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GUY’S A380 OBITUARY
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Edition 281
CONTENTS COLUMNISTS SA FLYER
16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PILE OF LOGBOOKS 30 George Tonking - HELI OPS 34 SaraLima - HANGAR TALES 38 Johan Walden - A SLIM LOGBOOK 42 Barry Lewis - INSURANCE 44 Ray Watts - REGISTER REVIEW 50 Jim Davis - ACCIDENT REPORT 64 Chris Martinus - AOPA BRIEFING
54 4 March 2019 | www.saflyer.com
FLIGHTCOM
5 Mike Gough - Airline Ops 11 Hugh Pryor - Bush Pilot 29 Defence - Darren Olivier
Air Tractor AT802F Flightcom Page 15
Edition 281
CONTENTS FEATURES
68
SA FLYER
22 54 66 68 73
Letters To The Editor Flight Test - The B-N Islander
REGULARS
Red Bull 2019 Cape Speed Rally Lanseria International Airport Feature
FLIGHTCOM
15 The Air Tractor AT802F 25 News 27 OR Tambo Expanding 33 Armed Forces Day Spectacular 37 Flying for Wildlife
ARMED FORCES DAY Flightcom Page 33
10 Opening Shot 15 Quote of the Month 45 Flightsure Register Review 48 SV Aviation Fuel Table 47 Market Place FLIGHTCOM
14 GIB Events 26 Federal Airlines Charter Directory 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 45 Subscriptions 43 Aviation Directory
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Committed. Experienced. Passionate.
POSITION REPORT
S
OMETIMES we need
Frans Grotepass is a distinguished maxillo-
to remind our critics –
facial surgeon, yet as an ATPL qualified pilot
and ourselves – just
he has flown more than 800 sorties for the
how important general
Red Cross Air Mercy Service, flying aircraft
aviation is.
from a ponderous Aztec, through Citations common
to PC-12s. The other pilot to retire is Rene
challenge of perception
De Wet, a former Chief Executive of the huge
is that general aviation (GA) is often seen
Pick n Pay group, who after retiring from the
as a rich man’s hobby, and not as a serious
corporate world, went on to fly for AMS for
industry. This gives rise to the classic U$100
more than 25 years. Between these two pilots
hamburger – where ‘weekend warrior’ pilots
they have more than 60 years of service to
use their aircraft to fly to some remote place
people in dire straits – often being called out
for an airport quality burger and chips.
at any time of the day and night, from family
This perception is not helped by the wry
functions or warm beds, to fly to some dark
comment of a pilot friend of mine who said,
and distant destination – sometimes landing
“General aviation is a solution looking for a
on roads by the light of car headlights.
A
All three stories are wonderful examples
problem.” So I was thrilled to be reminded of the immense importance of
of Public-Private Partnerships. They show what can be done when
GA by three stories in this month’s edition. The first is the feature in
the resources and skills of the private sector are used to provide
FlightCom on Air Tractors. Working under Part 135 regulations for
essential services that the public sector, even in the best managed
non-scheduled operators , these pilots are doing vital, and all but
countries, is unable to provide.
irreplaceable work, bombing fires with their massive aircraft. It’s
The Red Cross AMS service is particularly impressive in this
no coincidence that the majority of the Air Tractor pilots are former
regard as the pilots provided their services as unpaid volunteers. The
SAAF fighter pilots. The combination of fixed wing fire bombers and
moment you let a government bureaucracy start interfering in that,
helicopters has saved countless billions of Rands in damage from
the ‘buggeration factor’ goes up exponentially, and pilots just take
fires that would otherwise rage out of control.
their headsets and leave.
The second story is to be found in George Tonkin’s column on
Guy Leitch
helicopter operations. He describes how the private security company he works for often teams its helicopters up with the SA Police to track and hunt down criminals from the air, in this case, busting a truck hijacking ring. Again, a wonderful example of how useful GA can be.
EDITOR & PUBLISHER
The third story arises from the retirement of two pilots from the
guy@saflyermag.co.za
AMS rescue service based at Cape Town International Airport. Prof
SALES MANAGER Wayne Wilson wayne@saflyermag.co.za +27 72 900 2023 TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za DEPUTY EDITOR Owen Heckrath owen@saflyermag.co.za
8 March 2019 | www.saflyer.com
TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463
OFFICE: 8 Victory Way, Simon's Town, Cape Town, 7975 PO Box 71052, Bryanston, 2021, South Africa Distribution
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.
Important
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 2019. 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.
Serious about flying
OPENING SHOT
C
APE based aviation photog supremo Justin de Reuck took advantage of the Armed Forces night shoot display held in Cape Town recently to capture this spectacular image of ‘angel’s wings’ with flares being discharged from a SAAF Oryx over Muizenberg beach. What is particularly remarkable is that Justin managed to capture the action despite it being long after the sun had set. Justin cranked up the ISO to 800 and so was able to use his Canon 1D Mk-IV at 125th second at f11 on his 300 mm prime lens.
10 March 2019 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za or owen@saflyermag.co.za
11 www.saflyer.com | March 2019
The Continental GT. Be Extraordinary.
Discover unmatched design, craftsmanship and technology at BentleyMotors.com/Continental. Contact Bentley Johannesburg on 010 020 4000 or Bentley Cape Town on 021 000 2100. The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2019 Bentley Motors Limited.
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Quote of the month: When discussing firebombing , Air Tractor firebomber pilot and former SAAF Cheetah pilot Koos Kieck said;
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“I drop my load, take all my rivets and go.”
www.superiorair.co.za 15 www.saflyer.com | March 2019
ATTITUDE FOR ALTITUDE GUY LEITCH
OBITUARY
THE AIRBUS A380 On 14 February 2019, Airbus CEO Tom Enders finally killed off the company’s biggest white elephant – the Airbus A380.
B
Y
now
possibly
1000
obituaries have been written
vast growth on the low cost carriers (LCCs)
the plane. Airbus’s full length double decker
which offer P2P flights.
was designed for passengers only and was
about the passing of the
But size matters and Boeing had
never intended to have a cargo door, so
A380. But it is an event so
its Jumbo. So Airbus wanted to build a
redundant A380s cannot be converted to
significant that I too must add
bigger 747 – the A380 ‘Superjumbo’. And
freighters as can 747s.
my 2 cents worth.
then Airbus made another fundamental
In retrospect, the Airbus A380 was
Few in the airline industry are immune
a toxic blend of national pride and a fundamental misunderstanding of how air
The ship that was built specially to transport A380 components.
transport is evolving. With 20/20 hindsight it’s easy to see how Airbus got it wrong. The writing was on the wall from as early as the 1984 with the introduction the Boeing 767-200ER which was approved for Extended Twin Operations (ETOPS) flying and so was the first genuine over-the-ocean
twin-engine
airliner.
Suddenly the tri-jets and quads were no longer needed for long over water sectors.
debate was emerging. Boeing bet on the convenience of P2P, whereas Airbus bet
FleetMon
At the same time, the hub and spoke (H&S) vs Point to Point (P2P) airline network
mistake. As we noted in February with our
to the allure of huge aeroplanes. Airbus was
celebration of the 747’s 50th birthday, the
suffering from FOMO (the fear of missing
747 designers, under the leadership of Joe
out). The reincarnation of the Boeing 747 as
for airports such as Heathrow and JFK
Sutter, had resisted pressure from Pan Am’s
the 747-400, with new engines and wings
to
aircraft
Juan Trippe to make the 747 a full double-
and just a two-crew cockpit had been a
movements to cater for the expected growth
decker. Instead they made it with the cockpit
major advance for the Americans. It had
in traffic. The solution was bigger planes to
above the fuselage, endowing it with a
extended the huge commercial success of
move more people with the same number of
key advantage in that the 747 can have a
the 747 by another 20 years and probably
flights. Sounds logical. Except that Airbus
freighter version with a fully opening front
contributed to Airbus deciding that there was
(and Boeing) were caught by surprise by the
section; so you can drive a small tank into
still room in the market for the ‘quads’.
on the H&S model. The problem with the H&S model is that the hubs were becoming congested
and
substantially
it
seemed
increase
impossible
their
16 March 2019 | www.saflyer.com
COLUMNS
Convoi Exceptionnel - required buildings to be trimmed.
But it was the 1995 introduction of the Boeing 777 that was the death knell of the
400 and so did not pay enough attention to
which someone described as a ‘bit of a lark
the real market changer, the 777.
really’.
big quads – and again Airbus missed (or
It was the 777 that showed that big
By 2010, what with funny orders and the
chose to ignore) the cue. And, in another
twins could beat quads in long haul flying,
growth of hubs in the Middle East, there was
unanticipated development, the argument
and as Delta has shown, even for hot and
still hope for the A380. There was talk of a
that the A380 would be needed to ease hub
high airports such as OR Tambo. Meanwhile
stretched version and then a new engine
congestion tuned out to be a fallacy. In fact,
Airbus persevered with quads in the form of
option (Neo) version.
the opposite happened – the airports found
the disastrous A340. Airbus induced Virgin
The A380-800 was supposed to have
that it actually added to congestion, because
(and SAA) to buy A340-600s. When Virgin
been a baseline aircraft. To me it always
of the need for so many feeder flights to fill it.
realised their mistake they put on their best
looked a bit stubby, compounded by
But the A380 was not all a bad news
spin by writing; “Four engines – for the long
large a tail. And the -800’s wings had been
haul” on their obsolete quads.
designed for the -900, which is why they are
story. The one great achievement of the A380 is as the cornerstone of the European
too
Regardless, in December 2000, Airbus
too large and heavy for the smaller model,
into
committed to the A380 programme. The
and are part of its weight problem. This
what became the giant Airbus group.
logistics challenges were huge – they had to
was confirmed when it was revealed that
The German, French, British and other
have special ships built to move the wings
a stretched A380-900 was going to be the
component builders discovered such a
from Wales and the fuselage from Hamburg
definitive model as airlines up-gauged.
large project could not be pursued with a
to the Toulouse assembly plant. They even
In the final analysis the A380 was
fragmented industry, so they amalgamated
had to widen village streets to get the huge
simply unable to compete with the newer
and partnered. The political, industrial, and
fuselage barrels to Toulouse.
180-minute plus ETOPS approved Twins,
aerospace
industry’s
consolidation
yes, even the emotional aspects of the A380
The A380 programme was formally
should not be underestimated. For European
launched with firm orders for just 50 aircraft,
especially
engines. And so Airbus found itself under
those
with
new
generation
aviation it was a big step out from under the
from Virgin, Qantas, Air France, the IFLC,
immense pressure from Emirates, as the
shadow of the Americans.
Singapore and Emirates. Having to cancel it
biggest A380 customer, to further invest
In the 1990s the European airliner
just 12 years after it first flew, shows how far
in the A380 by developing a NEO version.
builders had become obsessed with the 747.
Airbus miscalculated the demand. Instead
However, the -800’s excessively large wings,
The Europeans believed that it generated
of the 1,500 orders Airbus expected over
heavier than needed aircraft structure and
huge profits for Boeing that enabled it to
20 years, just 313 materialised. But it was
the large tail (which could have been made
aggressively market other weaker products
sexy and important to the entire European
smaller for the stretched -900), would have
in its stable, such as the 737, against similar
aerospace industry. So there were some
required so much change for a NEO version
Airbus products. But the Europeans missed
very strange orders nurtured to bolster the
to be done right, that the project was a non-
a key insight - that the 747 was already
sales numbers – one of the more remarkable
starter.
yesterday’s
sinking
being the three ordered by tiny Reunion
Not only were orders from new operators
multiple billions into trying to outdo the 747-
Island based airline Air Austral, an order
for a -900 or a NEO version sparse, but
hero.
Europe
was
17 www.saflyer.com | March 2019
LEFT: The A380-800 looked short and fat because it was supposed be a short version of the -900, which was never built.
Emirates ordered 50 more A380s at the 2013 Dubai Airshow. The coup de grace would almost certainly have come much Airbus
sooner without that order. The current Airbus CEO, Tom Enders, was never a big fan of the A380. But his words from that fateful day in February this existing A380 customers showed little
when they turn ten years old, five years from
enthusiasm for enlarging their fleets. In fact,
now. China Southern Airlines is apparently
quite the opposite happened. Air France
unhappy with the aircraft, which it considers
and Lufthansa took fewer aircraft than their
to be too large for its Guangzhou hub.
original commitments. Qantas took only 12
Malaysia Airlines has been looking for better
from an order of 20. And retirements have
ways to use its A380s and appears to be
been accelerated. Singapore Airlines added
focusing on a Haj pilgrim charter operation.
an order for five A380s beyond the 19 it
The erosion of the already slender order
bought initially, but it has already retired six,
book continues.
two are already being scrapped. Even Air
Given its reported US$25 billion sunk
France has said it will reduce its A380 fleet,
capital costs, and the prestige of the A380,
and Qatar Airways CEO Akbar Al Baker
Airbus tried numerous times to rescue the
announced the airline will retire its ten A380s
programme, and it almost succeeded when
year make a good epitaph: “The A380 is not only an outstanding engineering and industrial achievement. Passengers all over the world love to fly on this great aircraft. Hence today’s announcement is painful for us and the A380 communities worldwide. But, keep in mind that A380s will still roam the skies for many years to come, and Airbus will of course continue to fully support the A380 operators.”
j
guy@saflyermag.co.za
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18 March 2019 | www.saflyer.com
LEADING EDGE PETER GARRISON
NOTHING CAN
GO WRONG High-frequency (HF) radio, used for beyond-the-horizon communication prior to the introduction of satellite relays, was subject to the whims of various ill-natured atmospheric elves and goblins; but when it was good it was very, very good, with the clarity and nuance of a fine telephone connection. or perversity, had failed to provide it with the
The Melmoth was, as homebuilts went at the time, a pretty ambitious design.
most fundamental requirement of a longrange aeroplane: a large wingspan. It made up for its bumblebee-like proportions by carrying 155 gallons of fuel in wet wings and tip tanks. The first time it flew fully loaded was when Nancy and I took off from Gander, Newfoundland, bound for Ireland, and immediately disappeared into
S
a 100-foot overcast. I seem to have had a great deal of confidence in my calculations. O it is that I can still hear
before spoken, and would in all likelihood
It was on July 3, 1976, that we left
in my mind’s ear, though
never again speak to an aeroplane arriving
Anchorage for Cold Bay, Alaska, which was
it was over 40 years ago,
from America which was so scantily provided
to be our jumping-off place for Japan. We
the coaxing tone, as if the
with fuel.
arrived at Cold Bay late in the afternoon,
speaker were addressing
It was an unusual place to be, and in
intending to stay the night. I must not have
an uncomprehending child,
retrospect I am a little surprised that I did not
been paying much attention to the weather,
of that friendly airline pilot’s voice: “No, fifty,
feel more hesitation about crossing first the
because when I checked it in Cold Bay, I was
not fifty thousand. Three hundred pounds.
Caribbean in 1974, then the Atlantic in 1975
taken aback to learn that a typhoon in mid-
and now the Pacific Ocean, in an aeroplane
Pacific was moving northward and would
that I had designed and built through home
reach the Aleutians the next day, bringing a
study and guesswork and that had first flown
stretch of rain, wind and low ceilings with it.
He is a very small aeroplane.” Very small indeed: a 23-foot wing carrying Nancy and me and a couple of suitcases over the North Pacific. We were on an IFR flight plan, and every hour we would make a position report — an empty ritual in reality, since for most of the trip, in those pre-GPS days, our navigational equipment was limited to a compass and a clock. A Tokyo controller had inquired about our fuel state, and on hearing my reply of “fifty gallons remaining,” he had confirmed with “fifty thousand pounds.” Somewhere
Obviously, we had to get out of there
late in 1973. Nancy’s
ahead of the storm, which, as long as it
consenting to participate in these grandiose
remained south of us, would provide a
and reckless adventures, since she had
welcome and unexpected tailwind. We had a
no liking for aeroplanes, large or small,
hard time getting fuel — the airport personnel
nor the slightest love of flight; but people
had already repaired to the local saloon to
are full of contradictions. That aeroplane,
begin their bicentennial observances — but
Melmoth, was an all metal, retractable-
finally, at about 9:30 in the bright midsummer
gear two-seater with a naturally aspirated
evening, we climbed out of Cold Bay and
210 hp Continental and a constant-speed
turned westward along the Aleutian chain.
Even
more
puzzling
was
prop. I had built it between 1968 and 1973
My plan was to follow the islands out to
high above us in the darkness — it was inky
in a series of southern California backyards,
the Air Force base at Shemya, and then to
night and had been for many hours — an
and it was, as homebuilts went at the time,
use the Shemya VOR to set up a course that
eavesdropping airline pilot understood that
a pretty ambitious design. I had intended it
would keep us well clear of Soviet airspace.
the young Japanese controller had never
to go long distances but, through ignorance
This was before the Soviets had shot down a
20 March 2019 | www.saflyer.com
COLUMNS Made up for its bumblebee-like proportions by carrying 155 gallons of fuel in wet wings and tip tanks.
and irregularly terraced, slipped beneath us. It had been my intention to land at Kushiro, a city on the eastern shore of the island, but because it was early in the morning the airport was closed, and the Tokyo controller had ordered us to proceed to Chitose, the airport of Sapporo, 40 minutes farther south. We landed at last, 14 hours and 45 minutes after taking off, having covered some
2,450
nautical
miles.
The
first
homebuilt aeroplane, as far as I know, ever to fly nonstop from the United States to Japan. Twenty-three gallons remained in the tanks. I reflected upon the friendly fates that Korean airliner; but though it was peacetime
myself awake by singing and by digging my
and I would not have imagined such a rash
fingernails into my palms. The NDBs along
and heartless act even possible, I had been
the Siberian coast were very weak, and
advised to give Kamchatka a wide berth.
besides, they operated on alternate days; in
Avoiding the Soviet Union meant flying several hundred miles offshore and then,
any case, I do not recall picking up a single reliable signal.
at some moment determined by dead
Only once did I locate a broadcast
reckoning, since we would be out of range
station, and I gratefully drank in a faint
of shore-based beacons, turning westward
Chopin nocturne until it, like everything else,
toward Japan.
was swallowed by distance and darkness.
Darkness fell after we had been in the
Little navigation was required, because it
air an hour or two, but not before we had
happened that the required heading changes
discerned, high in the sky to the south, the
coincided quite closely with the changes in
vast, curved and oddly distinct rim of the
magnetic variation, so that the same heading
typhoon. We cruised at 8,000 feet at 65
served from Shemya to Japan.
percent of power, using around 9 gallons an
At some unknown moment during that
hour; thanks to the tailwind, we made about
night, we crossed the International Date
170 knots over the ground. This was not the
Line. I like to think that it was at midnight. In
best-range cruising speed, by any means;
any case, it was now July 5. The Fourth of
an optimal technique would have required
July, 1976, had dropped unnoticed from our
cruising at around 45 to 50 percent of power
lives. Dawn finally came. Mottled, metallic,
at the start, and progressively slowing
the vast Pacific stretched to all horizons, a
down as the aeroplane grew lighter. But the
sight that might have been terrifying under
tailwind, which would remain with us for the
other circumstances but that now, after
entire trip, gave me the confidence to trade
so much darkness, brought me a strange
fuel for a little extra speed.
solace. Clouds to our right hinted at land
Having spent the previous week in
somewhere over there, perhaps the Kuril
Alaska and marvelled at the four-hour
Islands. The old mariners descried the
nights, I had imagined when we left Cold
nearness of land in the flights of gulls, the
Bay that the darkness would not last long;
colour of water and the inventory of flotsam;
but I had not reckoned with our westward
for us, it was the brownish tint of the air that
progress across half a dozen closely spaced
heralded our approach to a great industrial
time zones. The night, starless and opaque,
nation. Then a ship appeared at the apex of
unrelieved by a single light on the surface of
a glittering wedge of sea-sillion, its heading
the ocean, lasted 10 hours, during most of
identical to ours.
which Nancy slept.
had suspended the prevailing westerlies for our benefit and had provided, instead, a gentle carousel ride on the rim of a gigantic storm. Suppose, though, that instead of 10 knots from behind we had had 10 knots on our nose. We would have taken two hours more, and landed with but five gallons. On the other hand, Kushiro might have been open by then. But suppose it had been 15 knots. … I had thought — or rather fantasized — about all that. My grandfather, who was Armenian, had taught me some Russian, and I had taken more in college. I had imagined running low on fuel and diverting into Siberia, landing, rolling to a halt, opening the windows to a brisk, pine-scented breeze. Several young soldiers with machine guns approach us with the bold gait of people in authority who are uncertain of what to do next. Having travelled in Central America, I have been approached by young men with machine guns before, and am unfazed. “Zdrastvytse,” I say disarmingly. “Myi amerikanski. Kak vyi pozhyvayetse? — Hello. We’re Americans. How are you?” A Russian-speaking American, a pretty young woman, an unusual aeroplane — how could there be any trouble?
j
When my advancing pencil line, the
Alone in a world reduced to the roar of
deceptively confident-looking outcome of 10
the engine, the hiss of air and the glow of
hours of guesswork, finally attained a point
instruments, I pencilled our glacial progress
southeast of the last Soviet-held island, I
upon an oceanic planning chart, hunted
turned right 30 degrees; and after another
for radio signals with the ADF and kept
45 minutes the coast of Hokkaido, green
The storm would provide a welcome and unexpected tailwind.
21 www.saflyer.com | March 2019
LETTERS
TO THE EDITOR
SAA FLIGHT OPS LEADERSHIP I’ve recently read your best and worst of 2018 in the January edition and wanted to thank you for calling it as it is at SAA.
court case agreed with the regulator further reinforces this notion.
SUBSCRIBER RATES TO KENYA For many years I was able to purchase SA
So the question arises: What are the
Flyer off the shelf at bookstore/supermarket
non-conformities that the regulator picked up
magazine outlets in Nairobi, but that has
The lack of leadership at Flight Ops and
at CemAir? I am a total outsider to the issue
ceased thanks to ‘vested interests’ at a high
the appointment of some very questionable
but could not pick up the reasons why the
political level. Foreign publications are now
characters into the management pilot
regulator has done so. It’s no good to argue
only available sporadically, usually months
positions has got me completely baffled.
about the validity of the grounding without
past ‘sell-by’ date, and at a most extortionate
I don’t know how Jarana honestly
looking at the facts. Let’s get the facts on the
cost, indicating that a direct Subscription is
expects to turn the airline around when
table and we can judge from there. Then we
the only way forward.
they appoint the worst of the worst into key
all can learn from it.
positions. The London incident [an SAA
Among
many
aviation
publications
So, do they comply or don’t they comply?
published in R.S.A. SA Flyer stands out as
co-pilot who failed breathalyser tests] was
I absolutely love your magazine. The
being the best ‘all-rounder’ and to which I
a complete farce that turned into a racial
articles are from a wide variety of subjects
should like to subscribe. Additionally, your
issue, when in fact it was an irresponsible
and therefore make for good reading.
contributing columnist Hugh Pryor is an old
pilot not taking responsibility for his actions.
Theunis Snyman
He is an embarrassment to the airline and the profession.
since we cut our teeth together at raw bushGUY REPLIES
Thank you for calling a spade a spade.
Thank you for the kind words, Theunis.
Extremely concerned
The issues re the grounding of CemAir are very complex - and at times can even
CEMAIR GROUNDING I am a regular reader of SA Flyer magazine and also a subscriber. I read the magazine from cover to cover.
Thank you for your compliments and
interested in is whether a failure to comply
SA Flyer mail delivery to get to Kenya - but
with paperwork compliance is a safety issue
I’m sure it’s worth waiting for! Alternatively
- or just a compliance issue. There are many
you could subscribe to our digital edition? It’s
other similar issues.
cheaper and quicker!
I have emailed you the CemAir ‘Heads enough to persuade the judge this time. So
to the CAA and sometimes to the SACAA. Is
CemAir have closed down. I consider the
it the same thing or two separate entities?
death of an airline and loss of jobs and air
2. I have read with interest about
connectivity a large loss. I like to believe that
the partial grounding of CemAir during
the CAA and CemAir could have resolved
December and later grounding of the whole
these issues amicably. But many others
operation in January. This is indeed sad but
believe that the CAA gave CemAir more
one thing worries me. I cannot believe that
than enough opportunities to fix things.
March 2019 | www.saflyer.com
GUY REPLIES your enquiry. It takes about 6 weeks for the
of Argument’ for your info - but it wasn’t
22
Ian G. Gregory
critical or not. One of the debates I am
1. In the magazine you sometimes refer
good reason. The fact that the judge in the
flying 45 years ago.
be subjective as to whether an item is safety
I have two questions to ask:
the SACAA will ground an operator without
friend of mine whose articles I greatly enjoy,
Yes the SACAA and the CAA are one and the same body.
Tell us what's on your mind:
guy@saflyermag.co.za
February edition of the SA Flyer. IN SEARCH OF SAA CREW 1946 –
I hereby confirm that that I did not send
an Anaesthetist who also did the degree in Aerospace Medicine:
you this letter, that it was not written by me
1979 If you were a flight deck or cabin
and is not an edited version of any other
Dr Chris Blunden
crew member who flew with South African
document written by me. The signature block
President: Southern African Aerospace
Airways in the period 1946-1979, I would be
beneath the letter is one that I use for a
Medical Association, and
interested to hear from you. I am currently
news-letter, ‘Aerospace Medicine Division
Head: Aerospace Medicine Division
sourcing photographic and other material for
News Snippets’ that I send out monthly to
School of Health Systems and Public
a book which I am busy writing.
those interested in this field.
Health
Should any SAA crew members from
Dr Chris Blunden
Faculty of Health Sciences
that time be able to contribute towards
University of Pretoria
this project, I would be most grateful. The
e-mail: chris.blunden@up.ac.za
aircraft types in question (during the period 1950-1968/69) would include the Lockheed
THE FULL LETTER FROM DR MARAIS:
Constellation L749A, the Douglas DC4
IGNORANCE ABOUT MEDICALS
This is all just for a bit of background.
Skymaster, the Douglas DC3 Dakota, the
I have been thinking that there is a lot of
The question is what do we do about the
Douglas DC7B, the Vickers Viscount 813, the
ignorance among pilots concerning aviation
problems that the pilots have with DAMEs
Boeing 707-344, the Boeing 727-44 and the
medicine and doctors concerning aviation.
and Assessors that fail them?
Boeing 737-244, as well as the aircraft types
What should we do about it?
For example this hearing test in a Boeing
operated during the later period (1971-1977)
IAM is now virtually out of the picture
Sim. This IS NOT a requirement under the
which included the Boeing 747-244, the
and CAA’s medical department under the
CATs & CARs. If asked for it, pilots should get
Boeing 747SP-44 and the Airbus A300B2K/
leadership of Dr Lesego Bogatsu controls
a report from an ENT specialist and demand
B4/C4.
all medicals. They have bought a German
under what Schedule in Part 67 of CATs it is
In addition to the technical aspects
system EMPIC so that everything is now
required.
involved, I would also be interested in the
online when a pilot does his medical and a
Pilots must read Part 67 of the CATs and
way flight deck and cabin crew seniority was
certificate of fitness is printed out, but the
pay specific attention to the requirements for
structured at the time and the various routes
doctor still has to give the pilot the white and
the Class of medical that applies to them.
that were operated, including the pattern of
yellow written certificate. The white one for
They must not be afraid of CAA they must
layovers or slipping that existed in the 1940’s
his Licence and the yellow one he sends to
question them. Write to Chris Blunden who
through to the 1970’s.
CAA licencing.
is currently President of SAAsMA and ask
There are two types of DAMEs (note
his advice and to take it up with CAA. Pilots
(dewilzema@parktownboys.com) or write to
You
may
contact
me
via
DAME not AME as in the mag.) One has
should become involved with SAAsMA. It is
me at PO Box 72487, Parkview, 2122 if you
done two week course at IAM and the
not only for doctors but pilots also.
have any items of interest which you would
other has done a 2 year course at Pretoria
How do we get DAMES to get involved
like to share.
University. Of the doctors on your AME listing
in Aviation? That is a bigger problem. Most
the only two that I know for sure who have
of them have a passion for what they do. (At
done the degree course are myself and Dr
least I hope so.) Doctors are a strange breed
Ken Ingham. As far as I am aware, the only
of animal. Most have a very special love for
Assessor at the medical dept of the CAA who
their fellow man and some believe that when
has done the degree course is dr. Bernice
they sit down the sun stops shinning.
André de Wilzem
CORRECTION In the February letters page, we
Mashupa, the others have only done the two
I would like to request that you ask an
published a letter by Dr Eugene Marais,
week course. They may be good doctors,
Airline or fuel company to subsidise a free
headed ‘Ignorance About Medicals’. In his
but I do not think that they know much about
copy of SA Flyer for each CAA Dr personally
letter Dr Marais made reference to Dr Chris
General Aviation or the difference between
for X number of issues. Maybe if they even
Blunden and provided his contact details.
a rudder and an aileron.
To my surprise
just glance through them and see some-
Unfortunately the letter we published ended
(read disgust) a DAME who has been doing
one like “Midnight” flying Gripons they will
with these contact details and not with Dr
medicals for many years told me with pride, “I
start to read and get interested in Aviation.
Marais signature and it therefore appears
know nothing about aviation, I am a doctor.”
Unfortunately I think that the majority are only
that the letter was written by Dr Blunden and
There are however many DAMES who are
doing it for the money.
not Dr Marais.
pilots, one who has the degree in Aerospace
It has been a long time since I was on
We apologize for the omission of Dr
Medicine is actually now flying for MANGO.
Avcom, but maybe Ray can ask the pilots
Marais’ signature and publish the following
Dr Ken Ingham joined the SAAF in the
on Avcom for input and tell them to read the
letter from Dr Blunden:
1960’s and retired as Surgeon General of
CATs Part 67.
Hi Guy
the SANDF ad has a passion for Aerospace
You have a great team at SA Flyer, and
I have been made aware of a letter,
medicine. To my knowledge only 70 doctors
I am sure that with a brain storming session
‘‘Ignorance About Medicals’ with my signature
to date have done the degree course. The
you will get many ideas.
block beneath it that was published in the
course is run by Dr Chris Blunden who is
Eugene Marais
23 www.saflyer.com | March 2019
PLAIN TALK JIM DAVIS
DO PILOTS NEED
TIES?
Editor’s note: Jim Davis is taking a well-deserved break from trawling through his pile of Logbooks. But we are not giving him time off. Instead he is redirecting his vast experience for the benefit of newcomers to flying – and those still thinking about aviation as a career.
It’s traditional for pilots to be well dressed on duty, but shouldn’t this be changing in the age of the laid-back and informal Millennial Generation?
W
HEN you see a
a temporary lull in their concentration – a
office and the hangar in the manner of one
group of people in
plane taking off or landing. It wouldn’t be
who isn’t at peace with the world.
a
spot,
cool for a member of the group to talk while
We didn’t know what caused this
with their hands in
some random pilot is in the act of starting or
Inspector to pace, but he had the air of one
their pockets lazily
ending a flight.
suffering from a time-related problem. After
desolate
kicking stones, you may be confident they’re
There’s possibly only one other thing
a while, a new player hove into view in a
not dentists, clergymen or truck drivers. No
that might cause a distraction – a smartly
yellow VW Golf that appeared to have spent
– these people are off-duty pilots.
dressed CAA Inspector pacing nearby.
most of its life on a beach.
They have no uniform to identify them.
And so it was, one peaceful spring
A scrawny youth emerged, banged
They do this anywhere, and in any weather.
morning in George, that we were forced to
the door shut and strode towards the flight school. Suddenly he stopped mid-stride, scratched his ass, did a 180 and returned to
They were sitting up straight, paying attention, asking intelligent questions and taking notes.
the car to retrieve his headset with dangling cables. He banged the door again and it this time it bounced open. He shrugged and headed for the office. The new arrival was not an impressive member of the human race. The description ‘Pig-Pen’ came to mind. I reckon a passing swarm of flies would be delighted to land upon this individual. Pig-Pen was, of course, the subject of the CAA Flying Inspector’s frustration. Not only was he an eyesore, but he was a late eyesore, and appeared to be ill-prepared for his upcoming encounter with the official. The two of them disappeared into the office.
Freezing drizzle, desert heat and swirling
interrupt a particularly gripping discussion
dust all go unnoticed. They are engrossed
on tyre creep by exactly such an event. The
in flying talk, and the world passes them by.
Inspector appeared from the offices of a
There are only two things that will cause
flight school and began to pace between the
24 March 2019 | www.saflyer.com
We, the onlookers, lost interest in this little scene and returned to the fascinating subject of tyre creep. We were thus only vaguely aware of the events that occupied the other two aviators. The opening of hangar
PLAIN TALK
doors, pulling out a Cessna 172, pre-flighting
of two thousand for a candidate who passed.
strongly suggests that a person who
and windscreen cleaning, all happened
This figure was the result of a lot of pencil
looks like a tramp is unlikely to be a great
vaguely in the background. Finally, the plane
smudges, rubbing out and finger counting.
performer in the cockpit. If it looks like a
disappeared down the taxiway, towards the holding point of Runway 11. Subconsciously,
we
often
amused
duck and walks like a duck…
ourselves by trying to predict the final score
The exception to (dis)prove the rule
have
based on the applicant’s ground handling
is my mate Neville Austin. One of the best
alone. It would usually be somewhere
pilots and instructors I have ever met, and
happened. After a short absence, the
between twelve hundred and eighteen
undoubtedly the scruffiest.
Cessna reappeared, parked in front of the
hundred. The idea was to pencil the
So who are the people learning to fly
hangar and the occupants headed towards
predicted mark on the back of the form
today? Most of them are Millennials, or
the offices in line astern.
before getting takeoff clearance. We quickly
Generation Y (born between 1985 and
found that these predictions were spot on.
1997). They are a very different generation
had
no
way
of
must
takeoff,
been waiting for the takeoff, but it never
We
we
Before
telling
what
unpleasantries were exchanged between
Pre-flight behaviour and ground handling
from that of their testing officers. Wiki tells
the two crew members during their short
are an amazingly accurate predictor of how
me this generation has some real gripes
excursion, but it seemed probable that
an applicant will perform in the air.
about the world their parents constructed. I
Pig-Pen had failed his flight test without even
being
invited
The flight test forms have long since
can’t disagree with them. In many ways, we
to
demonstrate his prowess aloft. This was confirmed shortly. None
of
us
was
surprised. The Inspector was there on time. He was wearing a tie, his shoes were shiny and all the bits in between were reasonably
smart.
The
candidate, on the other hand … well, you’ve got the picture. Now,
you
may
be
starting to think, “That’s not fair. You can’t judge a book by its cover.” But had you been in possession
In shades walking out to an exec jet.
of all the facts, you might reserve
judgement
on
the matter. We gathered that Pig-Pen’s
changed. We now have to tick boxes
have indeed left much of the world in a pretty
pre-flight, pre-start, radio procedures and
reflecting such things as whether the student
sorry state.
engine handling were pretty much what one
is ‘competent’, or ‘not yet competent’.
would expect from a pilot with his attitude.
(Vomit). This implies that even the most
demanding and disrespectful. This may be
Some
see
Millennials
as
sulky,
Let me explain why poor performance
horrendous applicant has the potential to
so, but they also have a hell of a lot going
on the ground would make it a waste of
one day fly my family around. This ludicrous
for
everyone’s time and money for the flight to
PC-ness is apparently necessary because
Maciantowicz points out that they’re strong
have got airborne.
we
on openness, courage, and pride in honest
The old flight test forms were a
shouldn’t
offend
people
who
are
dangerous in aeroplanes.
them.
Aviation
psychologist
Oliwia
achievements. She adds that they are
mathematician’s nightmare. We had to
Back to the point. Regardless of the
“intelligent, flexible when facing difficulties,
give each aspect of every exercise a mark
marking system, the principle remains the
resistant to daily hardships, and full of a
out of ten. We then multiplied this mark
same. If you can’t get to the holding point
positive attitude toward the unknown.”
by a loading factor and added the answer
without making a monstrous botch-up, you
Maciantowicz reckons they may not always
to the products of the other aspects of the
can’t fly safely and are not yet ready to be
be strong on quality and accuracy, but
same exercise. We then underlined these
tested.
there’s nothing like a haircut and a bit of
products and added them all together. As I
Now we know there was no direct link
sprucing up to fix this. She also noted that
remember, the total number of points at the
between Pig-Pen’s appearance and his
Gen Ys tend to promote themselves, rather
end of a flight test was usually in the vicinity
piloting ability. But anecdotal evidence
than the team. But again, evidence suggests
26 March 2019 | www.saflyer.com
COLUMNS
that a uniform would help make them team
The researchers found that wearing formal
time we will be looking at…”. No student
players.
business
increased
has ever heard the end of that sentence. It’s
As shown by Pig-Pen, Maciantowicz
abstract thinking – an important aspect
invariably drowned out by everyone packing
says that Millennials handle test situations in
of long-term planning. The experiments
up, pushing their chairs back and breaking
a much more relaxed fashion than previous
suggest the effect is related to feelings of
into clamorous conversation.
generations of pilots. This often means they
power.
are able to perform well, but I suspect that Pig-Pen was just way too laid-back.
clothes
apparently
As
the
thunderstorm
lecture
was
In another study, students not wearing
going through this chaotic phase, I moved
white lab coats made twice as many
downstairs and onto the stage. It took a while
In the past it was simple: ties were not
mistakes on an attention-demanding task as
for the congregation to realize that the chief
required for chefs, ditch diggers, street
those wearing lab coats. This would be very
priest required their attention, but eventually,
musicians and crop sprayers, but pretty
significant in a cockpit.
the chatter faded to an uneasy silence.
much everyone else wore them. The advent
Confucius said:
Tell me and I will forget, Show me and I may remember, Involve me and I will understand.
At 43 Air School, we used to allow the
“I have good news for you lot. From now
com students to attend ground school in
on, you are not only going to learn the ground
their civvies. I remember sneaking upstairs
school subjects towards your commercial
into the projection room at the back of the
pilot licences, you are also going to learn
lecture hall because I wanted to see how
how to look like commercial pilots.” I had
a new lecturer was performing. It didn’t
grabbed their attention. “You’re going to
take long to realise that he was doing an
wear your uniforms in ground school. White
excellent job, but I wasn’t prepared for what I
shirts with stripes, dark blue pants and
When you dress for success, you feel and behave like a professional.
of computers seems to have marked a turning point in all that. The more you understand about megabytes and motherboards, the less you need to wear a tie. We’re now in a world where a newly minted techno-person can turn up for an IT job interview in flops, dreads and a memory stick necklace. But by the same token, disciplinebased careers, like being an army person, a policeman or pilot, are still associated
saw amongst the 20-odd students.
with dress codes. Artfully torn jeans and
Most sprawled in their chairs with their
piercings are for creatives. And creativity is
legs stretched out. Some had their arms
not compatible with cockpit checklists.
polished black leather shoes.” Jaws dropped and they looked at me in disbelief.
dangling, other’s heads lolled to one side.
A week later, I again spied on them from
Convention dictates that if you want to
Another group favoured clasping their hands
the projection room and looked down at a
be respected as a professional, you need
behind their heads. The overall impression
very different scene. They were sitting up
to dress and behave accordingly (IT-ists
was of a bunch of beach bums watching a
straight, paying attention, asking intelligent
excluded).
boring movie.
questions and taking notes. Best of all, when
But does it work the other way round? If
I might have forgiven them if the lecture
one smartens up and dresses well, does one
was boring, but they were learning about
perform better? Evidence from a number
thunderstorms, and the subject could hardly
Confucius said:
of studies suggests that this is indeed the
have been more electrifying.
Tell me and I will forget,
case.
There’s always a difficult bit at the end
it came to exam time, their marks were way up.
Show me and I may remember,
A 2015 psychology experiment got
of any lecture. A good lecturer will want the
students to change into either formal or
class to prepare for the next session, so the
When the pupes wore uniforms, they
casual clothing before taking cognitive tests.
lecturer uses the fatal words, “Okay, next
felt involved in aviation. They participated in
Involve me and I will understand.
27 www.saflyer.com | March 2019
PLAIN TALK
the ground school rather than being passive
by their parents, often at huge personal
picture themselves in uniform, wearing
observers.
sacrifice. Folks would mortgage their homes
shades (because their future was so bright)
As an interesting sideline, we also found
to pay for their training. This put us under a
and walking across the tarmac towards a
it necessary to insist on good table manners.
moral obligation. Not only did we need to get
Citation. This was the community they were
New commercial pilots often find themselves
the students through their exams and flight
working so hard to join.
sharing
an
It’s not just an aviation thing. Years
evening
meal
ago a mate of mine was struggling to get a
with
their
wealthy
pax.
We
had
to
encourage our pupes
not
to
put their elbows on
the
table
or clasp their burgers
with
both hands. And
there
was yet another stage
in
grooming these
the of
Not only did we need to get the students through their exams and flight tests, but we also had to give them the best possible chance of getting a job.
aspiring
foothold on the bottom rung of the corporate ladder. He lived with his wife and two kids on a smallholding near George, and they were battling to make ends meet. One day he showed me a ‘thousand-dollar’ pair of shoes he’d bought to wear at a potentially life-changing meeting he was going to in Durban. I told him he was mad and that the folks might not even notice his shoes. “No,” he replied, “but I will.” He got the contract and is now a multi-multi-millionaire property baron in Johannesburg. So, do pilots really need ties? Perhaps not, but, like my friend with the shoes, when
pilots. They were inclined to lounge around
tests, but we also had to give them the best
they dress for success, they feel and behave
in the crew room, with feet up on the coffee
possible chance of getting a job.
like professionals.
tables. We had to teach them that this was
With the change of appearance and
like seeing a London Bobby smoking on duty
attitude, they stopped feeling like varsity
or eating pizza in public. It isn’t professional.
students and began to see themselves as
Most of these youngsters were financed
part of the aviation community. They could
28 March 2019 | www.saflyer.com
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29 www.saflyer.com | March 2019
HELI OPS GEORGE TONKING
ROTOR SUCCESS “If someone is in need of rescue, an aeroplane can come in and throw flowers on him, and that’s just about all. But a direct lift aircraft could come in and save his life.” – Igor Sikorsky
S
INCE
its
infancy,
helicopter
has
considered
a
the
The helicopter has evolved from being only a rescue and life-saving instrument to being an invaluable aid in crime-fighting.
been marvel,
almost as if the world was not ready for hovering. The ability of this type of aircraft
to float with precision over a specific spot and then to transition to level, relativelyfast forward flight, has lent it to many applications. Possibly the most impressive quality of this whirlybird contraption lies in its power as an instrument of rescue. It is ironic that many stranded fixed-wing airmen have been rescued by a helicopter, sometimes plucked from the briny after ejecting from a fast jet. That’s why there are helicopter pilots – so that fighter pilots can also have heroes.
de Waal, convinced fellow board members
incredible possibilities as we race towards
early in 2010 to buy a helicopter and employ
an unseen future.
a pilot.
Policing crime in SA is a very real
Humour aside, the helicopter has come
I’ve had the great privilege to write
challenge to our young nation. It is evident
a long way since the Sikorsky VS-300 of
about some of the flying events that
to us that the South African Police Service
1939, although in many cases it still looks
shaped me in the past, not only as a pilot
(SAPS) has been stretched in its capacity
similar. Helicopter pilots have also evolved
but more significantly as a person. Now let
to fight the scourge of lawlessness. To
with the aid of better aircraft designs,
me speculate about my role as a pilot in
their credit though, they have always tried
purpose-designed operational equipment
the future. But first, let’s understand what’s
to maintain a strong relationship with the
and, of course, better and more developed
currently unfolding in South Africa.
private security sector, realising that we are
training techniques. This makes flying
To set the scene; we are in a tender time
all fighting a common enemy. That enemy is
helicopters much safer and far more reliable.
in the history of our country, we are still in
as smart as any, quickly learning to outsmart
The helicopter has also added a few tricks
the opening chapters of our diverse and
even the latest technology and security
to what it says on the box. It has evolved
young democracy. Like many developing
techniques, which requires us to be quick
from being only a rescue and life-saving
nations, we are at the point of inflexion,
to modify and apply ideas and constantly
instrument to being an invaluable aid in the
like navigating a high mountain pass road,
improvise our approach to security and
prevention and prosecution of crime.
and at speed. On the one hand, potentially
crime prevention.
These intrinsic qualities of pilot and
looming disaster and a dizzying plunge lies
Enter Waal’s brain child, the E2 project.
machine were the reason my boss, Waal
inches away, while on the other, there lie
E2 stands for “Eyes and Ears”. It’s a joint
30 March 2019 | www.saflyer.com
COLUMNS
project between several national security companies, regional or local security firms and the SAPS. The central component of the venture is a common communication system available to all the stake holders: from gate guard, to first responder and from CEO to General. The helicopters we use are equipped with this communication system, which can potentially cover every nook and cranny of our country. Being a network-based radio, I’ve even been able to talk to Waal in Florence, Italy, from Secunda, while flying, to keep him informed of progress on a critical operation. Communication is the key to team work and that leads to success, of which we’ve had many since we started. One example that comes to mind is the day I received a call from a good friend from a specialised unit, while I was flying in the Pretoria area. His team had seen me overfly a site while I was busy with a ‘disruptive’ patrol. This kind of operation, also known as VISPOL (visible policing), is flown so as to make the helicopter as visible as possible, and so deterring would-be criminals from committing a planned crime – such as an armoured-car heist or ATM bombing. These sometimes lengthy patrols can seem mundane and unexciting when flying, but require good situational awareness to be able to pick up any possible anomaly on
These lengthy VISPOL patrols can seem mundane and unexciting.
the manoeuvres I was performing. I routed
sight of the truck driver and passenger over
the chopper to a nearby landing zone and
that distance takes some seriously-honed
promptly picked up a crew member. Flying
flying technique and skill, with Stewie often
low-level and out of sight, we made our
manoeuvring low-level between foliage,
way as inconspicuously as possible into the
as well as high up to use the sun to his
area from which they believed a hijacking
advantage.
syndicate was operating. In addition, they
They had done well, as the truck had
had reliable intelligence that one of the
indeed led our team straight to the suspected
kingpins of the operation would be on site
syndicate ringleader. The premises were
that day. The plan was to give air support to
raided and an arrest was quickly actioned,
a ground team which was moving in to make
with little resistance and no shots fired and
an arrest, particularly if any of the suspects
so requiring little air support.
tried to flee the scene.
‘Ready but not needed’ is always a
Just a week before, one of our other
good motto, I reckon. Because the biggest
pilots had assisted the same team in the
advantage in having a helicopter circling on
Witbank area to track a previously-hijacked
scene is that suspects feel they can’t run or
truck, now with false plates, while it was
hide. It also brings a huge moral boost to the
being moved to a new location outside the
good guys!
capital. Stewie, our pilot, had successfully
Fortunately
we’ve
had
many
such
opportunities to help recently. Most of the
As I overflew the team, they radioed me to request air support.
time our sorties are uneventful, and the use of a helicopter may seem like a luxury. But more often than not we have seen how intricately our team fits into the greater scheme of the E2 joint project’s success. In my opinion, there is plenty of room for this and other similar projects to grow, as we partner with like-minded professionals in both the private and public sectors. The helicopter isn’t the answer to fighting crime, but it certainly is an indispensable part of the larger solution. In the right hands and in the right place, the chopper remains an incredible instrument of rescue, as well as one of the tools to prevent our young democracy from plunging down that
the ground. We also use sophisticated camera equipment on board, including FLIR (Forward Looking Infra-Red) telemetry, in order to assess pre-targeted areas. As I overflew the team, they radioed me to request air support, guessing it was me by
metaphorical cliff caused by crime! followed the vehicle without raising the
Working together, the right resources
suspects’ suspicion as it made its way
will certainly brighten our future and allow us
to the stolen-vehicle redistribution point
to see our nation’s potential.
(for want of a better name) to which I had
j
been tasked to fly. Keeping the bird out of
31 www.saflyer.com | March 2019
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SA Flyer 2019|02
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SA Flyer 2019|03
ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.
HANGAR TALES SARALIMA
THE BROWN CLOUD Last month I briefly mentioned the tussle between a 206’s nosewheel and a pile of rhino dung. Surprisingly, the outcome of this apparently one-sided confrontation was the embarrassing score of rhinopoop – 1, Cessna – 0.
that instead of long, ominously-shaped rifle bags, they were carrying camera cases – big ones. Over introductions and boarding, it turned out that they were members of a photography club, out to get the African wildlife shot of a lifetime. I was more than somewhat mollified by the revelation that I would be chauffeuring guys to whom “the perfect shot” meant a stunning photograph rather than murdering some hapless animal, so the trip transformed into a potentially fun week’s outing. Added
I
lived for years in America, so I
then being photographed with a magnificent
can say with relative certainty that
beast reduced in death to the level of a little
Americans as your neighbours are
blue pill. I wanted no part of it, but the rent
the most generous, warm-hearted
had to be paid, so it was a case of ‘suck it
people imaginable. From the very first
up and smile’.
to that was that I got an all-expenses-paid seven day holiday at the controls of a flying Range Rover – comfortable, spacious and easy to fly – my smile was now genuine. Even
weighted
characteristically
down
plus-sized
with
three
Americans
encounter with the welcoming stream of
So there I was on a warm Highveld
neighbours who arrive unannounced at your
and baggage, the 206 made easy work
January morning, waiting with a forced smile
door with a variety of foodstuffs ranging from
of the takeoff from 35 at Rand, and we
plastered on my face, to meet and greet my
cookies or cake through to a full meal-for-
were soon headed towards lodge number
hunters. I heard them coming before I saw
one, which my pax had informed me
four, you are warmed by their kindness.
them, no surprise there, the surprise was
was renowned for its elephant and hippo
However,
Americans
as
tourists,
particularly when the tour happens to be a ‘safari’, transform into loud, bumptious and generally irritating stereotypes. That’s why I wasn’t wildly enthusiastic about taking on the 7-day flying safari to which I, and our near-new 206 had been assigned. I must also add that I am a wildlife conservationist of sorts, so it was maddening to think of flying three Americans around simply to allow them to fortify their manhood by shooting something they wouldn’t eat; and
34 March 2019 | www.saflyer.com
COLUMNS watering hole. As Springs passed under the
But this approach was different.
them not only to distinguish which rhino has
amply-proportioned butts of the pax on my
My pass over the airfield had shown a
recently ‘posted’ there but also its health
right, I kinked left and put the spurs into the
near-rigid windsock at right angles to the
status, where it’s been grazing and many
Cessna’s 285 horses, heading for FL090
runway, so I elected to use my approach
other titbits of useful (to a rhino) information.
and our destination.
technique for strong crosswind landings on
Middens can be metres wide and sometimes
Arrival at the lodge was a no-sweat
a short grass strip. This technique, which I’d
pile up to 40cm high.
descent followed by a slow overhead pass to
kinda evolved, is to approach fast and flat,
You’ve probably worked out that I’d
check out the field, and because the Cessna
holding the upwind wing down and crossing
dropped the Cessna’s nosewheel neatly
206 is such a shit-hot off-roader, the dirt strip
the rudder to keep the nose lined up. Then
into such a rhino midden. The crosswind
landing was uneventful and elicited a round
drop it onto the mains, promptly select flaps
had blown my touchdown over to the left of
of applause from my photo-hunter pax. With
UP and apply brakes as the weight comes
the strip where the midden-minefield was
a smile and a seated bow, I taxied over to the
onto the mains. All the while holding the
lurking. The rest is elementary.
offloading and tiedown point indicated by a
minimum back pressure on the yoke to keep
An embarrassed phone call from the
flag-waving lodge staffer.
the strain off the nosewheel but not letting
lodge reception desk to base gave me
While my pax were getting acquainted
the nose get too high. This technique had
about three hours to get the sorry-state 206
with the staffer, and, from the number of
always worked for me, so there was no
parked and hosed down before Alex flew in.
teeth showing in his smile, also tipping him
reason to expect anything different this time.
Alex McPherson was our lead maintenance
generously, I did the post-flight checks on
Little did I know that the fickle middle
engineer. He was also a Scot and like all
my ride. All the bits were still attached and
finger of fate was waiting on the airfield,
Scots, was blessed with a permanent case
working, so I slid on its pitot cover, plugged its
ready to extend itself and point mockingly at
of the grumps; which escalated to near-
intakes against nesting wildlife and hooked it
my face.
incandescent rage if any of his precious
up to the tiedown rings. I then joined my pax
Have you ever noticed that when things
aircraft had been abused. So no ways was I
in the customary open top Land Rover to be
go pear-shaped, they do it in slow motion? I
going to let his first sight of the near-new 206
taken to our lodgings.
was still booting the rudder straight for the
be that of a crap-coated wreck.
After a shower and a lunch that, alone,
nosewheel touchdown when I saw a brown
I steered well clear of him as he stared
ensured that I would have happy memories of
cloud forming from the lower left side of the
red-faced at the nosewheel while muttering
this charter, a raucous blare of conversation
spinner. In slo-mo the cloud spread to a 270
about “trashed torque links” and a shimmy
on the patio led me to my pax who invited
degree arc around the prop and the rudder
damper that had “bluidy gone to meet its
me for a drink. I opted for a cold frostie and
gave a vicious kick to my left foot followed by
maker”. The good news was that Alex had
sat mutely watching as they prepared their
the Cessna performing wild gyrations across
brought the necessary spares with him and
equipment for the sunset photo-op at the
the centre line of the strip. We dragged to
the 206 was ready to fly by sunset. The bad
watering hole. The yanks were debating
a halt 50 metres further on at the edge of
news was that he’d finished too late to fly
which lens combinations would be most
the strip and I yanked the red knob to shut
home and had to overnight at the lodge.
fruitful in securing the perfect pic. I simply
down. I was not expecting, nor did I get, the
stared enviously at their lenses, any one of
customary round of applause.
which probably cost the equivalent of my annual salary.
I dreaded facing him. Thankfully, the lodge’s barman came to
Let me digress for a moment to talk shit,
my rescue by unearthing a bottle of excellent
rhino shit. When it comes to waste disposal,
12-year old Glenlivet, and after I’d treated
To prevent this story from turning into a
rhinos are a particularly communal bunch
Alex to a few doubles, he was soon back to
wildlife photography travelogue, suffice to
in that all those within a wide radius will
his normal ‘sunny disposition’.
say that while I attacked the lodge’s stock of
catch a dump in the same place. And these
The moral of the story is that when the
cold, imported lager, the sunset shoot and
collective crap heaps – called ‘middens’
poop hits the prop, have a good scotch
daytime game drives went admirably for my
by zoologists, serve as rhino social media.
handy.
pax and the following day’s activities were
Their exceptional sense of smell allows
j
more of same. And after another flight and applause-generating landing, the two days at lodge number two, famous for big cats, were equally rewarding for both photo and lager hunters. Shortly after breakfast on day five we were aloft and bound for lodge number three where the happy campers were to round off their ‘big five’ collection with pics of white rhino and buffalo. I’d been flying my normal slow, nose-high, full stall landings which had earned me my ‘Pelican’ nickname (although some friends still insist it had its origins from
The middens can pile up to nearly half a metre.
my prominent nose).
35 www.saflyer.com | March 2019
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36 March 2019 | www.saflyer.com
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A SLIM LOGBOOK JOHAN WALDEN
HANGAR RAT For those who missed my initial story, all I’ll say is that my first taste of flying involved nearly being deafened in a SuperCub and being attacked by pins and needles, thousands of feet up, in a glider... yet loving every minute of it.
I
’D nearly barfed my breakfast in a Cub
onto the wing to look into the cockpit. I saw a
and had a butt-numbing glider flight,
dazzling array of switches and gauges set in
When we flew, I was usually allowed a
but I knew I simply had to become a
a carbon-fibre instrument panel. The interior
go at the controls. Barely peeking over the
pilot... the big question was – would
was immaculate black leather which had
dash, I learned to fly.
it even be possible? I was twelve and
that distinct ‘new plane smell’.
my gazillion questions.
One day I plucked up the courage to ask
didn’t have a ‘Daddy with a big chequebook’.
Heaven.
the boss of the flight school if I could sit in on
So what to do?
Every Saturday – and I mean every
some lectures at the school. I walked to his
My dad got into a conversation about my first flight with some of his work colleagues, and one of them mentioned that their wife’s cousin’s friend, or someone like that, worked at an aircraft maintenance facility at “a place called Morningstar Airfield”. I just had to go see – and it was the best thing I ever did. A few days later I was at Morningstar with Mom, excited to learn, but with a tinge of fear added to the cocktail. Mom had done her homework and arranged for us to visit the Aircraft Maintenance Organisation (AMO). The hangar was jam-packed with aeroplanes and to me, back then, they all looked like the SuperCub.
The painful task of prepping and spray painting began.
A pilot from the AMO met us and we talked... okay, he did the talking, I just stood there drooling. He began to illuminate the dark void of questions that buzzed in my
Saturday – I went to the airfield to sponge
hangar where he was working on a landing
empty head when he explained how people
wisdom from pilots who were having a
light. (He was building his own Sling 2 kit
train to become pilots – how many flying
toasted sarmie and a beer in the clubhouse.
plane). Nervous, I fumbled my words but the
hours are needed, what exams to write, and
Everyone was friendly and a few club
message got across. The next thing I knew,
how long it takes.
members took me under their wing and
I was in the back of a classroom listening to
An instructor took us to a hangar which
made me feel right at home. They would
an instructor talk about centre of gravity.
housed their training aircraft. I was faced
take me for flips in their planes, and when
I did odd jobs on his Sling like vacuum
with three mesmerising yellow aeroplanes.
the weather dictated that ‘no one shall turn
metal shavings and burrs from the interior
I studied every detail from a ‘safe’ distance
money into noise’, it was coffee, biscuits and
of the fuselage, bundle wires together with
while soaking up his commentary. My blood
hangar-talk. They lent me unputdownable
cable-ties, fetch a spanner or hold a torch.
pressure spiked when he allowed me to get
books and took the time to answer each of
And when it came to plugging in wires
38 March 2019 | www.saflyer.com
COLUMNS behind the instrument panel, my compact size meant I was perfect for the job.
All I saw was a dazzling array of switches and dials in a carbon fibre panel.
I also washed aeroplanes – and more aeroplanes, and quickly learned how not to dress to do it. High wings are alright, but it took some skill not to get very wet (and soapy) when crawling under the low wing of a Sling or an RV’s belly. Once I’d rinsed the soap out of my eyes and spat out some grass, we usually did a little flying – a Hangar Rat will do anything for a flip! Armed with Jim Davis’ PPL book and Dietlind Lempp’s Radio Handbook, I slowly began to make sense of the hangar-talk in the clubhouse. Fast forward two years, and I was also doing odd jobs in the AMO. I could get ‘up
has more than 4,000 hours of instructing
and the aircraft didn’t seem to want to turn.
close and personal’ with the aeroplanes
experience.
and get my hands dirty. I washed greasy
students
bearings in petrol whenever they pulled
afternoon, I dug out an ancient tape recorder,
The run-up made me feel worse, then
wheels off a Cessna. Or crawled under the
about the size of a telephone directory, from
we did pre take-off checks and lined up on
wing of a Mooney with a lappie and bottle
my grandmother’s shelf.
Runway 20. I felt sick. Grinding my teeth, my
He
record
mentioned their
that
many
This blew away my confidence and I stopped
briefings.
That
having fun. I suddenly dreaded the take-off.
of pre-clean to give the wheel-well a good
I met Thomas for our first briefing and
hand pushed the throttle forward the same
wipe down. They taught me how to grease
readied the antique recording device. We
way that I would stroke a Rottweiler’s head.
bearings by hand and help refit a wheel. –
discussed the principles of flight, attitudes,
I got it about two thirds of the way in when it
I lived with greasy fingernails. Sometimes I
and one of his favourite sayings: “Power plus
got too much and I stopped. Thomas pushed
also did ‘clean’ work like unscrew inspection
attitude equals performance.” I was shocked
it in and I death-gripped the stick with both
panels or remove spark plugs.
to discover that I would learn to fly without
hands, he immediately corrected my grip
The AMO was also building a Sling 2
using instruments. But remembering that
and we lifted off.
from scratch and I was allowed to help with its
power plus attitude equals performance,
It wasn’t so bad once we were airborne.
construction. Eventually, I was able to fasten
I worried a little less. I got to know the
I calmed down and we flew to the practice
panels, clean out the holes with a drill, de-
difference between a good pilot and a
area where we went through the attitudes
burr, and rivet. The AME building the Sling
mediocre pilot - achieving a full stall landing.
for straight and level, climb, descent,
once plonked a heavy instruction manual on
Even though I couldn’t wait to fly, I enjoyed
and turns. We did a rudder co-ordination
the table, pointed to a box of parts, and told
the briefings just as much.
exercise where we rolled left and right while
me to get to work on the vertical stabiliser.
My first flight lesson started with a
keeping the nose on Table Mountain. That
It was relatively simple – I’d say the same
pre-flight inspection of the aircraft before
got nauseating fast. Thomas asked me
level of difficulty as building a complicated
climbing in... and figuring out how to move
if I wanted to try do the landing, but I had
Lego set. I assembled the parts and got his
the seat forward. With some trepidation,
information overload and so had no problem
stamp of approval before riveting. Once the
I turned the key to an aircraft for the first
declining the offer. His full stall landing
structures were complete, the painful task of
time – and it started! I released the brake
showed me that he wasn’t a mediocre pilot.
prepping and spray-painting began.
and we moved! I had flown a Sling before
My first lesson had been overwhelming
One Saturday afternoon, they asked me
but never taxied one, and it felt heavy on the
– but after I’d collected my thoughts I knew I
when I would turn 16. They said they were
ground. All was fine taxiing in a straight line,
couldn’t wait to get back in the air.
going to cover a portion of the expenses
but when I had to turn, the pedals felt stiff
j
for their Hangar Rat’s PPL. I had no idea what to say - “Thank you so much” seemed hopelessly inadequate. I was speechless.
I'd never taxied a Sling before and it felt heavy on the ground.
A few months later, I at last turned 16 and immediately signed up for flight training. My dad and I bought a heavy pile of textbooks, and I was told to say goodbye to any social life I might have had. I was ‘donated’ a used headset, flight bag and charts, and I had two cushions made to raise me on the Sling’s seat. I
was assigned to Thomas – who
39 www.saflyer.com | March 2019
Fixed Wing Eugene du Plessis 082 800 3094 eugene@airshift.co.za Adrian Barry 082 493 9101 adrian@airshift.co.za Helicopters Greg Jonsson 072 630 2270 greg@airshift.co.za Parts Navin Chetty 060 985 1285 navin@airshift.co.za
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1979 Beechcraft King Air F90, 10200 Hrs TTSN, 2500/2500 SMOH, Garmin audio, Gamin 530, Co-pilot instruments. Offers
1996 Beechcraft Bonanza B36 TC, 395 Hrs TTSN, King Equipped, KAP 150 Autopilot with Alt pre select. $ 322 000 Excl Vat
1991 King Air B200 Black Hawk -61 upgrade, 11900 Hrs TTSN, 2450 SNEW, Garmin 750/650, Garmin Radar, Raisbeck upgrades. $ 1 100 000 excl Vat
2001 Piper Meridian 800 TTSN, Dual Meggit EFIS, Dual Garmin 530, FlightMax 750, Dual Garmin TXPR, Aircon. POA
SA Flyer 2019|03
FILE PHOTO
1981 Cessna T210N
1984 Beechcraft King Air B200
4200 Hrs TTSN, 150 Hrs Since new Engine, Garmin GTN 750, Garmin GTR 225 Com, new paint and interior. Call
4470 Hrs TTSN, 1545/1545 Hrs SMOH, Winglets, Raisbeck upgrades. Stunning condition. POA
All aircraft prices are subject to change or withdrawal from the market without notice.
CONNECTED BY SPEED
Speed is of the essence with Daher’s TBM 910 and TBM 930. Cruising at a maximum 330 kts., they travel continental distances rapidly and efficiently. The ultimate in cockpit technology is now enhanced by the Me & My TBM app, enabling pilots to quickly analyze flight and maintenance data on smartphones, while also connecting them to the community of TBM aviators and Daher’s worldwide TBM support network. Speak to a Daher TBM expert: Eugene du Plessis (208 Aviation) +27 828 00 30 94 - Guillaume Montreau (International) +33 607 380 507 www.tbm.aero www.saflyer.com | March 2019
- Photo Airborne Films
Crafted for Aviators
41
AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS
EASY GO,
EXCRUCIATING RETURN The owner of a Cessna 402 twin engined aircraft was experiencing financial problems and so was finding it difficult to meet the payments that were due to the bank which had financed the aircraft.
T
HE
aircraft
was
in the open, as no hangarage was available.
and perished and the batteries were dead.
then
To make matters worse some enterprising
institution’s
submitted a claim to his insurers, but their
individual had broken the main door latch
interest noted. In South
investigation must have revealed the facts,
to access the cabin and steal some of the
Africa it is possible to
and presumably the claim was denied. The
avionics.
note a financial interest
aircraft might also have been outside the
with
registering
geographic limits of the policy coverage, but
representative was appointed to travel to
authorities, although that was not always
it is not clear why the finance organisation
the Middle East from South Africa, in order
the case.
was not paid in terms of the breach of
to liaise with a general aviation company in
warranty insurance, assuming it was in
the country, and survey the damage to the
also insured and the financial
the
The owner therefore devised a scheme
The
owner
of
the
aircraft
At
the
financier’s
instigation
a
aircraft. No spares were available in the subject country, and there was no engineer with all the appropriate licenses available to sign out repairs when complete. In addition, although the aircraft had been flown out on a false American registration, it would not be so easy to fly back to South Africa on the South African registration. In order to remain legal, it was decided that it had to be de-registered from the South The tyres were flat and perished and the batteries were dead.
African register and placed on the American register. This in itself was a fairly timeconsuming exercise, because an aircraft is not allowed to be simultaneously on two
to ‘steal’ his aircraft, and recruited the
force. Whatever the circumstances, the
registers. Thus the country in which it is
assistance of a pilot based in the Middle
financiers were left ‘holding the baby’.
registered is first required to de-register it,
East. During the timeframe when this
The first obstacle that they had to
incident occurred, South African passport
overcome was to go to court in the Middle
holders were not welcome in most of Africa.
Eastern country concerned and prove their
A fair amount of coordination was
After taping a false American registration
interest. With different legal systems this
required in arranging the activities from
onto the aircraft it was flown by this pilot up
proved to be quite an exercise, but after two
South Africa. Once the change of registration
Africa, refuelling along the way. On arrival at
years their interest was confirmed.
was approaching completion the spares
and then confirm to the country authority in which it is to be re-registered.
the destination airfield, which was a satellite
In the meantime the aircraft had been
were shipped from America to the Middle
to the main airport, the aircraft was parked
parked out in the open, the tyres were flat
East, where the local GA company installed
42 March 2019 | www.saflyer.com
COLUMNS
LEFT: An Aircraft Inspector had to be flown from the UK to inspect and sign out the work.
Once it had returned, more detailed restoration was done, and it was finally sold, much to the relief of the financiers.
WHAT CAN WE LEARN FROM THIS INCIDENT? No matter what we may think of the CAA, the paper trail surrounding aircraft ownership and operation is a comprehensive one and holds many pitfalls for potential fraudsters. Think long and hard before trying to
defraud
your
insurers.
The
owner
presumably expected to have his debt to them. However, as they were unable to fully
registration in the US was confirmed.
the finance company settled, the balance
certify the aircraft, an Aircraft Inspector had
It was also necessary to satisfactorily
to be flown from the UK to the Middle East to
ground run and test fly the machine. Then,
inspect and sign out the work as satisfactory.
rather ironically, the aircraft was flown back
Had he tried to sell it and re-register it
In the meantime the appropriate American
to South Africa by the self-same pilot who
elsewhere this could also have resulted in
registration was painted on the aircraft once
had flown it to the Middle East.
his being found out.
of the aircraft value paid to himself, plus the aircraft to sell elsewhere.
j
REGISTER REVIEW: RAY WATTS
JANUARY 2019 This is the first set of amendments for 2019 and it shows that the register is quite active with a total of seven type-certified aircraft (three fixed wing and four helicopters) being added. Most significant is the first of a kind, Boeing 737 Max, for Comair.
ZS-ASW RJ85 withdrawn from use.
service as the airline’s Embraer EMB 170 & 190s arrive and are brought into service. Two of Cemair’s aircraft have been
737 Max on the production line, in British Airways livery,
and we will probably see more of their aircraft being exported as time goes on.
and it should have been test flown and delivered by
the time you get to read this. Comair have The delivery schedule is expected be: two in
imported from Turkey, one of which had also
2019, two in 2020, two in 2021 and the final
operated in Poland (SP-), Japan (JA), the
two in 2022.
USA and Canada.
A Cessna Citation 510 has been added
The NTCA register continues to grow
and it takes over the registration of a Lear
steadily and another batch of modified
23 which was exported to the USA in March
Robinsons (four of them) were added as well
1995 as N259DB where it is still based in
as modified Cessna 150 (called a RAZZO).
Delaware.
One of these aircraft has returned from registered
provide
I have no idea what it is, but a Pepster P5
re-imported and were seen recently being
has also been registered and judging by the
trailered to their destination in Durban.
registration it could be a rotary wing of some
These two were previously ZS-RTP and ZT-
kind. As soon as I get more information I’ll
RCE before being exported to the USA.
let you know.
registration that was previously sported by a Robinson R44 which was written off at Sun City in 2005. This R44 has only now been
A new RV as well as a new Bushbaby
TAIL PIECE: For those who live in the Gauteng area, remember that the SAAF Museum at Swartkop AFB has a flying day on the first Saturday of each month which is always worth visiting. As we move into air show
j
season, let’s make it a safe season.
ZS-CME CL600 exported to Canada.
The drone register increased by another twenty aircraft. On register deletions, SA Airlink have
after the accident. There are many aircraft
withdrawn one of their RJ85s from service.
that are still on the register despite having
These aircraft are being withdrawn from
March 2019 | www.saflyer.com
gone to Australia.
and Savannah have also been added.
removed from the register some 14 years
44
the USA. One NTCA aircraft, a Jabiru, has
Namibia after five years there.
interest in that two Super Pumas have been
The Bell 206L, ZS-RTW, takes up the
places like Zimbabwe, Namibia, Mexico and
registered aircraft. Two other Bell helicopters have been
helicopters
Other aircraft deleted have been exported to
been written off, which inflates the figure of
ordered a total of eight B737 Max aircraft.
The
exported, one to Canada and one to Sudan
Ray Watts
HE photo shows Comair’s new
Ray Watts
T
New Comair B737-800 Max N1786B at factory 23-12-2018 to become ZS-ZCA.
ZS-CMR CL600 exported to Sudan.
Reg Manufacturer ZS- New Registrations
Type Name
Serial No
Previous Identity
Owner
ZS-MBR
CESSNA AIRCRAFT COMPANY
CITATION 510
C510-0113
N567AG
ROOIBERG PLANT HIRE (PTY) LTD
ZS-RTW
BELL HELICOPTER TEXTRON
206L-4 LONG RANGER
52272
5N-BFF, N20796, C-GPLC
TRANSVAAL AIRCRAFT MAINTENANCE (PTY) LTD
ZS-ZCA
THE BOEING COMPANY
BOEING 737-800 MAX
60432
N1786B
COMAIR LIMITED
ZT-R- New Registrations ZT-REG
BELL HELICOPTER TEXTRON
Bell 407
53883
TC-HKC, N407AH, C-GFNP
NATIONAL AIRWAYS CORPORATION
ZT-REH
BELL HELICOPTER TEXTRON
Bell 430
49098
TC-HHA, SP-MBW, JA03UK, N4061W, C-GAED
MESIGLO (PTY) LTD
ZT-RYB
AIRBUS HELICOPTERS
AS 332 SUPER PUMA
2864
N578AC, ZS-RTP, F-WWOV
STARLITE AVIATION OPERATIONS (PTY) LTD
ZT-RYC
EUROCOPTER FRANCE
AS 332 SUPER PUMA
2896
N579AC, ZT-RCE, EI-SAO
STARLITE AVIATION OPERATIONS (PTY) LTD
ZU- New Registrations ZU-CTZ
KITPLANES FOR AFRICA
BUSH-BABY
74
ROUX P C F
ZU-IOG
CHARLES JONES
EV 4
002
JONES C C
ZU-IOH
DIRKIE VAN DEVENTER
RAZZO 180L
180L
VAN DEVENTER D
ZU-OOS
BATIE HOGEWING
RV7 A
73923
HOGEWIND B
ZU-RIO
WILLEM PETRUS MOSTERT
EV 4
003
MOSTERT W P
ZU-RNW
ABRAHAM JAKOBUS STANDER
PEPSTER P5
001
STANDER A J
ZU-ROG
WILLEM PETRUS MOSTERT
HR2
006
MOSTERT W P
ZU-WAG
KITPLANES FOR AFRICA
BUSHBABY EXPLORER
164-12-13
WAGHORN AIRCRAFT PARTNERSHIP
ZU-WMW
SAVANNAH AFRICA
SAVANNAH S
18-05-54-0612
MICHAEL MILNE’S PLANT & TRANSPORT HIRE (PTY) LTD
ZT- RPAS- New Registrations ZT-UVH
DJI
AGRAS MG-IP
2230FGK00000SL
NORTON ESTATES CC
ZT-UVI
DJI
MAVIC 2 PRO
MAV0003
UAV AND DRONE SOLUTIONS (PTY) LTD
ZU-UVJ
DJI
MAVIC 2 PRO
163DF9W001VV462
DC GEOMATICS (PTY) LTD
ZT-UVK
DJI
MAVIC PRO
08Q2F9E00S0152
CORTAC (PTY) LTD
ZU-UVL
DJI
INSPIRE 1 V2.0
W13DCC08020281
DRONE MAPPING (PTY) LTD
ZU-UVM
DJI
PHANTOM 3 ADVANCED
K2-3A36175
DRONE MAPPING (PTY) LTD
ZU-UVN
DJI
MAVIC 2 ENTERPRISE
276DFAS0014984
HELI-X CHARTERS (PTY) LTD
ZU-UVO
DJI
MAVIC 2 PRO
MAV0004
UAV AND DRONE SOLUTIONS (PTY) LTD
ZU-UVP
DJI
MAVIC PRO
08QUE4B0010J6B
HELI-X CAPE TOWN (PTY) LTD
ZU-UVR
DJI
MAVIC 2
MAV0005
UAV AND DRONE SOLUTIONS (PTY) LTD
ZU-UVS
DJI
MATRICE 210
M210-01
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UVT
DJI
MATRICE 100
M1001
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UVU
DJI
MAVIC 2
MAV0006
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UVV
DJI
MATRICE 210 RTK
0N4DEAQ0210158
DIARUK (PTY) LTD
ZT-UVW
DJI
MAVIC 2
MAV0008
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UVX
DJI
INSPIRE 1
W132F7W00S1019
DC GEOMATICS (PTY) LTD
ZT-UVY
DJI
PHANTOM 4 PRO
0AX2F9B00S0206
DC GEOMATICS (PTY) LTD
ZT-UVZ
DJI
PHANTOM 4 PRO
0AXDDCC0A21964
DC GEOMATICS (PTY) LTD
ZT-UWA
DJI
PHANTOM 4 PRO
0AXDDBV000080
DC GEOMATICS (PTY) LTD
ZT-UWB
DJI
MAVIC 2
MAV0007
UAV AND DRONE SOLUTIONS (PTY) LTD
ZS-ASW
BRITISH AEROSPACE
AVRO 146-RJ85A
E2313
WITHDRAWN FROM USE
ZS-CME
BOMBARDIER
CL600-2B19
7293
CANADA
ZS-CMR
BOMBARDIER
CL600-2B19
7326
SUDAN
ZS-DFC
EMBRAER S.A
EMB-145MP
145339
ZIMBABWE
ZS-LAZ
BEECH AIRCRAFT CORPORATION
A36
E-1882
NAMIBIA
ZS-MJK
PIPER AIRCRAFT CORPORATION
PA-34-200T
34-7770101
MEXICO
ZS-RTW
ROBINSON HELICOPTER COMPANY
R44
1009
WRITTEN OFF AT SUN CITY 29/1/2005
ZS-TGE
CESSNA AIRCRAFT COMPANY
206H
206 08276
UNITED STATES
ZS-THJ
PILATUS
PC-12
247
UNITED STATES
SHADOW LITE CC
J450
095
AUSTRALIA
ZS- Deleted
ZU- Deleted ZU-LAJ
SA Flyer 2019|03
JANUARY 2019 REGISTER REVIEW
Specialist Aviation Insurance Brokers & Consultants For 25 Years
AN AUTHORISED FINANCIAL SERVICES PROVIDER FSP NO. 7039 Tel: (011) 805 1884/5 Fax: (011)805 1905 www.flightsure.co.za
45 dorrien@flightsure.co.za
mandy@flightsure.co.za
gaile@flightsure.co.za
www.saflyer.com | March 2019 glenn@flightsure.co.za
RV14A FOR SALE 2 X D1000 Dynon Sky View Touch 10” Display, EMS 220 Full Engine Monitoring System with Fuel Flow, 2 X Dual Back up Batteries with 1 hour endurance. Dual ADHRS installed Dynon Auto Pilot, Dynon GPS 250 and Dynon Mode S Transponder, Garmin GTR 200 VHF Radio, PMA8000BT Audio Panel. AVEO Eye Beam Touch Cabin Lights and LED NAV/ STROBE Lights.
A fresh approach to Aircraft refurbishing in South Africa SA Flyer 2019|03
WE DO ALL INTERIOR
REFURBISHMENTS ON ALL
AIRCRAFT & ROTORCRAFT
We would like to inform all that we are now authorized to operate as an Aircraft Maintenance Organization by the South African Civil Aviation Regulations… We have been Approved by SACAA to do a Full Release to Service on all Listed VANS’ RV Makes and Models. Do not hesitate to Contact us for any further Information or Queries. Office Number: 012 543 3196 Cell No: 066 472 7848 @Lands1122
Switch Board: +27 12 543 3196 • +27 12 543 0106 • Lande Milne 066 472 7848 • Facsimile: +27 12 543 2323 Email: L.milne@venture-sa.co.za • Hangar 49, Wonderboom Airport, Lintvelt Road, Doornpoort, Pretoria
ER UR 712 CT A F EM NU NC MA LICE A CA OVED PR AP
SPORT PLANE BUILDERS CC AMO 1189, M712 Hangar 58, Unit C, Wonderboom Airport Landline: +27 87 230 8468 Cell : 083 361 3181 Email: pmvdwalt@mweb.co.za Website: www.SportPlanebuilders.co.za
SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS NTC AIRCRAFTS AND COMPONENTS.
SA Flyer 2019|02
SPECIALIZING IN RAVIN 500, RV RANGE AND TECNAM’S Maintenance and service various NTC aircraft types. We also have a composite repair facilities for type and non-type certified aircraft. OFFICIAL TECNAM SPARES & TECHNICAL SUPPORT
VAN’S RV 12 FOR SALE R950 000 (NO VAT) • Final proving flights 2017 • Airframe and engine: 50 Hrs • Engine: Rotax 912 ULS – 100hp - Runs on unleaded auto fuel • Avionics: Dynon Skyview 10” Display, SA Flyer 2018|10
- Full Engine Monitoring System - ADHRS installed Dynon auto pilot - Navigation display with Dynon GPS • Removable wings for easy hangar storage • Hangared near Cape Town
Contact: Peter 083 444 5030 or at peterb1088@gmail.com
46 March 2019 | www.saflyer.com
Market PLACE ENQUIRIES: dan@saflyermag.co.za
2004 Jabiru J450
ROBINSON R44 II ENGINE FOR SALE • Outright sale, no core exchange. Zero time engine, ready to install. R850 000 exc VAT • Other airframe parts for sale. Doors, seats, complete instrument panel etc. Email: afrosun@netactive.co.za | Cell: 082 257 3739 | Private sale
AIRFRAME: 1089 hours. ENGINE: 1089 hours (89 hours since overhaul); Full maintenance records. Only serviced through AMO's; endurance approx 7.5 hours (with full bladder). PROP: Carbon fibre Jabiru prop; 14 hours on prop. AVIONICS: Dynon D180 with Autopilot; Garmin GPS (connected with Autopilot); Garmin GTX320 transponder; Garmin GTR225 radio; Flightcom 403MC intercom EXTRA EQUIPMENT: 70L Fuel bladder with cockpit switch; wheel spats also included PRICE: R 445 000 CONTACT: MARDUS STRYDOM (OWNER) - 082 557 5825
HANGAR SPACE RAND AIRPORT • Single engine aircraft. Attendant and movements. Aircraft cleaning from R2000 per month size dependent. Call Ernie (083) 326-8819
FOR SALE JABIRU 430 (2014)
AVIATION ATTORNEY
• For problems and issues relating to the CAA; the FAA and other aviation authorities; for disputes, agreements, maintenance issues, sales and A/C partnership agreements - then contact Chris Bean of Christopher Bean Attorneys (B.A. LL.B (Wits) LL.M. London) admitted as an attorney in the RSA and California. beanpole@global.co.za, Tel: +27 82 651 6262
STUDENT/PILOT ACCOMMODATION • Accommodation for pilots in Midrand. Self-catering. Transport to CAA . Close to Grand Central Airport. For enquiries: info@ thecottage.co.za or 072 588 7190
FOR SALE - JABIRU 430 • Jabiru 430, 2007, 685 happy hours tt. Std instruments, TruTrack autopilot, fuel flow monitor, Garmin GPS, transponder and radio. Hangared at Baragwanath airport. Condition 10/10. Full glass doors, leather seats, 4 place intercom. Priced to sell at R510,000 onco. Contact Brian at 0824537057 / poultonb@iafrica.com. SMS ONLY!
ROBINSON RH44 CLIPPER FOR SALE • 2001 model. 1500 hours remaining on Main Rotor gearbox ,M/r blades and engine. 2200 hrs remaining on other components. 4400 hour overhaul just completed R2,5 mill excluding VAT(neg) For enquires please contact or whats app 082 376 3156
ROBINSON RH22 BETA • 2004 model. 1800 hours remaining 2.1 million excluding VAT (neg) For enquires please contact or whats app 082 376 3156
W N E EW B S IT E
• Only 260 hours TT. Owner relocated. Hangared Springs Airfield. Full maintenance history by leading Jabiru AMO’s. Garmin GPS, Radio & Transponder. Dynon D180 EFIS & AP 74 Auto Pilot. Leather seats. 4 place intercom . Condition 10/10 . R 685 000. Contact Guy for photos & all detail 082 554 7973 | havers@ iafrica.com
47 www.saflyer.com | March 2019
FUEL TABLE www.sv1.co.za
SA Flyer 2019|03
Fuel Prices Fuel as Prices at 09/01/2019 as at 09/01/2019 Prices include Prices include VAT butVAT exclude but exclude any service any service fees fees AirfieldAirfield Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 20,50R 20,50 Beaufort Beaufort West West R 24,90R 24,90 R 18,25R 18,25 Bethlehem Bethlehem R 21,97R 21,97 R 15,62R 15,62 Bloemfontein Bloemfontein R 14,63R 14,63 R 10,42R 10,42 Brakpan Brakpan R 21,00R 21,00 Brits Brits R 19,40R 19,40 Cape Town Cape Town R 21,97R 21,97 R 9,03 R 9,03 Eagles Creek Eagles Creek R 22,80R 22,80 East London East London R 18,65R 18,65 R 12,29R 12,29 ErmeloErmelo R 21,45R 21,45 Fisantekraal Fisantekraal R 20,00R 20,00 Fly-In Fly-In R 19,00R 19,00 GariepGariep Dam Dam R 22,50R 22,50 R 16,80R 16,80 GeorgeGeorge R19,23R19,23 R12,90R12,90 Graaf Reinet Graaf Reinet R 24,30R 24,30 Grand Grand CentralCentral R 22,38R 22,38 R 16,62R 16,62 Kimberley Kimberley R 14,63R 14,63 R 10,42R 10,42 Kitty Hawk Kitty Hawk R 23,90R 23,90 Klerksdorp Klerksdorp R 21,28R 21,28 R 14,32R 14,32 Kroonstad Kroonstad R 20,37R 20,37 KrugerKruger Intl Nelspruit Intl Nelspruit R 21,00R 21,00 R 14,70R 14,70 Krugersdorp Krugersdorp R 18,95R 18,95 Lanseria Lanseria R 22,43R 22,43 R 15,76R 15,76 Margate Margate R 21,90R 21,90 R 15,35R 15,35 Morningstar Morningstar R 18,50R 18,50 Mosselbay Mosselbay R 22,95R 22,95 R 17,12R 17,12 Nelspruit Nelspruit R 21,94R 21,94 R 15,01R 15,01 Parys Parys R 16,60R 16,60 R 11,20R 11,20 Pietermaritzburg Pietermaritzburg R 21,20R 21,20 R 14,00R 14,00 Pietersburg Pietersburg Civil Civil R 19,90R 19,90 R 13,45R 13,45 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48R 21,48 R 13,40R 13,40 Port Alfred Port Alfred R 23,17R 23,17 Port Elizabeth Port Elizabeth R 22,30R 22,30 R 16,38R 16,38 Potchefstroom Potchefstroom R 16,60R 16,60 R 11,20R 11,20 Rand Rand R 19,40R 19,40 R 15,32R 15,32 Robertson Robertson R18,70R18,70 Rustenberg Rustenberg R 17,95R 17,95 R 13,45R 13,45 Secunda Secunda R 21,28R 21,28 Skeerpoort Skeerpoort *** *** R 15,80R 15,80 R10,40R10,40 SpringsSprings R 19,50R 19,50 Stellenbosch Stellenbosch R 18,55R 18,55 Swellendam Swellendam R 19,30R 19,30 R 14,30R 14,30 TempeTempe R 21,28R 21,28 R 15,07R 15,07 Upington Upington R 15,09R 15,09 R 10,88R 10,88 Vereeniging Vereeniging R 20,03R 20,03 Virginia Virginia R 20,70R 20,70 R 14,62R 14,62 Welkom Welkom R 20,37R 20,37 R 14,61R 14,61 Wings Wings Park ELPark EL R 18,90R 18,90 Witbank Witbank R 20,90R 20,90 Wonderboom Wonderboom No No Contact Contact Worcester Worcester R24,15R24,15 *** Helicopters *** Helicopters only only
Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015 Co-ordinates: S25°50’37 E27°41’28 48 GPS Import/Export no. 21343829
March 2019 | www.saflyer.com
Fuel Prices Fuel as Prices at 07/02/2019 as at 07/02/2019 Prices include Prices include VAT butVAT exclude but exclude any service any service fees fees AirfieldAirfield Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 18,00R 18,00 Beaufort Beaufort West West R 24,90R 24,90R 18,25R 18,25 Bethlehem Bethlehem R 21,97R 21,97R 15,62R 15,62 Bloemfontein Bloemfontein R 14,50R 14,50R 10,25R 10,25 Brakpan Brakpan R 21,00R 21,00 Brits Brits R 18,95R 18,95 Cape Town Cape Town R 21,97R 21,97 R 8,68 R 8,68 Eagles Creek Eagles Creek R 17,50R 17,50 East London East London R 18,66R 18,66R 12,29R 12,29 ErmeloErmelo R 21,45R 21,45 Fisantekraal Fisantekraal R 20,00R 20,00 Fly-In Fly-In R 19,20R 19,20 GariepGariep Dam Dam R 16,00R 16,00R 15,30R 15,30 GeorgeGeorge R18,39R18,39 R11,59R11,59 Graaf Reinet Graaf Reinet R 23,65R 23,65R 16,65R 16,65 Grand Grand CentralCentral R 18,29R 18,29R 13,70R 13,70 Kimberley Kimberley R 14,50R 14,50R 10,25R 10,25 Kitty Hawk Kitty Hawk R 19,10R 19,10 Klerksdorp Klerksdorp R 22,20R 22,20R 14,35R 14,35 Kroonstad Kroonstad R 18,47R 18,47 KrugerKruger Intl Nelspruit Intl Nelspruit R 18,85R 18,85R 13,95R 13,95 Krugersdorp Krugersdorp R 17,60R 17,60 Lanseria Lanseria R 22,43R 22,43R 14,20R 14,20 Margate Margate No stock No stockR 15,35R 15,35 Morningstar Morningstar R 17,95R 17,95 Mosselbay Mosselbay R 19,35R 19,35R 15,75R 15,75 Nelspruit Nelspruit R 19,94R 19,94R 15,01R 15,01 Parys Parys R 16,60R 16,60R 11,20R 11,20 Pietermaritzburg Pietermaritzburg R 19,90R 19,90R 13,40R 13,40 Pietersburg Pietersburg Civil Civil R 17,35R 17,35R 13,00R 13,00 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48R 21,48R 13,40R 13,40 Port Alfred Port Alfred R 23,17R 23,17 Port Elizabeth Port Elizabeth R 21,70R 21,70R 15,12R 15,12 Potchefstroom Potchefstroom R 16,60R 16,60R 11,20R 11,20 Rand Rand R 18,60R 18,60R 13,14R 13,14 Robertson Robertson R18,70R18,70 Rustenberg Rustenberg R 17,67R 17,67R 13,45R 13,45 Secunda Secunda R 18,98R 18,98 Skeerpoort Skeerpoort *** *** R 15,25R 15,25R10,40R10,40 SpringsSprings R 19,50R 19,50 Stellenbosch Stellenbosch R 18,55R 18,55 Swellendam Swellendam R 19,30R 19,30R 13,00R 13,00 TempeTempe R 17,10R 17,10R 11,12R 11,12 Upington Upington R 15,09R 15,09R 10,88R 10,88 Vereeniging Vereeniging R 17,03R 17,03 Virginia Virginia R 20,70R 20,70R 14,62R 14,62 Welkom Welkom R 18,47R 18,47R 14,61R 14,61 Wings Wings Park ELPark EL R 18,90R 18,90 Witbank Witbank R 17,50R 17,50 Wonderboom Wonderboom R 18,66R 18,66R 13,46R 13,46 Worcester Worcester R24,15R24,15 *** Helicopters *** Helicopters only only
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• • • • •
ACCIDENT REPORT JIM DAVIS
CFIT This discussion contains extracts from the SACAA’s accident report. It is compiled in the interest of promoting aviation safety and not to establish legal liability.
Conditions (IMC) whilst the pilot attempted The remains of the 172 at the crash site.
to climb above the mountain. CONTRIBUTORY FACTORS •
Poor flight planning by the pilot.
•
Lack of experience in bad weather conditions.
•
Disregard for Standard Operating Procedures.
•
Error of judgement and wrong decision–making.
JIM’S COMMENTS When I first glanced at this accident, I was going to skip it because it looked similar no reported traffic to 9000 ft AMSL and that
to all other controlled flight into terrain
On 07 October 2005, at approximately
he was cleared to climb to 9,000ft AMSL.
(CFIT) accidents. Of course, it’s tragic
13h05Z, the pilot, accompanied by two
The pilot of ZS-NIE responded and advised
when a young man with more confidence
passengers, departed Nelspruit Aerodrome
LASS ATC that he was passing through
than experience kills himself and two other
on a VFR (Visual Flight Rules), private flight
5,200 feet, climbing to FL090.
trusting youngsters. But then all accidents
SYNOPSIS
to Rand Aerodrome in Gauteng.
There was no further communication
are sad, so that’s not a criterion for choosing
At approximately 13h17Z, the pilot of
between the pilot of ZS-NIE and LASS
ZS-NIE established radio contact with
ATC. The aircraft failed to arrive at its
My second thought was that it can’t do
Lowveld Air Space Sector (LASS) Air Traffic
destination and an official Search and
any harm to remind you from time to time,
Controller (ATC) and informed LASS ATC
Rescue operation was initiated. The aircraft
about one of the most common causes of all
that he was approximately two miles east
wreckage was located the following morning
accidents.
of Kaapse Hoop and wanted to confirm the
at approximately 09h00Z, where it had
While I was trying to decide whether to
height of the mountains at Kaapse Hoop and
impacted with terrain on the eastern side
write about it, I came upon an FAA accident
also requested permission to fly a “bit higher
of Tafelkop near Kaapse Hoop. The aircraft
report about a 19,000-hour American ATP
than the mountain ridge as the clouds are a
was destroyed by the post-impact fire that
doing the same thing in a V-tail Bonanza.
bit low”. The aircraft altitude at the time was
had erupted on impact.
The similarities and differences between
reported to be 4,100ft above main sea level (AMSL). Lowveld Air Space Sector (LASS ATC) advised the pilot of ZS-NIE that there was
50 March 2019 | www.saflyer.com
them.
these two accidents are fascinating. But the lessons to be learned are, surprisingly, much
PROBABLE CAUSE The
aircraft
impacted
with
high-
rising terrain in Instrument Meteorological
the same. VFR into IMC is a killer. Clouds and terrain are no respecters of seniority.
COLUMNS
Firstly, let’s look at this youngster who
A look at Safety Link’s chaotic history
rating. He was type rated on numerous
flew himself and his pax into the mountains.
tells its own tale. They managed to sort of
Boeing aircraft: the 727, 737, 757, and 767.
His licence was so new that I believe
publish three issues a year from 2008 to
Other type ratings included the Douglas DC-
one has to look carefully at his flying training.
2012. I say “sort of” because they sometimes
9, Fokker 100, and the Lockheed JetStar.
Certainly, there were some grave errors of
published the same issue twice, and merely
His single-engine land rating was limited to
judgement, and gross overconfidence. A
changed the date on the second one.
commercial privileges.
well-trained pilot would have known better
It dropped to two issues a year, then
The report goes on to state that he
than to stick his nose into that sort of weather.
none at all in 2016 and 2017! In 2018,
was not just a big-jet pilot – he was also experienced and current on light aircraft.
When ATC cleared him to climb to 9,000
there was only one issue, and it contained
ft, I wonder if he A) knew that it is suicidal
no safety messages for pilots, but it did
He had filed an IFR flight plan for the
to climb into cloud without proper training,
congratulate the CAA on its amazing safety
flight, a 50-mile trip to Alliance Municipal
and B) realised that flight level 90 is an
initiatives. Poppy Khoza had presumably
Airport (KAIA). Shortly before his takeoff
instrument flight level.
not been briefed on the magazine’s motley
from Chadron airport, a witness noticed
My feeling is that he suffered from
history because, on the front page, we see
the pilot seated in the aircraft for several
combination
and
a smiling photo of her saying, “Welcome to
minutes. Possibly he was deciding how to
unbelievably poor training. A well-trained
the FIRST edition of Safety Link.” I despair.
get his instrument clearance, as the airport
PPL simply doesn’t do that soon after getting
And it gets worse. Not only is the magazine
had no ATC.
his licence.
rubbish, but a survey of the popular aviation
He had two choices. The first was
The CAA’s only recommendation was
chat room, Avcom, revealed that not a
to phone Flight Service to have them
that the accident be publicised in Safety
single respondent has ever heard of this
coordinate a clearance with ATC. This can
Link, CAA’s online flight safety magazine.
publication.
be a long, frustrating route and, should
a
of
inexperience
Not a big ask, and, you might think, a sensible way of reminding all pilots of the
Okay, now let’s look at the American CFIT accident.
the call be dropped, you have to start the procedure over again. The quicker option
dangers of VFR in marginal weather. But,
The 61-year-old pilot flew for a major
was to take off, remain VFR and get an IFR
unfortunately, the publication may as well
airline for 26 years. He had an airline
not exist. 13 years later and they still haven’t
transport pilot certificate for single- and
The local weather 17 minutes before
published this story.
multi-engine land aircraft, and an instrument
takeoff was reported as “calm winds, nine
clearance while airborne.
51 www.saflyer.com | March 2019
ACCIDENT REPORT
SACAA ACCIDENT REPORT – EXECUTIVE SUMMARY Date of Accident: 07 October 2005
investigators, the pilot likely encountered IMC just before hitting the ridge line.
Time of Accident: 13h30Z
The accident report noted the probable
Aircraft Registration: ZS-NIE
cause as “the pilot’s decision to attempt
Type of Aircraft: Cessna 172L
VFR flight into instrument meteorological
Pilot licence: Private
rising terrain.”
conditions resulted in controlled flight into
Licence Valid: Yes
It also stated that the pilot could have avoided the accident by having called
Age: 22
Flight Service for a coordinated clearance,
Total Flying Hours: 70.6
or by remaining in VMC over the airport instead of venturing into IMC towards his
Hours on Type: 60.0 Last point of departure: Nelspruit Aerodrome (FANS) Next point of intended landing: Rand Aerodrome (FAGM) Location of the accident site: Approximately 100 metres below the mountain peak at Tafelkop, Kaapse Hoop. (GPS Positions:
destination. It’s interesting that similar lessons can be learned from both these accidents. WHAT CAN WE LEARN? •
to override their better judgement.
S25 ̊ 44.381 E030 ̊ 43.764) Elevation 5471ft.
The safety message is to be aware
Meteorological Information: Adverse weather conditions.
of this temptation and change one’s mindset. Briefly, when there are
Overcast cloud base less than 1000ft AGL. Temperature, 18°C. Wind, 360 /̊ 10kt.
Both pilots allowed ‘mission fixation’
IMC conditions along your route, ground yourself by having a beer. •
Number of people on board: 1+2
Any amount of experience, whether it is 100 hours or many thousands,
No. of people injured: 0
can lull a pilot into believing he or she is bulletproof.
No. of people killed: 3
•
A lack of awareness of the local topography is often the culprit. Rising terrain can easily be masked by clouds and fog, and a gradually
miles visibility, a broken ceiling at 1,500
was 4,200 ft MSL (approx. 1000 ft AGL).
lowering cloud base can be difficult
feet and an overcast ceiling at 3,400 feet.”
At 11h25, ATC called the Bonanza;
to detect. Pilots often react to
At 11h21, the Bonanza, which had
“Seven delta mike, radar contact nine miles
deteriorating weather by gradually
ADS-B, was tracked as becoming airborne
south of the Chadron airport, say altitude.”
descending to stay visual.
and turning out right towards its destination,
There was no response.
KAIA, to the south.
•
Bear in mind that every pilot who
ADS-B subsequently showed that,
has flown into a mountain knew
A minute later, the pilot called Denver
10 miles south of KCDR, the aircraft hit
for certain that it wasn’t there. If a
ARTCC and requested his clearance.
treetops on a ridge 900 feet above the
pilot thought there was a mountain
The controller was busy and asked the
departure airport. IMC prevailed at the
in front of his nose, he wouldn’t
Bonanza to standby. Eight seconds later,
accident site.
be heading in that direction. The
ATC gave him a transponder code, but no
A witness, who was working outside
mountains around George, where I
clearance. He set the code and it updated
nearby, noted the weather throughout
live, are studded with the wrecks of
on the controller’s radar.
the morning had been light precipitation,
planes whose pilots thought there
a
mist, fog, and low clouds that obscured
was nothing there. Hansie Cronje’s
groundspeed of 145 knots, and the altitude
the surrounding ridge lines. According to
crash is a sad reminder.
The
radar
track
data
showed
52 March 2019 | www.saflyer.com
j
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FLIGHT TEST REPORT: DAVE UNWIN & OWEN HECKRATH IMAGES: JAMIE HUNTER / BRITTEN NORMAN
54 March 2019 | www.saflyer.com
OFF-ROAD CHAMPION
THE B-N
r e d n a l s I
www.saflyer.com | March 2019
55
FLIGHT TEST
There are very few types that remain in production more than fifty years after they first flew. Britten-Norman’s Islander is one of them and it’s not only an iconic machine, it’s also one of the most successful British aircraft ever made.
The powerplant options are either piston Lycomings or Rolls Royce turboprops.
D
ESIGNED by John Britten
or Rolls-Royce turboprops, of either 320 or
and
400hp.
Desmond
Norman,
the Islander was initially
The one-piece cantilever wing has no dihedral and just two degrees of incidence.
Presented with an opportunity to put the
The trailing edge consists of cable-operated
short-haul,
Islander through its paces, we pitched up at
slotted Frise ailerons fitted with mass
commuter
B-N’s Lee-on-the-Solent assembly facility
balances, and large electrically-actuated
operations but has subsequently been
to meet test pilot Simon Hargreaves. The
slotted flaps which have three settings: Up,
adapted for a wide variety of roles, both
test aircraft is the latest example to come
T/O (25 deg) and Down (56 deg).
civilian and military. The BN-2 has proved
off the production line. It is configured as a
The engines are high so prop clearance
to be an excellent feeder-liner and has long
feeder-liner capable of carrying up to nine
is excellent, and being close to the aircraft’s
been a favourite with freight companies,
passengers, and will shortly be delivered to
centreline means the minimum controllable
parachute schools, air ambulance operators,
a regional carrier in mainland Europe.
airspeed on one engine (Vmca) is very low.
intended
for
high-frequency
and the military. Isle of Wight-based B-N has built
This is a good thing for safety, although the THE WALK AROUND
proximity of the engines to the fuselage
and delivered more than 1,250 Islanders
In many respects the Islander can be
means the cabin can be rather noisy. On our
since the type first flew in June 1965,
compared to a flying Land Rover, even
test aircraft, the power is from a pair of 300
with examples now operating in over 120
down to the boxy cabin. Bereft of frills
hp Lycoming IO-540s, which turn Hartzell
countries. It is currently available in several
or superfluities (except for the Executive
constant-speed fully feathering ‘Scimitar’
different variants, powered by either 260 or
option, which is luxuriously appointed), it’s a
props. They are fed from wing tanks (one in
300 horsepower Lycoming piston engines,
functional, utilitarian aircraft.
each wing) with a combined capacity of 492
56 March 2019 | www.saflyer.com
litres. Tip tanks can be fitted as an optional extra, increasing capacity to 814 litres. For those of you wondering why a brand new commuter aircraft is fitted with piston engines, the answer is simple. Turbines are wonderfully reliable powerplants, but they have one significant drawback − it’s not the hours that wear them out, but the cycles (being started up and shut down). Like most Islanders, this particular aircraft will be used primarily on short, high-frequency services, so its operator has opted for the Lycomings. The Islander is certified to fly from unimproved beaches)
landing
and
strips
consequently
(including the
fixed
undercarriage is every bit as rugged as you’d expect. It consists of a large single nosewheel, while the twin main wheels
arrangement we like for several reasons. If
the centre of the panel and the GTN 650
you’re using the aircraft as a freighter you
and 750 nav/comms unit on the right. The
can fill the cabin to capacity without having
standby ‘steam gauges’ are arranged in a
to leave space for an aisle. The cabin can
row beneath the G600. To the right of the
accommodate up to 1,000 Kg of freight but,
altimeter is an annunciator panel, while
like most small freighters, it will often ‘bulk
above the G600 are digital displays for
out’ (run out of space) before it ‘grosses out’
each engine’s manifold pressure and rpm.
(runs out of weight-carrying capacity). Also,
This may seem a little excessive as this
in situations without ground crew, pilots
information is clearly presented on the EDM
prefer to check personally that the doors
930 display, but it’s part of the standard JPI
have been properly shut and locked.
set-up.
The seat and pedals both adjust and
A large central pedestal houses the
we both like the overall cockpit layout. The
throttle, prop and mixture levers for each
instrument panel is clean and uncluttered
engine, the flap switch directly underneath,
− the dual screens of the Garmin G600 are
with the park brake below. Three lights
directly in front of the pilot, with the excellent
between the G600 and JPI screens show
EDM 960 engine monitoring system in
flap position.
are attached to a streamlined strut that connects to the wing behind each engine nacelle. The main wheels have disc brakes and all three undercarriage units have oleo shock absorbers. Notably, all five wheels
The sturdy main gear has the same sized tyres as the nosewheel.
use the same size tyre − ideal for operation from rudimentary airstrips where access to spares may be limited. Interestingly, although the nosewheel steers through the rudder pedals, beyond 45 deg it disengages automatically and becomes free-castoring, giving the aircraft an incredibly tight turning radius of under ten metres. The tail consists of a big, slightly swept fin and large rudder, fixed tailplane and mass-balanced elevator. The rudder and elevator are actuated by a combination of pushrods and cables and both are fitted with trim tabs. The elevator feels very heavy on the ground, but soon lightens up when the air starts flowing over it. The square-section cabin and flat floor allow the aircraft to be quickly re-configured for different roles. It can even be used as a crop-sprayer or for oil slick dispersal, as underwing hardpoints allow spray booms or external pods to be carried. Access to the cabin is via doors on both sides of the fuselage, with an additional cargo door to port. Sliding doors for special missions, paradropping or simply for improved access are an option, and the low door sills make cargo loading easy. THE INTERIOR The cabin doors are complemented by a pilot’s door on the port side, an
57 www.saflyer.com | March 2019
FLIGHT TEST Interestingly, the Islander is not equipped
don’t want to scrub the tyres) but can clearly
this instance, the governors which maintain
with cowl flaps. While the rudder trimmer is
see just how easy a 180° turn on a narrow
a given rpm were yet to be set up correctly
in the roof, curiously the large elevator trim
airstrip could be.
for the Scimitar propellers.
wheel is mounted on the starboard side of
With three aboard and full fuel we
Retracting the flaps causes a small
the pedestal (i.e. away from the pilot). Both
are around 700kg below the maximum
change in pitch which is easily trimmed
are purely manual.
all-up weight (MAUW) of 2,994kg. The
out. As we climb I try a few gentle turns
The layout of the electrical switches is
airfield is near as dammit at sea level and
and this confirms what I’d expected − this
excellent. The magnetos, boost pumps and
the temperature is 17°C so the ambient
is a very stable aeroplane. The ailerons are
starter switch are contained in a neat panel
conditions are very close to ISA with a gentle
a little heavy, although I soon get used to
above the windscreen, with all the others
breeze down the runway.
them. Levelling out at 4,000ft I examine the
below the pilot’s panel-mounted yoke. All the
are
Islander’s forte − slow flight and stalls. The
circuit breakers are on the other side of the
straightforward, so I carefully position the
wing retains a tenacious grip on the air and,
panel, easy to see, and more importantly, to
Islander on the centreline and push the
with flaps up, the aircraft stalls at a creditable
reach.
throttles open. The acceleration is excellent,
44kt. This drops to a remarkable 36kt with
and as the speed sweeps imperiously past
the flaps down. The stall warning (a horn
55knots, I initiate a gentle rotation.
and a light) activates about five knots above
FLYING THE ISLANDER The field of view is excellent, and the
The
critical alpha, and when the wing finally does
combination of powerful progressive brakes,
the runway and climbs away at just over
quit flying it always breaks straight ahead.
differential thrust and a steerable nosewheel
1,200fpm and 70kt. During the pre-flight
For the final stall I set takeoff flap, open the
make the Islander very easy to manoeuvre
briefing, Simon explained we’d probably
throttles and just keep hauling the nose up…
on the ground. Simon encourages me to
get a ‘propeller overspeed’ caution just
and up… and up!
force the nosewheel into ‘castor’ and then,
after takeoff, and we did. This wasn’t a
A full power departure stall can often
with a dab of brake and some differential
malfunction. In order to keep the noise
bring out the worst in an aeroplane, but
thrust, the aircraft simply pivots around the
down, the system is designed to warn the
the Islander is so well mannered that even
main wheels. I’m quite timid with this (as I
pilot when the rpm goes above 2,600 and, in
when it is being roundly abused, nothing
58 March 2019 | www.saflyer.com
Islander
checks
off
The panel is uncluttered and businesslike with a combination of glass and standby steam gauges.
The
pre-takeoff
practically
leaps
LEFT: The large pedestal houses engine controls and peripheral functions - the elevator trim wheel is on the RHS away from the pilot. MIDDLE: The combination of powerful progressive brakes, differential thrust and a steerable nosewheel make the Islander very easy to manoeuvre on the ground. BOTTOM: The Islander practically leaps off the runway and climbs away at just over 1,200 fpm and 70 knots.
unpleasant happens. The ASI’s speed tape sinks to an incredible 33kt (and remember, our weight is still around 2,200kg) before the Islander reluctantly pitches down and the wing instantly starts flying again. This is an incredibly docile aircraft. Moving onto stability tests confirms that, although there is plenty of control, the designers have placed even more emphasis on stability. The Islander’s stick-free stability is
strongly
positive
longitudinally
and
directionally, and weakly neutral laterally. Overall it is very docile, and easy to fly on instruments. Simon sets zero thrust on the port engine to simulate a feathered prop and I assess the single-engine performance and controllability. At 65kt, half a ball out on the turn and slip indicator and a few degrees of bank into the ‘live’ engine, the climb rate is a perfectly acceptable 300fpm at 3,500ft and the aircraft is eminently controllable. I’ll confess that I don’t find the operation of the roof-mounted rudder trimmer intuitive initially, but soon get the hang of it.
excellent and I have no problem judging
a touch-and-go, and almost as soon as the
when to turn base. For my first landing I fly a
throttles hit the stops we’re airborne again.
conventional approach, ensuring that I keep
Turning downwind Simon briefs me to
the speed above the 65kt Vmca until very
make this a STOL (short takeoff and landing)
short final.
approach, which entails getting full flap down
Speed control is easy all the way round
a little earlier and trimming for 56kts on final.
the circuit but I flare slightly too high and the
We are now using a ‘back side’ technique,
touchdown is ‘firm but fair’. As briefed this is
where speed is controlled completely with
With the power back up on the port engine, I set 24/24 and concentrate on holding the aircraft level at 2,500ft while Simon notes down the speed and fuel flow: The IAS of 128kt means a TAS of 133kt, while the fuel flow is about 45 litres per hour on each side. Pulling the power back to 21/21 the speed dips to 114 IAS (119 TAS) while the total fuel flow reduces to around 80 litres per hour. We head back for some circuits. As the runway is 1,309m of smooth tarmac, it’s not really representative of an Islander’s natural environment. As the circuit direction for Runway 23 is right-hand and I’m in the left seat, positioning could be a little tricky in some aircraft, but the field of view is
59 www.saflyer.com | March 2019
Stability tests confirm that, although there is plenty of control, the designers have placed more emphasis on stability.
speed tape hits 50 I pull the nose up and the Islander leaps off the ground. On the following landing I hold the nose up for aerodynamic braking and roll almost to the end of the runway with the nosewheel still in the air, such is the power of the elevator. It’s hard not to be impressed by the Islander, and it’s easy to see why it’s still in production after more than fifty years. It may look like an elementary aircraft, but this belies a very clever design. Anyone can design something complicated, but as Leonardo da Vinci observed ‘simplicity is the ultimate sophistication’. PERFECT FOR AFRICA The Islander is an honest aeroplane that is ideally suited to African conditions. It’s no great shakes in the glamour and glitz arena, pitch, while power controls the descent rate.
runway. It’s worth mentioning that I only had
but when it comes to flying into and out of
Simon emphasises that accurate speed
an hour on type; a bit more practice and
goat tracks with heavy loads and nine pax, I
control is important, and that I might just
a decent wind on the nose and I’m sure I
reckon there are very few aircraft that could
need a suggestion of power in the flare to
could get the Islander down and stopped in
beat it. Its STOL capabilities are legendary
cushion the touchdown.
a very short distance. The pilot’s operating
and it will get into, and out of, tight, unlikely
handbook claims a stopping distance of only
spots with a good load aboard.
The aircraft is so speed-stable that I have no trouble at all nailing the speed tape
299m when landing over a 50ft obstacle.
I first met the Islander back in the 70s at
to 56kts, but the touchdown point is further
Now for a STOL takeoff. With flaps set
Wings Airways in the USA, when we were
up the runway than I intended. As soon as
to 25°, I run the engines up to full power
running a high-density shuttle service from
the mainwheels touch, I lower the nose and
against the brakes and then release them.
peri-urban areas into Philadelphia’s KPHL.
brake firmly to a stop. We don’t use much
The acceleration is excellent, and as the
The legs varied from as little as around
The new Tecnam 2012 Traveller has, like the Islander, a twin piston engine high wing fixed gear design - but it costs much more.
60 March 2019 | www.saflyer.com
best, grass strips. My days consisted of a hub and spoke run, where I would begin at a field, fly a load of pax to KPHL, then fly to another airfield to collect another load for KPHL and so on – on some legs, I wouldn’t even bother to get the flaps up. This was pure high-cycle feeder flying with often more than ten cycles a day, and the Islander thrived in this environment, never once did it let me down. The runways, which rarely deserved that title, could become interesting mud slides in autumn, hair-raising ‘skating rinks’ in winter, cracked, potholed minefields in spring and hot and dusty in summer. But the ‘boom-box’ – as we sometimes jokingly called the Islander – took it all in its stride without any incidents. CONCLUSION Earlier, we referred to the Islander as a “flying Land Rover” and in the same way that the no-frills Land Rover first opened up Africa to tourism decades ago, so the Islander is perfectly positioned to provide the next step of becoming the vehicle that opens up Africa’s population to air travel. In addition, its multirole capability allows it to be configured for many missions throughout Africa where low acquisition cost, ruggedness, STOL capability and reliability are key objectives. Although in recent years turbine aircraft such as the Kodiak and Caravan have eclipsed the Islander, the threat to Avgas availability has receded and the Islander is still a great contender for Okavango and Mozambique Island destinations and for relief operations such as Mission Aviation Fellowship flies. The
Islander’s
piston
engines
make
acquisition and operating costs significantly less and give passengers the comfort of two engines. It is interesting to note that its most significant competition will be the still in development Tecnam P2012. With the same high wing and fixed gear configuration, and with two 375 hp Lycomings, the new Italian may be faster, but it is almost certainly not going to be as rugged – and it costs nearly twice as much. While the Islander may be slower than its more powerful turbine competitors, over short
TECHNICAL SPECIFICATIONS
10nm up to 60nm and the runways were, at
BRITTENNORMAN
BN-2B
ISLANDER DIMENSIONS: LENGTH: 10.97 m HEIGHT: 3.78 m WINGSPAN: 14.93 M WING AREA: 30.19 sq. m WEIGHTS AND LOADINGS: CREW: 1 PASSENGERS: 9 EMPTY WEIGHT: 1,866 kg MAX AUW: 2,994 kg USEFUL LOAD: 1,128 kg WING LOADING: 99.1 Kg/sq. m POWER LOADING: 6.68 kg/kw FUEL CAPACITY: 492 litres standard (Optional 814 Litres) POWERPLANTS: ENGINES: 2 x Lycoming IO-540 K1B5 fuel-injected (Optional: |Lycoming IO-540-E4C5) OUTPUT: 300 hp (224kW) each at 2,700rpm (Optional: 260 hp) PROPELLERS: Hartzell ‘Scimitar’ composite threeblade C/S fully-feathering TURBINE OPTION: 2 x Allison/Rolls-Royce 250B17C turboprop engines rated at 320 shp. PERFORMANCE: VNE: 183 kt CRUISE (TAS): 158kt STALL: 40 KIAS CLIMB RATE: 1,130 fpm (Both engines, ISA Lycoming 260hp option) SERVICE CEILING: 17,200ft RANGE: 756 Nm (Standard fuel config) TAKEOFF DISTANCE: 621 ft (Typical config) BALANCED FIELD LENGTH: 1218 ft (Typical config) LANDING DISTANCE: 459 ft (Typical config)
sectors the speed difference is negligible, and operating costs per seat are about a third less. There’s still a lot to recommend this functional classic.
j
61 www.saflyer.com | January 2019
1943 DE HAVILLAND DH-82A, TIGER MOTH, SER. NO. 832
Engine: General Motors Holden, Gipsy Major Series 1, Serial no. 741; Propeller: Invincible Airscrews, 2 Blade Wood F.P., Model DH5220/B/26, Serial no. 1A8418; Total airframe hours: 1445.6 HR S.M.O.: 37.6 HR Annual check carried out: 23.10.2018 Authority to fly expiry; 22.10.2019 Current location: Hangared at Stellenbosch Airfield, South Africa Owner: Soviet Air Charter PTY LTD, Evgueni Zakharov (Director). CONTACT: INFO@SOVIETAIR.CO.ZA Aircraft notable features: - Completely rebuilt, in perfect condition, like brand new; - HOBBS (vibration type), mounted on engine frame; - Transceiver; - Transponder, type S; - Turbine generator (mounted underneath the fuselage); - Main fuel tank, 86.3 litres; - Auxiliary fuel tank, 45.4 litres (operated by switching on fuel pump to pump fuel into main tank); - 2 x wing sidewalks; - Custom chrome exhaust pipe; - Dual controls (front cabin control stick stashed in the luggage compartment); - Main wheel breaks; - Tail wheel; - 2 x full seat harness; - Custom magnetos;
Transponder details: Dittel KTX-2 Transponder 2 1/4” Panel Mnt (NTCA), Type S PRICE: 1 600 000 ZAR (VAT EXCLUDED)
SA Flyer 2019|03
Transceiver details: Dittel Avionik KRT2 Transceiver 2-1/4” (NTCA)
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62 March 2019 | www.saflyer.com
SA Flyer 2018|12
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AOPA BRIEFING REPORT: CHRIS MARTINUS
AOPA PRESIDENT’S REPORT 2019 We have waited a little later in the year for our AGM, which should ideally have happened a month or two earlier, in order to give opportunities to President Ramaphosa to present his SONA speech and Minister of Finance Mboweni to enlighten us about the future in his budget speech. Here now is the 2019 AOPA President’s Report.
G
ENERAL
aviation is inextricably intertwined with economic issues.
Indeed, the
fortunes of aircraft owners and pilots seem to follow the exaggerated swings of the country’s economic fortunes. Sadly, there seems to be little information forthcoming from the ANC leadership that will boost optimism for aircraft owners and pilots. Regulatory inroads into private flying continue to make it more expensive and time-consuming, leading to the view that fewer and fewer hours are being flown by private pilots and operators.
Dawie Roodt - 'State spending drastically exceeds growth.'
Government policy is still on a path of fostering social division, making further inroads into property rights; and government spending continues on an upward trajectory into dangerously uncharted territory.
A
consultation with well-known economist Dawie Roodt indicates that state spending drastically
exceeds
growth
and
that
Mboweni’s wildly optimistic spending cuts are politically impossible. The small R23-billion annual bailout for Eskom can also not possibly slow the power
electorate should not bother to fight the ANC
with such associations, not very good. So,
government too hard, even in the upcoming
please settle your accounts!
elections: they are doing a better job than anyone else of cooking their own goose.
As the Treasurer’s report indicates, AOPA South Africa’s finances, though very modest, are also stable.
AOPA’S FORTUNES
Back in 2016, we experimented with
By contrast, AOPA South Africa has
the concept of fund-raising through public
had quite a good year, despite some
appeals for specific projects, in that case
considerable opposition by the regulator and
for supporting the case of E-Bury airfield’s
some industry entities.
licence application which had been arbitrarily
utility’s headlong spiral into the black hole of
Membership has been fairly stable.
refused by the Director of Civil Aviation. We
collapse. The impact of power shortages on
New memberships roughly equal those who
had assisted in the matter when it came
industry and resulting growing social unrest
have left the association, ill health being
before the Civil Aviation Appeals Committee
is incalculable.
the main reason for leaving. Membership
way back in 2013, when the CAAC overruled
fee collections are, as is usually the case
director Poppy Khoza’s decision.
Interestingly, Roodt’s view is that the
64 March 2019 | www.saflyer.com
COLUMNS However, nearly two years later, CAA
Gawie Bestbier’s “frivolous and vexatious”
carry AOPA news and fires off frequent
decided to appeal the decision, but first had
conduct and awarded attorney and client
threats to AOPA directors. She has even
to ask the courts to condone their very late
costs in favour of E-Bury last year.
demanded that we make representations
application.
They were well past the 60
The courts grind slowly and the bill of
days allowed for filing an appeal to the High
costs has been sent to CAA. However, they
Court.
Their application was voluminous,
have not responded and the bill of costs is
Clearly she is trying to pick a fight with
filled with irrelevant nonsense and some
now before the High Court’s taxing master
us. We find this quite amusing and accept
downright untruths. It was also supported
for finalisation. When done, we expect to
it as recognition that we are doing a great
by Lanseria and Grand Central airports, who
be claiming payment in excess of R300 000
job. Our few detractors spread the word that
had (according to the CAAC) a commercial
sometime in the next couple of months.
“AOPA just wants to fight.” That is simply not
interest in the outcomes.
We are expecting to be repaying those
to her about how we run our own internal affairs.
true, but when we do fight, we fight to win.
Due to the issues being of great
contributors who would like their money
Although CAA has had the Minister
importance to AOPA members and others
back. Alternatively, any surplus will be dealt
sign a few regulations despite vehement
with similar interests, we jumped aboard
with by the Treasurer, perhaps through a
opposition from us, notably the absurd Part
again to support the case. We are pleased
separate litigation fund.
21 requirements for loads of expensive
to say that our appeal for contributions
In the circumstances, we will undoubtedly
paperwork to be submitted every year for
raised an amount of R126 450 in addition
be utilising a ‘crowdfunding’ approach again
unnecessary renewals of certificates of
to AOPA’s expenditure.
in future where it may be needed for a
airworthiness, we have managed to keep
emailed
specific project. This concept arose from
many of the others at bay, for now.
newsletter that was also posted on social
the disparity where it seems unfair that a
Khoza and her associates have also
media and aviation forums.
microlight enthusiast finds his membership
been trying to interfere with the rights of
This was the first time we had done
fees going towards the interests of members
AOPA’s members to be heard, but in doing
something like this, so the structure we
who operate large business jets and vice
so they are simply undermining their own
adopted was that contributors would pay
versa. It also avoids there being too much
position.
directly into an attorney’s trust account
cash sloshing around in the accounts of an
transparency, regulations can and must be
rather than into AOPA’s account. This would
informal association like AOPA – something
set aside if they adversely affect our rights
keep it separate from AOPA’s day-to-day
that always causes problems.
as aircraft owners and pilots. Of course we
response
resulted
from
This impressive one
cash flow and avoid any disputes. Despite several delays in the case, the
Without proper openness and
don’t want to fight, but if we have to, we will. REGULATORY ISSUES
matter was finally heard, but the judge took
Needless to say, our successes in court
three months considering her judgement.
last year undoubtedly caused considerable
However, when it was finally handed down,
annoyance to Khoza and her associates.
Judge Elizabeth Kubusi was scathing about
She has therefore embarked on a campaign
director Poppy Khoza and CAA executive
of intimidating website owners who dare
The coming year is likely to throw us further challenges, but we are ready for them.
j
BELOW: Government debt as a percentage of GDP is a good indicator of fiscal restraint.
Source: Tradingeconomics.com | National Treasury, South Africa
65 www.saflyer.com | March 2019
AIR RACING REPORT: PATRICK DAVIDSON - IMAGES: RED BULL
PATRICK DAVIDSON LOOKS FORWARD TO RED BULL 2019 This year is a huge one for Challenger Class pilots as there are a possible three seats opening in Master Class for 2020 and an additional two in 2021. So there is everything for us to fight for!
As a rookie, Patrick had a good first year - here he is on the podium with Kevin Coleman and Kenny Chiang.
I
N addition, in 2018 we lost one
overturned in the middle of a swimming pool
We were told that the Pope was coming
Challenger, Daniel Genevey and
and told to hang around upside down for 2-3
to visit Abu Dhabi so we would not fly for the
gained
Sammy
minutes, sucking air from a small canister
next two days. By this point we had already
Mason, Patrick Strasser and Vito
(which, blindly, you have to be able to find
lost a day and a half due to weather. Yes, it
Wyprachtiger. All of them are really
and use), before they come to get you out.
does rain in the desert – and PROPERLY!
accomplished pilots, and Vito already
Seems a bit like waterboarding, so I’m not
three
rookies,
has some Reno race wins under his belt.
a fan!
I had hoped that we would still get in at least two days of good flying, consisting of
We recently travelled to Amsterdam to
Abu Dhabi was our next stop and
2 X 12 minute sessions in the track. But we
complete our annual Shallow Water Egress
although I was not assigned to race this
were then told the Pope was coming a day
Training (SWET) training, which to be honest
event, all the Challengers were asked to
earlier, so there was a good chance I would
is not my favourite. Although I realise and
be on site for track time training and media
not fly at all before the official Free Practise
appreciate the importance of this, I find it
updates. It was a pity as I really like this
and Qualifying for the competing pilots.
very unnatural to be strapped into the half
track! I managed two flights, just not in the
We were given the option to stay, or to
fuselage of an MX-S with a parachute,
track, but in a hold near where the track was
change our flights and head home a few
ratcheted into position, blindfolded, then
set up.
days earlier. Due to me also holding down a
66 March 2019 | www.saflyer.com
FEATURE
full-time job back in SA, and with my family back home, I decided to head back to SA and watch the race on TV. I just hope that they will give me some additional track time at my next race in Europe in May. Based on the race I watched on TV, some of the new guys are a definite threat – with near perfect conditions. But this could change drastically with a nice 25 knot cross wind. In this game experience is key, not only for the actual tracks and flying, but as I have mentioned before, with all the media pressure and also the huge amount of information that you are taking in every day, and then still required to perform. Preparations for the year included the dreaded SWET exercise - this time blindfolded.
I think Florian Berger and Daniel Ryfa are by far the fastest and most consistent on time, but I have noticed a massive improvement in both Baptiste Vignes and
Patrick studying Aresti diagrams over the Christmas break.
Mel Astles over the past few races and training runs, so they definitely need to be watched! My personal goal for this season is to win a race… or two, and specifically, to fly without penalties throughout the season. If you have a look at the gross times, there’s not even fractions of a second that separates the pilots, making for very good racing and forcing the guys to really hang it out. The deciding factor is definitely penalties. He who flies a clean run will generally win! I can’t wait to get started!
j
Back home with his Sukhoi Su-31, mentally preparing for the season ahead.
Although tough competitors, camaraderie is good - Dario Costa helps Patrick into his parachute.
67 www.saflyer.com | March 2019
FEATURE REPORT: OWEN HECKRATH
CAPE SPEED RALLY Cape Town’s Morningstar Flying Club (MFC) hosted the third S A Power Flying Association (SAPFA) challenge of the season. This event proved to be huge fun and a winning formula for its organisers as well as its participants.
It was also an opportunity for Jonty to show off his unique taste in aviation ‘party-music’. As Saturday dawned, the Cape weather looked like it would be traditionally ‘iffy’ and because the new format requires that the route is only disclosed to crews 20 minutes before takeoff, the only ‘knots’ were in the stomachs of the competitors. The race was formally opened by Cape Town City Mayoral Committee member, Alderman James Vos, an avid supporter of flying and aviation
M
tourism. Also in attendance was South FC is one of the most
contestants with detailed hints ’n tips on how
active
in
best to aviate and navigate accurately at low
Cape,
level and high speed. After a beer break,
with more than 350
race organiser Jonty Esser followed with
the
airfields
Western
members
and
over
200 aircraft housed in
more than 90 hangars. So it was a natural choice for SAPFA as host for the Cape Speed Rally. In line with one of its objectives to build excitement and experience for
African Airways First Officer and founder of the Sakhikamva Foundation, Fatima Jakoet, who was excited to see how many younger aviators were competing. The rally was planned over a difficult
a ‘smoke, mirrors and lasers’ launch of the
120-nm course, with chicanes between the
new style and then a pre-race and weather
major turn points, which routed towards
briefing by Rob Jonkers. The day ended with
Paarl, on to Moreesburg then back towards
a traditional Cape spit-braai for the entrants,
the west coast past Melkbosstrand with
organisers, marshals, sponsors and guests.
a final high speed dash to the finish line
Presidents Trophy Air Race (PTAR) on 3 and 4 May, the Speed Rally was structured in the new format which SAPFA will be using for the PTAR. This new race format is designed to create a fun and a fast-paced, high-energy environment for pilots and their navigators to pit their skills in a challenging yet safe flying competition. The competitors ranged from 17-year old PPLs to 60-something retired airline captains and the field of entrants reflected the enthusiasm for the new format with more than 30 entrants ranging from a 90 knot Savannah through to 175 knot RVs. The weekend’s fun began on the Friday with Speed rally tyro Mary de Klerk providing an in-depth training session to the
68 March 2019 | www.saflyer.com
Rob Jonkers and Mary de Klerk from SAPFA with Alderman James Vos, SAA pilot Fatima Jakoet, organiser Jonty Esser and MFC Chair Ross Leighton.
AIR RACING
overhead Morningstar. The aircraft were sent off according to their handicap speeds and first off were the all-ladies team of
Mary de Klerk provided a detailed 'hints 'n tips' session for competitors.
Suzanne Lang and Nicole Innes in their Savannah. Last away was the seriously quick RV-8 crewed by Ross Leighton and Guy Leitch. The weather stepped in and added
The all ladies team of Suzanne Lang & Nicole Innes busy with pre takeoff plotting.
yet another handicap and a few pilots turned back because of low cloud and thunderstorm activity near the mountains. The brave (or crazy) crews pressed on and proved that Dirk de Vos had done his
Martin and Boy take off for their winning flight.
homework on the handicapping as the finishers were well bunched up as they powered over the finish line. Since the speed rally format promotes both aviation and navigation skills, trophies and bragging rights were awarded for
Martin Meyer and Boy Louw get their best Speed winners trophy and prize from sponsors Dart Aeronautical while Rob looks on.
the first three placings in each category. The Winners of the navigation skills (tightest course) category was the team of Rynhardt Elstadt and Richard Brown in the Cessna 210 who narrowly beat the Rockwell 112TC of Christian Strauss and Jovan Barkenhuizen. The aviation skills (closest to handicap speed) category was won by Boy Louw and Martin Meyer in their Citabria Champion 7 with the team of Alan Fergus and Johan Walden in the V35 Bonanza close on their heels. The results are notable in that the second
placings
in
both
categories
included 17-year old PPLs. The second place best speed award was won by PPL
Gear up - Rynhardt and Richard waste no time setting up their win. Second place speed category winners Johan Walden and Alan Fergus receive their trophy and prize from Rob and sponsors Dart Aeronautical.
holder and new S A Flyer columnist Johan Walden. The second place navigation award was won by Jovan Barkenhuizen, a PPL holder and also a passionate air race competitor. Both are also pursuing their Comm licences while still dealing with the
Best Nav performance winners Richard Brown and Rynhardt Elstadt with Jonty Esser (L) and Rob Jonkers (R).
daily grind of schoolwork. This level of enthusiasm and commitment shows that GA is alive and well in our youth. The event was sponsored, planned, organised and executed with energy and professionalism and the excitement generated
by
the
new
format
for
competitive aviation is a good omen for SAPFA – who now maybe have the winning formula to wrest their lunch money back from the Botswana air race. The next event is at Middleburg on March 8/9 – details at www.speedrally. co.za
j
Jovan Barkenhuizen and Christian Strauss get their second place Nav trophy from Jonty and Rob.
Competitors attending the briefing session.
69 www.saflyer.com | March 2019
FEATURE GUY LEITCH REPORTS ON HIS RACE
FLYING THE SPEED RALLY
Guy Leitch and Ross Leighton with Ross's RV-8.
When you have two cranky old men sitting in a cramped tandem cockpit, the chemistry can be explosive. This is not a good recipe for speed rallying.
I
T didn’t start well. Before we
that I would map-read but that Ross would
in the race had made me uncertain about
had even taken off, while waiting
have to multi-task by flying and looking at
time. I didn’t know whether we were ahead
our turn at the holding point, we
the pictures of the turn points supplied to the
or behind– which made establishing our
disagreed,
competitors.
position doubly difficult.
by
a
thirty-degree
difference, about what the first
We were perfectly on track for TP3 but
Still, TP6 looked like it should be easy
both
then didn’t see it, so we flew on for about
to find on a railway line. But again, without
adamant that we were correct and
another minute before we gave up and turned
a gazebo to mark the TP, not having an
so the tense standoff continued in
right for TP4, up against the Paarlberg.
accurate ETA, and Ross having to pole
strained silence, until Ross eventually, and
It turned out we were a long way north of
the plane and match the pictures to ground
probably reluctantly, conceded that I may be
track so we missed TP4 entirely. I reflected
features, we overflew it, fortunately on the
right.
ruefully that this was the first time in 12 air
correct side – so we did not score a miss.
heading
was.
We
were
Once airborne off Morningstar’s 20,
races that I had ever missed a turnpoint –
The next track was 120 degrees to the
Ross held the speedy RV-8 in ground effect
but the cards are stacked against you in
left (west) and I couldn’t pin down where
until we had passed course Turnpoint 1
these mini races as there are no big orange
we were on the map – because, having
(TP1) at the end of the runway, then banked
gazebos to mark the TPs. We compounded
overflown TP6, we were well north of track.
hard over onto ‘my’ heading. We hit TP2 on
our error by now being right (east) of track to
My timekeeping was scary – it looked like we
the nose, which was a real accomplishment
Riebeek-Kasteel.
were a ridiculous three minutes behind time.
seeing that we were flying a fast tandem with
At Riebeek Kasteel we turned too early
TP7 should have been easy to see
a low wing – the very worst type of plane in
– another turnpoint missed! We were royally
because it was immediately beyond the N7
which to do these races. Sitting in the back
screwing this up. And bad weather was
highway. But as we crossed the R311 we
a lot of my view is obstructed by the wing.
ahead. The combination of a fresh Cape
decided it was the N7 and turned north west
After another terse discussion it was agreed
South Easter and missing a few TPs early
onto the next heading. Then we saw the N7
70 March 2019 | www.saflyer.com
and realising our error, we stood the RV on its wing and headed back to the track. With a combination of judgement and luck, we hit TP7 on the nose. Finally we settled down and flew a perfect track to TP8. Finding it was helped by its being at the apex created by two major roads converging on either side of us. As if our flying/navigating was not bad enough, by now it was evident that the weather was going to mess things up even more. We were heading to the coast just north of Grotto Bay and a large cloud was dumping heavy rain right in our track with the hill tops we had to overfly thoroughly embedded in the clouds. We diverted to the right and just aimed for the coast. We watched others trying for the more direct route, but I was happy that our weather strategy was one of avoidance. When we hit the coast we turned left and followed it to the TP. On the heading out of Grotto Bay the low clouds were still blocking the track, requiring a further detour to the right. With two or three missed turn points and two diversions for weather, I cringed at the thought of what our track looked like. After that it was no sweat. We headed back inland for Atlantis and nailed TP11,
which it was a quick left turn and across
because of the lack of the gazebos that we
the finishing line overhead the Morningstar
were used to in the large air races. A further
runway.
complication was that we were flying the
and then south past Koeberg power station
As we taxied in, I reflected that it had
fastest aircraft in the event, and being a
to TP12 which we also hit on the nose. After
been a surprisingly tough race, particularly
tandem seater meant that it was difficult to consult each other about the track and the pictures of the turn points. Slower aircraft with side-by-side seating have a definite advantage – but then the winners, Boy Louw and Martin Meyer, were flying the only other tandem aircraft in the race, so we don’t have a particularly good excuse. Still, we had an absolute blast. The close checkpoints and our high speed meant that the workload was demanding. Overall, we came out of the exercise feeling that we had done well, but that we could do better next time. This makes these small races a great practice for the President’s Trophy Air Race in May. We look forward to improving our CRM performance.
j
ABOVE: When we were bad we were terrible but when we were good we were excellent. LEFT: Overtaking the Rockwell 112TC as we head into cruddy weather.
71 www.saflyer.com | March 2019
CAPE SPEED RALLY – OFFICIAL RESULTS SA Flyer congratulates these intrepid aviators who were the recipients of SAPFA floating trophies, sponsors prizes and official bragging rights. SPEED HANDICAP WINNERS 1. Boy Louw/Martin Meyer
Citabria 7GC
ZS-ONJ
2. Alan Fergus/Johan Walden
Bonanza V35B
ZS-ECA
3. Michael Marshall/James Ledingham
Aeroprakt A32 Vixxen
ZU-IIM
1. Rynhardt Elstadt/Richard Brown
Cessna 210K
ZS-JPX
2. Jovan Barkenhuizen/Christian Strauss
Rockwell 112TC
ZS-OCO
3. Frank Olsen/Alewyn Burger
Vans RV-7
ZU-TTV
a t ec
F
lig
em
y
vi
h
A
NAVIGATION ACCURACY WINNERS
ht Ac
ad
Aviatech Flight Academy
SACAA ATO 0124
72 March 2019 | www.saflyer.com
LANSERIA
INTERNATIONAL
AIRPORT FEATURE
73 www.saflyer.com | March 2019
REPORT: MARK MANSFIELD
LANSERIA
INTERNATIONAL AIRPORT – GROWTH CONTINUES Lanseria International Airport was developed in the ‘70s to ease pressure on the then Jan Smuts Airport, by being “the new terminal for all flights to and from South Africa by visiting aircraft registered in foreign countries and engaged in carrying passengers or cargo to South Africa for remuneration,” according to the then Minister of Planning, Mr JJ Loots. Thus its purpose has always been to be a significant international airport, but growth and development in recent years has shifted towards larger scheduled operators and corporate aviation and is not serving the interests of general aviation.
W
ITH more than two million passengers departing from the airport annually, Lanseria International
Airport
has
progressively
expanded its facilities to keep up with its
To minimise inconvenience to passengers and airport users, due
growth. In the coming years, more than R10
the ongoing development, Lanseria has increased the number of
billions of private sector funding will be injected into the establishment
golf carts available to collect travellers at their cars or at the terminal
of the new Airport City in Lanseria.
building to shuttle them across to the airport.
Major developments over the past year are the opening of the
Eventually work has begun on the airside gates, which will allow
new control tower complex on the southern side of the airport and the
for tighter airside control, and at the same time will alleviate the need
almost complete multi-storey car park and terminal. This is in line with
for the stringent rind-road access control, which has been a bugbear
Lanseria’s goal of growing its scheduled domestic and international
for many tenants and their visitors.
operations and increasing passenger numbers to more than four million per annum by 2023.
As Johannesburg and Pretoria grow, so access to and development of Gauteng’s second international airport and surrounding business is
The control tower complex, officially opened on 31 October 2017,
becoming increasingly necessary. “We are investing massively in
accommodates Air Traffic and Navigation Services (ATNS), South
improving access and the movement of people, goods and services
African Weather Services (SAWS) and Aerodrome Rescue and Fire
into and out of the West Rand region. The new economy of this area
Fighting Services (ARFFS). The new position improves visibility of
will be anchored specifically on the development of new economic
the runway and surrounding airfields and increases accessibility for
nodes around the Lanseria Airport. The Gautrain will reach the
emergency response. The Emergency Services Department has
Lanseria Airport to connect all our major cities in Gauteng. The future
won the South African National Fire Fighters competition for three
is unfolding in front of us. We are building new cities in Gauteng,” said
consecutive years.
Gauteng Premier, David Makhura.
The Multi-Storey Parkade is nearing completion. The enablement
While these developments are good news for the scheduled and
stage, which involved excavation and preparatory works to clear the
commercial operators and airport management, the smaller general
area for the foundation of the upcoming covered parking building is
aviation service providers aren’t benefitting and in many instances
complete, as is the elevated roadway and the underground walkway
are getting frustrated, with some seeing a decline in business while
which links the terminal building with the new car park by going under
dealing with increasingly and “unnecessarily” expensive hangar
the elevated roadway.
rentals.
74 March 2019 | www.saflyer.com
j
GUARDIAN AIR
Guardian Air is a trusted VIP air charter and aircraft management company, providing a suite of specialised services to meet the discerning needs of global business travellers, tourists and adventurers.
F
ROM their base at Lanseria International Airport, Gauteng, South Africa, they offer Global VIP Charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies.
As aircraft owners themselves, they can identify with their customers’ needs.
Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary company, Guardian Air Asset Management, have international and domestic operating licences issued by the Department of Transport in South Africa as well as a non-scheduled Aircraft Operating CertiďŹ cate which is endorsed for aeromedical transfers.
Beechcraft King Air 200 Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Hawker 700A/800A
Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on their operating licence:
Please contact their 24/7 operations team for VIP charter, air ambulance services or any other enquires.
Global VIP Charter Global Air Ambulance Aircraft Management Aircraft Maintenance
loc Lanseria International Airport tel +27 11 701 3011 24/7 +27 82 521 2394 web www.guardianair.co.za lic CAA/I/N283, AMO1401
REPORT: MARK MANSFIELD
Into The Wild Blue Yonder The 1985 Oscar-winning film ‘Out of Africa’ has an iconic scene where Denys Finch-Hatton takes Karen flying for the first time. Karen described flying over Africa as the greatest, most transporting pleasure of her life, which opened up a whole new world – the freedom of all three dimensions.
I
With more than 50 charters flown in an average month, the company has built its reputation on customer service and safety and offers its clientele the flexibility to create their own timetable which can be easily changed, knowing that the aircraft and crew are always ready. The experience is much like owning your own aircraft without the attendant operating and ownership issues. Out of the Blue Air Safaris offers the corporate traveller a point-topoint service at whatever time suits the client, and since it operates out of Lanseria International, travelling time and delays both to and from the airports is minimised. Many companies aim at minimising costs;
N Africa roads are scarce and the wilderness is vast and
and chartering an aircraft is an effective way not only to reduce costs,
aviation opens infinite possibilities to explore and experience
but also to save on travelling time.
the continent. While traditional ground-based safaris offer
Stan Nel, General Manager of Out of the Blue Air Safaris, quotes
opportunities for game viewing, air safaris expand the adventure
the example of one of their busy routes, a trip to Sishen; “If a company
upward into the African skies; where flying is not merely a mode
director drove to the mine in Sishen, it would take around six hours,
of transportation, it becomes an experience. Out of the Blue Air Safaris, based at Lanseria International Airport, offers its clients tailor-made air safari packages.
whereas a charter flight is there and back in just over four hours. So an overnight trip turns into a daytrip with time to spare.” Adding to the cost effectiveness, with the optimum number of
Out of the Blue Air Safaris is well established as one of the
people to match the aircraft capacity, private charter not only saves
market leaders in both air safaris and corporate charter. The company
money and time, but is also convenient, without traffic queues, parking
operates a turbine powered and pressurised Beechcraft King Air, two
delays, crowded check-in lines or terminal chaos.
Cessna Caravans, a Cessna 210, and 206 and the beautiful Cessna 402C – which is featured on this month’s cover.
76 March 2019 | www.saflyer.com
Another added benefit of charter is privacy. The client gets to travel with people they choose, conduct meetings, discuss business
strategies or simply relax while flying. And
he shared two such ‘interesting moments’
was still being built, and a few days later they
flying is the safest mode of transport.
with us.
returned to Johannesburg. Mark did not have
Out of the Blue Air Safaris had its roots
The first was when he had just started
a lift back to his Sandton hotel, and like any
in 1981 when Stan Nel turned his back on
corporate flying and also still owned his
good charter pilot who is always practicing
his plumbing business and started his flying
plumbing business. Stan had been called out
outstanding customer service, Stan offered
career on a Cessna 150. After qualifying
on a plumbing job and arrived at the client’s
Mark a lift. Unfortunately his truck, which
as a commercial pilot, he began flying for a
home. The client, who happened to be one
he also used for his plumbing business had
conservation company which set up a charter
of South African Brewery’s senior managers
a flat battery. Unfazed, Getty the billionaire,
company called Aardvark Airlines. The
turned up as one of Stan’s passengers on
without hesitation leapt out and pushed the
fledgling charter company soon changed its
a charter the following day. Stan was the
truck back to life.
name to Out of the Blue Air Safaris. Stan took advantage of an opportunity to buy Out of the Blue Air Safaris and he has subsequently built it to one of today’s preferred air charter
Out of the Blue Air Safaris - where flying is not merely a mode of transportation, it becomes an experience.
companies. With more than 11,000 flying hours, he fulfils the role of its chief pilot. Out of the Blue Air Safaris is now in the GemAir stable of companies. The Aircraft Maintenance Organisation (AMO) that at the time was performing maintenance on the aircraft from Out of the Blue Air Safaris employed a young apprentice named Andries Venter, who later became the go-to-guy for all of Stan’s aircraft when they required routine maintenance. Eventually, Andries qualified and started his own AMO, called GemAir, which was also conveniently based at Lanseria International Airport.
pilot in command of the charter and recalls
That wasn’t the end of the fiasco. Upon
As Stan and Andries had already built a
that the look on the senior manager’s face
arrival at the hotel, Stan was promptly waived
solid working relationship, Stan moved his
was unforgettable, when he realised that his
off to the tradesman’s entrance by the hotel
maintenance operations to the new GemAir
charter pilot was also his plumber from the
concierge who thought that the billionaire and
AMO, and in 2007 Stan sold Out of the Blue
day before.
his pilot were there to fix the plumbing.
Air Safaris to GemAir.
Another of Stan’s favourite recollections
As the Chief Pilot of a charter company
is the time when he got Mark Getty to push-
Stan could fill a book with stories about
start his plumbing truck. Stan had to fly Mark
passengers and fascinating experiences, and
Getty to Phinda Game Lodge when the lodge
As Stan says, “There’s never a dull moment in the charter business.”
j
Out of the Blue fleet of Aircraft.
77 www.saflyer.com | March 2019
78 March 2019 | www.saflyer.com
IMAGINE IT AND WE’LL GET YOU THERE
OUT OF THE BLUE Air Safari’s
Charters • Cessna 210 • Cessna 402 • Cessna 206 King Air B200 • Hire & Fly • Cessna 150 • Cessna 206
Andries Venter (082) 905 5760 | Stan Nel (082) 552-8155 011 659 2965 | charters@gemair.co.za | andries@gemair.o.za | ootbas@global.co.za
SA Flyer 2018|10
CONTACT:
COMPANY PROFILES
QUALITY IS OUR PASSION
S
KYSOURCE International South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of
mind in a job well done.
Specialising in turbo prop aircraft Skysource International SA
deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs. With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International SA not only provides top of the line maintenance, but also offers reputable aircraft sales, and is partnered with Skysource International LLC, a USA based Sales Company that opens up the international market. In Addition we have a USA based Aircraft Maintenance Company Skysource Aviation LLC USA. Who delivers the equivalent service and professionalism According to Manny, “if we do not have an aircraft you require at the time in our fleet, we will source one for you.” Skysource International Group is a family owned and operated business that takes great pride and puts great emphasis on instilling family values into how it conducts business. Skysource also
International
SA
offers;
aircraft
pre-purchase
inspections,
aircraft
maintenance
management, aircraft recoveries, and aircraft re-weighing. Contact South Africa Manny Farinha: +27 72 036 3433 Telephone South Africa +27 10 900 4300 Contact USA Luke Overstreet: +1 406-698-2413 E-Mail: info@skysourcesa.com
80 March 2019 | www.saflyer.com
j
USA Worldwide Aviation Resources Aircraft Sales, Purchasing, Maintenance and Consulting. Email: Skysource1@aol.com
Contact +1 406-206-7978
WE BUY, SELL, LEASE AND MAINTAIN AIRCRAFT. PERIOD. CALL US NOW FOR ALL OF YOU AVIATION NEEDS!
SOUTH AFRICA Aircraft Maintenance based at Lanseria International Airport South Africa.
Skysource International SA Hangar 203 Lanseria International Airport Lanseria 1748 South Africa Email: info@skysourcesa.com Contact: +27 10 900 4300 Cel: +27 72 036 3433
PC 12 available
Several KA200 series aircraft available for sale
Skysource International South Africa is now located at Lanseria International Airport and we have multiple aircraft in inventory available for immediate delivery. We Buy all types of aircraft for inventory. Looking to upgrade? Have a trade-in? Call now for assistance with all of your Aircraft requirements.
SA Flyer 2018|11
With Full Aircraft Refurbishment, Defect rectification, Pre-purchase Inspection Capabilities. Decades of experience available.
The extensive experience of our CEO Ryan and Director Jaco ensures superior service
ü ü ü ü ü ü ü
We offer various Finance Solutions
Aircraft & Helicopter Finance Engine Upgrade Finance Avionics Upgrade Finance Bridging Finance Refinance Dealer Finance Engine Finance Tailor-made finance packages whether in ZAR or U$D Structured for maximum benefit taking into account your goals Contact us on: 27 11 467 2990 | info@airfincorp.co.za | www.airfincorp.co.za
Aircraft available for dry lease ü Beechcraft 1900D ü Beechcraft 1900C ü Beechcraft King Air 200 ü Cessna 208B Caravans ü Learjet 45
YOUR FINANCE AND LEASING SPECIALISTS We operate throughout Africa and beyond
SA Flyer 2018|08
Our range of services extends to all aspects of aviation and asset �inance, and is based on almost two decades of industry experience, our solid relationships with suppliers and �inancial institutions, together with personal aviation passion.
Contact Jason for all your leasing requirements
COMPANY PROFILES
TYNAY AVIATION
Tynay Aviation is a turbine aircraft maintenance organisation based at Lanseria International Airport. The company started in November 2009, after a gap in the market was noticed: providing a personalised service to owners or operators at a market related cost.
W
ITH a compliment of 14 hands-on staff, we pride ourselves on the fact that we provide a high-quality cost effective and efficient service to the turbine aircraft market, evidenced by our continued growth.
Today, Tynay’s services provided included: South Africa Civil Aviation approvals for Category A, B, C and W 1.
Beechcraft 90 Series
2.
Beechcraft 200 Series
wide and diverse list of cliental, who in turn support various
3.
Beechcraft 300 Series
aid organisations, mining companies, oil companies, local charter
4.
Beechcraft 1900 Series
companies and international medevac institutions. We pride ourselves
5.
Cessna 208 Series
on being able to support our Hart Aviation, Litson and Associates and
6.
Pratt and Whiney Engines for the relevant Aircraft Types
BARS approved clients to the highest standard required.
7.
Bombardier Dash 8-100 Series
Thanks to Tynay’s extensive service offering, we cater to a
Our licensed engineers have a total of 60 years’ experience on turbine aircraft, ranging from the ATR42 down to the Cessna Caravan
Zambian CAA approvals for A, B, C and W
208B. Most of our experience, however, has been built up over the
1.
Beechcraft 90 Series
years on the Beechcraft turbine products, enabling us to support
2.
Beechcraft 200 Series
the product in a professional and efficient manner. Supporting the
3.
Beechcraft 1900D Series
engineering staff is a group of assistants who have a vast knowledge
4.
Pratt 7 Whitney engines for the relevant type
of the products we support. Particularly valuable to our clients is our maintenance planning
• Spares sourcing and procurement from local and foreign approved suppliers • Avionics, electrical and instrumentation services, including installations • Interior and exterior refurbishment carried out via a highly recommended facility
service. Maintenance planning is the back bone of any aircraft owner or operator. It allows you to plan your maintenance ahead of time and budget. We track aircraft usage by making use of a worldwide recognised system, and we constantly update the system as the manufactures update their schedules to ensure we stay up to date. Additionally, if you want to buy an aircraft, we will do the logbook
• Maintenance planning/tracking carried out on mentioned
and history research and draw up a status report, allowing you to
aircraft types using an Internationally recognised tracking
make an informed decision as to whether the aircraft is going to make,
and planning system
or cost, you money.
• Landing gear overhauls or inspections on Beechcraft 90, 200, 300 and 1900 series • Managing complete aircraft refurbishment from start to
Contact Tynay Aviation on: Accountable Manager: Robin Bowen Tel: +27 (11) 659 1157
finish
Mobile: +27 (0) 82 088 6664
•
Complete corrosion and structural inspections
Email: robin@tynay-aviation.co.za
•
PT6A hot section inspections
Workshop Manager: Gert Olivier
•
Pre-purchase inspections anywhere in the world
Mobile: +27 (0) 83 676 1052
• Fuel nozzle flow check and clean for the Pratt and Whitney PT6 series
84 March 2019 | www.saflyer.com
Email: gert@tynayaviation.co.za Website: www.tynay.com
j
Gemair AMO 1003
YOUR PEACE OF MIND IN AVIATION MAINTENANCE Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certiďŹ ed aircraft, light singles and twins up to turbo propellers and light jets.
SA Flyer 2018|11
Gemair also holds electrical and instrumentation approvals
TEL: 011 701 2653 or 082 905 5760 Hangar 110, Gate 13, Turn right (old Pical hangar), located behind Spectrum Air Surveyors, Lanseria South Side, 1748
www.saflyer.com | March 2019
85
COMPANY PROFILES
AERONAV ACADEMY
Whether you choose to fly for pleasure or
Uniform Standards for Professional Appraisal
Aeronav Academy is committed to
wish to make aviation your career, Aeronav
Practice (USPAP) standards by AAC’s owner
providing top-level flight training utilising the
Academy can provide you with an approved
and Senior Certified Aircraft Appraiser, Paul
most modern equipment available. This not
course tailored to your needs.
Leaker NSCA who is well experienced as
only gives our clients an enjoyable training
Tel: 011 701 3862
an Appraiser of narrow body airliners, heavy
experience but also gives us the ability
Email: info@aeronav.co.za
lift helicopters and everything in between.
to conduct flight training in a manner that
Website: www.aeronav.co.za
Paul has carried out in excess of 3500
ensures that our pilots will be ready and well
aircraft appraisals and is required by AAC’s
equipped to enter the aviation industry of the
governing body to undergo re-certification
future.
training and examination in the USA every 3-years.
Aeronav Academy is proud to offer a dynamic fleet of aircraft, including Diamond
In addition to certified appraisals, AAC
AIRCRAFT ASSESSING COMPANY (AAC)
provides a broad range of technical and
Twinstar Multi-engine trainer. Our latest
was registered in 2002 in response to a
associated services to the industry which
acquisition is the impressive Alsim ALX-
growing need from the regional (Continent
include pre, mid and post lease aircraft
65 flight simulator. The amazingly realistic
of Africa) aviation industry for unbiased and
assessment,
graphics, control feel and response make
professional evaluations of fixed wing and
maintenance record and log book audits, post
training in this flight simulator a truly first class
rotor wing aircraft.
repair assessment, cost review, legal expert
DA20s, Cessna 182s and the Diamond DA42
Aircraft Assessing
In
experience.
satisfying
the
Company
industries
needs,
maintenance
oversight,
witness services and aircraft sales.
Lanseria
AAC’s client base has grown to include
International Airport, which is ideal for all
local, regional and international aircraft fleet
Ltd remains the only company in Africa
levels of training. A controlled airspace
owners, airlines, government agencies,
specialising in its chosen field.
provides students with an excellent grounding
corporations, Insurers, legal practioners,
Contact Paul Leaker on:
in procedures and gives them the experience
financial institutions, individual aircraft owners
Cell: 083 310 8588
needed to cope with operating in a busy
and other interested parties.
Email: paull@aacglobal.co.za
The
school
is
based
at
airline orientated environment.
All appraisals are carried out to international
Aircraft
Assessing
Company
(Pty)
Website: www.aacglobal.co.za
W WE NO E V HA
SA CAA A, B, C, W and Zambian Approved
” FULL “W ! G IN RAT
Hangar 204, Gate 9, Lanseria International Airport Tel : 011 659 1157 Cell: 082 088 6664 Email: robin@tynay-aviation.co.za
www.tynay.com
Tynay Aviation AMO 1161 Established November 2009 Specialising in Beechcraft 1900 Series; Kingair Series Cessna 208B Caravan; PT6A Series Based at Lanseria International airport, Tynay takes pride in the Beechcraft & Cessna Aircraft & Pratt & Whitney PT6A Series Engines we maintain. Offering complete maintenance solutions which include the following services:
SA Flyer 2019|03
· Scheduled Inspections · Line Maintenance · Aircraft Refurbishment · Landing Gear 5 & 6 year Inspections · Hot Section Inspections · Fuel Nozzle Cleaning & Flow Check
86 March 2019 | www.saflyer.com
*Garmin Stock Photo
- Bright, crisp 10.6” and 7” LCD touchscreen displays offer a wide choice of affordable, space saving glass cockpit solutions for helicopters - Optional Garmin HSVT 3-D synthetic vision helps you see your way clearly in dark nighttime VFR conditions, degraded visibility environments (DVE) - Avoid obstacles with optional Helicopter Terrain Awareness and Warning System (HTAWS), featuring five-colour display shading and audible voice callout alerts for terrain awareness - Interfaces with Garmin GFC 600H flight control system and offers full touchscreen system continuity with Garmin GTN 650/750 series navigators
+27 11 701 3244
salesadmin1@centuryavionics.co.za www.centuryavionics.co.za Hangar M1, Lanseria Int Airport SA CAA AMO:0003 KCAA AMO: F|144
SADO D688 DCA AMO: MI|414|2016
14 - 17 May 2019
NCAA AMO:FSS|AMO|C3610 CAAB AMO: B|1A|F30
CAAZ AMO: 176|128
COMPANY PROFILES
CENTURY AVIONICS
Garmin Aviation has recently announced
StartPac will be featuring the 53025 mini
Century Avionics will be celebrating 40
several new products for the aviation industry
power supply which is very popular in the
years in business at AAD 2018 in September.
which will be displayed on their stand. The all
general aviation market. They have a variety
We have 8 International Suppliers joining our
new D2 Delta aviators watch together with
of power supplies, ground power units and
stand and we are excited to showcase the
the regular portable units such as the Aera
portable starting units that will satisfy your
new products from some of our suppliers. We
660 and 795. They will showcase the G3X
specific need.
will be situated at the Static Park exhibiting
Touch, G5, G600/ G500 TXi, GTN 750/650
Century Avionics is excited to be part
two Static Aircraft from Team Xtreme with the
and G1000 from a panel mount / flightdeck
of AAD 2018 and we look forward to a
Garmin G3X upgrades we performed earlier
perspective.
great organised exhibition and building new
Howell Instruments is a supplier that
relationships with clients. Come through to
joined the Century Avionics brand about two
the Static Park on 19 – 23 September and
BendixKing announced recently their all
months ago. They will be showcasing the
come witness the latest avionics on the
new AeroVue Touch and this product will be
H420 7” engine display, H9900 cockpit engine
market.
on demo for the first time in Africa. Together
instrumentation, H697 configuration Module
with this product they will be bringing the
Unit, H396 & H397 Data acquisition Unit.
this year. The following suppliers will be featuring their latest products:
Kannad a company of Orolia will be
AeroFlight, KSN stack display, autopilot and
For more information please contact Century Avionics directly +27 11 701 3244 or marketing@centuryavionics.co.za
presenting their popular Integra ELT as well
indicators. Bose Aviation has announced early this year in April their all new Proflight in-ear
as their FastFind 220 Personal Locator Beacon.
headset. Both the A20 and Proflight will be
Lightspeed has three headsets currently
on demo and available for purchase purposes
in the market, Zulu-3 being their best seller
David Clark have a variety of headsets for
currently. All headsets will be on display
pilots from the high end DC One-X, DC ProX
for demo and purchase purposes and for
to the affordable H10-13.4. All their headsets
the very first time the President/Owner of
will be on demo and available for purchase
Lightspeed Aviation, Allan Schrader will be
purposes.
attending the show.
Majestic Air is operated by Multimedia Entertainment Group Air (PTY) Ltd trading as MEGA Air as an Air Charter & schedule Company in South Africa. The Company was established in 2004. Our aircraft are capable of operating from and to any major airport as well as smaller or rural airports where scheduled
“We Keep you Flying” Q
Beechcraft / King Air / Dornier 328 / Citation / Embraers / Learjet
services are not able to.
& Home Build Aircraft. All parts come with Approved Release
The company provides a highly efficient service to travel, whether you are frustrated by airport security, tired of travel on South Africa�s congested roads, or tired of making the long drive to your destination. Our skilled pilots can get you in and out of your destination in no time. You can schedule a flight at the precise time you’d like to depart and fly directly to your destination. Mobile: 083 632 6299 Email: david@majesticair.co.za | www.majesticair.co.za
88 March 2019 | www.saflyer.com
Source & Supply Aircraft parts & consumables for Fixed Wing /
Certificates. Q
Locate “Hard to Find” Aircraft Parts & consumables
Q
Handle Component Repairs & Exchanges
Q
Distributor for Professional Tooling
Q
Agent for Aircraft Spruce
Q
Based inside Cirrus Hangar no 24, Lanseria International Airport
Contact: Daniella Mawson Mobile no: 082 576 8853 E-mail: daniellamawson@telkomsa.net / dmaviationspares@gmail.com
HANGAR 24, GATE 5, LANSERIA INTERNATIONAL AIRPORT, LANSERIA, 1748.
BEYOND MRO CUSTOMIZED MRO SOLUTIONS TO KEEP YOU FLYING
OUR AIRLINES & FLEETS TEAM PROUDLY SUPPORTS YOUR ENGINE NEEDS
One Stop Shop
World Class Facilities
Trusted Service Provider
OEM Authorized
• Comprehensive Component Repair • Industry Leading On-Time Delivery
www.standardaero.com
• Global Field Service
• Broad Certification Authority
• • • • • • •
AE 3007 APS2300 CFM56-7B JT15D PT6A PW150A RE220
• • • • • • •
ALF502R CF34-3/-8 GTCP36 LF507 PW100 PW600 RB211-535
COMPANY PROFILES
Aircraft Assessing Company
From fixedwing to rotorwing and beyond, we get our hands dirty so you don’t have to.
Our services Certified Aircraft Appraisals and Valuations to USPAP standard on aircraft ranging from non-type certified through to narrow body airliners and heavy lift helicopters
Aircraft Buyers Agent Services
All appraisals and valuations carried out by a USPAP compliant NAAA Senior Certified Aircraft Appraiser Aircraft Buyers Agent Services carried out by a NAAA Certified Buyers Agent
www.aacglobal.co.za
90 March 2019 | www.saflyer.com
|
tel: +27 83 310 8588
SA Flyer 2019|03
Swift Flite is a fully licensed air charter operator based at Lanseria International Airport. We have been providing tailor-made charter flights into Africa and further afield since 1992. Swift Flite was founded and is operated by experienced aviators who know every inch of the business from the ground up and have earned a reputation in the air travel industry for safety, reliability and professionalism.
AIRCRAFT SERVICES *
Air Charter flights to all destinations in Africa and Worldwide
*
Safety - an accident free track record since inception
*
24 hours per day, 365 days a year service
*
Competitive and comprehensive quotes with no hidden costs
*
Consultancy service regarding all aspects of Business Aviation, including acquisitions and Corporate Flight Department functions
*
VIP Lounge at Lanseria Airport where passengers can relax in comfort before their flight
*
We offer meet and greet facilities at O R Tambo International, Cape Town International, King Shaka International and most major airports in Southern Africa
*
A large fleet of aircraft for charter from executive business jets and turbo-props suitable for leisure and safari flights
Tel: +27 11 701 3298
Website: www.swiftflite.co.za
91 www.saflyer.com | March 2019
COMPANY PROFILES
and cost control, aircraft booking schedule
Aviation imports parts as well as sourcing
‘Choose CFS’ and embark on a journey’
management, maintenance co-ordination and
hard to find aircraft components. They provide
Comair Flight Services (CFS) offers its
facilitation of aviation legislation compliance.
clients with the best prices and service
COMAIR FLIGHT SERVICES
clients a superior experience and a quick,
CFS also consults on new and pre-owned
easy departure for domestic flights. CFS
aircraft sales in an effort to ensure that you’re
occupied a large facility at the South Side of
buying the best aircraft for your requirement.
possible. Furthermore, they are agents for Aircraft Spruce and others. For more information, contact Danielle
Lanseria during 2017. Upon arrival you can
Contact CFS on:
Mawson on:
make use of the complimentary customer
Tel: +27 011 540 7640
Tel: 082 576 8853
parking within close walking distance from the
Email: info@flycfs.co.za
Email: daniellamawson@telkomsa.net
apron. Passengers can relax in one of the two
Website: www.flycfs.co.za
modern VIP lounges overlooking the runway, with complimentary wi-fi and refreshments. The company operates 23 aircraft on
D.M. AVIATION SPARES
EXECUTIVE AVIONIC SOLUTIONS
charter, ranging from turboprops to large
D.M. Aviation Spares is situated on the
Executive Avionic Solution is a company
jets, and boasts the biggest Pilatus PC-12
north side of Lanseria, based in the Cirrus
based at Lanseria international airport with
fleet in southern Africa. With this large fleet,
Hangar, No. 24 (next to Vector Aerospace).
Andrea Vizzini and Brian Chiddick at the head
they offer leisure and safari flights, corporate
The company stocks aircraft parts, aircraft
leading and guiding the company with the
flights as well as large incentive groups on the
consumables and general consumables.
support of Mark Doherty (Avionics/Electrical
Comair Boeing 737 aircraft.
D.M. Aviation Spares was started in 2011
workshop Manager) and Hugo Marques
by Daniella Mawson who has been in aviation
(Instrument workshop Manager) With Elaine
with
since 1980 and in the aircraft parts industry
Van Rooyen as our financial manager.
issuing authorities, is able to obtain overflight
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and landing clearances with ease and in
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The Flight Support Services division, through
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D.M. Aviation Spares’ aim is to make life easier for the smaller AMOs at the airport by
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Our dedicated staff are well equipped
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P P L T O AT P L T R A I N I N G A N D E V E RY T H I N G I N B E T W E E N SA Flyer 2018|07
T R A I N O N T H E M O ST M O D E R N F L I G HT S I M U L AT O R AVA I L A B L E I N S O UT H A F R I C A • Now certified for TCAS training . • R N AV a n d G N S S Certified on all flight models from single engine to turbine.
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92 March 2019 | www.saflyer.com
93 www.saflyer.com | March 2019
COMPANY PROFILES
of loaner/exchange units to meet our client’s AOG’s needs. We specialize in custom installations and Radar and Radio work. Our pinnacle is the overhauling of units from Starters, motors and battery maintenance. We pride ourselves with a vast range of business and corporate aircraft maintenance and repairs. We have a laser wire printer, where we print wires for any client including our in-house custom installations. Our team specializes in Flight Data Recorder analysing •
Our four Legs of Quality and mission
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INTERNATIONAL FLIGHT CLEARANCES International Flight Clearances are Lanseria based aviation consultants whose aim is to add value and ensure safety to international flights anywhere in the world, while reducing the stress factor for both operators and passengers. They have immense experience in dealing with all types of flights, both regionally and internationally. They assist in cost efficient and safe route planning, whilst adding a personal touch.
Executive Avionic Solutions Established since 2005. AMO 95
Executive Avionic Solutions (Pty) Ltd is your one stop Avionics facility able to meet all your Radio/Radar, Instrument and Electrical needs. Our speciality meets the clients demands with our combined experience of 250 years plus. Gate 7, Lanseria International Airport Tel: +27 11 701 3500 www.eavionics.co.za
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94 March 2019 | www.saflyer.com
SA Flyer 2019|03
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SA Flyer 2018|10
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being familiar with the vagaries of every
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sometimes hard truth about becoming a
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If you need a reality check about the
welcomed to the demanding, but infinitely rewarding world of Commercial Aviation. Contact Tracey Gough on:
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StandardAero is an established MRO partner to operators across Africa, supporting customers locally from its facilities in Lanseria (Johannesburg), South Africa and Nairobi,
SKYHAWK AVIATION Skyhawk Aviation was established by
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Mike Gough (a current SAA Airbus Training
StandardAero supports some of the
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industry’s leading powerplants, including
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97 www.saflyer.com | March 2019
COMPANY PROFILES
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Edition 125 MARCH 2019
AIR TRACTOR 802F FIRE BOMBER EGYPTIAN AIR FORCE - TOO MANY TYPES?
SANDF ARMED FORCES DAY SPECTACULAR!!
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SA Flyer 2018|03
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Ed's note... MARCH 2019 Edition 125
5 News 9 Bush Pilot - Hugh Pryor 11 GIB Events Calender 14 The Air Tractor AT802F 15 News 25 Federal Airlines Charter Directory 26 OR Tambo Expanding 27 Defence - Egyptian Air Power 29 Armed Forces Day Spectacular 33 Flying for Wildlife 37 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subcriptions 45 Airline Ops - Mike Gough
I
F the exception proves the rule, then it is true to say that no state-owned African airline is successful. The exception of course, is Ethiopian Airlines, and increasingly it is being used as; “Why can’t you be like Ethiopian?’ to berate the failed and failing airlines. The reality is that airlines are extremely difficult businesses to run, as all other African states have discovered to their cost. The moment political agendas are allowed to influence tough businesses practices, a state-owned airline will almost certainly fail. The evidence has become startlingly clear that South African Airways was all but destroyed by the culture of comrade deployment and looting that was cultivated under the chairmanship of the venal Dudu Myeni. The once proudly world-class SAA joined the basket of failed airlines when corruption and nepotism forced out many of the managers who had skill and integrity. SAA has incurred around R30 billion in losses and still needs another R8 billion to be turned around. The worrying aspect of SAA’s current turnaround strategy is that the CEO appears powerless to tackle the deadwood in the airline’s workforce. Instead, CEO Vuyani Jarana went after the politically expedient pilots and managed to persuade more than 100 to take contracts with other airlines. Now he is short of pilots on some fleets. In contrast, he appears to be treating the incompetent comrades as untouchables. For an organisation as desperately in need of radical transformation as SAA, this reluctance to cut deadwood can only be attributed to political pressure – especially in an election year. Ethiopian Airlines is the example of what an African airline can be without
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interference from the state. So why can’t SAA be more like Ethiopian? But the African airline industry needs to be cautious about emulating Ethiopian too closely. The Ethiopian government has combined Ethiopian Airlines and Ethiopian Airports under one holding group. The airports are monopolies that generate vast profits and the airline uses these profits to inflate its bottom line. This may be good for profitability ‘optics’, but it creates an artificial environment, free of the rigours of competition – and this is ultimately bad for the national economy. In marked contrast to the Ethiopians, the liberalness of the South African regulator in permitting proper competition for SAA has been good for the whole country – and the regulator has shown its determination to force the government-owned airlines to play fair, by awarding over R1.1 billion in damages against SAA in favour of private airline Comair. The South African airline environment is therefore healthy, with privately-owned airlines Comair, FlySafair and Airlink thriving, despite having to compete on a claimed ‘uneven playing field’ against statesupported SAA. Ethiopian Airlines may be used as an example of how successful an African airline can be. But when, if ever, the Ethiopian government allows private domestic airlines to compete with its airline and reduces its level of cross-subsidisation from Bole airport – only then may it be an example to the other African airlines.
Guy Leitch
© FlightCom 2019. 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
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Airline Ops
Mike Gough
EQUI-TIME POINT For those who have not written the commercial pilot licence (CPL) exams, the equi-time point (ETP) is a concept from the navigation syllabus.
A
S its name implies, while you are en-route from A to B, at some point, taking prevailing winds into account, you reach a point where it would take exactly the same amount of time to continue to destination as it would to return to point of origin. As there is inevitably a headwind or tailwind component, this point is not geographically located, but purely timebased in terms of onward or return ground speed. It also means that in time taken, you are halfway there. With a considerable dose of luck and good health, I reach the milestone of turning half a century old within a week of writing this. It is optimistic to assume that this is my personal ETP, but it’s a nice thought. No chance of going back, so I’m committed to reaching destination – whatever or wherever that may be on this journey. Hopefully medicine will continue improving over the next fifty years to keep this somewhat abused body and mind going for at least a good portion of that time. I also happen to share this birthday in the same month as the Boeing 747, which was also coincidentally, the first commercial jet aircraft I became rated on, some 21 years ago. Not sure if I can claim to be a Classic of the aviation world, though. This year also marks eleven years of my ramblings for SA Flyer’s FlightCom. This has been, to a certain extent, a ‘forced’ diary entry every month of whatever happens to be grinding my goat at the time. Looking back, that goat has been well and truly minced.
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FlightCom Magazine
Happy 50th Birthday Mike.
Similarly, your personal flying logbook, as a career pilot, also serves as a mandatory diary of very specific dates, times and events. My current logbook, Number Four, indicates around 17,400 hours, of which around 3,500 hours are on light, piston powered aircraft – which is where the risk of not reaching this mid-century milestone most certainly lay. It is interesting to see how a single-line entry can evoke memories of a particular flight, who you flew with and how well things went. It’s also a reminder of your mortality as some of the names and signatures of the people involved are no longer with us, whether it be through natural causes or air
crashes. Val Humphreys, Tubby Singleton, Russel Langley, Laurie Kay and Glen Dell are a few that have been part of my journey, and have moved on. Page 2 of my first logbook reveals I went solo in fourteen hours on a Cessna 150, ZSJKK. True to form at the time, I didn’t listen to my instructor, Mel Barker, and he had to climb into the unmanned control tower and tell me to stop, as it should have been a single circuit and I was happily onto my third. At the time, you could hold an instrument rating at 150 hours total time, which was my plan. The day after my instrument flight test, and with the ink still wet on my licence
uneventful landing in Gabs concealed the fact that I was crapping myself, which did not go unnoticed by my passengers. Turned out that at the inspection, both alternators were removed and re-fitted. The shear coupling between the alternator and the right engine was incorrectly installed, and as the alternator began seizing, the shear coupling didn’t shear, and chewed all the teeth off the bevel gear on the crankshaft. This debris blocked the oil filter and the engine swiftly seized. Naturally, we all calmed our nerves at the airport pub afterwards. My second, and thankfully last engine failure (so far) was about a year later in a Seneca, ZS-MCR, flying from Maun back to
down and feathered the propeller in an attempt to avert the wrath of the owner. The aircraft cheerfully maintained Flight Level 90 and I calmed down to a mild panic. To cheer me up, ATC informed me that Lanseria was closed due to thunderstorm activity, so I diverted to Grand Central, and made use of its pub for a post flight debrief with myself. A few registrations I flew are also no longer with us. ZS-MKZ, a Cherokee in which I was teaching the two owners to fly, was totalled into the Air Force building at the old Nelspruit airfield when one of the owners decided to practice solo taxiing. ZSSCM, a Seneca 1 on which I instructed, and also did my ATP flight test, crashed in the I solo'd at 14 hours on Cessna 150 ZS-JKK.
Don Hewins
from the then DCA, I launched into solid IMC flying from Lanseria to Selebi-Phikwe in Botswana, in a fire-breathing Cessna 172 Hawk XP. I was relieved to actually see a runway after the NDB approach at Phikwe, and was quite impressed that all of this instrument stuff that I had recently learned actually worked. Later that same day, a call for help was received from the local doctor as an infant had encephalitis – a viral infection of the brain – and needed to get to specialised help immediately. So that evening, the child, its distraught mother and I launched back into the clag, blissfully oblivious to any embedded convective activity. We landed back at Lanseria around 10 that night. This, of course, gave me an over-inflated opinion both of my ability, and also that of the super-basic equipment I was flying at the time. Mother nature soon dished out a good snot-klap which I got by flying into an embedded thunderstorm a few weeks later. More by good luck than good management, I exited that cell in one piece, and became an instant scholar of meteorological reports, as well as an ardent VFR (Visual Flight Rules) fan. The same logbook also reveals my very first twin hour, in a Seneca 2, in 1990. By sheer coincidence I now own that aircraft, without making the connection at the time I was purchasing it. Similarly, my very first instructional hour as a green-horn Grade Three Flight Instructor was in a 172 at Lanseria, also in an aircraft I now own 29 years later. My very first training flight in the Boeing 747, in 1998, with Captain Laurie Kay, was in an SP, with the registration ZS-SPB. That registration, purely co-incidentally, now adorns another aircraft of mine. A few entries around 1992 saw me all grown up and flying ‘corporate’ in a Cessna 401, ZS-TRR. This was great fun and included my first engine failure, while descending into Gaborone. At the time, I remember being puzzled about a bizarre airframe vibration I could feel through the control column. As this was the aircraft’s first flight after an inspection, I had visions of a trim tab or entire control surface about to part company. This prompted me to slow down, and as I reduced power, the right engine seized solidly in spectacular style. None of that power-up, clean-up, identify, verify, feather nonsense – it did it all by itself. An
Flying ‘corporate’ in ZS-TRR was great fun and included my first engine failure, while descending into Gaborone.
Lanseria. I’d had a disastrous day dropping my passengers at the wrong airstrip in the swamps (all pre-GPS days), and I thought things couldn’t get worse. However, they promptly did, as the left engine spat out its oil in a fabulous display on the wing behind the nacelle. When both the oil pressure gauge and the annunciator panel confirmed what my eyes refused to believe, I shut the engine
mountains near Tzaneen. ZS-LZI, a Cessna 210, crashed in Natal, scud running. ZS-JCL, a spotless C172 spun into the ground in the General Flying area. ZS-SWG, a Piper Aztec, crashed at the then Jan Smuts airport. There are several others, but I cannot recall their specifics. After what was probably way too much flight instruction, I started flying the ‘good old’ solid Let 410, for the long-
FlightCom Magazine
6
Airline Ops
RIGHT: Flying the Crocodile Gorge between Malelane and Nelspruit below the height of the road next to the river.
defunct Metavia Airlines in Nelspruit. My first airline, first multi-crew twin turbine and first command all in one. I think the saying ‘what you don’t know can’t hurt you’ certainly applied here. I learned a lot of lessons about lack of CRM, bad weather flying, and doing pretty dumb things. The latter included flying the Crocodile Gorge between Malelane and Nelspruit after multiple diversions, below the height of the road next to the river. I stopped this after a SAAF Impala crashed there, probably doing precisely the same thing. I also recall ferrying a Let from Richards Bay to the old Durban airport, while taking turns with the co-pilot to fly low enough over the sea to stop the radio altimeter going above 20 feet. Really clever… The next significant event in the logbook was that first flight with my current employer on the B747 SP, ZS-SPB. On the return sector from Zurich, I was quizzed and seriously shat on by Laurie Kay for my dodgy knowledge of the recall items. I jacked up my act as I realised I was now in the big league, and had to bring my A-Game to the table at all times. A few years later, I flew the most fun airliner that I will for the rest of my career – the Boeing 737-200. As an FO, we had no ultimate responsibility, and we only had
to be stable with thrust on at 500’ before landing – that became a target as opposed to a limit, and taking thrust before that on the approach meant you were a loser. It was in this aircraft that I clearly remember being asked by ATC one thundery afternoon, in February 2002, to please try to call ZS-MXR. There was no response, as this P210 had broken up in the very thunderstorm that we were in the process of avoiding. That took Val Humphreys from us. Her signature is in several places in my logbooks. The career of an airline pilot has allowed me to do many things that I would probably not have had the chance to do, if leading a normal life. Flying airliners. Traveling
the world. Being fatigued to the point of thinking like a drunk. Getting drunk. Flying new, modern airliners. Getting command on a brand-new Airbus 320. Getting drunk… again. Starting a few flight schools. Owning the biggest school at Lanseria. Restoring the nose section of my much loved B737-200 as an exhibit in my hangar. I have written this with a fair degree of self-indulgence – please forgive me. Turning 50 is a once-off milestone, and I’m simply taking stock. Calling it an ETP, as previously mentioned, is super optimistic, but as the saying goes, ‘if you think you can, or think you can’t, you’re right.’ Here’s to the next 50.
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8
News O wen H eckrath
Virgin Gets A Tailwind Los Angeles to London can be a long and boring route and the best way to shorten it is to find a supersize tailwind. This happened to a Virgin Atlantic 787 recently as it clocked up an 801 mph groundspeed while in the cruise at FL350 – per radar tracks posted on FlightAware.
T
HIS zippy event coincided with a balloon sounding over New York three hours previously indicating wind speeds around 200 knots at 30,000 to 35,000 feet. And it didn’t let up. National Weather Service forecasts called for wind speeds in the north above FL300 to be 150 knots or greater for the following
18 hours. With the Jetstream howling, flight times west-to-east dipped dramatically so that even an American Airlines 737-800 managed to rip along at nearly 700 mph groundspeed for almost 20 minutes between Chicago and La Guardia.
A virgin Atlantic 787 clocked up a ground speed of more than 800 mph.
Bombardier Invests in Aerospace
I
N its efforts to not only push the limits of airline technology and build greener, more efficient aircraft, but also to increase the competitiveness of the Québec aerospace industry, Bombardier has announced that it will be investing approximately Canadian $22 million in Aéro21 and SA²GE, two Québec-based aerospace research projects. The projects will concentrate on bringing new aerospace products to market at a faster pace, reducing development costs, developing smarter, more efficient technologies, and reducing the environmental footprint of the aerospace industry. Bombardier says the funds will be invested over the next three years. A large portion of Bombardier’s investment will go to Aéro21. According to Bombardier, its participation in the project will focus on expanding the use of computerised models to test various aircraft systems and components from the design phase through to final certification. For SA²GE (Smart Affordable Green Efficient Phase 2) a subproject of the non-profit Coalition for Greener Aircraft, Bombardier is planning to invest in the program’s Aile intelligente et légère pour l’environnement (AILE) sub-project. Its aim is to develop multi-functional wings for business and commercial aircraft that will optimize aerodynamics and weight to reduce cost and fuel consumption.
FlightCom Magazine
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Bush Pilot
Hugh Pryor
Buffers at Wau The runway at Wau in Southern Sudan appeared to be jinxed, judging by the number of crashed Russian aircraft littering the airport and its surroundings... four Antonov 12s, a couple of Antonov 24s and a 26 plus the wreck of an Mi 26, the largest mass-produced helicopter in the world...
W
AU was like an aircraft cemetery, where the corpses just lay where they had fallen, until the knackers came along to turn them into pots and pans. It used to be the southern terminus of the Sudan Railways. The lines almost unbelievably extended from Cairo on the Mediterranean Sea, right down through Egypt and Sudan to Atbara, where the
Kosti and then split up again at El Obeid. There the line divided, with one going on to Nyala in the far west and the other heading south to Aweil and eventually ending up in Wau. The last train from Khartoum to Wau ran quite a few years back and it consisted of a convoy of four trains, one at the front, laying the track and one at the back, picking it up, to be re-laid, ahead of the trains. Then there were two trains in the middle, one loaded with food and domestic supplies and
The 'lump' which we had been using as a parking 'buffer' for the previous months was a Russian anti-personnel grenade. line from Port Sudan joined in to continue on to Khartoum. It crossed the Blue Nile, into the biggest gravity-fed irrigation system in the world at the time, the Gezirah Scheme, which was installed by the British colonialists, between the Blue and White Nile rivers. All done in order to grow longstrand cotton, for the burgeoning cotton mills in the UK – which, incidentally, continues to this day. The railway crossed the White Nile at
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FlightCom Magazine
the other carrying cavalry to protect the convoy. The cavalry simply sanitised the countryside for a couple of miles either side of the trains. Nothing was left, people, cattle, goats, wild animals, everything was sanitized. Everybody kept well away from the trains, including aircraft... particularly aircraft. The train trip from Khartoum to Wau would take anything up to four months
to complete, which may seem like a long time, but there was no other way to get things through to Wau, except by air, and its reputation for being jinxed didn’t help. In the old days, under British colonial rule, the barges used to creep from the Nile in to the Jure river, which was one of its navigable tributaries, during the ‘Long Rains’, when the river became deep enough to allow the passage of the barges. Nowadays all those old barges are parked in Malakal, or Bentiu, some of them built by the ‘Vulcan Foundry’ in Bombay in 1893... I have been there to have a look. The railway had been systematically destroyed by the Rebels. There was not a single piece of straight rail line left. Even the ballast had been blown away by explosives of one sort or another. This looked to me like a determined intention to destroy any British Colonial links between North and South Sudan... but South Sudan is so intentionally stupid that they would much prefer to kill each other, rather than become enormously rich from the biggest-known oil reserves in the world. I spent eleven years of my life being shot at while delivering food to The Deprived South Sudanese. So Wau was now seriously under siege. The occasional armed convoy managed to fight its way through, and there were still plenty of people milling around the streets, but the Sudan People’s Liberation
!
Bli
m kse
Army mounted small but effective raids to destabilise the situation. Strangely enough, our United Nations World Food Programme De Havilland Twin Otter was never targeted, even though some of the airport buildings, including the old control tower were badly damaged in mortar and grenade attacks. We merely parked the aircraft across the other side of the large graded apron, a safe distance from the action and relied upon our reputation for delivering food, medicines and doctors all over South Sudan to keep the ‘bangs’ away. We had a small fuelling depot in the grass, off the side of the graded parking area. The authorities were not too keen to allow a fuel farm to be on the apron, so we put the storage tanks exactly one hose length from where we parked the aircraft. There was a convenient ‘lump’ in the surface of the apron and with a bit of practice, the pilot could taxi the aircraft carefully and bring the nose wheel gently up to the lump and when it stopped, the aircraft was positioned in exactly the right place for
the hoses to reach the fuel caps in the belly of the ‘plane. This procedure continued for several months until one time when I returned from a flight to Nairobi. Archie, our engineer guided me towards the lump and as we softly bumped into it, it appeared to give way and I had to apply the brakes, In order to stop us slipping beyond the range of the hoses. Suddenly Archie appeared by my window and he was gesticulating frantically, slicing his hand urgently across his throat in a desperate instruction for us to close down the engines, which I did, but that did not seem to calm him down much, so I opened the window and asked him what he wanted us to do. “EVACUATE!!! EVACUATE!!!” EVACUATE THE AIRCRAFT!!!” He shouted. “Get everybody away from here!” So I posted Sam down the back to get everybody out and away from whatever dire emergency Archie had encountered, before closing all the switches and disembarking myself. Sam had assembled the passengers
over towards the terminal and Archie was standing about twenty metres away, pointing at the nose gear. The ‘lump’ which we had been using as a parking ‘buffer’ for the previous months had indeed been dislodged and revealed itself to be a ‘Jolly Green Apple’, the synonym for a Russian anti-personnel grenade. As good fortune would have it, one of our passengers was a bomb disposal engineer and he wandered over, had a look at our ‘lump’, picked it up, put it in his bag and wandered off to a van which had ‘Bomb Disposal’ displayed on its cab. ‘Sang Froid!’ – As they would say in French. The ‘Bang’ which it produced can still be seen, off the South West corner of the apron if you look carefully on Google Earth. ‘Al Hamdu L’Illah!’ – As they would say in Birmingham, UK.
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Air Tractor
An Air Tractor 802 is capable of dropping 3000 litres of fire retardant over 150 metres.
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FlightCom Magazine
Feature R eport
and images :
G uy L eitch
FIRE-BOMBING! THE AIR TRACTOR AT802F Many farmers and property owners owe a great deal of thanks to the huge Air Tractor 802F firebombers. They have become an invaluable weapon in the armoury against the fires that sweep through the Cape and Mpumalanga forests.
ABOVE: Ground crew prepare the 802 for flight - it can be airborne within 3 minutes of a scramble.
FlightCom Magazine
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T
HE Air Tractor’s key ability is its ability to respond quickly to a fire and douse it with 3000 litres of water – thereby usually preventing a fire getting out of control.
DEVELOPMENT The firebomber role was a natural outgrowth for the already successful Air Tractor 503 crop sprayer. In 1989 Air Tractor founder Leland Snow wanted to insulate his aircraft sales from farm economy downturns, which had badly dented ag-plane sales. He consulted forestry and firefighting professionals and decided to upscale the AT503 into a two-seat 3000 litre AT-802F specifically for the initial attack of aerial firefighting. Snow worked with a young engineer named Victor Trotter to develop and patent the world’s most advanced computerised, rotary, water bomb doors. The 802F was a victory for Snow’s vision as it proved capable of working fires from remote strips, carrying an 800-gallon load, with the reliability of a PT6A turboprop engine and easy maintenance of a new airframe. Kishugu Aviation, Air Tractor’s biggest client for the AT-802s currently operating in South Africa, owns four AT-802Fs. They supply these to service the South African government’s Working on Fire (WOF) Expanded Public Works Programme and to other clients such as local municipalities, large landowners and Fire Protection Associations across all nine provinces in the country.
ON THE GROUND The Air Tractor 802Fs in South Africa are single-seaters, so I asked Koos Kieck, a retired SAAF Mirage pilot, and now fire bomber pilot for Kishugu Aviation, to show me his big baby, which he flies against fires and on which he also instructs. I had seen the Air Tractors parked at Stellenbosch airfield, but it was not until I got close that I realised that it’s a huge beast of an aeroplane. The propeller is an awe-inspiring 10 ft diameter. When Koos invited me to climb up to the cockpit, I tried and then sheepishly gave up,
BELOW: The instrument panel is dominated by the open section to view the hopper and the dump control panel bottom left.
Takeoff from Stellenbosch is downhill on 01, with up to a 10 knot tailwind component.
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FlightCom Magazine
as I had forgotten my mountaineering skills. With a maximum weight of 7,500 kg (16,000 lbs) it equates to seven Cessna 172s. Its empty weight is typically 3,200 kg so it is one of the few aircraft that can comfortably lift its own weight. To power a firebomber designed to haul a large load fast, the 802 uses a Pratt & Whitney PT6-67AG, flat rated at 1,350 shp. It also has an overpower setting to 1600 shp which can be used for 20 seconds, as the limitation is the inter-stage turbine temperature (ITT), for really demanding
A practice load is dumped to check the computerised fire gate.
airstrips. With this much flat rated power, they are happy to operate even at a density altitude of 8000 ft out of Warburton and Ermelo in Mpumalanga. Working on Fire also have an 802F whose engine is rated at 1600 shp with an overpower of 1800 shp (Bomber 23 ZS-TFH). The 802F burns around 300 litres of fuel and hour in the cruise and can carry 1,400 litres of fuel in the wings, in addition to 3,000 litres of fire retardant in the fuselage. Koos says that they normally only operate with 1,000 litres of fuel, so they can fill the hopper tank. FLYING THE AIR TR ACTOR 802F Koos describes what is like to fly this big machine onto a raging fire on a mountainside; Once you have climbed into the cockpit, it is large and well laid out. The high cabin is incredibly strongly built and is air conditioned. The instrument panel is however unusual in that it is built around a large window into the hopper tank, with a prominent sub-panel directly in front of the pilot for switches. The controls are conventional. There is a large control stick and three axis trim, so
it can be trimmed for all phases of flight. It has a manual rudder and elevator trim, but surprisingly, the aileron trim is electric. Pitch trim is important as, when we dump the load, the CG runs backwards so it pitches up like a bitch. You have to push the stick into the instrument panel to stop the pitch, but quite often we are happy to just let it pitch up. We can get airborne real fast when we are scrambled. The quickest we have done it is in three minutes. The aeroplane waits loaded, pre-flighted and ready to go. We use ground power for the first start of the day – thereafter the aircraft’s batteries. We do the pre-takeoff checks during the taxy out and being a turbine, it doesn’t need a run up. The wind is particularly important for gross weight take-offs out of Stellenbosch. The 802F can cope with operating out of the relatively short and uphill runway 19 with a full load only if I have a 20 knot headwind. Otherwise even in a 10 knot tailwind, I takeoff downhill, but I first let out 200 of the 800 gallons of water. During the takeoff roll we keep our hands on the dump leaver and are prepared to dump the load if we are not getting airborne soon enough. We have had to do it if the wind changes unexpectedly.
At max weight we rotate at about 90 knots and it normally unsticks at about 95 – 100 knots. We use about 10 degrees of flap. We climb at Vx which is 120 knots and then Vy of 130 knots. Once airborne there’s no stress – loaded we get about 1000-1500 fpm climb. The plane is that powerful. We get given a rough heading and some landmarks for the fire vicinity and we can see the smoke from far. Depending on the load, we cruise to the fire at 160 – 180 knots using 3400 ft/lb torque and just 1550 rpm on the prop. It hums along nicely using about 280 litres per hour. We approach a fire at 120 knots with 10 degrees of flap. But sometimes rising terrain means we have to come in a bit hot. You don’t want to get slow with this big heavy plane as the speed bleeds off very quickly – especially uphill. For the actual firebombing, we aim by just eyeballing it and using our experience and judgement. The spotter pilot tells us how we have done so we can quickly learn what works for any particular fire. The Incident Commander on the ground decides whether to use planes or choppers. He usually goes in first with a heli-tac team. Then he and the spotter decide what aircraft to use.
FlightCom Magazine
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LEFT: Well trained ground crew connect the refilling hose.
BELOW: It takes less than 3 minutes to refill the 3000 litre hopper.
Knowing what the wind is doing is important. We drop the load downwind so we release it before we get to the fire. We normally aim to drop between 40 -50 ft above ground level. But when we have a crosswind it can get seriously difficult as the wind makes the water swirl anywhere so we then normally drop a bit lower. Even at 30 ft over the fire we don’t feel much heat as we are in it for less than four seconds and gone before it can get to us – and the Air Tractor is air conditioned. In a narrow kloof you don’t want to get near 60 degrees of bank – because it wants to roll onto its back. And you can’t pull the stick back because it’s heavy. In tight spots we put the nose down to 190 knots (Vne is 225 knots) and we fly up the slope without flaps. When we dump the load we leave it to pitch up into the valley. The speed comes down to 75-80 knots and you fly it out. So we dump our load, pitch up, take our rivets while they’re still in formation, and go. Once we have bombed, we head back to base the quickest way. The ATC at Cape Town International is always very accommodating, at times letting me cross the runways directly over the tower. But paradropping can be a real problem – their radio work is terrible, we can’t see the meatbombs and so we often do not know whether they are there or not. At Stellenbosch we have a gentleman’s agreement with the flying school students to extend their downwind to accommodate us. We have never had a problem. We use 120 knots in the circuit as it slows down very quickly. Full flap limitation
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speed is 138 knots. We aim to cross the fence at 85 knots as it can really fall out the sky if you get slow, especially the one bomber we have which doesn’t have Vortex Generators. We normally keep the engine in high flight idle, which reduces the spool-up from seven seconds to five. If we have to go around, that 7 seconds from ground idle to full power can feel like forever. The landing is always interesting. It has a spring undercarriage so it’s like a Cessna 185 in that you can go bouncing down the runway, and it doesn’t stop. The stick doesn’t have to be all the way back, otherwise we
hit the tailwheel first. So we hold-off until the long nose is parallel to the ground. Then we just hold the stick until it settles – which it does in a three pointer. If you do an unintentional wheeler you just relax back pressure on the stick and let the tail come down naturally. Don’t try and force it down because you want to apply the brakes. Full reverse thrust stops you as effectively as running into a wall. We prefer to use reverse thrust on the prop to slow as it saves on tyres. But it has excellent short field performance – landing on 19 at Stellenbosch, we can easily make the first turnoff. Depending on the distance to the airfield, we aim to do four to eight loads in an hour. Returning to base to reload is surprisingly quick. We don’t shut down the engine and the ground crew are really well trained, so it
only takes around 2-3 minutes to refill. The fire retardant is already onboard so we just hit a button and it injects 1 litre per 1000 litres of water. We don’t work a fire for more than three hours. We need a mental rest and body break. The aircraft and engines have held up to South African conditions very well. You really can trust in Pratt and Whitney. I cannot think of any incident we have had engine-wise. We have had the odd wing scrape and runway excursion though. The 802 has teeth because of the tailwheel. It has a locking tailwheel – you lock it when you start the takeoff roll and unlock it when you get off the runway. You can land it without the tailwheel locked without too much trouble. CONCLUSION The Air Tractor 802F is a great first response weapon, but it works best when used in conjunction with the helicopters, and as part of a team of up to four Air Tractor firebombers. Fires don’t normally burn in a straight line, but we can only bomb in a straight stripe, so we need the choppers for the bits that get missed. The spotter pilot is the key member of the team – he does all the work – but we get the glory. Whether we dump the full or a partial load is determined by the spotter. A key to the Air Tractor’s effectiveness is its hydraulically driven rotary actuator to operate the hopper’s fire gate doors. The computer-controlled doors provide an even flow rate and allow the pilot to select gallons to drop, coverage level, and ground speed adjustment. In addition, there is an accelerometer for automatic adjustment of the fire doors There are five settings for the width of the bomb gate opening we can use: if the spotter wants a long stripe, he will say give me coverage Level 1. Normally we use between a full load and Level 3.5. Thanks to the bomb gate computer, we have great control over the load drop rate. If we drop the whole load at once it covers about 150 metres, but we can extend that to 700-800 metres by reducing the flow rate. It really is an incredibly effective fire fighting machine and is particularly vital for first response, as it can get to the fire fast and dump a load three times larger than a Huey.
Hopper Capacity: Length: Wingspan: Height: Wing area: Aspect ratio: Empty weight: Gross weight: Useful Load: Fuel Capacity:
Air Tractor 802F Specifications
820 US Gal (3,104 l) 35 ft 11 in (10.95 m) 59 ft 3 in (18.06 m) 12 ft 9 in (3.89 m) 401.0 ft2 (37.25 m2) 8.8:1 6,505 lb (2,951 kg) 16,000 lb (7,257 kg) 8,790 lbs (3.987 kg) 254 US gal (961 L) 1 × Pratt & Whitney PT6A67AG,1,350 hp
Powerplant:
Performance
Cruise Speed at 8,000 ft Working Speed (Typical): Range - Economy at 8,000 ft Stall Speed - Flaps Up: Stall Speed - Flaps Down: Stall Speed as Usually Landed: Rate of Climb: Take-off Distance:
221 mph (192 kts) 120-125 mph (104-108 kts) 800 mi (1.287 km) 105 mph (91 kts) at 16,000 lbs 91 mph (79 kts) at 16,000 lbs 69 mph (59 kts) 850 fpm at 16,000 lbs 2,000 ft at 16,000 lbs
BELOW: Many of the Fire Bomber pilots are ex- SAAF 'vlamgat' fighter pilots. Trompie Nel flew Mirage 111s and ground-attack Mirage F1s.
FlightCom Magazine
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Feature T ext : G uy L eitch
THE AIR TRACTOR 802 A SWISS ARMY KNIFE? As testimony to fundamental soundness of the design, the Air Tractor 802F firebomber has evolved into a remarkable number of other roles – like the fabled versatility of the Swiss army knife.
O
NE of the first and most natural was to convert it to a cropsprayer. Though some people were sceptical that a firebomber with a 16,000 pound gross weight could work in the aerial application market, Air Tractor added spray plumbing and designated it the AT-802A. Thanks to its unprecedented size, it proved ideal for spraying the vast fields of the megafarms of the USA. Sales took off. The 800-gallon hopper, 200 mph ferry speed and productivity of the AT-802A allowed many operators
to reduce their number of planes and pilots and become much more efficient. A further novel application is for bulk fuel hauling. In a cooperative effort with Air Tractor, Conair designed a two-piece, independent upper and lower fuel tank system with 4,000 litres capacity. Loading and off-loading pumps were installed for the two tanks. These 802 fuel haulers are working in Alaska, northern Canada and in Indonesia. Meanwhile, south of the U.S. border, the AT-802 was repurposed for an entirely different and more hazardous job. In 2002 Air Tractor began providing aircraft to the U.S. State Department for counter-narcotics operations. These aircraft were equipped with engine and cockpit armour, self-sealing fuel tanks, plus advanced avionics and airframe modifications for their missions to eradicate narcotic crops. By the programme’s end, 19 modified 802 series aerial spray aircraft had been supplied to the State Department. This experience with the U.S. State
Department led Air Tractor to respond to a U.S. Air Force request for a Light Attack/ Armed Reconnaissance aircraft suitable for finding, tracking, and attacking targets either on its own or in support of ground forces. The AT-802U was produced with engine and cockpit armour, a bulletproof windscreen, self-sealing fuel tanks, and structural reinforcements to perform surveillance and light strike missions. Working with various weapons integrators, Air Tractor has delivered more than 30 802Us to the Middle East. Also in the middle east, two AT-802As were bought for use in oil spill dispersal and clean up in the Red Sea. Yet another modification is the addition of Wipaire amphibious floats for use as an amphibious scooper airtanker. The 802F Fire Boss operates from either land or water and so can drop fire retardant, foam and fight wildfires by scooping water from nearby lakes, rivers and reservoirs. After wildfires have been extinguished, burned areas are at risk of flooding, landslides and topsoil erosion, so a New Mexico-company uses the 802 for aerial application of insecticides, biological agents and fertilizers, as well as air support for promoting and monitoring the health and growth of forests. It is truly the ultimate Swiss Army knife of aircraft.
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News
Two Giants Retire The South African Red Cross Air Mercy Service (AMS) has long been staffed by volunteer pilots. At the end of February two of its stalwarts retired; with a combined total of more than 60 years flying for the AMS.
P
ROF Frans Grotepass is a distinguished maxillofacial surgeon, yet as an ATPL qualified pilot he flew more than 800 sorties for the AMS, flying aircraft from a basic Piper Aztec, through Citations to PC12s. The other pilot to retire is Rene De Wet, a former Chief Executive of the huge Pick ‘n Pay group, who after retiring from the corporate world, went on to fly for AMS for more than 25 years. Between these two pilots they have more than 60 years of service to people in emergency – often being called out at any time of the day and night, from warm beds, to fly to some remote destination – sometimes landing by the light of car headlights. They have been part of the growth of AMS to become an indispensable part of first response services in southern Africa and there are hundreds of people who owe their lives to their selfless dedication.
Prof Frans Grotepass and Rene De Wet (L) with other AMS pilots at their retirement celebration.
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Fireblade Aviation V-Vip Facilities.
Fireblade’s FIRST INTERNATIONAL FLIGHT R eport : G uy L eitch
After an extended battle with government to confirm its Customs and Immigration rights, Fireblade Aviation’s FBO at OR Tambo East Side handled its first international flights on 20 February.
T
HE Fireblade Fixed Base Operation (FBO) is a service for visiting business jet and ‘V-VIP clients who prefer the anonymity of not having to transit the public customs and immigration formalities at OR Tambo. The FBO had a difficult start after the then Home Affairs minister, Malusi Gigaba, denied that he had approved the FBO’s immigration facilities in 2016. It had already been approved by 27 other state entities, but its customs and immigration desks were still inactive at the beginning of 2017, while awaiting final SA government approval. Allegations were made that Gigaba had withdrawn his approval due to pressure from the ‘state capture’ Gupta family. A court battle between the Oppenheimer family and the Director-General of Home Affairs, confirmed the original approval and the FBO opened on 12 February. Fireblade Aviation CEO Jonathan Oppenheimer said, “We are excited to service international movements, which will complement our current domestic aircraft movements and enable Fireblade Aviation to fulfil its intended potential.”
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WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd
(+264)
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WONDERBOOM AIRPORT - PRETORIA Flyjetstream Aviation
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Loutzavia Charters Pty Ltd
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Powered Flight Charters
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We are for the journey FlightCom Magazine
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News T ext : M ark M ansfield
OR TAMBO Expanding A new ZAR 4.5 billion mixed-use development will see O.R. Tambo International airport’s western precinct acquire new offices, retail space, hotel and conference facilities and additional transit-related services. This was revealed recently at a sod-turning ceremony.
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General Manager of the O.R. Tambo International Airport, Bongiwe Pityi-Vokwana.
Dassault Aviation
ENER AL Manager of the Airport, Bongiwe Pityi-Vokwana detailed the airport’s plans to unlock the development potential of 180 000 square metres for a mixed-use development to be located on the northern precinct of the airport. Construction began in February 2019 with an anticipated completion date for the first phase of the end of 2020. Ms. Pityi-Vokwana was joined at the ceremony by members of the Western Precinct Consortium, which won the bid for the first phase. This phase will see construction of three six-storey office buildings with a combined floor area of 33 000 square metres. In addition, O.R Tambo International’s Airports Company long-term Infrastructure Master Plan features midfield cargo and midfield passenger terminals, each requiring several billion ZAR in further investment. These developments will accommodate growing passenger demand and also expand the midfield cargo facilities at the airport to accommodate up to two million tonnes of air cargo annually. The first phase buildings will provide for:
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Corporate head office for Airports Company South Africa(ACSA) and the South African Civil Aviation Authority (SACAA) and • Common-use facilities such as a fitness centre, canteen and creche. The members of the Western Precinct Consortium are HERI Propco (developer), mmqsmace Consultancy, and
Tiber Construction. The Consortium has committed that a minimum 30% of the total contract value will be sub-contracted to Exempt Micro Enterprises (EMEs) and Qualifying Small Enterprises (QSEs). Consortium leader Mandla Mlangeni said the group was delighted to win the competitive bid. “Together we bring exceptional engineering and construction
skills and experience to the Western Precinct development.” Mlangeni said that during construction of the first phase an estimated 1100 people will be employed on site at the peak of the project. “We have already put in considerable effort to recruiting from the regions around the airport and will continue to do so. Ultimately the seven phases of the Western Precinct development will stretch from the site of the old Shade 2 carports in the north to up to where the Southern Sun Hotel is currently located. Pityi-Vokwana said that the planned revamp of the airport’s façade will present an entirely new profile in keeping with its size and role in the regional and national economies. The iconic airport development precinct will serve as a catalyst in transforming the airport hub into an Aerocity. Pityi-Vokwana commented, “As the busiest airport in Africa and the international gateway to South Africa, it is imperative that O.R Tambo International Airport remains an international landmark with world-class infrastructure and a large variety of services for all users and markets. The Western Precinct development forms
Members of the Western Precinct Consortium at the sod-turning ceremony.
part of a strategy to expand our offering and to drive new sources of growth for the entire region. “We are excited about the upliftment in that the Western Precinct development will act as a catalyst to create a new multifunctional node where big business will ultimately migrate in terms of office and hotel accommodation. This node will be made more attractive by the intermodal
connectivity offered by Gautrain and Bus Rapid Transport stations within a precinct, the ultimate development of which, will allow for easy access to hotels, restaurants, fast food facilities, outdoor seating, retail, offices and a world class conference centre.” “We look forward with great anticipation to involving all our stakeholders in this journey of growth and development,” concluded Pityi-Vokwana.
The old Shade 2 parking area to be developed into phase 1 of the Western Precinct.
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Defence T ext : D arren O livier
EGYPTIAN AIR POWER
The Egyptian Air Force (EAF) has long been large and well-equipped, but not always the most sophisticated. For various reasons, including internal politics and its reliance on American funding from the Camp David Accords, the EAF spent much of the period from 1980 to 2001 without a real focus on modern air power doctrine or practice and with a mismatched combat
I
N late December 2018, three Dassault Rafale DMs departed the company’s factory at Bordeaux-Mérignac and headed to the Egyptian Air Force’s Gebel El Basur Air Base near Cairo. When they arrived, they completed Egypt’s order of 24 Rafales (16 two-seater Rafale DMs and 8 single-seater Rafale EMs) announced just three years earlier and seemingly heralding a new era in EAF operations. However, the EAF was not content to only order Rafales, and in 2015 also ordered 50 new MiG-29M/M2s. The first arrived in 2017 and deliveries will continue to next year. For an air force that has long relied on F-16s as its primary fleet suddenly to opt for two new front-line fighters is interesting to say the least, but the question is whether it points to important long-term shifts in Egyptian air power thinking and strategy. While Egypt had used Western aircraft in the 1950s; by the 1960s it had transitioned to being a Soviet client and equipped its air force with Eastern Bloc aircraft. After suffering substantial losses, to the point of the near destruction of its entire air defence
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Dassault Aviation
aircraft fleet, which was not entirely suited to its needs.
The EAF order for 50 Dassault Rafaels seemingly heralds a new era in EAF operations.
system in the 1967 Arab-Israeli War, the EAF embarked on a rapid expansion programme with Soviet assistance. By 1970 the EAF fielded a total of 160 MiG-21s, 60 MiG-19s, 200 MiG-17s, and 130 Su-7s. Yet, it had been unable to convince the Soviet Union to provide the capable new MiG-23 and was still primarily reliant on the K-13 (AA-2 Atoll) air-to-air missile. Furious
with the refusal and other breakdowns in the relationship, in 1972 Egyptian president Anwar Sadat ordered all Soviet advisors to leave the country and placed an order, with Saudi funding, for 32 Mirage 5-SDE tactical fighters and 6 Mirage 5-SDD twoseat trainers. None had been delivered, nor had the EAF had any time to adapt its doctrine to
match Western fighters, by the time Egypt again went to war against Israel in the 1973 Yom Kippur War. That proved costly, as while the EAF fought well, it still found itself outmatched in training, technology, and tactics, losing at least 100 aircraft in a lopsided loss ratio of 56-1 against the Israeli Air Force (IAF) in air-to-air combat. Needing to replace its lost aircraft, the
of the EAF with the F-16, which would eventually see it operating an impressive 220 F-16s of various marks. Yet a distrust of relying on a single supplier or a single main aircraft type still permeated the senior ranks of the EAF, resulting in some interesting purchases. In 1981 Egypt purchased 20 Mirage 2000s (16 single-seat Mirage 2000EMs and 4
Deliveries of the EAF MIG 29s are set to run through to next year.
EAF received eight MiG-23MS, eight MiG23BN and four MIG-23U from the USSR in 1974, but after yet another breakdown in relations between the two countries, put them all into storage the following year. The EAF instead opted to acquire further numbers of Mirage 5s, eventually operating a total fleet of 54 Mirage 5-SDE’s, 6 Mirage 5-SDD’s and 6 Mirage 5-SDR’s. The 1978 signing of the Camp David Accords and resultant peace between Israel and Egypt, ushered in the biggest change for the EAF, as it meant both access to American-made aircraft and a guaranteed annual supply of over a billion dollars in American military funding to buy those aircraft. That annual funding’s necessity was proven soon after when Saudi Arabia, which had been funding Egypt’s acquisition of the Mirage 5 and other armaments, withdrew all financial support in protest at what it saw as a betrayal of Arab interests. Thus in 1979 the EAF began receiving 35 ex-USAF F-4E Phantoms under the Peace Pharaoh foreign military sales (FMS) programme, and in 1980 placed an order for 42 Block 15 F-16A/B fighters under Peace Vector I. That began the long affiliation
two-seat Mirage 2000BMs) with deliveries commencing in 1986, and it continued to supplement its fleet with types such as the AlphaJet, the Shenyang F-6/FT-6, and then later the Shenyang F-7. It also had a stubborn reluctance to retire types that no longer had much combat value, preferring to prioritise fleet size over combat effectiveness. As a result, by the early 2000s, the EAF had a hodgepodge of types in service that were a nightmare to maintain and a large drain on resources. Alongside the F-16s, which ranged from A/Bs to C/Ds across a whole range of blocks, the EAF still had substantial numbers of F-4Es, MiG-21s, F-7s, F-6s, AlphaJets, Mirage 2000s, and Mirage 5s. In total, 400 fighter, trainer and attack aircraft across more than eight types, not counting the numerous separate transport and helicopter types in service. This made logisticians collapse in fits of horror. Most of the combat aircraft could not even share the same weapons. By operating so many types in the same roles the EAF had to establish a unique and independent Organisation, People, Process and Data (OPPD) structure for each, spreading
its resources thinly and removing any economies of scale. In effect, it operated as a number of distinct air forces, rather than one. The obvious outcome was that the EAF had hundreds of fighters in service but none of them were much good. It wasted precious resources maintaining and upgrading obsolete types, to the point that it upgraded two squadrons of Mirage 5s in 2003 and a number of MiG-21s as late as 2008, while skimping on the capabilities of the F-16s that really made up its combat edge. To date Egypt’s F-16s remain crippled as even its newest Block 52 F-16Cs are unable to carry JDAMs, AIM-9X Sidewinders, or AIM-120 AMRAAMS or use the Joint Helmet Mounted Cueing System (JHMCS). They can only carry the obsolete AIM-7P Sparrow. After relying on American aircraft for so long, Egypt was shocked out of its complacency when, in 2013, the US placed a temporary arms embargo on the country after Egyptian security forces killed hundreds of civilians during a popular uprising. Unfulfilled orders of 24 F-16C/D Block 50/52 and 10 AH-64Ds were put on hold. Yet, despite its fears of an unreliable supplier finally having been realised, the EAF found itself unable to fill the gap with any of the other types it had painstakingly
It operated as a number of distinct air forces, rather than one. and expensively kept in service. All were either too few in number, obsolete, or no longer being produced and therefore could not form the basis of a new primary fleet alongside the F-16s. It is therefore unsurprising that Egypt immediately sought new sources for its fighter aircraft and other critical roles.
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Acquiring the Rafales was an excellent first step, not least because it’s a capable 4th generation aircraft, but because it retained inter-operability with the EAF’s existing F-16s while also opening the doors to a whole range of French armaments like the Mica EM/IR air-to-air missile, SCALP stand-off cruise missile, and AASM Hammer guided bomb, in case future US embargoes cut off supply to American weaponry. So important was this last point to the EAF that it has held off on signing for another 12 Rafales until France can provide SCALP missiles free of US components, as its existing SCALP orders were blocked by the US on the grounds that it hadn’t given permission to export the GPS modules. Rafales made sense in another way, in that Egypt could adopt NATO-standard communications and data protocols, networking its F-16s, E-2 Hawkeyes, Rafales, and ground-based air defence systems into a single shared air domain and command and control picture. Using NATO standards meant that even though the Rafale and F-16 still required their
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own OPPD structures, much more could be standardised and shared across the fleets. The EAF’s order of fifty MiG-29M/ M2s makes far less sense when viewed in this way, seeming more like a return to the EAF’s old and flawed way of thinking. The MiG-29M/M2 is a phenomenally good aircraft and perfectly capable as a frontline fighter, but in the EAF’s case it’s not being acquired into a coherent system designed to properly support it. There is no logistical commonality with the EAF’s F-16s or Rafales and more importantly the MiGs cannot share targeting and situational awareness data with either the EAF’s other fighters or its E-2C Hawkeye airborne early warning (AEW) plat-forms. Those who fly the MiG-29s in EAF service are alone outside the air defence system, able to rely only on their own onboard radars and the information they receive over voice radio transmissions. The next few years are going to prove crucial ones for the EAF, as it tries to reorient itself as a more independent air force while modernising its aircraft and combat
ABOVE: There is no logistical commonality with the EAF’s F-16s and Rafales.
capabilities. Should it decide to take the more logical route, and build a fleet from various suppliers based around common standards, it will find itself with a force that’s both efficient and resilient. Or it could revert to old habits and create even more incompatible silos, leaving it with a fleet that looks impressive on paper but proves fragile in a time of need.
SA Flyer 2018|12
Oshkosh
Join the annual South African camping tour to the World’s Greatest Aviation Event TOUR A EMIRATES Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July. We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 0500 on Tuesday 30th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities. Tour Price Single R29 850* Sharing R28 450* TOUR B KLM Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July. We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 21h00 on Monday 29th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accom-
modation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities. Tour Price Single R32 550* Sharing R31 150* Breakaways Breakaways can be arranged for those wanting to stay longer in the USA, either before Oshkosh (KLM only) or after Oshkosh. TOUR C “JOIN IN THE USA” This tour option is for those who want to join the tour in Chicago. Our private coach will depart Terminal 5, O’Hare International, Chicago on Saturday 20th July at about 15h00 (depending on arrival time of Tour A and B flights). The coach will return to O’Hare on Sunday 28th July at about 13h00. Tour price includes transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities. Tour Price Single R9 850* Sharing R8 450*
Contact Neil: Cell 084 674 5674 | neil1@telkomsa.net | www.airadventure.co.za FlightCom Magazine
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Defence R eport : J ustin
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ARMED FORCES DAY SPECTACULAR
From the 18th to the 21st February the South African National Defence Force staged a huge Armed Forces Day exercise around Cape Town. SA Flyerâ&#x20AC;&#x2122;s star photographer Justin de Reuck ventured onto the fiercely blowing sand at Muizenberg Beach to capture these stunning images of the pyrotechnics the SANDF put up from anti-aircraft guns, rockets and aircraft firing flares as counter measures. 33
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Feature S tory : J enny D avies I mages : K ent E mbleton , D ave & J ill H olmes
FLYING FOR WILDLIFE
If poaching continues at its current rate, there may be no elephants left in northern Mozambique within five years
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N the past seven years, the elephant population of Niassa Reserve has shrunk from 12,000 to just 1,500. These African giants that loom so large in the imagination of every child are disappearing at the rate of four every day. Jill Holmes, a MAF missionary serving in Mozambique has training in wildlife management, which gives her a unique perspective on the problem; she notes that “My husband Dave and I come from a natural resource background. We value mankind’s responsibility to take care of God’s creation.” Mission Aviation Fellowship (MAF) fly medical, relief and life-transforming help to vulnerable people in hard-to-reach places. Although not typical of MAF’s ministry in Mozambique, Pilot Dave has flown for the reserve on many occasions. He helps conservationist groups track elephant populations and scout for illegal activities. A reduction in poaching has been recorded on the days his aircraft patrols the reserve. The view aloft provides an opportunity to deeply appreciate the glory of God’s creation. Great herds of antelope move
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An Elephant lost to poachers - about four per day such losses happen.
in concert and majestic animals gather at the watering holes. But Dave has also experienced the darker side of Niassa – finding six mutilated elephant carcasses in a single day. On the ground, Dave and the rangers record the utter brutality of poaching in photos too graphic to show. This horror will continue for as long as a single elephant tusk commands £115,000 and can be sold openly in south-eastern Asia. MAF flights don’t just benefit the wildlife. Their Flying Doctor project to bring mission doctors and supplies to alleviate the desperate need in Niassa’s villages is partially sponsored by one of the conservation groups. This partnership shows that the group values both people and wildlife. Medical care is provided to some 40,000 people across numerous villages, mining and fishing camps. This is part of a strategy to tackle the root causes of poverty – a key cause of wildlife crime and environmental degradation. Groups like the Niassa Carnivore Project are establishing initiatives such as beekeeping, cultural tourism and handicrafts which work to sustain Niassa’s natural resources. They give local people an alternative to poaching, illegal mining and the trapping of bush meat. The project’s education programmes inspire young people to protect wildlife and involve communities on the frontline as rangers. But time is fast running out for the elephants. The vast, isolated reserve covers 30,000 square kilometres – an area larger than Switzerland. The conditions that make it a haven for wildlife also make it difficult to police. Rangers with pump action shotguns are no match for the high calibre weaponry wielded by syndicates of poachers. In January 2018, Dave flew several scouts to an area north of the river after shots were fired. Jill recalls, ‘While flying, Dave learnt that another group of scouts had already responded quickly and confronted the poachers. Unfortunately, one had been shot in the leg. An elephant had been killed and its tusks removed before the poachers fled.’
The Niassa Reserve covers an area about the size of Switzerland.
Dave flew the injured scout to a hospital in the nearest city. Although thunderstorms made the trip stressful, the scout survived and is expected to make a full recovery. In the wider Kingdom perspective, it may be difficult to see exactly where wildlife conservation fits. Until, that is, we stop and remember that poverty is linked to the land and that it is geography which separates people from the services they need. On the other hand, well-managed wildlife can generate an income for the
remotest communities. Dave and Jill serve with MAF because they keep one eye on the physical needs of people who are at risk of dying from preventable causes before they even get the chance to hear the Gospel. But, as creation stewards, they also know that the natural world is a display of God’s glory. Every creature, from the smallest insect to the mighty elephant, is part of His perfect plan. But creation is fragile and requires our protection. Once the last elephant is gone, it is gone forever.
MAF Pilot Dave is also a conservationist.
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LANSERIA AIRPORT / RANDBURG Aeronav Academy Gryphon Flight Academy Skyhawk Aviation
(011) (082) (011)
701-3862 562-5060 701-2622
701-3873 701-2623
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Starlite Aviation Training Academy
(044)
692-0006
www.starliteaviation.com
j j jjjjjjj j jjjjj j jjj
Algoa Flying Club
(041)
581-3274
086-461-7067
Africa Aviation Academy
(011)
824-3528
info@aaacademy.co.za
Central Flying Academy
(011)
824-4421
U Fly Training Academy
(011)
824-0680
390-1738
Richards Bay Air Carriers
(035)
786-0146/7
786-0145
Rustenburg Flying Club
(082)
821 1690
082 619 8633
Bird Aviation
(016)
556-1007
info@birdaviation.co.za
Desert Air (PTY) LTD
+264
61 228101
+264 61 254 345
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Blue Chip Flight School
(012)
543-3050
543-1826
Loutzavia
(012)
567-6775
543-1519
Legend Sky
(083)
860-5225
086-600-7285
Powered Flight Training
(078)
460-1231
086-666-2077
Vortx Aviation Training
(072)
480-0359
086-524-0949
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MOSSEL BAY PORT ELIZABETH RAND AIRPORT
RICHARDS BAY8 RUSTENBURG
VEREENIGING AIRPORT
WINDHOEK - EROS AIRPORT
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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111
41
FlightCom Magazine
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Where pilots speak for themselves
SURNAME
FIRST NAME
LOCATION
TEL NO
Regular Class 2, 3, 4
AME Doctors Listing
✗ ✗ ✗ ✗
Britz
Rudi
Wonderboom Airport
083 422 9882
rudiavmed@gmail.com
Church
Belinda
Centurion
012 654 8556
churchbs@live.com
Du Plessis
Alexander
Athlone Park
031 904 7460
dex.duplessis@intercare.co.za
Erasmus
Philip
Benoni
011 849 6512
pdceras-ass@mweb.co.za
Govender
Deena
Umhlanga Rocks
031 566 2066/7 deena@drdg.co.za
✗ ✗
Ingham
Kenneth
Midrand
011 315 5817
kaingham@hotmail.com
✗ ✗
Marais
Eugene
Mossel Bay
044 693 1470
eugene.marais@medicross.co.za
✗ ✗
Opperman
Chris
Pretoria Lynnwood
012 368 8800
chris.opperman@intercare.co.za
✗ ✗ ✗
Tenzer
Stan
Rand Airport & JHB CBD
083 679 0777
stant@global.co.za
✗ ✗ ✗
Toerien
Hendrik
White River, Nelspruit
013 751 3848
hctoerien@viamediswitch.co.za
✗ ✗ ✗
Van Der Merwe
Johann
Stellenbosch
021 887 0305
johann.vdmerwe@medicross.co.za
Van Niekerk
Willem
Benoni
011 421 9771
http://willemvanniekerk.co.za
Other countries
www.gryphonflight.co.za
“I did my ATPL Preparation, my B190 Proficiency Check as well as my MCC course with Gryphon Flight Academy and I was very pleased with the service! Anton really listened and tailored a fitting package to my needs, unlike many other major Flight Schools, thus saving me a lot of money but still offered a great Training Experience. Only can recommend this school.” Patrick Heintschel.
EASA registered
SA Flyer 2019|01
FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS
FAA registered
For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za
Off-site Specialist tests
We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145
On site Specialist tests
SPECIALISED ADVANCED AVIATION TRAINING
Senior Class 1, 2, 3, 4
CAA/0322
“My training experience at Gryphon Flight Academy could not have been more positive and rewarding. The Ground phase was delivered by an experienced Captain on both aircraft, who portrayed the utmost professionalism both as a pilot and instructor. Similarly, the simulator sessions were instructed by experienced South African airline pilots with a genuine passion for the work they do. Their enthusiasm and professionalism were infectious and I completed the course feeling entirely confident that I was ready to operate commercially with a high level of expertise and professionalism” Garth Greyling
✗ ✗ ✗ ✗ ✗ ✗ ✗
✗ ✗
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FlightCom Magazine
42
BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za
Dart Aircraft Electrical ATNS Mathew Joubert Percy Morokane 011 827 0371 011 607 1234 Dartaircraftelectrical@gmail.com percymo@atns.co.za www.dartaero.co.za www.atns.com Aviation Direct DJA Aviation Insurance 011 464 5550 Andrea Antel 0800Flying 011 465 2669 mail@dja-aviation.co.za info@aviationdirect.co.za www.dja-aviation.co.za www.aviationdirect.co.za Avtech Aircraft Services Riekert Stroh 082 555 2808 / 082 749 9256 avtech1208@gmail.com BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero
Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za Eagle Aviation Helicopter Division Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za Eagle Flight Academy Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za
GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za
Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za
Aerocore Jacques Podde 082 565 2330 jacques@aerocore.co.za Blue Chip Flight School www.aerocore.co.za Henk Kraaij 012 543 3050 Elite Aviation Academy Aero Engineering & PowerPlant bluechip@bluechip-avia.co.za Jacques Podde Hover Dynamics Andre Labuschagne www.bluechipflightschool.co.za 082 565 2330 Phillip Cope 012 543 0948 info@eliteaa.co.za 074 231 2964 aeroeng@iafrica.com Border Aviation Club & Flight School www.eliteaa.co.za info@hover.co.za Liz Gous www.hover.co.za Aero Services (Pty) Ltd 043 736 6181 Emperor Aviation Chris Scott admin@borderaviation.co.za Paul Sankey Indigo Helicopters 011 395 3587 www.borderaviation.co.za 082 497 1701 / 011 824 5683 Gerhard Kleynhans chris@aeroservices.co.za paul@emperoraviation.co.za 082 927 4031 / 086 528 4234 www.aeroservices.co.za Breytech Aviation cc www.emperoraviation.co.za veroeschka@indigohelicopters.co.za 012 567 3139 www.indigohelicopters.co.za Aeronav Academy Willie Breytenbach Enstrom/MD Helicopters Donald O’Connor admin@breytech.co.za Andrew Widdall IndigoSat South Africa - Aircraft Tracking 011 701 3862 Gareth Willers sam@aeronav.co.za Bundu Aviation 011 397 6260 aerosa@safomar.co.za 08600 22 121 www.aeronav.co.za Phillip Cronje www.safomar.co.za sales@indigosat.co.za 083 485 2427 www.indigosat.co.za Aerotric (Pty) Ltd info@bunduaviation.co.za Era Flug Flight Training Richard Small www.bunduaviation.co.za Pierre Le Riche Integrated Avionic Solutions 083 488 4535 021 934 7431 Gert van Niekerk aerotric@aol.com Celeste Sani Pak & Inflight Products info@era-flug.com 082 831 5032 Steve Harris www.era-flug.com gert@iasafrica.co.za Aircraft Assembly and Upholstery Centre 011 452 2456 www.iasafrica.co.za Tony/Siggi Bailes admin@chemline.co.za Execujet Africa 082 552 6467 www.chemline.co.za 011 516 2300 International Flight Clearances anthony@rvaircraft.co.za enquiries@execujet.co.za Steve Wright www.rvaircraft.co.za Cape Aircraft Interiors www.execujet.com 076 983 1089 (24 Hrs) Sarel Schutte flightops@flyifc.co.za Aircraft Finance Corporation 021 934 9499 Federal Air www.flyifc.co.za Ryan Forrester michael@wcaeromarine.co.za Nick Lloyd-Roberts 011 467 2990 / 082 890 6962 www.zscai.co.za 011 395 9000 Investment Aircraft ryan@airfincorp.co.za shuttle@fedair.com Quinton Warne www.airfincorp.co.za Cape Town Flying Club www.fedair.com 082 806 5193 Beverley Combrink aviation@lantic.net Aircraft Maintenance International 021 934 0257 / 082 821 9013 Ferry Flights int.inc. www.investmentaircraft.com Pine Pienaar info@capetownflyingclub.co.za Michael (Mick) Schittenhelm 083 305 0605 www.@capetownflyingclub.co.za 082 442 6239 Jabiru Aircraft gm@aminternational.co.za ferryflights@ferry-flights.com Len Alford Cape Town Flight Training Centre www.ferry-flights.com 044 876 9991 / 044 876 9993 Aircraft Maintenance International Steven van Zyl info@jabiru.co.za Wonderboom 021 976 7053 Fireblade Aviation www.jabiru.co.za Thomas Nel admin@cape-town-flying.co.za 010 595 3920 082 444 7996 www.cape-town-flying.co.za info@firebladeaviation.com Jim Davis Books admin@aminternational.co.za www.firebladeaviation.com Jim Davis Capital Air 072 188 6484 Air Line Pilots’ Association Micaella Vinagre Flight Training College jim@border.co.za Sonia Ferreira 011 827 0335 Cornell Morton www.jimdavis.co.za 011 394 5310 micaella@capitalairsa.com 044 876 9055 alpagm@iafrica.com www.capitalairsa.com ftc@flighttrainning.co.za Joc Air T/A The Propeller Shop www.alpa.co.za www.flighttraining.co.za Aiden O’Mahony Century Avionics cc 011 701 3114 Airshift Aircraft Sales Carin van Zyl Flight Training Services jocprop@iafrica.com Eugene du Plessis 011 701 3244 Amanda Pearce 082 800 3094 sales@centuryavionics.co.za 011 805 9015/6 Kishugu Aviation eugene@airshift.co.za www.centuryavionics.co.za amanda@fts.co.za +27 13 741 6400 www.airshift.co.za www.fts.co.za comms@kishugu.com Chemetall www.kishugu.com/kishugu-aviation Airvan Africa Wayne Claassens Flightsure Aviation Brokers Patrick Hanly 011 914 2500 Mandy Coetzer Kit Planes for Africa 082 565 8864 wayne.claassens@basf.com 011 805 1884 Stefan Coetzee airvan@border.co.za www.chemetall.com mandy@flightsure.co.za 013 793 7013 www.airvan.co.za www.flightsure.co.za info@saplanes.co.za Chem-Line Aviation & Celeste Products www.saplanes.co.za Algoa Flying Club Steve Harris Fly Jetstream Aviation Sharon Mugridge 011 452 2456 Henk Kraaij Kzn Aviation (Pty) Ltd 041 581 3274 sales@chemline.co.za 083 279 7853 Melanie Jordaan info@algoafc.co.za www.chemline.co.za charter@flyjetstream.co.za 031 564 6215 www.algoafc.co.za www.flyjetstream.co.za mel@kznaviation.co.za Comporob Composite Repair & www.kznaviation.co.za Alpi Aviation SA Manufacture Flying Frontiers Dale De Klerk Felix Robertson Craig Lang Landing Eyes 082 556 3592 072 940 4447 082 459 0760 Gavin Brown dale@alpiaviation.co.za 083 265 3602 CraigL@fairfield.co.za 031 202 5703 www.alpiaviation.co.za comporob@lantic.net www.flyingfrontiers.com info@landingeyes.co.za www.comporob.co.za www.landingeyes.com Apco (Ptyd) Ltd Flying Unlimited Flight School (Pty) Ltd Tony/Henk Corporate-Aviators/Affordable Jet Sales Riaan Struwig Lanseria Aircraft Interiors 012 5213 0775 Mike Helm 082 653 7504 / 086 770 8376 Francois Denton support@apcosa.co.za 082 442 6239 riaan@ppg.co.za 011 659 1962 / 076 810 9751 www.apcosa.co.za corporate-aviators@iafrica.com www.ppg.co.za francois@aircraftcompletions.co.za www.corporate-aviators.com Aref Avionics Lanseria International Airport Hannes Roodt C. W. Price & Co Foster Aero International Dudley Foster Mike Christoph 082 462 2724 Kelvin L. Price 011 659 2533 011 367 0300 arefavionics@border.co.za 011 805 4720 info@fosteraero.co.za mikec@lanseria.co.za cwp@cwprice.co.za www.fosteraero.co.za www.lanseria.co.za Atlas Aviation Lubricants www.cwprice.co.za Steve Cloete Gemair Legend Sky 011 917 4220 Dart Aeronautical Andries Venter 083 860 5225 / 086 600 7285 Fax: 011 917 2100 Jaco Kelly 011 701 2653 / 082 905 5760 info@legendssky.co.za Sales.aviation@atlasoil.co.za 011 827 8204 andries@gemair.co.za www.legendsky.co.za www.atlasoil.africa dartaero@mweb.co.za
43
FlightCom Magazine
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Charters Henry Miles 012 567 3873 charters@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 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
Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Pieter Hulleman 012 543 0371 riks@pasaviation.co.za www.pasaviation.co.za Precision Aviation Training Academy Johan Odendaal 012 543 0372 / 082 553 4413 johan@pasaviation.co.za www.patahelicopters.co.za PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za
Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com Starlite Aviation Training Academy Enquiries Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za The Airplane Factory Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za
SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za
The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa
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
MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za
SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero
North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za
Skyhorse Aviation Tamarin Bond 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com
Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za
SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical
Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za
Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net
Southern Rotorcraft 021 935 0980 082 777 0805 sasales@rotors-r-us.com www.rotors-r-us.com
Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Solenta Aviation (Pty Ltd) Johann Minnaar 011 707 4000 info@solenta.com www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na
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
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
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
Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za
United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com
Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za
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
Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za
Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com
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
FlightCom Magazine
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