavionics.co.za www.flighttraining.co.za 072 188 6484

jim@border.co.za Algoa Flying Club Chemetall Flight Training Services www.jimdavis.co.za Sharon Mugridge Wayne Claassens Amanda Pearce

041 581 3274 011 914 2500 011 805 9015/6 Joc Air T/A The Propeller Shop info@algoafc.co.za wayne.claassens@basf.com amanda@fts.co.za Aiden O’Mahony www.algoafc.co.za www.chemetall.com www.fts.co.za 011 701 3114

jocprop@iafrica.com Alpha One Aviation Chem-Line Aviation & Celeste Products Fly Jetstream Aviation Opelo Steve Harris Henk Kraaij Kishugu Aviation 082 301 9977 011 452 2456 083 279 7853 +27 13 741 6400 on@alphaoneaviation.co.za sales@chemline.co.za charter@flyjetstream.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemline.co.za www.flyjetstream.co.za www.kishugu.com/kishugu-aviation



FlightCom Magazine

40

BACKPAGE DIR DIRECT ECTORY ORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

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

Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za

Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

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

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

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

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

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

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

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za

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

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

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

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

41

Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

FlightCom Magazine

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

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

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

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

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

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za