April 2019

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Edition 282

CONTENTS COLUMNISTS SA FLYER

16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PLAIN TALK 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 70 Chris Martinus - AOPA BRIEFING

FLIGHTCOM

5 Mike Gough - Airline Ops 11 Hugh Pryor - Bush Pilot 29 Defence - Darren Olivier

Red Bull Air Race Page 58

68 4 April 2019 | www.saflyer.com

Edition 282

CONTENTS FEATURES SA FLYER

22 Letters To The Editor 54 Travel - Kings Camp 58 Red Bull 2019 60 CAA/RAASA Briefing 64 Tech Talk - Wyndham Ferreira 68 FASHKOSH 2019 Airshow 75 Helicopter Feature 76 Flight Test - R44 Raven II

76 REGULARS 10 Opening Shot 18 Quote of the Month 45 Flightsure Register Review 48 SV Aviation Fuel Table 47 Market Place

FLIGHTCOM

FLIGHTCOM

15 21 25 27 35 37

3 4 GIB Events

Face to Face: Akbar Al Baker 2019 Ammunition Capability Demo Briefing: The African Airline Industry Aviation Africa Summit

Pilot Attacks Flying Club The Ultimate Namibian Fly-In

6 April 2019 | www.saflyer.com

38 Federal Airlines Charter Directory 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 43 Aviation Directory 45 Subscriptions

Serious about flying

POSITION REPORT

A

senior

Training

–

Captain

informs

Bombardier aircraft flying to 119 international

me that an African

destinations in five continents. They have

airline to which he

one of the youngest fleets in the industry;

consults no longer

the average fleet age is five years while the

wants to employ

industry average is 12 years. Ethiopian has

pilots produced by

tripled its passenger volume, now flying more

South African flight schools.

they now have 113 Boeing, Airbus and

than 11 million passengers annually.

This Training Captain reckons that the

This

is a growth story where South African flight

South African Commercial Pilot syllabus

schools are largely missing out.

has lost its way and that pilots are not being

Each year Ethiopian’s Aviation Academy

trained to fly, so much as to navigate through

trains more than 2,000 pilots, flight attendants

a box ticking exercise of complying with

and other employees for Ethiopian Airlines as

unrealistic and irrelevant training standards.

well as several other African airlines. In the

This appears to be yet another example

past five years GebreMariam says his airline

of how South African aviation is being held

has invested more than half a Billion dollars

back by poor governance.

in training.

A case in point is as I discussed in a

Ethiopia has successfully implemented a

WUCAA article last year, the South African

‘whole-of-state aviation policy’ that supports

Instrument Rating (IROPS), which has become extremely difficult to

its national airline and the aviation industry as a whole. And this is

obtain – causing many aspiring professional pilots to complete their

good for the general aviation industry. In contrast, South Africa is

training in the USA or elsewhere in Africa. The flight schools now

being left behind, hamstrung by poor governance and a fragmented

admit that they have had to revert to teaching their students to pass

and dysfunctional regulatory environment.

exams by learning to answer past papers, rather than teaching them

South African Airways used to be the undisputed champion of

to actually understand the intricacies of flying. Those who do not

African airlines. It is now a lowly third. If South African training is not

manage to pass the IROPS exam effectively become professional

to continue to fall behind its African competitors, we need a regulator

pilots who, without an instrument rating, are not qualified to fly in

that is less adversarial and more constructive in its dealings with its

instrument conditions.

industry.

It is hard not to blame the regulator for damaging the flight training industry. A few years ago South African trained pilots were in

The calls for an ombudsman to rein in the excesses of the regulator are becoming more strident.

Guy Leitch

demand worldwide, but now the African airlines have moved ahead of South African flight schools.

Writing in response to the tragic loss of flight EK302, Tewolde GebreMariam, the Group CEO of Ethiopian Airlines says that in

EDITOR & PUBLISHER

less than a decade, Ethiopian Airlines has tripled the size of its fleet

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 April 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

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OPENING SHOT

10 April 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za or owen@saflyermag.co.za

T

HE dramatic Namibian desert provides endless opportunities for captivating aerial photography. Jay Roode took advantage of just such an opportunity over the Dorob dune fields south of Swakopmund to shoot this lonely Maule. He used his Canon EOS 5DR with an exposure of 1/1600 sec and an aperture of f7.1 to capture this striking image of the aircraft against the hard dune ridge line with the detailed desert textures below it. Next time he says he will use a shutter speed of around 1/100th second to unfreeze the propeller!

11 www.saflyer.com | April 2019

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WASSUP? REPORT: OWEN HECKRATH

BOEING AUTONOMY The

PAV

prototype

completed

a

It didn’t fly far, but a takeoff, hover, and successful landing in

controlled

Virginia, USA, recently launched Boeing’s official contribution to

during the flight, which tested the vehicle’s

autonomous aerial vehicles.

takeoff,

hover

and

landing

autonomous functions and ground control systems. Future flights will test forward, wing-borne flight, as well as the transition phase between vertical and forward-flight modes which is typically the most significant engineering challenge for any high-speed VTOL aircraft.

The NeXt program also includes an unmanned cargo aircraft able to transport up to 250 Kg of freight.

“In one year, we have progressed from a conceptual design to a flying prototype,” said Boeing Chief Technology Officer, Greg

A

Hyslop. “Boeing’s expertise and innovation Flight

URORA Sciences,

a

Boeing

the form of on-demand, autonomous air transportation.

the

Electric motors drive the PAV, which

effort to design and

uses a mix of lifting rotors and aerofoils to

build a passenger air

achieve vertical takeoff and landing, and

subsidiary,

led

vehicle (PAV) under

more efficient forward flight supported by

the Boeing NeXt program, which aims to

wings. The PAV will have a range of up to

bring urban air mobility to the masses in

80 kilometres.

DRONES

the world’s safest and most efficient form of transportation, and we will continue to lead with a safe, innovative and responsible

j

approach to these new mobility solutions.”

LEFT: The Boeing Passenger Air Vehicle prototype logged its first flight in Jan - Photo courtesy of Boeing.

INFLATED

It happens everywhere. China-based drone manufacturer DJI has discovered that some of its employees inflated costs of parts and materials on some of its products ‘for personal financial gain,’ according to a recent company statement.

A

have been critical in developing aviation as

DJI

estimates

that

the

fraudulent

activities uncovered could have cost the company up to 1 billion Yuan (R2 billion).

“These actions do not represent DJI,

S the result of an internal fraud

investigation,

an

unspecified

number

employees

have

DJI Staff weren't being watched closely enough.

our culture, or our 14,000 employees, who work hard every day to serve customers and

of

develop cutting-edge technologies,” a DJI

been

spokesperson said. “We are taking steps

violating

to strengthen internal controls and have

company policies. In addition to continuing to

established new channels for employees to

investigate the situation itself, DJI says that it

submit confidential and anonymous reports

has contacted law enforcement officials and

relating to any violations of the company’s

is cooperating fully with their investigation.

workplace conduct policies.”

dismissed

for

14 April 2019 | www.saflyer.com

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ATTITUDE FOR ALTITUDE GUY LEITCH

THE BOEING 737 MAX:

a cocktail of a devil in the system, uber-pilots and negotiable safety

Airlines have always liked to claim that safety is not negotiable. However, the events surrounding the

Ethiopian 737 MAX 8 crash show that this is simply not true. [Ed’s Note an earlier and simpler version of this column was published by online news site Daily Maverick a few days after the EK302 crash]

in the 1965, to save Boeing a huge amount

first sign of an uncommanded pitch reduction

Inspector

of time and money in development and to

they can turn the stab trim function off. The

General of the United States Department of

reduce the training requirements for the

passengers should hardly notice the blip.

Transportation, said in a CNN interview that

operators.

THE DEVIL IN THE SYSTEM Mary

Schiavo,

former

Shortly after the Ethiopian crash, Donald

the Boeing 737 has outlived its useful life

But now the MAX has been described

Trump cast aspersions on the Ethiopian and

but is being kept alive because “Boeing has

by a retired captain as “an old necklace, with

Lion Air pilots, specifically their failure to

more clout than the FAA” and that is why it

too many charms added.” And this may be

use the Stab-Trim cut-off switches. Trump

still flies in the USA.

the root of the devil in the system.

is notably close to Boeing, and his Acting Secretary

of

Defence,

Pat

Shanahan,

It was evident, within minutes of the

When the Lion Air MAX crashed into

Ethiopian crash, that there were striking

the sea off Jakarta the Flight Data Recorder

worked for Boeing for 21 years. This close

resemblances to the Lion Air crash of 29th

(FDR) showed that the airspeed indication

relationship between POTUS and Boeing has caused the Ethiopians to distrust the

October last year. It may be premature to speculate on these crashes in the absence of official findings, but the similarities

Amazingly - the data from the CVR and FDR was recoverable.

Americans.

But the quality of the pilots in these two

have been confirmed by the initial Flight

crashes nonetheless poses a real question.

Data Recording findings – and they speak

Boeing argues that simply switching the

volumes.

Stab Trim off is a basic skill required of all pilots for all 737s, even the fifty year old first

Boeing’s 737 has been progressively generations

generation ones. It is required training for

of models. The MAX’s Leap 1B engines

all 737 pilots in the simulator. However no

changed the handling characteristics and

matter how realistic they are, the one thing

developed

through

various

simulators cannot do is replicate the often

to save Boeing from having to re-certify the aircraft because of the handling differences,

was wrong and this had caused the MCAS

violent G forces. When you are porpoising

and to save airlines buying the MAX from

to constantly try to lower the nose of the

through the sky, finding the switches,

having to spend money on expensive

aircraft, despite the pilots’ best efforts to

removing their protective bar and flicking the

pilot training, the FAA agreed to Boeing’s

raise it. Eventually the stab-trim forced the

two switches requires a cool head.

request to install a system called MCAS

nose so far down that the aircraft dived near-

For passengers, having to hope that

(Manoeuvring Characteristics Augmentation

vertically into the sea. And judging from the

their pilot is an unflappable uber-pilot is

System - a stabilator trim system to

FDR, plus the radar and satellite returns, this

scant comfort. But in support of the cool

automatically trim the nose down when hand

is also what happened to the Flight EK302.

head proponents, it is important to note that there have been a number of other incidents

flying at low speeds to prevent the plane from stalling.

What Boeing omitted to do was to tell the

reported where the MCAS was successfully

THE NEED FOR UBER-PILOTS After

the

Lion

Air

crash,

Boeing

neutralised, and these were handled by the

pilots about the MCAS system and to build

recommended that pilots use the Stab-Trim

in proper redundancy for its data sources.

cut-out switches to isolate a trim runaway

As a side note, for those who reckon

So the 737 MAX relied on the ‘grandfather

caused by the MCAS. If the pilots are

that the age of pilotless airliners is imminent,

rights’ from the original B737-100, certified

properly trained and sharp enough, at the

the need for uber-pilots in these instances

16 April 2019 | www.saflyer.com

pilots applying Boeing’s basic training.

shows that a ‘fleshware’ pilot will always be required for when the computers run amok.

Boeing argues that the pilots should have used the Stab Trim Switches to isolate the MCAS.

PROFITS VS SAFETY What these two tragedies have done is shine a spotlight on the age-old conflict between profits and passenger safety. And some airlines have failed the scrutiny.

Understandably, many passengers said that they would refuse to fly in a Boeing 737 MAX until the cause of the two crashes is identified and fixed. The problem passengers faced was how to know if they had been booked on a MAX, and what to do if they had been. For those who asked, I attempted to explain the key visual difference between the two, and that is that the MAX has a sawtooth edge to the back of its engines. But naturally, if there was a possibility of them flying on a MAX, many passengers would refuse to fly on any Boeing 737. Despite this, South Africa’s Comair, and most of the American Airlines, initially refused to ground their Max 8s, presumably on the strength of Boeings claims that any properly trained pilot would simply move the Stab Trim switches to off.

It brings things close to home to know that the Ethiopian MAX’s takeoff immediately preceding its fatal crash had been from OR Tambo Airport, carrying many South Africans. A commentator on www. avcom.co.za said; “If this error [with the

certainly what finally forced the Americans

on order and they are producing them at the

MCAS] had happened one sector earlier we

to re-actively ground all MAX 8 and 9s.

incredible rate of 57 new planes each month.

would have been clearing up aircraft parts,

The weight of public opinion indicates that

It’s no wonder that U$25 Billion was wiped

human remains and debris from the eastern

the world simply no longer trusts Trump’s

off Boeing’s market cap by the Ethiopian

suburbs of Pretoria today.” This explains why

America, its Federal Aviation Administration

crash.

Australia and then other countries banned

and Boeing, to be honest about safety. It

The war between Airbus, with its A320

all MAX flights from their airspace, not just

is significant that Ethiopia insisted that the

family, and Boeing with its heritage 737

their local MAX fleet.

‘black boxes’ not be sent to the USA for

design, is intense. These two crashes

analysis.

have shown how far Boeing had to go in

What is, however, hard to swallow is that Comair and all the American Airlines initially

The

fallout

from

the

Trump

its attempts to keep the 737 competitive.

refused to ground the MAX. Yet Comair has

administration’s grounding of the MAX is

Major Boeing MAX orders are mooted to be

only one MAX 8, and even with the exposure

profound. As long as the airlines chose

switching to Airbus, which must be smirking

of a single MAX, being just 4-percent of their

to ground the aircraft themselves, Boeing

all the way to the bank.

fleet, Comair chose to put profits ahead of

was not responsible for their losses. But

It is also a great loss to Africa’s safety

passenger safety.

the grounding by the FAA makes Boeing

record – after years of being the most

Not knowing what the problem buried in

responsible for the airlines’ losses for all

dangerous place to fly, Africa cleaned up its

the MCAS system is, and relying solely on

371 MAX planes flying worldwide. There is

act and had not a single fatal airline accident

uber pilots to be sufficiently cool headed

nothing more expensive to an airline (short

for the past two consecutive years.

to switch the system off, is simply not good

of a crash) than a brand-new airliner sitting

enough, particularly in the information

idly on the ground. Norwegian has already

crashes remind us how both the airframe

age. It was only when the overwhelming

said it will send the bill to Boeing after it was

manufacturers and the airlines are able

opprobrium bubbling through social media

forced to ground its fleet of 18 MAX 8s. The

to pressurise the regulators and make ill-

impacted Comair that they changed their

other airlines will no doubt follow suit.

judged decisions about putting profits ahead

minds. Plus perhaps the realisation that if

The scale of this disaster for Boeing is

there had been a third crash, it would have

colossal. The narrow body MAXes make up

wiped out the airline.

much more than half of Boeing’s total airline

This mass of public opinion is almost

sales. Boeing has nearly 5,000 737 MAXs

But

more

worryingly,

of passenger lives.

these

MAX

j

guy@saflyermag.co.za

17 www.saflyer.com | April 2019

KEEP IT LITE

Quote of the month: Boeing’s Manoeuvrability Characteristics Augmentation System (MCAS) has been blamed for having what Guy Leitch calls a "Devil in the System”.

Avcom.co.za poster Flying Sourcer posits that the genealogy of MCAS is that it was: • Conceived in desperation, • Morphed into a monster during gestation, • Delivery in secrecy, by an illegitimate midwife, • [and became] - A murderer unleashed.

18 April 2019 | www.saflyer.com

LEADING EDGE PETER GARRISON

MISCONCEPTIONS For a brief moment a few years ago, a YouTube video of a stunt plane that lost a wing in flight and nevertheless managed to land safely was the talk of the Internet.

P

ILOTS from many countries

The F-15 that had lost a wing was a special case.

sent me links to this video, mostly

marvelling

at

the

pilot’s display of coolness and flying skill. Some non-pilots

displayed a more robust scepticism: Is this really possible? My own first reaction on seeing the video was that it was a fake. I knew that an F-15 had once lost a wing and landed, but that was a special case, involving an aeroplane with unusual geometry and control surfaces.

This was different. The aeroplane was conventional. The wing broke at the wrong time, during a low-G manoeuvre. The exclamations of onlookers, heard in the background, don’t have quite the tone of fascinated dismay that the spectacle of the imminent death of a human being usually evokes. The stump of the missing wing, clearly visible during the landing sequence, does not look ragged enough to be the scene of an actual wing failure. The aeroplane lands right in front of the camera – a suspicious circumstance, since unexpected and freakish occurrences seldom allow for ideal camera placement – and the dynamics of its landing are unrealistic.

The aeroplane seems to have almost no momentum, but just bounces sharply once and stops. It just looks like a model, the way ships tossed by stormy seas in old movies looked like toy ships.

The tape was evidently a composite of footage of a real aeroplane and footage of a similar-looking radio-controlled model rigged to jettison a wing. The more I viewed it, pausing here and there, the more obvious the discrepancies became.

I thought this was an awful lot of trouble to go through to create a YouTube video.

– I had not followed the links to the interview

aeroplanes can have thrust significantly

with the heroic pilot – that the whole thing

greater

was a promotion for a German clothing

aeroplanes

brand. It was a form of “viral advertising”

they’re standing still. At air shows you see

– the ingenious stratagem of attaching a

aeroplanes hang from their props, or even

promotional message to something that then

slowly climb straight up. It’s surprising, but

spreads like an infectious disease through

not that implausible: Static thrust in pounds

the Internet, at no cost to the creator,

is four or five times rated horsepower, and so

propelled solely by its intrinsic interest or

may be equal to or slightly greater than the

shock value.

weight of a small aeroplane with a powerful

than

their

can

too,

weight. but

Full-scale only

when

Further rambling through the farrago

engine. Full-span ailerons, parts of which

of jewels and junk that is YouTube led me

are in the slipstream, cancel the torque

to a couple of videos that made it plain that

reaction.

landing after deliberately losing a wing is

When you’re missing a wing, any

a recent addition to the repertoire of jaded

lift from the remaining one produces an

RC pilots. The envelope of RC acrobatics

uncontrollable rolling moment. Any lift you’re

is larger than that of piloted acrobatics, even

going to get has to come from the fuselage

though today’s piloted exhibition aeroplanes

in knife-edge flight. You see the model

are capable of tricks that would have been

aeroplane do this in the fake video; it’s quite

impossible a few years ago. And not actually

nose-high – maybe 30 degrees, where the

being inside an aeroplane whose wing had

lifting component of the thrust would be half

come off is a great aid to retaining one’s

the total thrust – and although a narrow,

presence of mind.

streamlined object like a fuselage lifts

But after a few days debunking documents

It’s all a matter of power or, to be

inefficiently, it does lift enough that, with the

began to appear on the Web, and it transpired

more precise, power-to-weight ratio. RC

vertical component of the thrust, it allows the

20 April 2019 | www.saflyer.com

COLUMNS transparently obvious and beyond dispute,

Although a narrow, streamlined object like a fuselage lifts inefficiently, it does lift enough.

the Mythbusters team managed to locate a pilot who actually thought, or at least was willing to humiliate himself by saying in front of a camera that he thought, that his own aeroplane would not take off, but would just sit there like a brick.

They then set up a practical experiment.

They laid out a very long ribbon of heavy canvas on a runway, attached a powerful truck to it, and towed it one way while the pilot attempted to take off from it the other way. Not surprisingly, the aeroplane took off in the usual fashion. Of course it did; why shouldn’t it? The only thing that was different was that its tyres were spinning twice as fast.

aeroplane to maintain altitude or even climb.

The model’s advantage over the fullscale aeroplane is its huge excess thrust.

The model can not only hang from its prop; it can climb vertically from a standstill or recover from a steep descent using only rudder, fuselage lift and engine thrust. The piloted aeroplane can hang from its prop only after using wing lift to get into the vertical attitude, and can maintain altitude in knifeedge flight only in a narrow range of speeds.

The engine of the model is dominant: The aeroplane goes wherever it’s pointed.

Putting this together, and, apart from the tell-tale visual discrepancies, it was evident from first principles that no full-scale aeroplane could do what the model did – that is, recover into controlled flight from a spin after the loss of a wing, climb vertically, fly an approach from downwind in knife-edge, roll level just in time to touch down, and stop in a few feet. (A pilot, on the other hand, might possess the required sang-froid. The late British acrobatic pilot Neil Williams experienced a partial spar failure in a Zlin in 1970. One wing began to fail upward, and Williams rolled inverted, flew an approach, and rolled out in the correct direction to keep the lighter load on the failing wing.)

Alternatively, the fact that it can be done by a model shows that it could be done by a piloted aeroplane with a similar thrust-toweight ratio, regardless of the differences due to scale effects. Now that the trick’s

The pilot, after landing, looked surprised and Beside

the

question

of

whether

baffled. Back to ground school!

an aeroplane could land after losing a

If the puzzle raises any doubts at

wing, some other conundrums circulate

all, they arise from a mistaken analogy

persistently among pilots. Some are more

between aeroplanes and cars. Cars propel

subtle than others. One of the subtler kind is

themselves by turning their wheels; the

the pigeon problem: If an aeroplane contains

Newtonian “equal and opposite reaction”

a flock of pigeons, and the pigeons all take

is supplied by the ground. If you put a car

flight at once, what happens? Some people

on a conveyor belt going the other way and

think the aeroplane climbs, because it is

at the same indicated speed, it won’t go

relieved of the weight of the pigeons. Some

anywhere, because the rotation of its wheels

believe that it maintains the same altitude,

is cancelled by the opposite motion of the

because the forces holding the pigeons

belt. But the motion of an aeroplane arises

aloft are exactly balanced by increased

from the force exerted by its propellers or

pressure on the floor. The latter explanation

jets; it has no dynamic connection to the

is closer to the truth, but the real answer is

ground, other than the friction of its wheels,

that the aeroplane moves slightly downward,

which is a minor component of its total drag

because the centre of gravity of the closed

at takeoff.

system has moved slightly upward.

The Mythbusters moving runway would

Here’s one from the other end of the

have a semi-useful application. If you

silliness spectrum: If an aeroplane tries to

attached a rope to the nose of the aeroplane

take off from a conveyor belt that moves in

and secured the other end of it to a spring

the opposite direction to the aeroplane, and

scale attached to some immovable object,

at exactly the same speed, will the aeroplane

such as a Popular Misconception,

take off?

could measure the rolling resistance of the

you

This riddle managed to inspire a

aeroplane’s wheels. For small aeroplanes, it

segment of the television show Mythbusters.

would be at most a few pounds – negligible

In order to gin up interest in this particular

in comparison with the hundreds of pounds

question,

of thrust produced by even a small propeller.

whose

answer

should

be

j

The late British acrobatic pilot Neil Williams who experienced a partial spar failure in 1970.

potential for worldwide celebrity has been demonstrated, it may only be a matter of time until we see an aeroplane with a turbine or rotary engine lose a wing in an airshow and land safely. Heck – why lose just one?

Why not both?

21 www.saflyer.com | April 2019

LETTERS TO THE EDITOR and therefore affect takeoff and landing runs.

B-58, so possibly the rudder on the B56TC

Bravo Zulu to the pilots of the two

I note that the author uses reduced power for

may be the same as that on the B-58?)

Gripens and the four Hawks that took part in

normal takeoffs, which is prudent. However,

however the extra distance from the prop to

the live firing exhibit from Muizenberg a few

when faced with the busy environment of

the rudder of the B56TC is in your favour.

weeks ago. I live in Meadowridge a couple

a single engine go-around in instrument

The B56TC has no significant increase in

of blocks from the well-known thoroughfare

conditions, this aircraft is treacherous, far

either speed, Vyse is also only 5 kts faster

of Ladies Mile. We were assailed by these

more so than a 58 or E55. I wouldn’t be

than that of a B-58. (Please bear in mind I

noisy fast jets, the Hawks more so than

surprised if Beechcraft withdrew this model

obtained these speed off the internet and

the Gripens, as they passed low overhead,

on that basis alone.

could be out by one or two knots, speeds

SAAF AIR CAPABILITY DEMO

en-route to Muizenberg for their practices.

I will always recall my instructor, the

These flybys were in the late twilight to start

late Robbie Burt, advising me to be wary

with, but full darkness at the end. I was truly

of engine upgrades on light twins, after a

N56GF however has two modifications

impressed by the first pair of the Hawks for

twin Comanche with added turbochargers

that reduce both these speeds significantly.

their tight formation, the second pair were a

careened off the runway after an engine

Vortex generators publish a 10 kts reduction

bit further apart, max of maybe 100 metres.

failure, fortunately with no injuries. The 56TC

in Vmc! The winglets also contribute to

Similarly, the Gripen pair were also in tight

is a wonderful aircraft though, and well worth

better single engine controllability. I believe

together. Bloody good show.

preserving.

N56GF numbers on both speeds would be

And thanks for the mag which is eagerly

Anthony Key

also differ between different B-55 and B-58 variants).

lower than that of a standard B-55.

awaited each month. Why has John Bassi

As with all piston twins there is a

dropped from the scene. Enjoying the

short period on takeoff and landing when

new writers too. Please pass on to your

Hi Anthony, thanks for your letter and

operating below Redline. When flying the

subscription lady my thanks for sorting out

comments. We felt that your letter warranted

B56TC I would be past 83 kts seconds after

my past delivery problems and let her know

an answer from the monster Baron’s current

lift-off and would only go below red line on

the delivery service is now throwing them

pilot.

short-short finals. On take-off with all piston

up the driveway for me to safely collect. All up to date.

twin it’s good practice to keep a shallow ROC initially to obtain Blueline speed as

NICO VAN STATEN REPLIES:

John Armstrong

Reduced power take-offs are only an engine longevity exercise not a controllability

soon as possible; that’s your magic speed with one engine.

GUY REPLIES

issue or problem. As the B56TC is heavier

On the ground during takeoff following

DEAR JOHN

and more powerful aircraft you are correct

an engine failure with a piston twin it’s vital

John Bassi seems to have both run

in saying Redline speed Vmc – minimum

for a pilot to get the power off the operating

out of inspiration for a while and is under

control speed on one engine are expected

engine asap to avoid losing directional

great demand as a helicopter pilot – so he

to be higher. Blueline Vyse - Best single

control. Even with the smallest piston twin

is taking a well-earned break. I trust you are

engine ROC speed is well above Vmc and

you would not be able to control the aircraft

enjoying George Tonkin’s work!

the speed where the wing efficiency produce

on the ground with on engine at full tilt! It

Thank you for the encouragement on

the best ROC result under single engine

not like you are going to be “GO oriented”

Street Deliveries – subscriptions have been

configuration, no controllability issues at this

in any piston twin following a failure on the

a huge problem.

speed.

ground as with larger aircraft where we can

Guy

BARON 56TC As a lover of all things Baron and Bonanza related, I read your test of the Baron 56TC with great interest.

accelerate and continue the takeoff once passed V1, which is always faster than

than with lighter aircraft. The Vmc of the

Vmcg.

B56TC is only 4 kts faster than that of the

The statement that the B56TC would be

B-55 (Vmc is 79 kts on the B-55 versus 83

“treacherous” following an engine failure is

kts on the B56TC and 84 kts on the B-58!)

quite frankly nonsense. As with all twins it’s

There

I wonder how these powerful engines affect Vmc and blue line airspeeds?

In the air, as with all heavier aircraft, speeds generally tend to be slightly higher

are

many

factors

effecting

vital for the aircraft to be flown correctly at

asymmetric yaw at full power; I believe the

the correct speeds to ensure a successful

In

B56TC has the same size rudder (would be

outcome following an engine failure at a

the absence of a larger rudder, these two

interesting to confirm the rudder size, the

critical phase of flight.

airspeed references are bound to increase

flap I replaced on my aircraft came off a

Nico van Staden

Tell us what's on your mind: guy@saflyermag.co.za

22 April 2019 | www.saflyer.com

IMAGINE IT AND WE’LL GET YOU THERE

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SA Flyer 2018|10

CONTACT:

23

PLAIN TALK JIM DAVIS

Is Your Instructor

A POTATO? All instructors must pass the same exams and flight tests – but that doesn’t make them equal. Some are excellent, some are okayish, and some are plain bad.

B

Y ‘bad’ I mean bad at their

with instructing. This ‘potato’ only shows an

perfect pilot. But you simply can’t do that –

job, bad for aviation and bad

interest in your aircraft handling if he thinks

particularly at the beginning of their training.

in that they leave behind them

it’s necessary to protect the airframe from

They would come back from a session

a trail of pilots and instructors

your crappy flying. This means you get little

of circuits and bumps looking as if they’d

who are likely to kill people.

real instruction. He’s happy to do circuit

been in a sauna. Lotte would have spent

Okayish isn’t good enough – would you be

after circuit with the ball far from the middle

the entire lesson criticising each little error.

happy with an ‘okayish’ brain surgeon? It

and his only words are likely to be, “I’ve got

On the downwind leg, she demanded that

really is that important.

her” or, “that was a shit landing” (which you

everything – height, heading, airspeed, pre-

Of course you don’t intentionally pick a

already know), or “let’s go round and try

landing checks and radio procedures – was

bad instructor, but when you start flying, you

again.” I know a few older instructors who’ve

exactly right.

don’t know the difference. It’s like picking

been doing this for years.

I had another German instructor who did

a decent watch out of 20, when none of

You desperately want to know why

the same. Both failed to embrace the golden

them has a price tag. We simply don’t know

the landing didn’t go as planned, and how

rule of all instructing – give praise where

enough about watches, or instructors, to

to improve the next one, but the potato

it’s due. It’s such an easy concept. We are

either select a goodie, or to spot a dud.

instructor is too damn lazy to tell you.

all flattery-powered. One word of genuine

I’m going to help you choose your

So, not all greybeards are great. You

praise, given immediately, will have a person

instructor – the rest of your life depends on

can tell the bad ones because they are still

lapping at your feet for weeks. They’ll go out

getting this right.

pretty fresh after a few hours of instructing.

of their way to earn your approval again.

Firstly, we’ll look at some general

Instructing well takes it out of you – it’s a hell

But I’ve wandered off topic. I was paying

options, and next month, we’ll move onto the

of a lot of fun, and hugely rewarding, but it’s

tribute to female instructors. Why do I hold

specifics.

still hard graft.

them in such high esteem? Because they

GREYBEARDS

FEMALES

tend to do things by the book. This is a huge plus. Flying is a very disciplined occupation

a

Many of the top instructors are female.

– you do it right or you are likely to die. A

greybeard – someone who has been around

With each fresh intake of pupils at 43 Air

female instructor will curb your male desire

the block, has years of experience, flying all

School, I had the difficult job of pairing my

to take short cuts, to be smart-arsed, and to

types of aircraft in all types of weather, and

instructors with the new arrivals. Quite often

do things your way. Imagine having Frank

has thousands of instructing hours.

there was some initial resistance from guys

‘My Way’ Sinatra as a pupil – any instructor’s

Generally, this is an excellent starting

who were allocated to female instructors.

nightmare.

point. Greybeards are career instructors

I would always ask them to give it a try for

One of the best instructors I ever met

who instruct because they love it. They

a couple of flights, then let me know if they

was June somebody, I’ve forgotten her

are not in transit and are not building hours

weren’t happy. And every time, it was a huge

second name. June flew for a Yank who had

towards an airline job. And they are still

success; there was no way they wanted

a flying school at Jandakot, in Perth. She

going to be there next week and next year,

to change. In truth, not always. I had one

was the company’s aerobatic instructor –

when you need them.

female instructor – a German, who I will call

calm, unflappable, precise – and she was 75

Lotte – who was too much of a perfectionist.

years old.

Conventional

wisdom

says

pick

But beware the greybeard – of any age – who is little more than a bag of potatoes

Lotte loved her students and was

If you can find a female instructor who is

in the right-hand seat, who is simply bored

determined to make each one into a

not too Germanic, and would be a greybeard

24 April 2019 | www.saflyer.com

www.saflyer.com | April 2019

PLAIN TALK if she was male, you’re probably heading in

aerobatics, map reading, formation flying,

canvas – want to be nothing less than a

the right direction.

instrument training, tailwheel conversions

masterpiece. I won’t labour the point. You

and precision flying.

need just the one artist who is proud to put

YOUNG INSTRUCTORS

But if I must generalise, I wouldn’t always

his name on the painting.

Don’t be put off by youngsters – what

recommend them for ab initio training.

Certainly, it may be improved slightly

they lack in experience they often make up

SAAF instructors are not known for their

if the occasional colleague peers over

in enthusiasm. If you are doing your PPL,

good nature and error tolerance. They’re

the artist’s shoulder and makes the odd

your frustrations are still very fresh in these

accustomed to training pupils who have

suggestion. But only one artist is responsible

young instructors’ memories. They were also

been through rigorous selection procedures,

for the final product – you.

struggling to land an aeroplane not that long

and are constantly in fear of being washed

I’m as guilty as the rest of not being able

ago, so they know exactly how you feel. I

out if their performance is below standard.

to put an hour’s heart and soul into a pupil

would rather have an enthusiastic raw young

In short, they can’t be relied upon to exercise

I may never see again. I have no way of

instructor than an experienced potato.

a great deal of patience and understanding.

knowing exactly how well he has absorbed

But there are a few caveats. Older pupils

Just for fun, here are a couple of extracts

previous lessons, particularly emergency

often don’t click with young instructors. No

from a pupil’s training file. The instructor

procedures, and I don’t want to waste his

one wants to be bossed around by a pimple-

was an ex-SAAF pilot. “The pupil should

flight by repeating them just to see if he’s

pusher who is younger than your own kids.

try to familiarise himself with the concept of

up to scratch. Equally, how can I build on

Also, they are usually not great for advanced

left and right.” And “The pupil sets himself

foundations that may not be that solid?

training – night flying, instrument flying, and

remarkably low standards, and continually

Besides, he’s not my pupil – I can’t polish

particularly multi-engine flying – which can

fails to meet them.”

someone else’s car with as much care as I

be positively dangerous in inexperienced hands.

AIRLINE PILOTS Okay, I’m going out on a limb here.

Three of the best instructors I know are, or

In the SAAF, errors are rewarded by

I believe this may be at the bottom of a

Some people know that they perform best

recent accident on the Reef, where a solo

when there’s a heavy hand behind them. If

student lost control and killed herself. If the

you recognise this trait in yourself, then seek

instructor who signed her off for this flight

out a military instructor.

had only flown with her a couple of times

were, airline pilots. But I’m afraid they are the exceptions rather than the rule.

polish my own.

punishment rather than encouragement.

before (and I am unsure whether this is the case) how on earth could that instructor

MULTIPLE INSTRUCTORS

Permit me some generalisations. A ten-

There’s a school of thought, promoted by

or twenty-thousand-hour airline pilot who

some flying schools, which argues that each

know whether she was competent in all

has five hundred hours of civvy instruction

new instructor will teach you something new.

can be a very dangerous animal. Both he

This might be true, but it comes at a terrible

and you are inclined to be blinded by the

price: no one is responsible for your overall

greyness of his beard and his total hours.

progress and, frankly, no one gives a damn.

picture. Next month, I’ll tell you about the

exercises up to then?

NEXT UP That

pretty

much

covers

the

big

You may need to look upon him as a

Harsh words you might think, but let

characteristics and qualities of a good

five-hundred-hour pilot with attitude. I’m not

me explain. Firstly, why is it encouraged by

instructor. That should help you select the

scoring points with my airline pilot buddies.

the flying schools? Well, because it makes

right person. Or, if you have already started

Last year I wrote an accident report

scheduling your training so much easier.

your training, and aren’t too comfortable with

about an airline pilot who bounced a Seneca

Instructors have days off, they get sick and

your instructor, it should help you to move to

and then stuffed the nose into the ground,

they take leave. They also have other pupils.

someone more suitable.

destroying the aircraft. What he did is so

It’s much easier for whoever is at the desk

drastically wrong, on any light aircraft, that

to simply schedule you to fly with the most

themselves as the customer, and allow

all pilots should’ve learned to avoid this by

available instructor. And, think about this,

themselves to be bullied into accepting sub-

the time they have 20 hours. The problem

maybe the most available one is so available

standard service from flying schools and

is that airliners don’t handle the same –

because nobody else wants him.

instructors. I’ll help you recognise if this is

some actually need treatment that would be suicidal in a light aircraft.

Now let’s look at what happens if you don’t have your ‘own’ dedicated instructor

Students

sometimes

fail

to

see

happening to you, and show you how to handle it.

Airline pilots have a lot to teach when it

who does 90% of your training – the person

And after you’ve picked the right

comes to procedural flying, but they may be

you click with, who is on your frequency, and

instructor, and a good school, I’m afraid you

questionable for ab initio training, and even

who both cares about and is responsible

can’t simply sit back and be spoon-fed; you

for VFR procedures and visual nav.

for your progress. Well, if you don’t have

have to put your back into it – in order to be

this special instructor, try to imagine what

a good, safe pilot.

each

And in the following month, I’ll tell you

These guys have had some of the

contribute to a landscape painting. The

how to get the very best out of your brilliant

best training in the world, so they have

result is going to be a bloody mess. There’s

instructor.

the potential to be excellent instructors.

absolutely no way that their joint effort

And many of them are – particularly for

will ever be a masterpiece. And you – the

EX-SAAF PILOTS

26 April 2019 | www.saflyer.com

happens

if

half-a-dozen

artists

j

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29 www.saflyer.com | April 2019

HELI OPS MARC STEWARDSON & GEORGE TONKING

FROM CROOKS TO CREATURES A good adventure story often involves a chase; a great nail-biting tale is when the hunter becomes the hunted. This is one of those stories, from a first-hand account by pilot Stewie Stewardson.

I

recently got a call from my boss, Waal,

505-nm trip from Centurion to Fraserburg,

hospitality on our first afternoon and evening

who asked cryptically, “how many

the last place Mufasa’s spoor was found, in

with them, that we were tempted to simply

hours is it to Fraserburg?” After some

seven hours.

abandon the task ahead, put our feet up

Google and Air Nav Pro research,

In all, the winding, dogleg journey

and order another cold drink on the shady

it turned out to be around a six-hour

to the Fraserburg SAPS saw us stop in

stoep. Sadly, duty intervened and we rose

journey to this tiny town in the Northern

Welkom, Kimberley and Britstown (where

before dawn on our first morning to prepare

Cape’s Namaqualand. As this part of the

our bowser was waiting for us). On arrival,

the helicopter and equipment for the mission

Northern Cape features miles and miles of

we were thoroughly briefed about Mufasa’s

that day. We were airborne at first light and

sand, scrub, sheep and nothing much else –

movements since his escape three weeks

headed to the spot the lion’s last spoor had

an arid, unforgiving land to the unprepared,

earlier. He had wandered approximately

been found.

a trip there would necessitate interesting fuel

155km from home, with pursuers from the

planning. Probably involving ground teams

Karoo National Park trying in vain to follow

to run ahead with a 500 litre Avgas bowser

his random meanderings.

and to set up make-shift landing zones (LZ) in the middle of the wilderness dust bowl.

In contrast to the inhospitable, parched surroundings, Phillip and Elrina Symington’s

We were heading there to help track

farm north-east of Fraserburg, where the

down a rogue lion who’d escaped from the

task team was lodged, was a welcoming

Karoo National Park.

oasis. With only solar power and batteries

Waal, after hearing about Mufasa, the

for electricity, no cell phone reception (only

3-year-old, 200kg male lion who had broken

satellite) and a wind pump providing water,

out of the Karoo National Park near to

the farm was far removed from civilization

Beaufort West, promptly offered Sanparks

as we knew it. But, without exception, our

the assistance of our tactical team and

every need was taken care of, from hot

chopper to help locate the feline fugitive. The

coffee and breakfast at 4.30 a.m., to lamb

offer was accepted, and Waal and I lifted off

dishes of every conceivable kind, to fresh

in RGP, our RH44, at 06h00 from Bidvest

bread baked daily in the century-old Falkirk

Protea Coin’s helipad on Friday, 8 March.

wood oven.

We made good speed and covered the

So

amazing

was

the

Symingtons’

A temporary landing zone (LZ) and refuelling point.

The trackers who had picked up the spoor had told us that we were at least two days behind him, so we had to move hard and fast to make up the time. Once the cat’s general direction of movement had been established, I would fly ahead (anywhere from three to ten kilometres) in order to find a line feature that possibly bisected the wily cat’s route. I would then return to pick up two of the trackers to drop on that line feature – usually a dirt road, fence line or riverbed.

They would then walk along the line in both directions to try to pick up the spoor.

Fortunately, this tracking tactic was mostly successful. Once the spoor was located, I would then ferry the whole team to the new location, before starting the entire process again.

Using these techniques had helped us close the gap on the fast-moving lion, who seemed to sense that he was being chased.

Going by his scattered spoor, we deduced that he was spending most of his time at a fast gallop in order to elude pursuers.

By the end of the first day, our dedicated efforts had closed the gap to just under a day behind the fresh spoor. With sunset fast approaching, and after marking Mufasa’s last known spot, we returned to Phillip and

30 April 2019 | www.saflyer.com

COLUMNS Elrina’s, who laid on a much-needed, most generous braai for the exhausted horde.

Mufasa's chase team.

At first light the next morning, after being woken rudely by the resident roosters and hundreds of bleating sheep, we set out to catch the dodgy cat. We picked up his spoor early and continued to use the same tactics as the day before, while also using a FLIR (Forward Looking Infrared) camera attached to our helicopter, in an attempt to pick up Mufasa’s heat signature. The camera was very useful in the early morning, as the rocky ground hadn’t had a chance to heat up after the sub-zero night-time temperatures. It became more challenging as the day wore on, however, because of the Karoo’s extreme day-time temperatures. For example, rocks can get close to 40° Celsius, perfectly camouflaging any body heat.

The trackers and local farmers, who had also joined in the exercise, were working well together. Also, with our helicopter they were able to cover much more ground than was possible by only moving on foot over the tough terrain. But our confidence was short-lived. Disaster struck on the second afternoon in the form of an isolated shower, which managed to wipe out the tracks that we were using to bear down on our prey.

order to start searching the new area as

local farmer found some lion spoor along the

quickly as possible. Another four sheep

road leading to his farm ten-km away, and

were found two hundred meters away along

radioed us the good news. I flew Shane, one

a fence line heading towards a bend in the

of the trackers, there to confirm the prints.

Riet River near the Spioenberg, the only

Mufasa’s trail seemed to be heading straight

feature for miles.

up into the 1000-foot-plus Bastersberg

Waal and I again took to the sky to follow

mountains. The entire tracking team started

the river southwards, hoping Mustafa would

the sweltering climb to the top. We were

cross it at some point, allowing us to pick

close!

up his tracks in the soft sand. It was at this

Half way up the face, Mufasa was

point, out of the corner of my eye, that I saw

spotted, startled out of hiding by the sound

something white under a small bush along

of the helicopter scouting the slopes. The

the river bank.

team got within meters of his position before

Hovering the helicopter in for a closer

he made a break for the summit. The fading

look, I could see what looked to be a fresh

light of sunset closed in. We were now faced

kill, complete with drag marks. It looked to

with the choice of continuing the search as light faded or trooping our team of trackers off the mountain. We erred on the side of

Section Ranger Sam with Waal.

safety as a night up in these mountains could be deadly as the cold set in. This meant that after the low light trooping was completed, we left the aircraft to overnight at the foot of the slopes and trekked back 86km by road as it was too dark to return to base.

And so, believe it or not, we returned to Phillip and Elrina’s for the night without our quarry, but happy in the knowledge that we had done all we could for Park manager Nico van der Walt’s team of trackers from Karoo National Park. They had closed in on

After waiting a good hour on the ground for the downpour to abate, we tried to scout ahead in the chopper, flying in the direction of the previous tracks.

No luck.

Only later did we find out that Mufasa had made a ninety-degree deviation from his original path. Sneaky kitty.

While we were flying in ever-widening circles to pick up the cat with the FLIR, Waal managed to spot the half-eaten carcasses of a sheep and a lamb in the distance. After confirmation from Sam, the head tracker, I ferried the rest of the team to the site in

Mufasa in just two days and it wouldn’t be us as if the cat had been disturbed mid-

long before he was safely inside the park

meal, meaning he was probably nearby and

fence.

possibly spooked by the helicopter. I quickly radioed the tracking team on the other side

POSTSCRIPT

of the hill to make their way to our location.

Mufasa was darted and captured on 13

Again, it was confirmed to be a lion kill and,

March in the capable hands of Ranger Riaan

as I had hypothesised, it was fresh!

Nel. After spending the night in a holding

The trackers judged that we were no more than three hours behind him!

cell (which seemed fitting after our chase) at Sutherland police station, he has been

Unfortunately, the earlier rain threw us

returned to the park from where he began

another curve ball. Despite our best efforts,

his journey a month before. The young lion

we couldn’t find the location where he had

covered an impressive 260km in a mostly-

crossed the river and we lost at least four

waterless landscape, evading just about

hours in retracing our route. Fortunately a

every effort of our determined task force.

j 31

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SA Flyer 2019|04

ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.

HANGAR TALES SARALIMA

IT’S ALIVE! Anthropomorphism: According to Wikipedia this is: ‘the attribution of human traits, emotions, or intentions to non-human entities. It is considered to be an innate tendency of human psychology.’

CESSNA 210

210-Guy skipped leg days at the gym.

It’s always best to begin any genderbased commentary with some consideration for those of a ‘fairer disposition’ (and I leave you to attach your own meaning to that phrase), and so my first aircraft is decidedly male. The 210 is that jock who wears tight cut-off T-shirts to display his gym-crafted physique. His clothes are neither stylish nor tailored, they merely ‘fit’ and his hair is ‘cut’, not ‘styled’. He also has a firm dry handshake and drinks beer – lots of beer.

His manner appeals to the fairer sex in a

O

movie star kinda way, from the velvet-overNE of the tasks in my other

be applied to specific aircraft, and I selected

gravel tones of his baritone voice to the easy

life as Deputy Editor of SA

a few GA aircraft which I’ve recently flown,

way he can scale a tree to rescue your kitty

Flyer is to conscientiously

for

from its topmost branches.

pore over our contributors’

they are – in no particular order. These

210-guy may appear gruff and unfeeling

monthly submissions and

personifications apply to the aircraft per se

at times and seems to lack consideration,

remove the many references to aircraft as

and not to the wide variety of pilots who fly

but as a mate, he’s the greatest. Pander a

‘she’ and replace these with the inanimate

them.

little to his deep-seated insecurities and

the

‘humanising’

treatment.

you’ve got a buddy for life. A wingman who

pronoun ‘it’. There are many such instances every month, because, even though it is grammatically incorrect, the ‘she’ reference to aircraft is common in the western world.

The Russians, however, apparently have different gender issues to us as they refer to all aircraft as ‘he’.

So there I was, after a heavily ‘shebedecked’ bout of editing last month, thinking about whether I consider planes as inanimate objects, and it didn’t take long to realise that I am as guilty of anthropomorphising as anyone else. This train of thought immediately switched onto the side track of what characteristics could

34 April 2019 | www.saflyer.com

Here

The stylish metro-sexual Mooney 231.

COLUMNS will always stand by you with testosterone-

almost perfect mate who justifiably deserves

drinking habits, no pilot could ask for a better

fuelled enthusiasm to haul your sorry ass

the title ‘she’ on nearly every level. She is

lifelong soul-mate than Bonnie-Girl.

out of any brawl your smart mouth has got

quite happy mucking around with you in

you into. He doesn’t have much sense of

the garden patch, then disappearing inside

humour, but he’ll always be there for you

and reappearing a scant 30 minutes later

This is the girl your mother warned you

and it’s inconceivable that he would ever let

arrayed in the little black dress with pearls

about. That sultry, sloe-eyed, long-legged

you down. He’s a bit of a high-maintenance

and looking every inch the debutante at the

beauty in the slit-to-the-waist, backless

guy and it’s hard work to earn his loyalty, but

apron cocktail party.

red evening dress with a neckline down to

once you have it, you have the best buddy a

Bonnie-Girl has that innate delicacy

CESSNA 310

‘see’ level, 310-Girl will bewitch you with her

pilot can have.

It’s a pity that he missed leg days at the gym though.

Bonnie the almost perfect partner.

MOONEY 231 (TURBO M20K) The Mooney M20K is a metrosexual male, so it’s not easy to assign a definitive gender. His lithe physique is designershaped through avoiding fatty foods, and dining mainly on organic Kale, breakfastsmoothie drinks and sushi. His clothes are stylish, drape well and his hair and hands are carefully styled and manicured. He is equally at home in both male and female company and gets as much enjoyment from a Stormers game as he does from watching a chick-flick. Sometimes, however, his trousers are a touch too tight around the upper-thigh area and his knowing that apricot and avocado are colours and not merely food, can also cause a raised eyebrow. Mooney-Guy doesn’t drink much, and when he does, it’s usually Chardonnay or an exotic multi-ingredient cocktail.

As a partner or friend, his multi-faceted personality can be a challenging exercise.

That aerobicised frame can run a crosscountry race as well as any athlete, but he has an inbuilt arrogance that always looks faintly surprised that you don’t seem able to keep up with him. He also has an occasional

The one your mother warned you about.

mean streak that can play a nasty practical joke on you and he’s usually quite unfazed that you had to sweat to pull your own ass

and yet the internal strength that has

out of the dwang.

characterised so many stunning ladies

beauty.

But once she’s suckered you in, her

So, Mooney-Guy is great to roll out at

over the years. Emily Blunt, Grace Kelly,

lifestyle will leave you a homeless wreck. At

a large party, but doesn’t make an ideal

Meg Ryan or Famke Jansen, not a single

first glance your immediate desire is to elope

mate or partner – unless you are sufficiently

memorable beauty didn’t have at least some

with her to a secluded little beach cottage

‘flexible’ to match those variable-gender

of the characteristics of Bonnie-Girl. She

near Knysna where you will live happily

traits.

speaks quietly, with a voice that is never

together ever after and farm oysters. Wrong!

intrusive, and she has a soft and delicate

310-Girl has other ideas – she’s a party girl.

touch which can firm up to support you

She’s fast and that lissom body can

‘She’ was a song popularised a few

if the occasion demands. And while her

twist into quirky dance moves that will have

years back by Charles Aznavour, and the

exquisitely sculptured frame and stylish

you panting to keep up. Her drinking habits

lyrics went something like: “She may be the

looks always draw admiring glances, she is

are complex and will demand excessive

face I can’t forget, The trace of pleasure

capable of running the 100-metre dash with

amounts of your attention and she is quite

or regret, Maybe my treasure or the price

the best of them.

capable of making even experienced pilots

BEECH BONANZA F33

I have to pay…” The little Bonnie is that

If you can put up with her 210-matching

feel just a tad, well, ‘inadequate’. And as

35 www.saflyer.com | April 2019

HANGAR TALES

your self-esteem withers in the blaze of her enchantment, you may well find yourself resenting her and secretly searching for divorce lawyers’ on Google.

310-Girl is great for a fun-filled night out, but she falls a long way short of being a suitable long-term mate for a lonely pilot.

CESSNA 172 The list wouldn’t be complete if I didn’t

172 - dowdy yet strangely alluring.

include Plain Jane – also known as 172-Girl.

By no stretch of the imagination can 172Girl be called glamorous, yet, she holds a few surprises up her ill-fitting sleeves. Her clothes are simply clothes and the best that can be said of them is that they cover her, which they do far from stylishly. She is a bit gawky and clumsy, has braces on her teeth and nothing seems to fit like it should. She is also very retiring and doesn’t drink much of anything expensive.

But 172-Girl is the ugly duckling that can transform into a beautiful swan with the right partner. Firstly, she can cook; and will serve even the most jaded pilot-palate with tasty new – and different – dishes if he chooses

to sample her delights. And if you know even

I saved the best for last.

a few basic dance moves, together you can transform her gawkiness into a ballet pas de

THINK AGAIN

deux that will have you beaming with delight.

If you managed to get this far without

She will grovel with you in the garden patch

turning the page, you will by now have

and then just as readily demurely escort you

realised that the generic ‘she’ is possibly

to the annual office party where she won’t

not always appropriate to use on aircraft.

drink excessively or make a pass at the

So next time you do it unthinkingly, go back,

boss.

relook the characteristics of the plane you’re

Best of all, she’s a stable personality who is unlikely to fly off into the sunset with your best mate. If you treat her right, the two of you can grow old together through a lifetime of mutually shared discovery.

describing and see if it may perhaps warrant a ‘he’.

Or you could simply take the easy way out and call all planes ‘IT’.

j

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SA Flyer 2019|04

Unless otherwise stated all prices are exclusive of VAT

1971 Beechcraft Baron E55

37 www.saflyer.com | April 2019

A SLIM LOGBOOK JOHAN WALDEN

THE DAY THE MUSIC DIED So my first official flying lesson was behind me and I eyed the first entry in my new logbook and smiled proudly, but I knew there was still immense work to achieve between that first line and my PPL.

A

LL eager and excited, I

elevator doesn’t control pitch in the up and

rudder pedal and vice versa. Right aileron

took a seat in the blue

down directions, but pitch in the direction of

– right rudder, left aileron – left rudder. I

briefing cubicle in the flight

the plane’s roof, regardless of whether it’s

did this until my feet involuntarily twitched

school with Thomas, my

pointed at the sky or the parking lot. This

even when I moved the computer mouse to

instructor, sitting opposite

means that, when banked, elevator will turn

authorise the flight.

me. He was holding one of those wooden

the aircraft.

The tape recorder’s ‘STOP’ button worked and we went to the hangar to find a

model aeroplanes where the pieces slide

Controls also have secondary effects.

together. It had control surfaces drawn

For example, the ailerons make the plane

Sling to fly.

on with a blue marker and a windshield

yaw as well as roll. The down-going aileron

Yay!

coloured in with a black ‘coki’ – to make it

creates more drag than the up-going, yawing

In the General Flying area we began

more convincing I suppose.

the plane in its direction. So if you push the

with a rudder co-ordination exercise, called

stick left, you’ll roll left but point right. And if

‘rolling around a point’, to ‘wake up my

I plonked my grandmother’s old tape

feet’ – we did this at the

recorder on the table – it weighed about the same as a brick and had big clunky buttons, some of which no longer worked. And it was held together by that yucky brown sticky

Mom's music sacrificed for principles of flight.

beginning of every flight.

Thomas pointed me at a mountain peak in the

tape that you find on a box you still haven’t

distance and I rolled left

unpacked, ten years after moving house. It

and right while trying to

took some sukkeling to get the tape cassette

keep the nose on that

in the right way. But finally it turned, recording

mountain.

over Mom’s copy of Mozart’s Symphony No

went ‘left-right’ but the

40 that I assured her we still had on CD.

nose

The

went

wings

‘right-left’.

“So what makes a plane fly, Johan? ...

Sure enough, the nose

And no, it’s not the engines!” That’s how

swung in the opposite

the discussion started and then, after going

direction

down a few rabbit holes, we moved onto the

causing warning bells

other principles of flight such as controls. I

to go off in my stomach;

had done a lot of reading before my training

which

started so I knew stuff like what the ailerons

evacuation order from

every

meant

time,

an

do. Then a chance came to score brownie

you don’t want your instructor seeing what

HQ would soon come. I tried again, and this

points when Thomas asked me a question.

you had for breakfast I suggest you use the

time with rudder. I got it wrong and actually

Unfortunately it was a tough one: What is the

rudder.

made it worse. I tried again. Eventually it

To hardwire the use of rudder into my

started to come together and got to the point

brain, Thomas showed me an exercise.

where I had the nose glued to the mountain

While sitting down, I gripped an imaginary

and the ball in the centre. HQ reduced

“Huh?”

control stick and tossed it left and right. If

the evacuation warning to a general alert

Think about it – I sure had to! The

I gave left aileron, my foot pushed the left

condition, sparing Thomas the knowledge of

primary control used to maintain a turn?

Turns out (excuse the pun) it wasn’t the rudder, or the ailerons, but the elevator.

38 April 2019 | www.saflyer.com

COLUMNS my dietary preferences.

Next we did turns. Remember that

The tape recorder's 'STOP' button worked and we found a Sling to fly.

the elevator is the primary control used to maintain turns. Thomas demonstrated this by showing me what happens without using the elevator. He got the aircraft trimmed out, and then sat back. After a few seconds, the aeroplane settled into a gentle right bank which slowly steepened and the nose drifted below the horizon, almost as if the plane was nodding off to sleep – a spiral dive. Thomas recovered level flight and explained that without applying back pressure on the stick and a touch of power when you turn, you get a spiral dive instead of a turn.

I rolled into a turn with a touch of rudder and power, and immediately felt the nose wanting to drop so I held some back pressure on the stick. My headset was playing, “Don’t let the nose fall through.” like a broken record as we came around. In steep turns, I found the turning effect of the elevator much more noticeable, but got the message.

Briefing time again and the second musical treasure to be forever lost to the principles of flight was the Moonlight Sonata – sorry Mom. Manoeuvrability was the subject and Thomas pulled out his laptop to show me an aviation master. It wasn’t a V-22 Osprey or a Harrier Jump Jet, but an owl – which incidentally has several thousand control surfaces. The slow motion video featured an owl sweeping in ground effect towards a perch. As it glided in, it increased the angle of attack of its wings resulting in it swooping up toward the camera. (We discussed the aerodynamics of every move it made.) Every feather was a flying surface over which the owl had complete control, and as the angle of attack increased even further, the fluff on the leading edges of its wings near the root lifted up and ruffled as the root stalled

energy management nailed, I tried my first

school sessions. He printed notes and

landing. These phases absolutely pumped

diagrams on the vacuum instruments, gyro

the adrenaline into me, so my first few

systems, static and dynamic air pressure

landings are a complete blur – or maybe they

systems, engines, everything. I remember a

were so bad that I conveniently ‘forgot’ them.

diagram describing the stresses a propeller

You decide.

experiences in flight. The picture was of a

My eyes widened when Thomas put

prop with trolls gnawing, twisting, and pulling

stickers over the instruments. He wanted

on its blades. He even brought a bicycle

me to fly with no instruments? Then I

wheel to demonstrate gyroscopic forces –

remembered the lessons I’d had about

not that I’ll ever understand that sorcery!

attitudes and energy management. The

For one ground school class Thomas

fear of getting too slow and stalling loomed,

brought a lawnmower engine – we were

but from practising slow flight I knew the

there that day until 8pm and another bit of

feel of the controls, so if I was on final and

Mom’s music died. Piece by piece, he took

had sloppy ailerons, I knew I was a few

apart the single cylinder engine until the

knots slow and if they were too twitchy, I

whole thing was in bits. We discussed each

was too fast. Eventually, not looking at the

part as it came off; gaskets, oil rings, piston

instruments but flying by attitude, and using

head, crank pin, cam shaft, etc. Then he

just as much power as I needed, instead of a

put it all back together, poured petrol into

defined ‘power setting’, became natural.

the tank and the thing ran right there in the

No longer scary.

classroom. That’s a skill I have yet to master.

As the flying lessons progressed, so did

By now, plenty of music had died and

the ground school and exam studies. The

my logbook was looking less bare. Slowly

first exam I wrote was Principles Of Flight.

but surely I was ticking off exam after exam.

A few fellow students were studying Aircraft

When would I be ready for solo?

Technical and General at roughly the same

That’s a story for next time.

time, so Thomas organised group ground

j

– awesome!

I ‘woke my feet up’ again on downwind before we left the circuit to do stalls and slow

Eventually I had the nose glued to the mountain and the ball in the centre.

flight. After this practise, it was finally time for me to imitate the owl with my own full stall landing. Thomas says that the centreline and first third of the runway are reserved for the good pilot. I began my attempt by flying low and slow over the runway, using just enough power to maintain level flight such that if I chopped the power, we would immediately stall and drop the few centimetres down onto the runway – rinse and repeat.

Once I had the landing attitude and

39 www.saflyer.com | April 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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1997 Piper DLX Jetprop 2150 Hrs TTSN, 1100 SNEW PT6, Garmin G500, Dual Garmin GTN 750, King KAP autopilot.

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SA Flyer 2019|03

FILE PHOTO

1981 Cessna T210N

1984 Beechcraft King Air B200

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- Photo Airborne Films

Crafted for Aviators

41

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

RETRACTABLE UNDERCARRIAGE ISSUES Who would have expected a novelist to design an important part of a retractable undercarriage? The credit for this is reputed to go to Neville Shute, who wrote many novels, some of which feature aviation themes.

O

Shute’s

The invention Neville Shute is credited

of these three planes there is an item on your

most memorable

with is the over-centre drag brace on

pre-flight inspection to which you should pay

books was ‘On

retractable

particular attention. Not all of the early Pilot

the Beach’ which

undercarriage has extended the fact that

related

the

the brace has passed overcentre by a small

This item is a small roller bearing located

atomic

bomb

amount (see the diagram and note B .22 ±

on the same bolts at which the drag braces

radiation

fallout

.03 inches overcentre) makes it very difficult,

go overcentre. This roller engages when

of a northern hemisphere war slowly moving

if not impossible, for side loads on the main

the undercarriage is retracted with the

down to Australia. This book was made into

undercarriage and fore-and-aft loads on the

undercarriage up lock located in the wheel

a full-length film.

nose gear to cause a gear collapse.

well.

NE

of

to

undercarriages.

Once

the

Operating Handbooks mentioned it.

Originally the roller was required to be removed every hundred hours and greased by hand. This was an inconvenient operation, and humans being what we are, it was not always done. Later, as a result of the incident about to be described, one of our early DCA engineers (Division of Civil Aviation, now CAA) Pieter Broodryk, recommended to Beech that a grease nipple and appropriate channels be incorporated into the bolt and roller so that the roller could be greased using a grease gun. This was done.

Whilst this step certainly helped to Understanding what to look for in Beechcraft Bonanza and Baron landing gear pre-flights could prevent this embarrassment.

alleviate the problem, during wet highveld summers, or if the aircraft was based near the coast, the roller could seize. Spray would be thrown onto the roller during ground

His full name was in fact Neville Shute

Different

manufacturers

incorporate

operations and more serious corrosion

Norway, and he was an aeronautical

slight variations in detail in the arrangement

engineer

and

and locking measures on the aircraft. The

It is thus extremely important during pre-

manufacture of an early airship, and later,

diagram referred to above is similar but not

flight inspection for the pilot to go under the

during World War 2, he worked with Barnes

the same as the system used on the Beech

wing and check on both main gears that this

Wallis, the well-known inventor of the

Bonanza, Baron and Duke range.

roller revolves freely.

involved

in

the

design

bouncing bomb of Dambusters fame.

42 April 2019 | www.saflyer.com

If you are the proud owner or pilot of one

could occur at coastal airports.

As some pilots will be aware, the Beech

COLUMNS

LEFT: Key components of a Beechcraft Baron landing gear.

The aircraft took off and after flying about 30 nautical miles from the point of departure the battery/ies went flat as the aircraft generators/alternators were unable to charge the system faster than the starter motor was draining it. All communication was lost, and the pilot elected to return to his departure airfield.

For some unexplained reason he did not extend the undercarriage using the hand crank, and made a flaps-up approach, feathering

the

two

bladed

propellers,

fortunately in the horizontal position. Due to ground effect the aerodynamically clean undercarriage retracts and extends very quickly - to the order of seven seconds on the 24 volt Baron undercarriage. If the roller resists very fast movement the push-pull rods which activate the gear fracture near the undercarriage gearbox, and there is absolutely no way the pilot can then extend the undercarriage.

The light aircraft design criteria do not specify that a duplicate undercarriage extension system is required, only a backup power source. Normally this is the pilot’s arm and hand operating a stowable handcrank or

not extend the undercarriage. Investigation

aircraft floated along most of the runway

revealed that the selector gear in the

before grinding to a stop close to the

undercarriage gearbox had failed, so that

opposite threshold. Once jacked up the gear

a gear part had separated from the central

was easily extended using a hand crank.

boss.

A different problem occurred on a

WHAT CAN WE LEARN?

Baron when the starter motor relay on one

Attention to detail is a vital part of

of the engines did not disengage after the

survival in aviation. Carefully study the POH,

engine was started. Whilst the starter motor

learn as much as possible about the various

was not then cranking the engine over it

systems, and take the pre-flight seriously.

nevertheless drew a lot of current from the

There is a saying, ‘Flying, like the sea, is

electrical system. The pilot apparently did

not inherently dangerous, but extremely

not notice this on the ammeter/loadmeter.

unforgiving’.

j

lever.

Unfortunately lack of attention to this seemingly minor detail has resulted in

The Uplock Roller which must be checked.

wheels-up landings in all three models of the aircraft mentioned above.

A pilot was also unable to the extend the undercarriage on a Baron when the bearings failed on the shaft between the electric undercarriage motor and the retractable handcrank. The most likely cause of the bearing failure was that the undercarriage was electrically extended or retracted whilst the aircraft was on jacks with the crank handle extended. The handle then probably impacted something on the floor behind the pilot seat. The handle had a mark showing it had struck something. This shock loaded the bearings, resulting in the shaft jamming soon afterwards when the pilot tried to extend the gear.

In the early seventies a Cessna 320 had to land wheels-up when the pilot could

43 www.saflyer.com | April 2019

REGISTER REVIEW: RAY WATTS

T

HE new Extra EA300 for Absolute Aircraft Sales uses the

same

registration

as

the one that was exported to Argentina last year. This

ZS-KLA now exported to Zambia.

one has already been seen ably flown at air shows around South Africa by Jason Beamish. Absolute Aviation have also imported a Beech 1900 from Australia which takes up a reg that used to be the Aero Commander 680 that became ZS-HAW. Also, of interest is the registration used for the Falcon 900, ZS-MGT. The original ZS-MGT was a Cessna 402B owned

by Mosenthal Gevisser Inc, which was

and impounded there as a stolen aircraft (or so the story goes) and Mr White languished in Antananarivo jail for many years. It was eventually re-registered in Madagascar as 5R-MGT and still lives there. The new ZS-

arrived

more of their fleet of twenty-four aircraft will

operating in Zimbabwe for many years.

be exported?

The NTCA side was particularly slow

Two aircraft have gone to the USA, a

this month with only three new registrations

Cessna T182T and a Pilatus PC12. Four

being issued.

aircraft (two fixed wing and two helicopters) have gone to Zambia and a Cessna 172 has gone to the Czech Republic.

TAIL PIECE

The TCA cancellations show a total

Summer is on its way out but there are

of eleven aircraft having been exported.

still some nasty storms lurking out there –

Four more Cemair aircraft have left the

please be careful.

country, three of their Bombardier CL600s

If anybody ever wants any information

have gone to Sudan and a Beech 1900

(except owner’s names and addresses)

has left for Canada. Three of their aircraft

please feel free to contact me.

j

Ray Watts

MGT is a 1988 Falcon 900 which has really

has

appears to have closed, I wonder how many

month and it’s no stranger as it has been

outselling all the other brands.

18 January 1977 by a mysterious Mr White

B737-800

the schedule airline side of their business

There was just one helicopter added this

appear to have captured this market and are

to Madagascar (on its way to Mauritius) on

France, UAE, Latvia and the USA.

left the country in January and now that

was subsequently scrapped.

have been registered this month. DJI

of mine, Gavin Beck. The aircraft was flown

been around the world, having operated in

that had a runway overrun at George and

Drones are proliferating – twenty two

imported in 1974 and flown by a late friend

Another

ZS-CMF now exported to Sudan.

Ray Watts

The February 2019 amendments show that we have eight new type certified aircraft (TCA) registrations issued, only one of which is a first-time issue (ZS-TAT). All the others have been used previously on various aircraft.

Ray Watts

FEBRUARY 2019

for

Safair. This one was previously operated in Thailand and before that in Spain. It was flown to SA using a Guernsey registration.

The SA registration on this one, ZS-SJW, was first used on the Airlink Embraer 135

44 April 2019 | www.saflyer.com

ZS-SMY now exported to the USA.

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-EXT

EXTRA FLUGZEUGPRODUKTIONS

EA 300/LC

LC081

ZS-IBJ

RAYTHEON AIRCRAFT COMPANY

1900D

UE-437

VH-OYY, ZK-EAN, N50307

ABSOLUTE AIRCRAFT SALES (PTY) LTD ABSOLUTE SOLUTIONS (PTY) LTD

ZS-ISF

PIPER AIRCRAFT CORPORATION

PA-28-180

28-7305005

V5-…, ZS-ISF, ZS-XAO, N11C

SMITH P

ZS-KXH

CIRRUS DESIGN CORPORATION

SR22

4712

N714KH

ADVENTUM AVIATION (PTY) LTD TW CAPITAL PARTNERS (PTY) LTD

ZS-MGT

DASSAULT-AVIATION

MYSTERE-FALCON 900

47

N687HS, LV-CRI, N678CH, F-WQBK, F-GNMF, FGOFC, F-WQBJ, A6-ZKM, F-WWFA

ZS-SJW

THE BOEING COMPANY

737-800

28386

2-RBLF, HS-DBC, EC-HGQ, N1786B

SAFAIR OPERATIONS (PTY) LTD

ZS-TAT

CESSNA AIRCRAFT COMPANY

172M

17265217

N64425

BARRY S J

R22

3663

Z-PAK

ZT-R- New Registrations ZT-RKS

ROBINSON HELICOPTER COMPANY

ZU- New Registrations ZU-IOK

THE AIRPLANE FACTORY

SLING 4 TSI

144S

LANE A W

ZU-OCK

ZLIN AIRCRAFT A.S

SAVAGE CUB-S

349

KINGDOM ONE TRUST

ZU-TUK

FARREN HISCUTT

TUCANO REPLICA

TR1705

ELECTRONIC SYTEM DEVELOPMENT CC

ZT- RPAS- New Registrations ZT-UWC

SENSEFLY

EBEE X

IX-12-14117

ROCKETMINE (PTY) LTD

ZT-UWD

UFLYSIS

UFS UN03

001

ISARAIL SA (PTY) LTD

ZT-UWE

DJI

MAVIC 2

298DFCK0015V23

PROMMAC (PTY) LTD

ZT-UWF

DJI

PHANTOM 4

07DDEBG00S7589

ELEKTRASKY (PTY) LTD

ZT-UWG

DJI

MATRICE 200

M200-01

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWH

DJI

PHANTOM 4 PRO

07JDD980010026

PROMMAC (PTY) LTD

ZT-UWI

DJI

MAVIC 2

MAV0011

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWJ

DJI

MAVIC PRO

08QDE2G0120138N

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWK

DJI

MAVIC 2

MAV0013

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWL

DJI

MAVIC 2 ZOOM

0M6DF91001Q6XJ

QUEMIC AFRICA (PTY) LTD

ZT-UWM

DJI

MAVIC 2

MAV0009

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWN

DJI

MAVIC 2 ENTERPRISE

276DFAK001VVX6

PROMMAC (PTY) LTD

ZT-UWP

DJI

PHANTOM 3 STANDARD

P76DCJ23A27134

COMBINE PRIVATE INVESTIGATIONS CC

ZT-UWR

DJI

MAVIC 2

MAV0010

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWS

DJI

MAVIC 2

MAV0012

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWT

DJI

MATRICE 600

M80DFJ15030012

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWU

DJI

PHANTOM 4 PRO

11UCF8R0A50309

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWV

DJI

MATRICE 210

0G0DF4L0230017

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWW

DJI

PHANTOM 4 PRO

0AXDDAA0A20177

DC GEOMATICS (PTY) LTD

ZT-UWX

SENSEFLY

EBEE PLUS

EP-11-20667

ROCKETMINE (PTY) LTD

ZT-UWZ

DJI

MATRICE 200

M200-02

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UWY

DJI

INSPIRE 1 V2.0

W13DEI26060031

ROCKETMINE (PTY) LTD

ZS- Deleted ZS-CMF

BOMBARDIER

CL600-2B19

7293

SUDAN

ZS-CMG

BOMBARDIER

CL600-2B19

8037

SUDAN

ZS-CMH

BOMBARDIER

CL600-2B19

7292

SUDAN

ZS-CMN

BEECH AIRCRAFT CORPORATION

1900 D

UE-26

CANADA

ZS-IBT

CESSNA AIRCRAFT COMPANY

T182T

T18208177

UNITED STATES OF AMERICA

ZS-KLA

BEECH AIRCRAFT CORPORATION

A36TC

EA-44

ZAMBIA

ZS-RTD

ROBINSON HELICOPTER COMPANY

R44 II

10246

ZAMBIA

ZS-RTE

ROBINSON HELICOPTER COMPANY

R44 II

10289

ZAMBIA

ZS-SDT

CESSNA AIRCRAFT COMPANY

172R

17281488

CZECH REPUBLIC

ZS-SMY

PILATUS

PC-12/45

113

UNITED STATES OF AMERICA

ZS-TAP

CESSNA AIRCRAFT COMPANY

208B

208B-0459

ZAMBIA

SA Flyer 2019|04

FEBRUARY 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 | April 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.

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A fresh approach to Aircraft refurbishing in South Africa SA Flyer 2019|03

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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

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SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS NTC AIRCRAFTS AND COMPONENTS.

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SA Flyer 2019|02

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SA Flyer 2019|02

Bosbok ZU-ADA FOR SALE

Airframe Hours: 3996.0 hrs; Engine Hours 129-65. Price: R750 000 + VAT CONTAC T M ELON Y VA N RO OY E N O N 01 1 92 2 1 3 61 OR OT TO@ P IX IE.CO.Z A FOR FURTHER IN FORM ATION.

46 April 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

• 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

ROBINSON RH44 CLIPPER FOR SALE

47 www.saflyer.com | April 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|04

Fuel Prices Fuel Prices as at 04/02/2019 as at 04/02/2019 PricesPrices include include VAT but VATexclude but exclude any service any service fees fees Airfield Airfield AvgasAvgas Jet A1Jet A1 Baragwanath Baragwanath R 18,00 R 18,00 Beaufort Beaufort West West R 24,90 R 24,90 R 18,25 R 18,25 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 14,50 R 14,50 R 10,25 R 10,25 Brakpan Brakpan R 21,00 R 21,00 Brits Brits R 18,95 R 18,95 Cape Cape TownTown R 21,97 R 21,97 R 8,68R 8,68 EaglesEagles CreekCreek R 17,50 R 17,50 East London East London R 18,66 R 18,66 R 12,29 R 12,29 Ermelo Ermelo R 21,45 R 21,45 Fisantekraal Fisantekraal R 20,00 R 20,00 Fly-InFly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 18,50 R 18,50 R 16,00 R 16,00 George George R18,39 R18,39 R11,59 R11,59 GraafGraaf ReinetReinet R 23,65 R 23,65 R 16,65 R 16,65 GrandGrand Central Central R 18,29 R 18,29 R 13,70 R 13,70 Kimberley Kimberley R 14,50 R 14,50 R 10,25 R 10,25 Kitty Kitty HawkHawk R 23,90 R 23,90 Klerksdorp Klerksdorp R 22,20 R 22,20 R 14,35 R 14,35 Kroonstad Kroonstad R 18,47 R 18,47 Kruger Kruger Intl Nelspruit Intl Nelspruit R 18,85 R 18,85 R 13,95 R 13,95 Krugersdorp Krugersdorp R 17,60 R 17,60 Lanseria Lanseria R 22,43 R 22,43 R 14,20 R 14,20 Margate Margate No stock No stock R 15,35 R 15,35 Morningstar Morningstar R 17,95 R 17,95 Mosselbay Mosselbay R 19,35 R 19,35 R 15,75 R 15,75 Nelspruit Nelspruit R 19,94 R 19,94 R 15,01 R 15,01 ParysParys R 16,60 R 16,60 R 11,20 R 11,20 Pietermaritzburg Pietermaritzburg R 19,90 R 19,90 R 13,40 R 13,40 Pietersburg Pietersburg Civil Civil R 17,35 R 17,35 R 13,00 R 13,00 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48 R 21,48 R 13,40 R 13,40 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,70 R 21,70 R 15,12 R 15,12 Potchefstroom Potchefstroom R 16,60 R 16,60 R 11,20 R 11,20 Rand Rand R 18,60 R 18,60 R 13,14 R 13,14 Robertson Robertson R18,70 R18,70 Rustenberg Rustenberg R 17,67 R 17,67 R 13,45 R 13,45 Secunda Secunda R 18,98 R 18,98 Skeerpoort Skeerpoort *** *** R 15,25 R 15,25 R10,40 R10,40 Springs Springs R 19,50 R 19,50 Stellenbosch Stellenbosch R 18,55 R 18,55 Swellendam Swellendam R 19,30 R 19,30 R 13,00 R 13,00 Tempe Tempe R 17,10 R 17,10 R 11,12 R 11,12 Upington Upington R 15,09 R 15,09 R 10,88 R 10,88 Vereeniging Vereeniging R 17,03 R 17,03 Virginia Virginia R 20,70 R 20,70 R 14,62 R 14,62 Welkom Welkom R 18,47 R 18,47 R 14,61 R 14,61 WingsWings Park EL Park EL R 18,90 R 18,90 Witbank Witbank R 17,50 R 17,50 Wonderboom Wonderboom R 18,66 R 18,66 R 13,46 R 13,46 Worcester Worcester R24,15 R24,15 *** 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 April 2019 | www.saflyer.com

Fuel Prices Fuel Prices as at 04/03/2019 as at 04/03/2019 PricesPrices include include VAT but VATexclude but exclude any service any service fees fees Airfield Airfield AvgasAvgas Jet A1Jet A1 Baragwanath Baragwanath R 18,00 R 18,00 Beaufort Beaufort West West R 19,95 R 19,95 R 16,35 R 16,35 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 14,89 R 14,89 R 10,78 R 10,78 Brakpan Brakpan R 19,50 R 19,50 Brits Brits R 18,47 R 18,47 Cape Cape TownTown R 21,78 R 21,78 R 8,88R 8,88 EaglesEagles CreekCreek R 17,50 R 17,50 East London East London R 18,66 R 18,66 R 12,29 R 12,29 Ermelo Ermelo R 21,45 R 21,45 Fisantekraal Fisantekraal R 18,50 R 18,50 Fly-InFly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 18,50 R 18,50 R 16,50 R 16,50 George George R15,79 R15,79 R10,08 R10,08 GraafGraaf ReinetReinet R 24,30 R 24,30 R 16,65 R 16,65 GrandGrand Central Central R 18,29 R 18,29 R 14,00 R 14,00 Kimberley Kimberley R 14,89 R 14,89 R 10,76 R 10,76 Kitty Kitty HawkHawk R 19,10 R 19,10 Klerksdorp Klerksdorp R 18,17 R 18,17 R 16,50 R 16,50 Kroonstad Kroonstad R 18,47 R 18,47 Kruger Kruger Intl Nelspruit Intl Nelspruit R 18,85 R 18,85 R 13,95 R 13,95 Krugersdorp Krugersdorp R 16,95 R 16,95 Lanseria Lanseria R 20,13 R 20,13 R 14,50 R 14,50 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 17,95 R 17,95 Mosselbay Mosselbay R 19,30 R 19,30 R 15,75 R 15,75 Nelspruit Nelspruit R 20,79 R 20,79 R 14,38 R 14,38 ParysParys R 16,80 R 16,80 R 11,50 R 11,50 Pietermaritzburg Pietermaritzburg R 19,90 R 19,90 R 13,40 R 13,40 Pietersburg Pietersburg Civil Civil R 17,10 R 17,10 R 12,90 R 12,90 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 20,69 R 20,69 R 13,40 R 13,40 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,70 R 21,70 R 15,12 R 15,12 Potchefstroom Potchefstroom R 16,80 R 16,80 R 11,50 R 11,50 Rand Rand R 18,34 R 18,34 R 13,65 R 13,65 Robertson Robertson R18,70 R18,70 Rustenberg Rustenberg R 17,67 R 17,67 R 13,45 R 13,45 Secunda Secunda R 18,98 R 18,98 Skeerpoort Skeerpoort *** *** R 15,70 R 15,70 R10,40 R10,40 Springs Springs R 19,00 R 19,00 Stellenbosch Stellenbosch R 17,55 R 17,55 Swellendam Swellendam R 17,65 R 17,65 R 13,00 R 13,00 Tempe Tempe R 17,10 R 17,10 R 11,12 R 11,12 Upington Upington R 15,09 R 15,09 R 10,88 R 10,88 Vereeniging Vereeniging R 17,03 R 17,03 Virginia Virginia R 20,70 R 20,70 R 14,62 R 14,62 Welkom Welkom R 18,47 R 18,47 R 14,61 R 14,61 WingsWings Park EL Park EL R 18,90 R 18,90 Witbank Witbank R 17,50 R 17,50 Wonderboom Wonderboom R 18,66 R 18,66 R 13,16 R 13,16 Worcester Worcester R17,95 R17,95 *** Helicopters *** Helicopters only only

SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015

WE ALSO HAVE AN ON-SITE HELI-PAD FOR CONVENIENT REFUELING. CALL US FOR A QUOTE OR VISIT OUR WEBSITE FOR MORE INFORMATION.

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SA Flyer 2016|11

• • • • •

ACCIDENT REPORT JIM DAVIS

PAPI 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.

that certified the last MPI was in possession

most accidents? If they had kept above ‘safe

On 14 December 2006 at approximately

of a valid AMO Approval at the time the last

ground level’ perhaps they wouldn’t have

17H30, the pilot, accompanied by three

maintenance was performed on the aircraft.

crashed at all.

SYNOPSIS

passengers,

(children)

departed

Okay let’s deal with the other silly

from

Potchefstroom Aerodrome on a night flight.

bit, and then we can look at what really

PROBABLE CAUSE

After a flight of approximately half an hour

The pilot allowed the aircraft to descend

happened here. Surely even a half asleep

they returned to Potchefstroom Aerodrome

too low on final approach and collided with

accident investigator, and their half asleep

for landing onto Runway 21.

the aerodrome boundary fence.

superior, who signed off the report, should

During final approach for landing with

Contributory factor: The pilot induced

both know that a 180 Cherokee has a fixed

20 degrees of flap at an IAS of 80 mph and

the aircraft to descent below a safe ground

undercarriage. They make it pretty clear

the landing gear selected down, the aircraft

level when he indicated to the passengers

at the beginning, that they don’t know the

undershoot the runway and collided with the

the function of the Precision Approach Path

aircraft and can’t be bothered to look it up.

aerodrome boundary fence slightly to the left

Indication lights (PAPI) on approach for

If they had they might also have noticed

of the runway centre line and the threshold

landing.

that 20 degrees of flap is not possible. On Cherokees the flap settings are 0, 10, 25 and

of Runway 21.

The left-hand wing separated from

40 degrees.

JIM’S COMMENTS When I look at an accident report I try

Moving on; I remember almost doing the

the

to decide whether the pilot deliberately

same thing years ago when I first started

boundary fence. The right-hand wing was

stuck his neck out – flying into crap weather,

instructing. It was in the syllabus, and I am

also substantially damaged and partially

chancing his luck with fuel, low flying, no pre-

sure it still is. You have to demonstrate to a

separated from the aircraft. The aircraft then

flight and so on. Or whether he misjudged,

pupil what the lights look when you are too

cart wheeled through 180˚ and came to rest

mishandled, or did something plain stupid.

high, and when you are too low. You have to

with the tail section against a tree with the

Sometimes there is a fine line, but this one

work it out for yourself which one you demo

aircraft in a 45˚ nose down attitude. During

falls squarely into the second category.

first. You need to know the lay of the land

the aircraft on impact and was located approximately

7

metres

beyond

the impact sequence, the pilot sustained

The bloke is demonstrating to his pax

from daytime, and then go a bit too low when

facial injuries to his nose and was admitted

what the PAPIs look like when you are too

you are on long final. So you do that first.

to hospital. The passengers were not injured

low. It was an excellent demo – he was

Then, as you get closer, you do the too high

during the accident but were taken to

indeed too low, he undershot and sailed

demo, and either do a go-around, or land

hospital for observation.

straight into the boundary fence.

deep if it is a long runway.

Fine weather conditions existed at the time of the accident.

Naturally

one

takes

all

accidents

This accident report is really just an

seriously, but really...! I can only laugh at a

excuse for me to climb on one of my hobby

The last Mandatory Periodic Inspection

mental picture of the accident investigator

horses – night landings. They are often

(MPI) that was conducted on the aircraft

chewing a pencil stub in an earnest

poorly taught, and then pilots practice them

prior to the accident was certified on 12

endeavour to put the finishing touch to the

so rarely that many pilots never get to a

November 2006 at 4850.72 airframe hours.

final sentence of this masterpiece. “That’s

stage where they feel comfortable landing

Since the inspection was certified, a further

it!” he cries at last. “The pilot descended

after dark. So, with your permission, I will

36.03 hours were flown.

below safe ground level!”

turn this into a refresher on how to land

The Aircraft

Maintenance Organisation (AMO) No. 66

50 April 2019 | www.saflyer.com

Thinking it over, isn’t this the cause of

beautifully at night.

COLUMNS First, there is no reason to use less than

TOO HIGH

full flap, as this guy did. In fact, at night full flap is going to help you do decent landings – it gets the nose down and gives you a better view of what’s ahead. I have no idea why this guy was only using partial flap.

As with most landings, the trick is to get yourself established on final approach at the right height, and the right airspeed, and configured for landing, and trimmed.

In short, you must have a stable approach during which nothing much changes. You should only need to make minor power adjustments to maintain the glideslope. This is even more important at night than during the day, because at night you have few references to alert you to changes.

TOO LOW

Approach lighting and VASIs or PAPIs makes it a whole lot easier. But when you only have a single or double line of flares, it’s far more difficult to detect when things are not going well. You need to spot the slightest change in the appearance of the lights and make an immediate correction.

If there is only a single line of lights then the rule is that they should be along the left hand side of the runway, meaning you always land to the right of them. You need to have comms with someone on the ground who can tell you what’s going on. If you are not sure, then you do a normal approach with the landing light on and fly along the length of the runway – like a precautionary

TOO RIGHT

inspection. You then go around and fly a full 1000’ circuit to position yourself for the landing again.

If you are doing circuits and bumps, then getting yourself on final approach, in the right position, with the wings level at about 600’ AGL should be no problem. Your altimeter will give you circuit height, and, with a little practice, you will soon establish where to turn base and final.

But it is a very different story if you come in from somewhere else, particularly if you are at a farm strip and you don’t know the QNH or the airfield altitude. The problem is that you are not accustomed to the surroundings and nearby lights. But most

elevation and the QNH that’s easy, If you

converge, and if you allow that to happen

importantly, you don’t know the intensity of

don’t, then err on being a bit too high. Watch

you will wind up with a short base, probably

the lights. Dim lights appear to be far away

the lights all the time and try to mentally

a hammerhead and far too high.

and you get the feeling you are too high

adjust to their appearance and intensity.

round the circuit, while bright lights may give

Even if you know the area well, it’s still

Fly a standard 1000’ circuit – keeping a

wise to join overhead initially. If you try to

good eye on the altimeter. Do not be tempted

join on base or long final, the brightness

There is only one thing for it – you have

to climb or descend on downwind, and make

and perspective illusions can cause you to

to fly overhead the field at what you believe

sure you maintain a decent distance from

descend too early and slam into terrain.

is at least 1000’ AGL. If you have the airfield

the field. There is a strong temptation to

the impression that you are too low.

Approaching over water or unlighted

51 www.saflyer.com | April 2019

ACCIDENT REPORT

Aircraft Registration: ZS-MZP

Date of Accident: 14 December 2006 Time of Accident: 1800Z

Type of Aircraft: Piper PA28-180 Type of Operation: Private

Pilot-in-command Licence Type: Private

Age: 45

Licence Valid: No

Pilot-in-command Flying Experience:

Total Flying Hours 111.9 Hours on Type 72.1

Do your normal downwind landing

wheels to touch, and as they do – throttle

checks. Don’t turn onto base too early.

fully back and ‘freeze’ on the stick. Do not

Only lose about 300 feet on base so you

move it a millimetre.

complete the base-to-final turn at about

Here’s a tip for pilots who are lucky

600’. And there you are, on final approach,

enough to have good peripheral vision: Just

in a comfortable position that you are

before the wheels touch you should see a

accustomed to.

red glow as the port wingtip light shines on

From there on it’s all easy. Use the

the side of the runway. It will change from

VASIs or PAPIs to guide you down the

being vague, to having a sharp cut-off,

glideslope. Have a look at the diagram.

when it does this you are very close to the

NOTE: you never have PAPIs and VASIs

ground and you can start to hold off for a

on the same runway – it is one or the other

very gentle touchdown. If you can’t see this

– I have put them both in the diagrams just

glow, don’t look for it – you will stuff up the

to illustrate what they look like.

landing.

Very often you only have the runway

Oh! And one final thing – I like to land

lights – but it’s still easy. If you are too

without the landing light. There are two

high you will be able to distinguish gaps

reasons for this. First, you will feel totally

Next point of intended landing:

between the lights all the way to the far

comfortable one day when the light fails,

end. And if you are too low the lights will

and secondly it’s easier. If you have the

Location of the accident site

tend to merge together.

light on there is a strong temptation to fly

Last point of departure:

Potchefstroom Aerodrome (FAPS) Potchefstroom Aerodrome (FAPS) with reference to easily defined

geographical points (GPS readings if possible): Approximately 50m

before threshold of Runway 21 at

When it is exactly right you will be able to see the gaps between the lights at the together at the far end.

And a night landing, with the landing

Potchefstroom Aerodrome (GPS: S26˚39.838 E027˚05.052)

threshold, leave on a trickle of power, raise

Surface wind; Calm, Temperature: 23°C, CAVOK Number of people on board: 1 + 3 No. of people injured: 1+0 No. of people killed: 0

getting too low.

PAPIs indicating that you are on the glideslope.

52 April 2019 | www.saflyer.com

OKAY LET’S GO BACK TO THIS SPECIFIC ACCIDENT. WHAT CAN WE LEARN? •

the nose slightly so you have a gentle rate of descent. And then do nothing – just wait

Always use full flap for landing unless you have a very good

It may not be as smooth as you would like – but that’s just fine, even good night

Don’t let anything distract you on the approach.

•

for the bump.

reason to do otherwise.

•

landings are positive.

Don’t just join the circuit at night.

If you have been away – fly

The technique is the same as you use on float planes when the water is glassy

ground can be particularly conducive to

into the ground.

threshold end, but they will appear to run

lights off, is super easy. As you cross the

Meteorological Information:

down the beam and bash the nosewheel

overhead first.

•

If

you

are

an

instructor,

and you can’t judge your height. Nose

demonstrate the ‘too low’ part

slightly up, a trickle of power and just wait…

when you are on long final. And

Don’t try to guess where the ground is – you will get it wrong. Simply wait for the

j

then only with caution.

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FIT FOR A

Kings Camp provides a sublime experience of the Kings of the Bush.

KING Image: Patrick O'Brian

Kings Camp is small – with just eleven

beautifully

appointed

rooms,

each

of

which is an air-conditioned refuge from the heat and dust of the Lowveld. Once we had unpacked and freshened up, it was time for lunch, a sumptuous affair on the wide deck overlooking the waterhole.

An

elephant

sploshed

happily

in

the

waterhole for our lunchtime entertainment and impala, bushbuck and nyala graced The lodge has rolling lawns overlooking a busy waterhole.

It’s the little things that serve to round off a well-lived life.

This is what the beautiful Kings Camp in the greater Kruger National Park will deliver.

the lawns. Managers Warren and Lisha Moore cautioned us not to leave the room

O

unescorted at night as a resident leopard N

arrival,

receive

guests cool

lemongrass

scented

towels

remove

to

travel stickiness and delicious iced tea was

welcome as the temperature was well into the balmy thirties. Vervet Monkeys darted in the trees above us as we walked to our room, scouting for what they could purloin from the fruit bowls. The sylvan setting has a

54 April 2019 | www.saflyer.com

hangs about the camp.

I’m an unashamed foodie, and so was thrilled by Chef Gareth Jarvis, who produced one of the best boboties I have ever experienced, served with saffron rice, coriander and my favourite, a genuinely crispy poppadum. Fresh fruit smoothies and a mouth-watering raspberry sorbet melted away the heat of the day. Cheese platters followed, washed down with a crisp wooded Chenin Blanc.

Our game drive was enhanced by

wide verdant lawn running down to an infinity

commentary from the extensive knowledge

swimming pool – from which regal kudu and

of our ranger, Grant Murphy and the tracker,

nyala stoop to drink.

called Remember (hard to forget). Spotting

TRAVEL a female leopard spoor, Remember hopped

small camp, the Waterbuck Private Camp is

off the vehicle while Grant drove us around

a four-bedroom villa with its own Land Rover

Kings Camp uses the tarred Ngala

a ravine to try catch a glimpse of the elusive

and game ranger, as well as a personal

runway (FANG) at S24,23,28. E031,19,31.

cat. We were rewarded by the sight of the

butler and chef to take care of your every

The runway is 1100m long, 1467 ft AMSL

bronze-eyed feline passing a mere metre

need. The camp can accommodate up to

and oriented 15/33. When flying from

from our vehicle. She nimbly sprang onto

eight guests in sublime comfort.

Gauteng, contact Lowveld on 129.4 and

a fallen tree and gazed at us with oh-so-

bar,

then Hoedspruit on 126.4. You will have

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to fly through the Hoedspruit CTR and the

Around the next corner we met a young

equipped gym, daily walks with a ranger,

Ngala runway is immediately to the east of

rhino bull. A gentle giant; I felt privileged to

swimming bath and 11 airconditioned rooms.

the main tar road north to Ntsiri. There is a

watch a lone soul moving gently through the

The room rate includes two game

grass helipad at Kings Camp, which is just

bush and then vanish as though he’d never

drives daily, full board which consists of:

1.75 nm north east of the Ngala airstrip.

existed.

a wake-up snack, game drive snacks,

Prior permission required. If you wish to fly

We stopped at a beautiful view site for

huge breakfast, three course lunch, pre-

commercially, you can fly Airlink or CemAir

sundowners, snacks and swopping stories,

gamedrive tea, snacks on the evening drive

to Hoedspruit’s Gateway Airport and hire a

in the true African tradition. Watching the

followed by a three-course supper. Most

car.

sun set whilst knocking back a good few

alcoholic beverages, soft drinks and wines

Contact Kings Camp for further details,

glasses of chilled wine was sublime. After

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a wobbly climb back onto the Land Rover,

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a

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Each day’s game drive seemed better than the first; over the following two days we saw elephants, more rhino, two fantastic

Wonderfully sybaritic colonial styled rooms.

sightings of lions hunting and then, to our delight, lions on a kill.

Back at the camp we were escorted to our suite where the turndown service had run a hot bubble bath in the large Victorian tub. Candles refracted by crystals in the cossetting room imbue the bush with irresistible romance. The décor is in the colonial style of the great hunters and explorers. A huge four-poster bed dominates the room and the enticingly comfortable bed was sheeted in the finest cotton. A sneak peek revealed three under mattresses to ensure that the bed is a transport of delight to dreamland.

Dinner was served in the comfort of the new boma which felt like a glowing womb with delicious smells emanating from the fires. After a sumptuous supper, enlivened

by African folklore stories, we were ready to head off with Remember to our room.

Kings is aptly named; you are made to feel like royalty. The staff bend over backwards

to

provide

royal

treatment

from massages to game drives. This is an unforgettable experience of luxury and worth every cent. You feel transported to another era and are completely indulged, even if it adds a few unwanted kilos!

This game experience is a must on your bucket list.

The essential spa for ultimate relaxation.

For those wanting exclusive use of a

55 www.saflyer.com | April 2019

SA Flyer 2019|04

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www.saflyer.com | April 2019

57

AIR RACING PATRICK DAVIDSON

PATRICK DAVIDSON’S RED BULL UPDATE While waiting for his racing

year to move into high gear, Patrick answers some of the more common Red Bull Air Racing fan questions:

HOW IS YOUR YEAR GOING SO FAR?

and processing required during race week

My 2019 RBAR season has got off to a

can be overwhelming and even after my

slow start due to a couple of venue changes,

first full season of being involved in RBAR

which in turn has created date changes,

it becomes easier to take in the info and

forcing me to wait till June’s race in Kazan

understand how the whole system works.

for my return to the track.

So YES, I believe the Challenger Class is a really useful training ground for the Master

WHAT

IS

THE

ROLE

OF

THE

Class.

CHALLENGER CLASS? It’s a really good concept, with a proven

WHAT

ARE

THE

DIFFERENCES

track record in other fast paced motor

BETWEEN THE MASTERS’ PLANES

sports such as Formula 1 and Moto GP,

AND THE CHALLENGERS’ PLANES?

with their ‘second’ tier classes. As I have

Perhaps surprisingly, the Master and

mentioned a few times, the info overload

Challenger planes have exactly the same engines (and thus horsepower) and props.

I guess the biggest advantage that the Masters planes have against ours is that they can make aerodynamic changes. Thus, changing the cowl can help with cooling and refining the winglets can help the plane turn faster and not ‘stall’ under loading. This means that the plane can take a shorter line through the track. And I guess the biggest benefit that the Masters have is that they don’t have to share planes. As the only pilot to fly their plane, everything is set up exactly as they want it.

WHAT’S THE VIBE LIKE BETWEEN THE MASTERS AND CHALLENGERS? Initially the Masters take you at an arm’s length and I guess this is understandable as every new person joining has the potential to take their spot and to stop the whole project if somebody makes a mistake, or god forbid, has an accident. As time goes on and we get to know one another, the Masters become like big brothers giving advice when needed – and tips that may sound silly, but work like a charm! But come crunch time, everybody

The Challenger Class does not get the aerodynamic refinements that help the Masters fly a tighter line through the track.

58 April 2019 | www.saflyer.com

keeps to themselves and gets ready to race.

So I guess the RBAR project is like a big family….. until the helmet goes on.

FEATURE WHEN WILL WE SEE YOU IN THE MASTER CLASS? This is a question I get asked the most, as our Class is not televised in SA and I guess everyone is as keen as I am to see me there. To be honest, nobody is certain as to the actual ‘how’ to get promoted, although we have been told that there will be an age limit of 50 years on the Master class which could be implemented as soon as 2020, and this would mean three seats opening up.

So I guess if I keep my nose clean and fly safe and fast and score a podium or two, then who knows? I can only hope, but I am already very grateful and privileged to be competing at RBAR at all.

j

RIGHT: Until the racer's pull on their helmets... they are happy to help each other.

Specialists on Piper parts but can source any Cessna, Beechcraft and light aircraft parts.

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SA Flyer 2019|04

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59 www.saflyer.com | April 2019

BRIEFING ALAN EVAN HANES

WHAT HAPPENS WHEN RECREATIONAL AVIATION GETS ABSORBED BACK INTO THE CAA? After the reabsorption of RAASA by the South African CAA, Recreational Aviation will be the responsibility of the CAA’s Senior Manager – General Aviation, a position that was newly created and is yet to be filled.

D

AILY

operations

will

be

the

responsibility of Manager – General Aviation

Organisation,

which

is currently filled by Mr Subash Devkaran. It could not be confirmed if Mr Devkaran will fill the Senior

Manager position, but he is well known to the Aero Club for his professionalism and involvement with the SafetyFirst Aviator campaign.

RAASA’s Rand Airport office will continue top operate, with both licensing and Authorities to Fly (ATF’s) being issued there. Use of Rand Airport will continue until the SACAA occupies a new building at OR Tambo, currently scheduled for September 2021.

THE ATF ISSUE The current process of bringing in your paperwork, having a cup of coffee and walking out with your documents will not be the case anymore. It will now take at least seven days (possibly longer), as the plan is that all submissions are put through a more rigorous checking and vetting process and digitised onto the CAA’s Empic system. In the age of digitisation things take 10 times longer – go figure. All docs will need to be emailed to a central post box, and notification will be sent to collect – at the Rand Airport office.

Both offices (Midrand and Rand Airport) will issue ATFs; but they are likely to take longer than currently experienced for the same reasons that all data is being subject to additional verification prior to being captured onto the MPEG system. All documents should be scanned and sent to currencyfee@caa.co.za with a follow-up email within three working days. The system will advise the status of the application to the registered owners email address.

It is critical that all documentation as stipulated on the

60 April 2019 | www.saflyer.com

FEATURE

application form (available on the SACAA

SACAA

and RAASA websites) is provided and

OPERATIONAL STRUCTURE GOING

filled in correctly or else the application will

FORWARD

be stalled until the correct documentation

The

GENERAL

General

AVIATION

Aviation

Organisation

• Part 94 Operation of Non-Type Certified Aircraft INDUSTRY OMBUDSMAN

is provided. Owners are reminded to

Department will consist of a Manager, Four

There were suggestions for an industry

include the Approved Aircraft Maintenance

Flight Operation Inspectors, a Mechanical

ombudsman to assist in ensuring procedural

Schedule.

Inspector

Inspector;

and operational fairness, as the regulator

administrators and a

was a monopolistic service provider and

submission of documents 60 days prior to

related branch department, namely General

there was a natural imbalance of powers.

expiry date, which will NOT affect new expiry

Aviation Aircraft Operations.

This suggestion was boosted by Mr Neil

The

current

process

allows

for

dates (e.g. documents issued in August for an October expiry date will be issued with an expiry date of October the following year).

and

an

Avionics

supported by two

The

General

Aviation

Organisation

suggested that the aviation industry needed

Department will oversee: • Part

Concerns were raised over the current

93

Corporate

Operations

status of Approved Persons, and it was

Aviation

and

High-

• Part 96 Commercial Operation of

be required to agree a way forward.

Non-Type Certified Aircraft

Further concerns were raised that status of

• Part 149 Aviation Recreational

applications for various Aviation Recreational as members of CARCom and NASCom had not been communicated. The SACAA

continuous professional development and an industry operational code.

Performance Aircraft

agreed that an industry workshop would

Organisations (AROs) to become admitted

de Lange in his presentation which also

•

SACAA SERVICE LEVEL AGREEMENT A Service Level Agreement with the industry is being developed by SACAA

Organisations

and will be published shortly for comment,

Part 137 Aerial Work Operations

where objections can be raised. The SACAA

The General Aviation Aircraft Operations Department will oversee:

agreed to provide an acceptance or rejection

•

Special Air Events

by 1 March 2019.

•

Part 66.10 Approved Persons

•

Part 91 General Aviation

intends to publish actual measured timelines, which will assess operational efficiency.

The current proposed turn around times are as follows:

PILOT LICENCE RENEWAL Mr Neil de Lange (currently Chief Executive Officer of RAASA) advised that the issuing of Part 61 (Pilot licenses) and Part 62 (National Pilots Licenses) would likely take a little longer than previously as the data is subject to additional verification and captured onto the new systems; but it would soon allow electronic submission of documents and issuing of credit card type licenses. PPL and higher licenses will still only be able to be issued at Midrand. All NPLs including Balloon and Glider licenses will be issued at Rand Airport.

Additional

concerns

were

raised

concerning multiple AROs for the same discipline and that Part 61 (i.e. Private Pilot Licenses or higher) were receiving conversions onto NTCA Part 62 type aircraft without the attendant oversight as they failed to become members of an applicable ARO in terms of part 94.06.1.

It was agreed that not all AROs needed to be AROS; and those that experienced unreasonable operational compliance with the current interpretation of Part 149 would be allowed exemptions, and where there was common ground, Part 149 would be overhauled.

61 www.saflyer.com | January 2019

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CAA No AMO 620

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TECH TALK WYNDHAM FERREIRA

IS RETRACTABLE UNDERCARRIAGE WORTH IT? The Arrow is about 12 knots faster in cruise than its fixed-gear sibling.

F

ORTY

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ago,

Damien Dyer

It’s always a thrill when we move the landing gear selector to the ‘Up’ position and a whole lot of stuff obediently starts happening to make the gear travel upward, with the accompanying noises, flashing lights and the final thump against the up-locks. And then even more rewarding, the plane accelerates and its controls become lighter and crisper. We revel in the efficiency of having the gear neatly tucked away.

in

about 25 minutes in flying time between

today, such as the Cirrus, have an eye-

general

the Cessna 210 and the 206. Both aircraft

watering price premium compared to older

aviation, most light aircraft

have the same fuel consumption per hour,

retract models with basically the same

manufacturers

high

although the 206 is spending 25 minutes

cruise performance, such as an F33 or V35

in

longer in the air, but it has a greater payload,

Bonanza.

the

heyday

performance

of

had aircraft

their line-up. Now, however,

shorter

take-off

roll

and

better

climb

there are almost no new retractable planes

performance than the sleek 210. Spending

sold. Yet, without exception, retractables

an extra 25 minutes after a bumpy three

There may be as much as a 50%

outperformed their fixed gear equivalent and

hour flight in the hot summer months over

increase in insurance premiums over a fixed

it was accepted that a plane with fixed gear

the Karoo, dodging thunderstorms, could

gear equivalent. For pilots with lots of retract

was aerodynamically handicapped.

just be 25 minutes too long.

time the insurance bill could be less, but the

HIGHER INSURANCE

To compare the same models; a good

It is also important to note that a Cessna

example is Piper’s Cherokee Archer 180

210 with its gear hanging out is by no means

and the Cherokee Arrow 180. The Arrow is

just a 206, neither is a Cherokee Arrow with

about 12 knots faster in cruise than the fixed

its gear hanging out a Cherokee Archer.

Flying a retract means operating an

gear Archer. Moving the goalposts a little, a

Retracts tend to fly like bricks once their

aircraft with more complex systems. Landing

Cessna 210 is roughly 20 knots faster than

gear is out in the breeze.

gear operating speeds and emergency

the 206, and the Cessna 182RG is around 15 Knots faster than the fixed gear version.

The retractables usually came with slightly

larger

engines

and

premium never goes away.

COMPLEX AIRCRAFT

So, what to choose? Here are a few facts

procedures in the event of an undercarriage

to consider when comparing a retractable

failure add a lot to the workload of a pilot,

and fixed gear piston single:

especially less experienced pilots.

COSTS

FAILURE

constant

speed propellers that made it difficult to assess precisely how much difference the

The purchase price of a retract within

There is a chance that due to mechanical,

retractable gear really made over their fixed

the same model range will be higher than

electrical or hydraulic failure, the gear will

gear siblings. By way of example, flying from

the fixed gear equivalent, although more

not extend, putting you in a higher risk (and

Bloemfontein to Cape-Town will save you

recent high performance models available

stress) bracket.

64 April 2019 | www.saflyer.com

FEATURE

DRAG Cessna’s simple steel leaf spring has made an excellent landing gear. Even

Retract aircraft tend to fly like bricks once their gear is out in the breeze.

without a fairing, the thin steel leg, though heavy, produces relatively little drag and a faired tubular one even less. A good wheel spat, fully enclosing the brakes, and making a clean intersection with a thin leg, does away with at least half of a wheel and tyre’s drag, provided that most of the tyre is inside it. However, wheel spats and fairings are prone to frequent maintenance due to the shock of landing, vibrations during taxi, landing and takeoff. This gets even worse on rough unpaved landing strips, to the extent that wheel spats have to be removed before landing there. The Piper Cherokee’s oleo struts are comparatively difficult to

the normal manufacturer’s inspection and

and almost better than new interior, and still

lubrication requirements.

have a lot of change left before buying a

During the 1980’s there weren’t any fixed

new high performance fixed gear single. But

gear aircraft that had the same or better

that change may be then be eaten over time

streamline. In terms of frontal area, the oleo struts’ drag is as much as nine times that of a Cessna’s aerofoil-shaped fairing.

MAINTENANCE Retractable

landing

gear

systems

A good wheel spat does away with at least half of a wheel and tyre’s drag provided that most of the tyre is inside it.

require additional maintenance, apart from scheduled Some

inspections

manufacturers

and require

lubrication. hydraulic

systems to be overhauled every five years, landing gear retract gearbox overhauls at 2000 hour intervals, actuators to be overhauled at 400 hour intervals, and so on. Further to this, there are micro switches, electrical wiring snags, excessive play on door hinges and undercarriage pivot points that can be costly to repair. Some of the older retract systems have parts that have become obsolete, making replacement of worn parts a real challenge. You can expect to pay around 20% more on maintenance costs for a retractable gear.

Be aware of the costs of ownership of the different types. On one hand, my old Cessna 210B costs upwards of R250,000 to carry out

cruise performance than the retractable

by the higher maintenance and insurance

gear aircraft. But today you have a choice

premiums.

– you can buy a new or still young Cirrus

My advice would be to consider what

with fixed gear that outperforms all the older

you would like to spend, what are your

retracts. But they come with a high price

typical application requirements, and then

premium. Or you could refurbish a Cessna

buy whatever aircraft type best suits your

210 or older Bonanza with a new engine,

pocket and mission requirements.

propeller, glass cockpit, new paint, windows

j

the 5-year power-pack overhaul, hydraulic system O-ring replacement, one or two expensive, hard to come by micro switches, solenoids, worn braces and electrical wiring

There is a chance that due to mechanical, electrical or hydraulic failure, the gear will not extend.

snags. But to see the old lady open its gear doors, tuck its legs away and close them with a thud in such an elegant fashion, with an average ground speed of 150 knots, for an initial purchase price of just R450,000 makes it all worthwhile. On the other hand, our Bonanza V35 gave us 170 knots on average out of not-so-good unpaved strips, with no additional costs apart from

65 www.saflyer.com | April 2019

Jabiru It's a lifestyle

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66 April 2019 | www.saflyer.com

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67

REPORT: GUY LEITCH

FASHKOSH 2019 AIRSHOW

A highlight was the Mango Boeing 737-800 display flown by veterans Scully Levin and Rodney Chinn.

After a four-year absence there was a pent-up demand for a civilian air show in the Cape. It was therefore not surprising that all 5000 tickets were sold out days before the air show. studio and his commentary and music could continue.

For many, the highlight of the show was the magnificent flypasts of the Mango Boeing 737-800, flown by Captains Scully Levin and Rodney Chinn. The combined age of these two veteran pilots is 145 years and they have more than 55,000 hours between them.

Scully reckons it will probably be his last display. Keeping an eye on proceedings was Mango Chief Training Capt Bruce Hyde. The bright Orange 737 did a number of stately Airshows are a great way for families to get a taste of the excitement of small planes.

flypasts and then pulled up to the sound of Nessun Dorma being played over the PA system. It was a goose-bumps moment.

T

Coming from nearby Langebaanweg, ‘FASHKOSH’

HE

2019 air show was a

Rikus Erasmus with the Air Boss being Francois ‘Hosepipe’ Hanekom.

success

Despite an unseasonably hot day that

with many of the best

had everyone seeking shade, and then

teams

flown

two hours of load shedding, the air show

Gauteng,

was an unqualified triumph. It was so hot

resounding

down

having from

with

that even Capital Sounds’ generators could

locally based displays. And it no doubt

not keep up and there were a few minutes

helped that the organisation was led by

of silent frustration until a large genset

Stellenbosch’s Mr ‘Air Show South Africa’

was connected to Brain Emmenis’s mobile

combining

68 April 2019 | www.saflyer.com

well

the SAAF’s Silver Falcons were a big crowd pleaser and did great public relations work for the Air Force. Behind the scenes there was much work being done to stimulate children’s interest in aviation by many clubs and organisations such as Sakhikamva Foundation. Team Xtreme and the Raptors, who flew south from Gauteng, showed how good civvie pilots are and a highlight for the aircraft spotters were the very rarely seen Cape residents, such as Alan Fergus’s

AIRSHOWS

Howard, Lyle Grace’s Cessna 195 and the Club Chairman’s Aerostar.

Thrills

were

created

by

the

TSU/

AGA Task Action Force who staged a car hijacking and showed an AH145 to great effect, dropping off cops and dogs. The only significant helicopter action that was missing was Mark Jackson’s Blackhawk, which had been called away two days earlier to provide desperately needed flood rescue services in Mozambique.

Impala Instructor Koos Kieck checks out the club's Impala simulator, made from a salvaged cockpit section.

Other noteworthy performances came

Samuel travels by bus to all the airshows around the country to sell his toy aircraft.

Capital Sounds Brian Emmenis feeling frustrated to be without power for his PA system.

from the jet powered JS-3 glider, Alan Fergus’s Harvard and L39 jet, a Bosbok and assorted model aircraft. Kishugu’s firefighting teams closed off the show with two Hueys and an 802 AirTractor bombing a fire while the spotter aircraft circled overhead.

Encourage by this year’s success, the Stellenbosch Flying Club is planning on

A paper plane competition kept children enthralled.

making the crowd line bigger to accommodate the growing demand for a quality air show in

j

SAA Captain Pierre Gouws brought his Raptors team down from Gauteng - and sought refuge under a Silver Falcon wing from the heat.

Jason Beamish shows off his brand new Extra 300Lx in mirror formation with Nigel Hopkins inverted Extra 330LS.

Trevor Cohen

the Cape.

CAREER OPPORTUNITY ATR Captains

Air Mauritius Ltd., the Mauritian National carrier, has exciting opportunities for ATR Captains.

Basic Requirements:

Home country’s highest secondary qualification.

Medical Class 1 (In case of medical restrictions, the Company reserves the right not to accept the Medical).

Licenses - ICAO or of equivalent standard.

Minimum age of 20.

Candidates shall meet the requirements of the local authorities.

Flying Requirements:

Valid ATPL. 4000 flying hours on multi engine aircraft including 1000 flying hours as PIC on ATR or equivalent aircraft.

ATR Type rated plus a minimum of 100 flying hours on type and 20 sectors as Primary Crew in the last 12 months.

An Equal Opportunity Employer

Selected candidates will be offered employment on a contractual basis.

A selection exercise is planned for the above position on the 25th and 26th of May 2019 at the Intercontinental Hotel, OR Tambo. Interested candidates fulfilling the above requirements and wishing to attend the selection exercise are requested to send their applications on the Air Mauritius application form (available on the Company website) along with a motivation letter to the following email address: nveerasamyackbar@airmauritius.com and mention the subject of the email as being ATR Captain May 2019 selection.

Air Mauritius Ltd. reserves the right not to proceed with the filling of this vacancy.

airmauritius.com

69 www.saflyer.com | April 2019

AOPA BRIEFING REPORT: CHRIS MARTINUS

SA-CAA CRASHES AVIATION TOURISM INDUSTRY A decision by the South African Civil Aviation Authority (SACAA) to change pilot certification procedures may kill 'vacation flying' – a lucrative tourism industry that employs hundreds of South Africans and brings in millions of dollars of foreign exchange.

S

IMILAR to organisations that arrange 4x4 self-drive

Self fly safaris bring in millions in foreign exchange to SA.

groups, Aviation Touring Companies (ATCOs) bring qualified foreign pilots with their families and friends

into South Africa and set up self-piloted safari tours for them using small aircraft.

The

recent

announcement

by

the

SACAA throws into chaos the planning system that tour operators have used for decades. Existing contracts made months earlier are jeopardised. The Authority said the rules would take effect from 13 March and gave industry leaders no opportunity for a hearing. Aviation touring companies warn that the abrupt decision will wreck their ability to plan, could force them to cancel tours, and would give South African tourism a black eye.

HOW LICENCE VALIDATION WORKS Although ICAO, in terms of the Chicago Convention,

prescribe

that

contracting

states must recognise each other’s licences and certificates, foreign pilots must have a ‘validated’ pilot licence to legally fly a South African-registered aircraft. On the basis of ‘flight safety’, the SACAA mandates that the pilots are locally tested on their flying skills, on the rules of the air, and receive briefings about special flying conditions in southern Africa. If successfully completed, the pilot receives the validated private pilot licence.

start the paper work until after the pilot has

finished their job, they give themselves five

arrived in country. For years they have not

more days to give the pilot the licence.”

only started, but have completed the official

Hanks said the muddle means a proper

paperwork far in advance”.

schedule cannot be set.

Under long-existing custom, the SACAA

Safari lodges require guests to pay for

issued the licence paperwork well before

their accommodation up to four months in

the vacationing party arrived. This left only

advance. If the tourist is unable to get there

the air law and skill tests to be completed

on schedule, there is no refund. Guests pay

(usually over a weekend), to enable pilot-

as much as $2000 (R28,000) per person

groups to takeoff on their vacations.

each night at some lodges. A two-week self-

“If the guest cannot fly because the CAA

piloted safari can cost a couple upwards of

“Safaris are planned and paid for months

hasn’t issued his licence, they’ll have lost a

in advance and the SACAA ruling trashes

lot of money”, Hanks said. “They’ll be angry

“When the tourist-pilots make their plans,

our ability to make those plans”, said long-

and they’ll never come back. It’s all because

we allow two to three days in Johannesburg

time tour operator Nick Hanks of Hanks Aero

the SACAA won’t begin their work ahead

for preparations, briefings, the air law

Adventures. “They’ve said that they won’t

of time” he said. “Moreover, once they’ve

test and flight checks,” Hanks said. “We

70 April 2019 | www.saflyer.com

$30,000 (R420,000).

COLUMNS schedule all this tightly so the pilot-groups

Sample Trip Kit 2.

depart on schedule. We’ve worked this way since starting this business in 1997.”

“Now SACAA won’t let you begin any application processes until the pilots and parties are here and have completed the CAA mandated checks - they can’t tell us when the licenses will be ready,” he said.

“They say it’ll be within five working days.”

Hanks said the muddle over beginning a license application and finally issuing the license means a self-piloted schedule cannot be fixed. “If the change sticks, hardand-fast reservations cannot be made and no one will book tours. It’ll kill the whole industry.”

Similar

operations

have

developed

in Australia, the United States, Europe and New Zealand.

In most instances,

the requirements for validation can be completed online.

Markus

Mollmann,

of

Pretoria’s

Bushpilot Adventures, notes that in other countries, “The licence validation process is simpler. Most of these countries have foreign pilots validated – with licence in hand – within a single day. While the validation requirements here have been more complicated compared to other flying destinations, we work them into our guestpilots’ trip schedules,” Mollmann says. “With these sudden changes however, we cannot promise any set schedule.”

Holiday flying contributes to

almost

every facet of South African tourism, including eco-tourism, paleo-and culturaltourism, motoring, adventure, and sport tourism.

Dave Vanderspey, of Cape based African Aero Safaris, goes further to say, “Tourists

families. Combined revenues of the aviation

industry stakeholders such as AOPA, nor

tour operators now generate in excess of an

have they been through the statutorily

estimated $1,500,000 (R21 Million) per year.

required consultation process with parties

The

SACAA

proposals

would

kill

whose rights are negatively affected.

the principals’ businesses and diminish

The

unnecessary

restrictions

and

the business of flight schools and flight

proposed regulations are mostly driven by

instructors

down-stream

commercial charter operators who seek

enterprises such as lodgings, transfer

and

other

to shift their liabilities and insurance costs

services, local tours and artefact vendors,

to game lodge owners and to discourage

causing lost jobs and revenue.

private aviation in the forlorn hope that tourists make use of their scheduled

SACAA

FEUD

AGAINST

and chartered flights, instead of flying

GAME

themselves.

LODGES For several years, SACAA has been

Sadly, the development of these very

attempting to impose onerous regulations

damaging

and requirements on game lodges and other

procedures is happening behind closed

fly-in tourist destinations. This includes the

doors with inexperienced, unqualified and

ongoing airfield licensing/registration saga.

malleable officials. Unfortunately, if South

The changes to the licence validation

and

unworkable

Africa loses this lucrative tourism sector, it is

process have not yet been discussed with

vote with their feet and South Africa will

regulations

unlikely that it will ever recover.

j

Country comparison expanded procedures.

lose this lucrative tourism income to other

COMPARATIVE PROCEDURES FOR THE VALIDATION OF FOREIGN PILOTS LICENCES FOR PRIVATE DAY VFR FLYING / RECREATIONAL HOLIDAY FLYING

countries that don’t have such restrictions. In an environment where every job opportunity counts more than ever before, this SACAA Time required in country Airlaw Exam required Briefing required

action is particularly harmful to South Africa – and more – it is unnecessary! It is purely a procedural change and has no bearing on flight safety.”

Type of flight test required

Aviation tourism has grown dramatically

offer licence validations and more limited

Can the validation be issued prior to below requirements being met Initial application method

services to vacationing pilots and their

Validity

since Mandela was elected. Starting with one company in the early 1990s, there are now several full-time operators. Many flight schools around the country also

SOUTH AFRICA

USA (FAA)

CANADA

UNITED KINGDOM

EUROPE (EASA)

AUSTRALIA

Min. 9 days

1 day

1 day

1 day

Unknown

1 day

1

YES

NO

NO

NO

NO

NO

YES 2

NO

NO

NO

NO

NO

Initial PPL Test

Flight review

Flight review

Acclimatization flight

Acclimatization flight

Flight review

NO

YES

YES

No validation required 3

No validation required 4

YES

Hard copy

Email / Online

Email

Email

Email

Email / Online

up to 60 months

Unlimited / No expiry

up to 12 months

28 days

28 days

up to 12 months

Assuming no administrative delays - 2 days briefing and testing plus 7 days waiting for issuance of licence Briefing on airspaces and radio procedures as well as density altitude UK does not need a validation for private flights of max 28 days a year. A simple declaration of licence suffices. See amplified procedures below.

4 EASA does not need a validation for private flights of max 28 days a year.

1 2 3

www.saflyer.com | April 2019

71

NEWS

FIRST STEMME S12 SOARS INTO SOUTH AFRICAN SKIES Stemme builds the ultimate

Peter Bailey about to depart for Springs in his new Stemme S12.

motor gliders as they provide a comfortable side by side cockpit and fantastic glide performance, with a glide ratio of better than 50:1.

A

FTER many delays, including three months to get its first Certificate of

Airworthiness,

Springs based glider pilot Peter Bailey has

taken delivery of the first Stemme S12 high include a wider undercarriage track and

Peter How of Gariep based PJ Aviation

Peter is not new to the Stemme series,

a very useful increase in maximum all up

is the South African Stemme agent and he

having flown an S10-VT for several years,

weight to 900 kg. The wing comprises

says that there has been huge interest in the

appearing at many clubs and fly-ins in South

a fixed 11m centre section and an outer

latest product in the amazing Stemme motor

Africa.

section comprising two parts, which allows

glider range and the South African Stemme

The new S12 has a wing span of 25

the wings to be folded down to 11,4m for a

fleet has doubled in the past two years - plus

metres, two metres longer than the S10, and

T-hangar. It also enables the pilot to reduce

there are more on their way this year.

so the soaring performance is even better

the span to 21,7m for flying powered cross

than before. Other significant improvements

country or into narrow air strips.

j

SA Flyer 2018|10

performance motorised glider in Africa.

Cruise 149kt TAS at FL100 Powered range 950NM Glide angle 1:53

ST E MME -A F R IC A .CO M 07 1 6 57 4 424

72 April 2019 | www.saflyer.com

Contact: willoveravionics@gmail.com +27 74 120 5774

Contact: willoveravionics@gmail.com +27 74 120 5774

Perfect for the NTCA owner - NO aircraft

Displays via WiFi to your tablet and/or

required!

Charge, self powered!

wiring and internal structural modifications

smartphone (ios and android). No Battery to

Item

THE BOM

Price Including VAT

Item

Price Including VAT

BOM with ADSB-in

R35 500,00

Airman 8 - incl Case

R9 200,00

BOM without ADSB-in

R28 900,00

Airman 7

R5 160,00

TELEX HEADSETS

Willover Avionics is an authorised dealer

for LEVIL products which are backed by a 1 year warranty.

Price subject to stock availability and Rand Dollar exchange rate.

Airman 7 Case

R450,00

Airman 8 Replacement Ear Cups

R450,00

Airman 7 Luxury Replacement Ear Cups

R350,00

Airman 7 Standard Replacement Ear Cups

R140,00

Dual PJ Plug to Airbus XLR Adapter

R1 300,00

Company Registration 2017/355178/07 VAT No 4670281718

HANGAR SPACE AVAILABLE AT WONDERBOOM.

Break away to the sights and sounds of the bushveld, fly to Kunkuru Safri Lodge. Six well positioned thatched chalets with en-suite bathrooms and air-con sleeps 2/4 people.

Most plains species are found at Kunkuru Safaris and also includes Buffalo, Lion and Hippo.

061 947 2807

Fly-in packages start at R250.00 per person. Includes brunch and use of the lodge facilities. The lodge includes a pool and lounge areas with a cash bar. Game drives can also be arranged at an additional cost.

AIRSTRIP DETAILS

Gravel airstrip 20m wide with 15m shoulders on each side 1200m long threshold to threshold Approach 05/23 Windsock in centre of runway 25 20’53.50” S 27 41’44.20” E Elevation 1140m (3740ft) SA Flyer 2018|08

Please contact Donald for more info:

donald.gilroy@icloud.com Contact Andre on 072 733 4584 or e-mail andre@kunkurusafaris.com for bookings. www.kunkurusafaris.com

73 www.saflyer.com | April 2019

WORDS: PAUL LASTRUCCI

OBITUARY MIKE SPENCE 15 Feb 1930 - 25 Feb 2019

Mike Spence , the founder of the Experimental Aircraft Association (EAA) in South Africa passed away aged 89 on 25 February 2019. formed Chapter 322 Johannesburg. The EAA in South Africa played a pivotal role in sport and recreational aviation regulations. They instigated the Approved Person (AP) scheme which is still in existence today. Early homebuilt regulations remain essentially the same as were promulgated all those years ago with the assistance of Mike and various other EAA enthusiasts in the seventies and eighties.

Mike ran a business Republic Pneumatics in Edenvale Johannesburg for many years and became well known as Mr Walkie Talkie. Mike as always was very friendly and funny and brought his humour to everyday transactions, to the delight of the aviation fraternity in South Africa. Late in his life he wrote the Aircraft Maintenance Engineer exams on type certified aircraft and passed them first time. He continued to serve the aviation community at Ultimate Aircraft Services Krugersdorp for many years mentoring young apprentices into qualified technicians on various vintage, production and experimental aircraft.

Through Mikes mentoring, his son Anthony gained his AME and AP certificate. He is now flying Citation jets in the USA. Amongst the EAA and Flying Club members at Krugersdorp, Mike’s grand kids, Justin and Matthew, became known as Nosewheel and Tailwheel, Barely able to peep over the instrument panel, from an early age they flew with Mike and Anthony. In later years Nelson Muthivi, our resident fuel pump attendant at Krugersdorp used to write on their fuel slips, Nosewheel or Tailwheel which ever one came for gas in the many aircraft they later began to fly. The two following generations of Spence’s followed their passion thanks to Mike.

In the words of Paul McCartney; “You can judge a man’s true character by the way he treats his fellow animals.” This was evident

M

within minutes of meeting Mike. His love for all animals meant that a pack of dogs at his house at Buccleuch and his numerous airfield cats IKE was born in Rhodesia in February

in his hangar were all subjected to his kindness.

1930 and spent his lifetime pursuing the

Mike left a huge void in the aviation fraternity in South Africa.

love of his family, his many friends and

From when he did his pilots’ licence in 1953 at Kumarlo Airfield in

animals, and an insatiable passion for

Bulawayo and shortly thereafter the acquisition of his little Auster

aviation.

Arrow ZS-VMV in 1958, he flew almost all his life. He gave much

Mike Spence and his friends Bill Keil,

endured the hardships that life dishes out, and definitely dodged the

Woody Woods and Anton Maneschyn

perils of old age with his infectious sense of humour and ability to

brought the dream of the EAA to South Africa in 1969 when they

74 April 2019 | www.saflyer.com

j

inspire and to give to those less fortunate, the time of day.

2019

HELICOPTER

FEATURE

75

www.saflyer.com | April 2019

FLIGHT TEST REPORT: GEORGE TONKING IMAGES: MARK MANSFIELD

THE ROBINSON

R44

SOUTH AFRICA’S UNIQUE CRIME-FIGHTING R44.

76 April 2019 | www.saflyer.com

Dawn Patrol - The surveillance R44 in action crime-fighting over Johannesburg's suburbs.

77 www.saflyer.com | April 2019

Ready go - Bidvest Protea Coin's, ZS-RGP is based, mission ready, at The Ultimate Heliport in Waterfall Midrand.

Ever since it’s humble beginning the helicopter has inspired and intrigued many; young and old. It has however been

and to this day its record stands undefeated as a piston powered helicopter.

Cessna had done valiantly, but the Skyhook project became too expensive for a firm that had no proven track record in the rotor wing arena. Frank was taking notes and moved on to Kaman, then Bell and lastly Hughes Helicopters. With a string of successes in the engineering and design departments, he was well known for his

an expensive and exclusive contraption in which only a very small percentage of even the aviation fraternity could afford to fly.

W

exploits into anti-torque or tail rotor design. But as those around him worked their 9 to 5, he just couldn’t put his dream down.

Eventually, Frank quit Hughes to start building his own low cost helicopter – the two-seat Robinson R22. Built in Frank’s garage, it was a humble beginning. The first flight was in 1975 in Frank’s hands.

Surprisingly for many, it lifted off and all worked as expected. FAA certification followed in 1979 in the capable hands of Joseph John

ITH many moving parts requiring complex, compact

engineering,

the

helicopter’s

development was always going to be costly, let alone the unit production costs and maintenance.

These were issues close to Frank Robinson’s heart when he

had joined Cessna in the early 1950s as a young flight test engineer on Cessna’s Skyhook helicopter project. He was putting his nose in wherever he could to glean technological wizardry. Frank had a dream of building a light piston powered helicopter that would bring hovering within reach of the average American.

Frank Robinson befriended Charles Seibel, who had stayed on at Cessna after the purchase of the Seibel Helicopter Company.

Helicopters were new to Cessna, but not to Siebel. Turns out that the resultant Cessna CH1 Skyhook lived up to its promises, claiming the FAI Helicopter World Altitude Record in 1957 of 29,777 feet. At the time, it overtook the Sud Est Alouette II as the highest flying chopper,

78 April 2019 | www.saflyer.com

“Tym” Tymczyszyn, a veteran test pilot who, two decades earlier, had been part of the certification team of the Boeing 707.

In 1990 the natural progression from the R22 followed: the R44, which is basically a larger R22 with two extra seats and a larger Lycoming O-540 engine. ‘Built light to fly right’, we always say. The design brief was exactly the same as for the R22; keep it efficient and cost effective. The materials and construction are largely conventional steel skinned and welded chromoly space frame with bonded aluminium honeycomb main rotor blades. Nothing new, just old school, slide rule computed fabrication.

Robinson revolutionised the light helicopter industry by standardizing the main component time to overhaul and life span to 2,000 flight hours or 12 years, whichever comes first. With many millions of fleet hours covered without failure, this figure was increased to 2200 flight hours or 12 years in 2012 with the endorsement of engine manufacturer Lycoming. This business philosophy means more predictable maintenance schedules for the owner and it has proven to be the cheapest way to operate and maintain a new helicopter. It is

around 60% less costly than its competitors.

design allows for the Dural skin to be the only

advancing tail rotor blade to push up into

To date Robinson has produced over 12,000

structure managing the tail loads, so it is light

the main rotor’s down-wash, increasing its

helicopters, making it the biggest producer of

and strong. It’s one of the few components

effectiveness. – Clever stuff.

helicopters in history as well as the biggest

that last 4400 hours before overhaul.

single aircraft producer of the 21st century.

Who would have thought? Actually, I think Frank did.

Some will ask why all piston Robinsons are not turbo or super charged?

After an engine oil level check on the

Going past the skinned tail feathers, you

port side, the prefight is complete, ready for

make your way to the tail rotor assembly.

start. Seat belts on, controls checked full and

Interestingly, the aluminium teetering tail

free. Master on, key onto both, fuel cutoff

rotor spins in the opposite direction to the

to full rich and a further turn clockwise for a

R22’s. The reason being that this allows the

short prime. Everything is close at hand. The

At the heart of the design philosophy of the R22 and R44 is efficiency for performance, and the longevity of engine life for safety. The power plant chosen for the R44 Raven II

The FLIR operator's console. ZS-RGP is restricted to just a pilot and operator.

was the trusted, naturally aspirated de-rated 300 hp Lycoming 540 unit popular in many fixed wing aircraft. This engine is able to produce around 400 hp in a turbocharged fixed wing application, but at the cost of fuel consumption and lifespan.

Robinson de-rates the engine from its static 295 horse power to 205 hp for continuous use and a five minute 245 hp take off limit. This is accomplished by the pilot referencing a manifold pressure limit table accessible above his seat area. By limiting the engine according to the manifold pressure for a given density altitude, the engine output, or torque, can be restricted by the pilot’s collective control. The limitation being factored against density altitude increases the helicopter’s high altitude performance. If flown within these operational limits, it allows for some power margin in reserve, which is a big help for hot and high Highveld conditions.

FLYING THE ROBINSON R44 There really is no trickery to flying the Robinson R44. It is an honest simple ship.

The walk around pre-flight is easily performed, from the pilot station on the right, clockwise around the aircraft.

First stop is the rotor head inspection.

The first thing you notice is that you need to use a combination of the rear seat and horizontal fire wall under the Aux fuel tank to climb your way up the tall rotor mast. A great design; the spinning blades are very far away from bystanders and passengers.

The next inspection is the main gearbox

Unique to South Africa - the FLIR turret is mounted on the left side of the R44 and not beneath its nose.

driveshaft flex couplings and drive belts as you work your way to the tail. Its monocoque

79 www.saflyer.com | April 2019

FLIGHT TEST

priming is done by the auxiliary electric fuel pump. Good to know as Robinson added a second fuel pump to back up the engine’s mechanical diaphragm type fuel pump on the fuel injected Raven II. The electric fuel pump self-test happens automatically when the clutch switch is engaged on the ground. If the engine dies then you know that the mechanical fuel pump is likely at fault.

Fuel mixture is returned to full lean and the engine cranked via the starter button on the end of the collective. Once the engine fires then mixture set to full rich.

Run up is done at 70% engine RPM with a Mag check, followed by the RPM horn check at 97% and lastly throttle chop to check the sprag clutch operation. The performance tables above the pilot’s seat are then referenced to establish takeoff and continuous power settings in accordance with the all-important manifold pressure gauge.

Prominent in the centre console is the FM Tactical communication system.

80 April 2019 | www.saflyer.com

The FLIR system requires a skilled operator.

The Bidvest Protea Coin surveillance heli patrolling past the Sandton skyline.

Engine oil and cylinder head temperature

businessmen relying on the convenience of

Aerocomputers NVG capable screen with

are noted in the green arc. Hatches closed

vertical lift. The useful payload of the R44 is

multiple inputs for picture-in-picture style

and we’re ready for take-off.

compromised by a centre of gravity forward

mapping. Targeting is taken care of with an

The R44 uses an electronic servo engine

limit: typically two average adults (80 kg

invisible laser target designator on the ball

governor to maintain constant main rotor

each) in the front seats and two smaller

that runs on the same plane as the imager,

RPM, limiting the normal pilot work load

people in the rear seats. Fuel quantity can

allowing the operator to light the target for

by controlling the throttle twist grip during

be limited to compensate for cabin loading

night vision goggle operators covertly.

normal flight. The governor actuates after 80

weights, with baggage space limited to the

% engine RPM and can be deactivated via a

four under-seat box areas.

A full communications suite, including a NAT TAC COM control head, allows the

switch on the end of the collective lever.

crew to communicate through VHF, UHF

All ground manoeuvres are done in a

and GSM encrypted radios to keep all

ROBINSON R44 ZS-RGP

five foot hover. Once transitioning into wind,

Bidvest Protea Coin acquired ZS-RGP

operators in the loop. Downlinking of the

rotation speed is 40 knots. Nose position is

virtually new from a private owner in the UK in

imager is done through a microwave downlink

then adjusted for a 60 knot climb attitude,

2010. It is a standard R44 Raven II which we

system providing imaging to vehicles and

all typical helicopter numbers. Due to the

equipped as a Telstar platform with a number

VR goggles equipped ground teams. This is

great power to weight ratio, the R44 has

of modifications to use it in the security

complemented by a 3G low-latency feed to

an impressive 1000-fpm-plus climb in most

environment.

keep our Headquarters War Room up to date

conditions.

The

R44

The aircraft is equipped with a FLIR behaves

predictably

on field operations.

in

Systems U8500 XRT forward-looking infrared

The aircraft is limited to pilot and FLIR

autorotative decent. Normal speed is 65-70

sensor ball. This is a Nitrogen cooled type

operator in the Restricted Category due

kts with the high inertia type rotors storing

sensor that runs at -197 degrees Celsius,

to the modifications. The entire process of

plenty of energy to absorb engine-off landings

which actively presents the operator with

modification approval took five years, making

with relative ease. Descent speed is at 60

an environment picture with contrasts of

this the only R44 with a side mounted FLIR

knots following the typical height velocity

temperature variation. The system uses a

Systems U8500 in the world.

vertical corridor to ensure a safe outcome if

6-mode tracker on the isolated gyro stabilised

ZS-RGP is based, mission ready, at The

the donkey dies.

ball, reducing the operator work load and thus

Ultimate Heliport in Waterfall Midrand. Due

enabling him to concentrate on other mission

to the system complexity only a handful of

requirements.

specially trained pilots operate the aircraft.

Performance wise, the R44 will skip along happily at over 100 kts with a 2.8 hour fuel endurance making it a popular choice for

Imaging

is

monitored

on

an

A fuel bowser and motor home support the

81 www.saflyer.com | April 2019

TECHNICAL SPECIFICATIONS

ROBINSON

R44

RAVEN II

helicopter, allowing it to be dispatched within hours to any environment where it may be needed.

CONCLUSION

SPECIFICATION: CREW: 1 pilot plus 3 pax PAYLOAD: 748 lb (340 kg) LENGTH: 38 ft 3 in (11.65 m) ROTOR DIAMETER: 33 ft (10.1 m) HEIGHT: 10 ft 9 in (3.3 m) EMPTY: 1450 lb (658 kg) LOADED WEIGHT: 2500 lb (1134 kg) FUEL CAPACITY: 175 litres usable POWERPLANT: 1 Lycoming IO-540-AE1A5 fuel injected, 295 bhp.

PERFORMANCE MAXIMUM SPEED: 130 knots (240 km/h) CRUISE SPEED: 110 knots (200 km/h) RANGE: 300 nautical miles (560 km) FUEL CONSUMPTION: 15 US gallons (57 litres) per hour SERVICE CEILING: 14,000 ft (4,300 m)

82 April 2019 | www.saflyer.com

Frank Robinson was right. He doggedly followed his dream while acquiring all the tools he needed along the way. There remains no easy way to success, but he pushed the hard yards to produce an oxymoron; a cheap helicopter, yet one that performs well.

Thankfully

he

never

compromised

on safety. Robinson have a well-earned reputation of changing designs and training to meet the demands of regulators around the world, making Robinson Helicopters leaders for pilots and owners safety.

If

the

mainstream

light

helicopter

manufacturers had listened to Frank and empowered his ideas, they wouldn’t be batting against him now.

I owe my career to the humble R44. Its qualities have allowed me to fly more hours at a lower cost and to come home safely after every sortie.

j

World’s Leading Producer of Civil Helicopters

COMPANY PROFILES

WORLD’S FIRST BELL 222 SIMULATOR LANDS AT HENLEY AIR

H

ENLEY Air based at Rand airport, Germiston has become Africa’s first aviation training organisation to operate a Bell 222 FNPT II flight simulator.

After two years of planning and preparation, Henley Air now offers a fully functional Bell 222 SACAA approved FNPT II helicopter simulator

approved for both the Bell 222B (retractable undercarriage version) and the Bell 222UT (utility version; has skids), for advanced twinengine helicopter training, CPL, ATP, IF, and multi-crew co-operation (MCC) training and recurrence training.

According to Dr. Andre Coetzee, CEO Henley Air, the Bell 222 simulator was the perfect investment as Henley Air is one of the largest operators of Bell 222 helicopters in the world. “We are now in a position to train our flight crews more cost effectively and are now

B222 Simulator.

in a position to offer third-party training on our simulator”, commented Dr. Coetzee.

Henley Air operates 10 Bell 222’s of which two are permanently

(MCC), Night Vision Imaging Systems (NVIS), single/multi-

configured to fly for the Netcare emergency medical services (EMS) and are on standby 24 hours a day. The Bell 222, a twin-engine helicopter allows for night operations and night operations are further enhanced with the crew wearing Night Vision Goggles (NVG), one of only two such operators in South Africa.

Henley Air has established itself over the last 23 years as one of

engine type ratings. · Two in-house Designated Flight Examiners (DFE) able to perform all license skills tests and revalidations · Human Factors Training: Cockpit Resource Management (CRM) & Dangerous Goods (DG), Human Factors, Integrated safety, Quality Assurance Auditor, Safety Management Systems Courses

Africa’s leading helicopter charter and flight training companies in the

•

Multi-engine helicopter simulator (FNPT II)

aviation industry.

•

Helicopter Emergency Medical Services (HEMS)

•

Fire Fighting Services

What started out in 1995 as a dream has today grown into a major operation at Rand Airport, Johannesburg. The early years saw Henley AIr using one Bell JetRanger, today it provides their clients with a variety of single and multi-engine aircraft to meet their diverse requirements.

The majority of its fleet is owned and operated from their three hangars covering 7323 m2.

Some of the many aviation services provided are: •

Helicopter charter services: tailored to suit any budget & requirement

•

Airport transfers

•

Scenic flights

•

Photographic flights

•

Helicopter “flipping” for events

•

Helicopter Flight Training: Private Pilot’s License (PPL) Night Rating, Instrument Rating (IR) Commercial Pilots License (CPL), Sling & Winch Rating, Multi-crew Co-operation

84 April 2019 | www.saflyer.com

B222 Cockpit.

j

Composite Tail Rotor Blades NEW TO MARKET for BELL 206 JetRanger • LongRanger STC imminent • • • • •

5,000 hour time life, twice the life of standard OEM blades 30% lower hourly operating costs Corrosion resistant and impervious to saltwater Replaceable bushings and abrasion strips FAA and CASA STC approved

Significant noise reduction, 68% reduction over OEM blades.

Heli-Tractor are the Africa awarded agents.

Price – $14500 (per set)

Cloudburst a modern and reliable approach to aerial fire suppression.

The 21st century features of the Cloudburst Fire bucket provide rapid dip filling, fast valve operation, foam bladders attachable to the wall of the bucket to keep chemical clear of your aircraft and global 24/7 spares and after sales support making the Cloudburst Fire bucket a wise investment.

TECHNICAL SPECIFICATIONS: • Single or multi drop availability • 24V or inline air compressor options available • 200lt – 10 000lt capacities available

F O R MO RE I N F ORM A TI ON CON TA C T U S : Heli-Tractor South Africa P: +27 826 526 705 E: helitractor@vodamail.co.za | W: helitractor.co.za

SA Flyer 2019|04

Go to our website to see our full line of products and fire bucket comparison tests.

FLIGHT SAFETY THROUGH MAINTENANCE Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com

AMO No: 227

Aiden O’Mahony has recently joined the AEP team and has a tremendous following in the industry.

SA Flyer 2017|03

He has 40 years aviation experience, of which 36 are on propellers. Highly experienced on Hartzell & McCauley props fitted to all engine types.

86 April 2019 | www.saflyer.com

éOverhaul / Shockload / Repair of Continental and Lycoming Aircraft engines ; éOverhaul Engine; éComponents; éOverhaul and supply of Hartzell / McCauley and Fix pitch Propellers

SEAMLESS INTEGRATED SEAMLESS AIRCRAFT INTEGRATED SALES AIRCRAFT SOLUTIONS SALES SOLUTIONS

STARLITE AERO SALES Office: (031)AERO 571 6600 STARLITE SALES Mobile: (083) 324 8530

Office: (031) 571 6600 E-mail: klaraf@starliteaviation.com Mobile: (083) 324 8530 E-mail: klaraf@starliteaviation.com

www.starliteaviation.com

www.starliteaviation.com

SA Flyer 2019|04

WE ARE THE OFFICIAL ROBINSON HELICOPTER AGENTS IN NAMIBIA. WE SELL NEW AND PRE-OWNED HELICOPTERS AND AEROPLANES. WE OFFER A ONE-ON-ONE CONSULTING SERVICE IN ADVISING THE BEST AIRCRAFT FOR YOUR NEEDS. WE ANALYSE YOUR REQUIREMENTS AND SEEK A SOLUTION. WE ARE AFFILIATED WITH SEVERAL WELL-ESTABLISHED DEALERSHIPS WORLDWIDE. WE PROMISE TO FIND YOU THE PERFECT AIRCRAFT EVERY TIME!

International Dealer & Service provider for Robinson Helicopters in Namibia Contact person: Adri McDonald +264 812 166 910 OR Alex McDonald +264 811 286 821 Website: www.namagri.com

SA Flyer 2019|04

REAL VALUE – PRICE REDUCED FURTHER!!

1996 ROBINSON R44 ASTRO EXCELLENT VALUE FOR MONEY!

Equipment: 9 Hole Panel; Dual Controls; 1 X King KY197A VHF transmitter; 1 X King Transponder 1 X Garmin 150 GPS; Total Airframe Time: 2920.3

Price: R 2 300 000 + VAT

CONTACT: CORNE BURGER: 072 737 2209 | WILLIE JOUBERT: 082 560 2920 CORNE.BURGER1980@GMAIL.COM

88 April 2019 | www.saflyer.com

Titan Helicopter Group Titan Helicopters Court Offshore Indwe Aviation Costa Do Sol Taxi Aereo Helitrans Helicopters Rotorwing Malaysia

FROM UP HERE YOU’LL SEE THE WORLD DIFFERENTLY SERVICES OFFERED: › Oil and Gas Industry Support › Disaster Relief (WFP + MSF) › Salvage Operations › Executive Charter › Election Support › Humanitarian Aid › Fire Fighting › Ship to Shore Services › Emergency Medical Services › Maintenance (AMO 0049)

› AW139’s › S76 Series › S61-N

› Mi8 › Embraer 145 › Convair

OPERATIONAL HEADQUARTERS George, Western Cape | +27 44 878 0453 | info@thghelicopters.com OTHER OPERATIONAL BASES George Airport: +27 44 876 9037/39 | Oranjemund: +264 6323 7770

90 April 2019 | www.saflyer.com

Cape Town International: +27 21 936 4400 | Brazil: +55 21 3554-3190 Malaysia: +60 19 858 5439 | Nigeria: +234 909 392 8722 www.titanhelicopters.com

SA Flyer 2019|04

WORLDWIDE OPERATIONS OF:

91 www.saflyer.com | April 2019

COMPANY PROFILES

parts sales, as well as an accessory repair and

DALLAS AIRMOTIVE

•

Handheld

and

bench

meters

Dallas Airmotive and H+S Aviation deliver

overhaul company, International Governor

(analogue and digital) up to 6 ½

OEM-authorised turbine engine maintenance,

Services (IGS). For more information, please

digits

repair and overhaul services and support

visit DallasAirmotive.com, HSaviation.co.uk,

to the aviation industry backed by more

InternationalTurbineService.com,

than 80 years of experience. The companies

B arrettTurbineEngine.com

have established a Global Engine Services

InternationalGovernor.com.

•

Thermocouple

and

RTD

Thermometers (simulation) or

•

Process Calibrators (mA and Volt source and measure)

(GES) network that provides comprehensive

•

Data Loggers

services for engines powering 80% of the

•

Strip and Chart Recorders

world’s business and general aviation (B&GA)

M AND N ACOUSTIC SERVICES (PTY)

•

Watt Meters

aircraft and 55% of rotorcraft fleets. For

LTD

•

Current Clamps and Clamp Meters

helicopter operators, GES supports various

M and N Acoustic Services (Pty) Ltd

•

Panel Meters

levels of engine MRO for the following: Pratt

performs SANAS accredited calibrations on

•

High Pots - Insulation Testers

& Whitney Canada PT6B, PT6T, PW200

acoustic, human vibration, vibration and DC/

•

Power Supplies

and PW210 engines, Rolls-Royce M250 and

LF measuring equipment.

•

Graphical multimeters

•

Calibrates a wide variety of electrical

RR300 engines, and General Electric (GE)

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

CT7 and T700 engines.

The GES network includes engine

competence of calibration laboratories and

MRO centers in Dallas, TX and Portsmouth,

also according to the requirements of the

UK, as well as 10 regional turbine centres

South African National Accreditation System

around the world. Additionally, the F1RST

(SANAS).

SUPPORT field service organisation provides

They

do

accredited

calibration

on

acoustic and vibration measuring equipment

repair and inspection services. The Global

and/or transducers, and certificates with

Engine Services network also includes two

usable results for the end user (user specified

companies, International Turbine Service

points).

SA Flyer 2019|04

(BTEC), that specialise in turbine engine and

Resistance calibrator (decade box), capacitance meters. Loop Testers, Earth resistance Testers

Contact M and N Acoustic Services on:

rapid response and high capability on-site

(ITS) and Barrett Turbine Engine Company

test equipment •

Tel: 012-689-2007/8 Email: admin@mnacoustics.co.za

Our electrical calibration capabilities include but are not limited to:

usticLtd o c A M & Nices (Pty) Serv SANAS Ac credited 1302 & 1 Laboratory 48 We perform SANAS certifications on all your: Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

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

92 April 2019 | www.saflyer.com

Heli-Afrique

in We specialise

gene

hment.

terior refurbis

rior and ex s, repairs, inte

, modification

ce, upgrades

maintenan ral helicopter

S IN E S S.

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

SA Flyer 2018|11

HEL

0 YEARS E

H AV E 4 E W – E U IQ I AFR

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

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

COMPANY PROFILES

SKY-TECH Sky-Tech ground equipment has more than 30 years’ experience in design, and manufactures ground handling wheels, helicopter

Starlite Aero Sales Klara Fouché : +27 83 324 8530 klaraf@starliteaviation.com

dollies, tow bars and towing tugs for all types of helicopters.

We specially design the wheels to be rugged for Africa.

Starlite Maintenance

We convert hydraulically operated wheels to mechanically

Emmanuel Mhungu: +27 82 402 7117

operated wheels on the Eurocopter and Bell helicopter range.

emmanuelm@starliteaviation.com

We also represent Aces Balancing Equipment from Knoxville Tennessee USA. With the equipment Shy-Tech does propeller balance, helicopter track and balance, and engine vibration. It is the approved equipment

Starlite Aviation Training Academy Klara Fouché : +27 83 324 8530 klaraf@starliteaviation.com

for: CFE Company, General Electric, Honeywell, McCauley Propellers, Pratt & Whitney Canada, Robinson Helicopter Company, Rolls-Royce,

Student Enquiries

Allison, Williams International and Turbomeca.

Claire Bang +27 63 253 1900

We provide on the job training and consulting on the equipment

train@starliteaviation.com

and on all balancing.

The equipment is designed to be rugged and user friendly for

Starlite Charters

aircraft maintenance engineers, giving fast solutions, saving time and

Jen de Lange +27 82 977 1847

flying costs.

charters@starliteaviation.com

For more information, contact Sky-Tech on: Tel: 082 720 5210 Email: sky-tech@telkomsa.net

STARLITE AVIATION GROUP STARLITE AVIATION GROUP is a multi-faceted aviation company, offering a range of helicopter and fixed-wing services on a worldwide basis; delivered to the highest quality and safety standards without exception or compromise. With mission-ready aircraft configured for multi-task operations on 24/7 standby, a successful sales and charter division, and a world-renowned pilot training academy, all supported by a world class maintenance organisation, makes Starlite a fully integrated supplier for all your aviation requirements.

Starlite Aviation Operations - experts at ensuring rapid deployment to remote areas across the globe. Services include: medevac, emergency rescue and relief work, oil and gas, mining support, firefighting, passenger and cargo transportation, surveillance, pipe and powerline inspection and antipoaching Starlite Aviation Training Academy boasts an impressive fleet of helicopter and fixed-wing aircraft, FNPT II simulators and a dedicated core of highly experienced instructors.

Starlite Aero Sales offers a wide range of new and pre-owned aircraft, approved dealers for Robinson, Guimbal Helicopters, MD Helicopters, The Airplane Factory, Elite Simulator and David Clark.

as well as bring an authorised Robinson and Guimbal service centre for third party maintenance.

For more information: www.starliteaviation.com Contacts: Starlite Aviation Operations Fiona McCarthy: +27 82 552 3813 fionam@starliteaviation.com

94 April 2019 | www.saflyer.com

Ground Handling Wheels Contact : Heinz Tel : +27 (0) 11 973 4443 Cell: 082 720 5210 Email: sky-tech@telkomsa.net www.sky-tech,za.com

SA Flyer 2015|05

Starlite Maintenance has a team of highly experienced engineers that maintain our entire fleet of aircraft to SACAA/EASA/FAA standards

95 www.saflyer.com | April 2019

Following a management buyout in August 2001, Placo Engine Division became known as APCO Engine Division. Spear headed by Tony Rodrigues and Henk Joubert this engine shop has spread its wings.

APCO has full in-house capacity to do all the required work on Lycoming and Continental engines.

APCO has an NDT facility, machine shop, component division, hose shop, Aluminium welding and Cadmium plating capability, engine division and engine bench testing facilities.

On request, various mods or STCs can be carried out. NTC engine balancing and porting and corrosion protective applications are available, ranging from polyurethane base paints to the more durable external ceramic coatings. APCO is also an Engine and Component Certified Centre as well as an approved MT Governor Service Station.

All personnel are qualified and have had the appropriate training either locally, or at the factory.

APCO prides itself in giving the best customer service, workmanship and value as far as reciprocating engines are concerned. This with their turn key service and written warranties makes them an obvious first choice when engine overhauls, repairs, mods etc are to be carried out.

96

Contact APCO on Tel: +27 12 543 0775 / 543 0181, or Email: April 2019 | www.saflyer.com

tonyrodrigues@mweb.co.za / henkjoubert@mweb.co.za

DART AERONAUTICAL

® ®

Pieter Viljoen +27 83 652 4421 pieterviljoen@mweb.co.za Jaco Kelly +27 84 498 4916 jacokelly@mweb.co.za

GFC 500

New Garmin Autopilot Options

D2 Delta Series

SA Flyer 2019|04

GFC 600

CE AN S N I F N TIO OP LE B ILA AVA QUIRE EN W! NO

CENTURY AVIONICS - EXCELLENCE IN AVIONICS SA FLYER EXTENDS AN APOLOGY TO CENTURY AVIONICS, LAST MONTH A FEW GREMLINS CREPT INTO OUR SYSTEM AND WE PLACED AN OUTDATED COMPANY PROFILE ON CENTURY AVIONICS.

We offer a wide range of general aviation avionic solutions, including cockpit upgrades. We excel in Avionics Sales/Marketing, Installations, Repairs/Maintenance, Support and Certification, making us a one-stop avionic shop. We are also an in- and out of warranty service centre for Bose, David Clark and Lightspeed headsets.

We are approved dealers for a host of avionics manufacturers (Garmin, Honeywell, Avidyne, McMurdo ELT, Genesys Aerosystems and many others) and constantly aim to offer our valued customers

CENTURY AVIONICS is celebrating 41 years in business this

the widest range of products and capabilities. Longstanding customers

year and is located at Lanseria International Airport. We specialise in

attest to our professional commitment, and fast and friendly service.

general aviation avionics for fixed- and rotary-wing aircraft together with handheld units and headsets.

Our AMO and Design Organisation is approved in South Africa, Botswana, Kenya, Namibia, Malawi and Zimbabwe. Century NAVCOM,

Century Avionics will be exhibiting at several events this year

our Design Organisation, along with our qualified and experienced

including Nampo, Aero SA, Presidents Trophy Air Race and the regular

Certification Department, will assist with Avionics STC Application/

airshows. We are excited to announce that Nampo for the first time

Development and/or Modification Approvals.

will have a Pilot Refreshment Area on the Nampo Airfield for all pilots

Please contact us for all your avionic requirements.

and their clients flying with them sponsored by Century Avionics, Bose

Tel: +27 11 701 3244 | E-mail: sales@centuryavionics.co.za |

and Garmin.

Website: www.centuryavionics.co.za

Building on the success of Dart Aeronautical and M&D Aircraft Electrical, Dart Aircraft Electrical opened its doors in January 2015.

Dart Aircraft Electrical (DAE) took over from M&D and has acquired all M&Ds test and bench equipment, thereby maintaining M&Ds capabilities.

DAE has also retained the services of M&Ds Matthew Joubert, and is therefore well-equipped to cater to all aircraft electrical requirements.

Matthew has over 17 years’ experience and brings a high degree of professionalism to the aircraft electrics trade. He specialises in fuel pumps, magnetos, alternators and starters.

Sharing the premises with Dart Aeronautical, DAE is located on the ground floor of Aeronautical House at Rand Airport.

DAE is able to sell, overhaul, service and repair the following: •

Starters

•

Alternators

•

Fuel Pumps

•

Magnetos

•

Strobe Boxes

•

Aircraft electrical wiring installation and repairs

•

Electronic components

98 April 2019 | www.saflyer.com

Edition 126 APRIL 2019

AFRICAN AIRLINE CEOs ROUND TABLE AKBAR AL BAKER ON AFRICAN AIRLINES

AMMO CAPABILITY DEMO

SAAF BUDGET LIMITATIONS BOTSWANA SUICIDE PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 |www.saflyer.com Nigerian Naira| NGN600.00 April 2019

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Who would have thought

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9 Bush Pilot - Hugh Pryor 11 Face to Face: Akbar Al Baker 15 2019 Ammunition Capability Demo 21 Briefing: The African Airline Industry 25 Aviation Africa Summit 27 Defence - Disaster Response 29 GIB Events Calender 34 Pilot Attacks Flying Club 35 The Ultimate Namibian Fly-In 37 Federal Airlines Charter Directory 38 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subscriptions 45 Airline Ops - Mike Gough

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investigation by the FBI over the design and certification of the 737 MAX?

T

HE Seattle Times reports that the FBI will lead a criminal investigation into the certification of the Boeing 737 MAX in the wake of the crashes of Ethiopian Airlines Flight 302 and Lion Air Flight 610. This follows the US Department of Transportation announcing an embarrassing audit into the processes that went into the certification of the Boeing 737 MAX. This has profound implications for African aviation. Up till now, Boeing as one of the two big original equipment manufacturers (OEMs), was seen to be tantamount to God in its infallibility.

African regulators have tended to slavishly follow the requests of the big OEMs to the extent that they have often gone overboard and mandated items that were nothing more than manufacturers’ recommendations. Now Boeing is seen to be fallible – as evidenced by the Ethiopian authorities’ refusal to allow the Americans to analyse the ‘black box’ data from the EK302 crash.

It is also significant to note that the two big OEMs pride themselves on the level of support they provide to often-struggling African airlines. The OEMs are able to provide a broad range of services to African carriers – from centralised ACARS message downloading and processing, to assistance

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with tricky administration functions, such as flight crew rostering.

What it would now seem needs more attention, at least from Boeing, is pilot training. It is significant that American carriers, and in South Africa, Comair, believe that there is nothing wrong with the Boeing 737 MAX series that cannot be overcome by basic pilot training.

Southwest Airlines has accumulated 88,000 hours in 41,000 flights in its MAX fleet. CEO Gary Kelly said the airline’s internal data reviews revealed no problem that could compromise safety. Like South Africa’s Comair, Southwest initially decided to continue to fly the MAX, even though it now agrees the grounding.

Boeing’s own training pilots and Comair MAX pilots I have spoken to believe that any properly trained pilot should easily be able to handle a trim runaway associated with the MCAS system. They point out that the pilot can neutralise an MCAS trim runaway by using the control wheel trim buttons. This will override the MCAS trim for 4.75 seconds – more than enough time for the captain to take charge and switch the Stabiliser Trim off.

But in the meanwhile, Boeing finds itself pilloried on social media platforms.

The public no longer trusts it to build safe airliners. Sorting out what I have called ‘the devil in the system’ of the MCAS is a small problem for Boeing compared to the task of fixing the damage to its reputation. And the bill from the MAX operators for grounded aircraft is going to hurt.

Guy Leitch

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Airline Ops

Mike Gough

PILOT ERROR To the average aircrew member, the term ‘pilot error’ defines the individual using it as an aviation illiterate. Generally, these days it is the lesser informed who still choose this expression to neatly apportion causality and blame to someone who has a good chance of not being able to defend him or herself, as they are no longer around.

C

OCKPIT voice recorders (CVR) and flight data recorders (FDR) are mandated for this very reason, and this information is meant to be used with impartiality and technical astuteness to determine the sequence of events that lead to the accident.

Therein lies the rub: The Sequence Of Events.

But wait, there’s more. Unsurprisingly, an airliner is not operated in a vacuum of isolation from its environment, which extends way beyond the actual surroundings of the aircraft at the time. Every aspect of aviation is controlled or governed in one way or another, from the most minor, seemingly insignificant item, right through to the aircraft themselves and the corporate culture that operates them.

As we are all aware, a second Boeing 737 Max 8 aircraft crashed in Ethiopia.

We are all still awaiting the release of final reports and CVR transcript data from the first Lion Air accident, and therefore we have little to go on, and thus speculation is running rife.

It is reasonable to draw parallels between the accidents, and as the first preliminary data started trickling through,

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the entire fleet of Maxs were grounded.

Where there is smoke…there are mirrors.

The Airbus 320/330/340 series of aircraft have an almost identical issue of uncommanded nose down elevator (as opposed to the entire stabiliser, in the Max cases), which is a manifestation of the stall protections going rogue, as a result of a temporarily frozen Alpha vane.

This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots.

Our only chance of rescuing the situation is to immediately disable the protections by forcing the aircraft into Alternate Law (which is a set of flight control laws that have very limited protections built in).

This is done by reaching up to the overhead panel, above the Captain’s head, and pushing two switches which knock out two of the three Air Data Reference systems simultaneously. Left with only one ADR source, the flight control logic decides it cannot compare a single source of data with anything and degrades the control law, disengaging any autopilot and lumping the problem on the pilots’ laps.

At least now the side stick has full authority again, and we can pitch the nose up to where it should be.

The Max problem appears to stem from an aircraft design that has reached its Maximum (see what I did there..?) practical design limit. The short little legs the 737 inherited from its original 737-100 have been optimised as far as possible, to the extent of adding eight inches to the nose leg.

Those fancy Leap 1B engines simply could not fit under the wing, so they moved forward and upward of the leading edge.

The nose-up pitch associated with an increase in thrust is now further exacerbated by the aerodynamic lift from the underside of the new, large cowlings.

In certain phases of manual flight, the stick forces required from the crew were out of certification limits, so Boeing added an auto-nose down component that was meant to work quietly in the background.

MCAS, (Manoeuvring Characteristics Augmentation System), as it is named, has now become public enemy Number 1.

The only indication of this system in operation is the very-visible movement of the two large manual trim wheels in the flight deck. There is no form of auto-trim in the 737, so any movement of these wheels that is not originated by the crew is a sign of the ghostly, unseen MCAS awakening.

As we have our method in the Airbus for fixing an unintended control input, so

The key components of the Boeing 737 MAX trim controls.

does the MAX. Very similar to the original 737-100, there are two trim cut-out switches on the pedestal near the thrust levers, which if the condition is correctly diagnosed, will instantly disable the MCAS. As the intention is (obviously) that this system will help the crew, seeing the trim wheel movement while manually flying may well become familiar, so when excessive nose-down is encountered, it may be initially confusing until that massive control surface, the horizontal stabiliser, has been positioned such that it has over-powered the much smaller elevators.

Hitting the cut-out switches at that point means that while plummeting, the stabiliser has to be re-positioned manually by the crew cranking that trim wheel to nose-up.

Pretty lousy situation to be in‌ Had they used the cut-out switches immediately, and as per their training, the latest Max accident could have been averted.

Surely this must be pilot error?

Allow me to illustrate a few aspects that all get together and conspire against the safe conduct of each and every flight.

A week ago, I was called by our crew movement centre to please assist with an upcoming flight. No big deal. Due to the shortage of crew at my current employer, I was asked to operate this particular series

of flights from the right-hand seat (RHS), instead of the left seat Captain position.

As a Training Captain on the A320, I am right seat qualified to operate when training new Captains onto type. The company is not meant to take advantage of this dual qualification, but on further verification, crew movement had literally run out of available co-pilots.

I had done my annual RHS recurrency in the simulator in November, but had not operated there for a year. This introduced an element of unfamiliarity, but, again, no big deal. This was a latent threat (not immediately obvious) introduced through organisational error.

We were to fly to Harare and back, and then to Durban for a night stop.

However, our aircraft had gone technical, and we had to wait for another aircraft that was inbound. Our original aircraft was not immediately available due to lack of spares. Organisational error.

Harare just so happened to have the remnants of Cyclone Idai moving in from Mozambique, and the weather was steadily worsening, and our delay was not helping.

Environmental overt threat compounded by organisational error.

When we were preparing the aircraft for departure, we had to check the status

of the Operational Engineering Bulletins, which confirmed we had to contend with the Abnormal V Alpha Prot OEB, which is the problem mentioned previously of the aircraft deciding to head for the ground.

Aircraft system design threat.

Our destination weather was marginal, and our Notice To Airmen (NOTAMs) showed the ILS was awaiting calibration, which meant we could not legally use it, and had to plan for the less accurate VOR approach to Runway 05. There was no money to pay for the calibration, so the threat to airline operations was passed firmly to the pilots. Infrastructure overt threat, as a result of serious political instability.

Two fully qualified Captains in the same cockpit has historically proven problematic in terms of CRM. I put on my best pair of First Officer pants and got on with the task at hand. Organisational latent threat.

All went well, and as I had been nominated Pilot Flying, I set up and briefed on the approach. Our Standard Operating Procedure called for me to fly the approach, and the Captain to take over for the landing when the runway was in sight. As our vertical guidance was purely barometrically guided (no glideslope), the pressure changes on the final descent into the cyclone made for some interesting vertical corrections by

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Airline Ops

the autopilot on final approach. Below 1000’ above ground level, I had to disconnect the autopilot and fly manually, while still solidly in the clag, to prevent the approach becoming unstable. Environmental threat.

This kept our parameters within tolerances, and exactly as the Airbus announced “minimum’, the runway lights appeared. The Captain decided that I should continue and land, as I physically had things in hand. My rusty right hand did a semiOK job of the last 300 feet, and a crosswind, rain drenched landing seemed to happen reasonably well with the wipers furiously flailing away.

As soon as the engineer disconnected, I commenced with my Pilot Monitoring (PM) checks. This included the non-standard switching of the radar and adjusting it to show what was lurking on our planned flight path. A short discussion ensued about the amount of yellow and red indicated, and we started the taxi.

While receiving our departure clearance from the tower, I did my customary ‘how goes it’ glance at the important stuff in the cockpit.

Oh crap. I had not selected any flap for take-off. Pilot Error.

The aircraft automatically records an

This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots.

Leg one completed, with all threats kept at bay. However, the demanding approach that we had just flown could be repeated if we had to return on the next leg with an emergency…which was discussed at length.

The Captain became Pilot Flying (PF) for the return, and as part of the briefing, we discussed use of the weather radar after start to take a look into our future in terms of planning our avoidance tactics.

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exceedance if taxi is commenced without flaps. This particular parameter has been highlighted by the Flight Data Analysis (FDA) specialists because many years ago a Boeing 738 managed to commence its takeoff roll with no flaps selected. That’s a story for another time…

The point of this all is that in 21 years of operating airliners, this was my first exceedance, as minor as it was. The

Before Take-off checklist and the Takeoff configuration test would have both caught the lapse, such is the belt-and-braces importance that is ascribed to this item. I had to send a ‘mea culpa’ email to our FDA specialist.

Had this been an absolutely normally crewed flight, would this have occurred?

Maybe not, but it does highlight the multiple interrelated layers that contribute to the outcome of each and every flight.

While we await the formal reports on both the Lion Air and the Ethiopian Max accidents, we need to spare a thought for the crews who would have done their absolute damndest within their trained capability to prevent the steadily deteriorating situation from turning into a disaster.

Organisational structure, crew experience, experience on type, airline technical competence and what would appear to be a significant design issue with the Max all conspired to bring these two aircraft down.

This particular event has surfaced previously with this aircraft type and has successfully been mitigated with the correct procedure by other crews.

It’s the other factors, including Boeing’s role, that need to be examined to determine what lead to these two manifestations of events that culminated in these tragic examples of pilot error. 

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News

BOEING 737 MAX SOFTWARE FIX On 25 March, Boeing and the FAA announced that they expect to finish a software and training update for the 737 MAX series of aircraft ‘shortly’. Boeing said it’s been working on the update since the crash of a Lion Air MAX 8 on 29 October 2018, but the crash of the Ethiopian MAX 8 prompted the FAA to issue an airworthiness directive (AD) requiring Boeing to have a fix by April.

“WE’VE been working diligently and in close cooperation with the FAA on the software update,” a Boeing spokesman said Saturday in a statement. “We are taking a comprehensive and careful approach to design, develop and test the software that will ultimately lead to certification.”

Boeing has now confirmed the software fix will focus on the angle of attack sensors and their interaction with the Manoeuvring Characteristics Augmentation System (MCAS), which uses the horizontal stabiliser trim to lower the nose if data supplied by an angle of attack (AOA) indicator shows an imminent stall.

The MCAS currently gets data from only one of two AOAs. The fix makes both AOAs supply pitch data to the MCAS and a formerly optional disagreement warning on the pilots’ primary flight display (PFD) will become standard equipment.

The update will also limit the MCAS’s ability to keep pushing the nose over in defiance of manual inputs from the pilots.

The current system will relentlessly drive the jackscrew that increases the horizontal stabiliser’s incidence if the angle of attack is reported to be too high. The software update will only allow one jump of the tail position and trigger an alarm that tells the crew the MCAS has been activated.

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Pilot training will be part of the system updates as pilots need to be able to identify a trim runaway caused by the MCAS and know how to deal with it under stress. 

B737 MAX Angle of Attack display.

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Bush Pilot

Hugh Pryor

The Loo at Riyan Riyan is the international airport of the historic port/town of Mukallah on the south coast of Yemen facing the Arabian Sea. It has a three thousand metre runway, a large apron, a control tower and a vestigial terminal building.

A

PART from that, there is a lot of sand and the blue, fishrich waters of the Arabian Gulf. The wide coastal plain is dotted with date palm plantations which nestle around ancient mud brick villages. Beyond the plain the barren mountains rise to heights of more than eight thousand feet, driven up by the

Falaj system and consists of a series of wells connected by underground stone-arched tunnels. These tunnels were installed by the Persians some three thousand years ago and most of them still function to this day.

Further east, on the high barren plateau, according to Bedouin folklore, lie the blackened remains of the cities of Sodom and Gomorrah. Apparently the people of

with their city. It is possible to pick out the vast patches of larva which covered the buildings. I have landed there and there is not a trace of human habitation remaining.

The only clue to the position of Gomorrah is that the larva flow which covers the site is shaped like a leaping gazelle. Lot’s wife is actually a pillar of rock in the Bedouin story. I have met her...she’s not really my type!

I was flying for a French seismic survey company. We were operating one of the icons of bush flying, the Pilatus Porter. There is a story that it was designed by a committee of six Swiss farmers who did not know what an aeroplane was supposed to look like. All they wanted was a means to convey hay up into the mountains so that they could keep the cattle up there for longer. So the most important characteristics of the aircraft was its ability to carry a ton of hay and to be able to land and take off in remote alpine meadows. Speed was not a requirement, which lead to the Porter’s reputation for being the only aircraft which suffered bird strikes from the rear.

Coincidentally these same qualities

I was flying for a French seismic survey company.

We were operating one of the icons of bush flying, the Pilatus Porter.

East African tectonic plate which is forcing its way under the southern coast of the Arabian subcontinent.

One extraordinary feature of the coastal landscape is the system by which fresh water is brought to the villages. It is known as the

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Gomorrah recanted from their decadent ways just before God destroyed the city and he allowed them to catch a herd of gazelles to keep them alive, where the recalcitrant inhabitants of Sodom were totally destroyed

snigger er snigg

! # & * !@#

INSPECTI ON

made it an ideal vehicle for supporting seismic survey teams in the more remote parts of Southern Yemen.

We had the heavy maintenance performed at what was technically known as a ‘Remote Maintenance Site’. This consisted of two forty foot and one twenty foot shipping container. One of the forty footers was air conditioned and housed the office and all the sensitive equipment like avionics and electrical equipment, together with all the technical logs and manuals.

There was a work bench equipped with a vice and a shadow board for all the tools.

The other forty footer contained spares which did not mind the high temperatures, sometimes in excess of fifty degrees Celsius in mid-summer, things like spare tyres, nuts and bolts and sheet metal. Incidentally that container was dehumidified because the Pilatus Porter is not built out of ‘Alclad’, a sandwich of aluminium alloy, coated between two layers of pure aluminium, for corrosion protection. The Swiss simply treated the sheet alloy with a Chrome Etch

paint in order to save weight. This reduced the corrosion resistance of the metal but in the salt-laden humidity of Riyan the only long term protection was the installation of a de-humidifier.

The smaller container was for ‘volatiles’ like hydraulic fluid, oil, paints and thinners, anything inflammable and it was placed one hundred metres away from the other containers, in case of fire.

The base was set up by a meticulous engineer called Tony Burgi, who had graduated to aircraft from making watches for the International Watch Company of Schaffhausen, one of the very finest watch makers in the world, so his attention to detail was irreproachable. Even so, the facility had to be certified by an inspector from the Swiss Civil Aviation Authority.

The inspector duly arrived, seemingly determined to find fault with Tony’s set-up, but after two hours, he could find no faults.

Tony had performed miracles. The only task he could not perform on the Porter was to overhaul an engine.

Finally, with some suppressed frustration the Inspector turned to Tony with a gleam in his eye.

“The Authority requires Toilet Facilities for those who work here. Where are your toilet facilities?”

“Oh,” Tony replied, “We use the facilities in the Airport.”

He did not mention that he used the toilet in the ‘VIP lounge’, a reasonably clean shed next to the Control Tower.

The Inspector chose rather to relieve himself in the as-yet unfinished new passenger terminal. The new urinals were indeed installed, but they were not actually plumbed in and so the Inspector’s ‘Relief’ went all over his shoes.

So that went in his report, “Toilet Facilities not up to The Authority’s requirements!” 

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Air Tractor

Qatar CEO and IATA Chairman Akbar al Baker.

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Face to Face R eport : G uy L eitch

QATAR AND IATA’S

AKBAR AL BAKER ON THE STATE OF THE AFRICAN AIRLINE INDUSTRY

At the Aviation Africa summit held in March in Kigali Rwanda, Guy Leitch got some face to face time with Akbar Al Baker, the unabashedly controversial IATA chairman and CEO of embattled Qatar Airways.

GL: The last time we talked was in Durban when you launched Qatar’s 787 flights to that city. You spend a lot of time in Africa – yet it is less than 3% of the of the global airline industry. Why is Africa important to you?

AA-B: Africa is a promising land for aviation as, despite a population estimated at 1.2 billion in 2018, and an expected GDP growth rate of 4% in 2019-2020, Africa remains an under-served market by the airline industry. Although Africa makes up 16% of the world’s population, it only captures approximately 2.5 % of the world’s total number of air travellers. And despite an average GDP growth of 4% in the past five years, only 1.6% of the global freight tonnage was carried through Africa in 2017.

So are you aiming to unlock Africa’s untapped potential?

The African Union Agenda 2063 is a good example of an ambitious project to reposition Africa globally. But 2063 is too far away. I am sure that you can do that far sooner. For that potential to be realised, we need to turn the page on the old culture of protected hubs, which has produced

years of weak aviation infrastructure, high airfares and poor global connectivity. Going forward, we will need to support the successful implementation of regional initiatives that aim to improve Africa’s position in the areas of economic integration, trade, human capital, air connectivity, and tourism development.

Speaking of partnerships, you have been known to take minority stakes in airlines.

If South African Airways was turned around would you be prepared to take a 25% stake in it?

Yes. Even with the government as a controlling and possibly interfering shareholder?

Yes – but with minority protection safeguards.

We are comfortable with many of our stakes in small airlines – we even own a 5% stake in China southern Airlines. We also have a 49% stake in Meridiana, a 20% stake in the International Airlines Group (IAG), a 10% stake in LATAM, and 10% stake in Cathay Pacific. So we would be prepared to invest in SAA.

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Shortly after your appointment as Chairman of IATA you were reported as saying that a woman could never be CEO of your airline. Do you still hold those views?

From an airline industry perspective, we need to support African airlines and aviation professionals to meet the challenges of tomorrow. For example, the creation of education and training programmes to ensure a wider and more effective representation of women in technical fields, management and leadership roles within the airline industry is fundamental. I am very glad that RwandAir has a female CEO. I am very proud to say that 47% of the 47000 employees in our group are women.

What about Africa’s wildlife? – does Qatar Airways have a policy against transporting endangered species?

As an industry, we should put our best efforts to promote the protection of wildlife and join the global fight against human trafficking, always in partnership with stakeholders across the supply chain and local enforcement authorities.

expertise in the areas of safety, security, and facilitation. Through partnerships with ICAO and other regional organisations, Africa can make concrete steps towards the improvement of competencies for its aviation professionals at home.

Thirdly, ongoing collaboration with the military for the enhancement of air corridors for civil aircraft is also important.

Sound air traffic management practices and reliable airspace for operations can only benefit the industry and its customers in the long-run.

Fourthly, governments should leave behind protectionist approaches to regulating aviation and embrace liberalisation. There is plenty of evidence that when liberal policies are adopted, countries benefit from improved connectivity and the positive impact it has on

The state-owned African airlines are almost all loss making.

Is this sustainable – or fair to private sector competitors?

A long-term concern for sustainability should drive any future government initiatives related to aviation. As stated in the Doha Declaration that was released during the Qatar Aviation Aeropolitical and Regulatory Summit 2019, governments should enhance the sustainability of the aviation sector in its broadest meaning.

I invite decision-makers, policymakers and the industry to embrace the principles of the Doha Declaration in that regard.

You have come to Kigali to talk about airliner hub development.

Is this a problem for Africa?

The future of African aviation should no longer lie in the hands of a few airlines or protected hubs. We all know that the old model of vested interests has not produced good results Qatar Airways routes around the blockade echo South Africa's 'round the bulge' flights. for Africa or anywhere else. So how can we ensure Africa’s potential is achieved? I believe there are a few trade, tourism and employment. A small country like Qatar has 35 key ways: million passengers – down from 38 million pre-blockade – but you First of all, nothing great was ever built in isolation. When can see what potential aviation has when 4.9% of my country’s GDP industries, communities and governments work together, we can is contributed by just one airline. When liberal policies are adopted achieve greater results. This requires trust, determination and good countries benefit from trade and tourism and the further benefit it will from all stakeholders. Regional development is dependent on has on unemployment. With the pan-African vision embraced by cooperation, whether through government collaboration such as the Single African Air Transport Market (SAATM), the day will the African Union, people-to-people exchanges through travel, or come when Africa starts negotiating Comprehensive Air Transport economic partnerships such as joint ventures.

Agreements with other countries and economic blocs, similar to Secondly, we should all continue to work with ICAO to uphold what the state of Qatar has gone through with the European Union. global standards in aviation and improve levels of technical

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In an under-served market of 1.2 billion people, the pie is big enough for everyone, so there is no reason to be concerned about competition.

Fifthly, and in line with a pan-African vision, there is a need to consolidate the purchasing power for aircraft, as well as maintenance, catering and other services.

For example, establishing joint MROs is one area where consolidation would greatly benefit the African Aviation industry and create thousands of jobs. Joining forces to obtain better prices from suppliers will have a direct positive effect on the bottom line and long-term profitability. Qatar Airways is doing exactly that and I am proud to say that the major aircraft suppliers are terrified to negotiate with Qatar Airways. We can always squeeze the last drop out of a stone.

The African airline industry is very fragmented – can it ever consolidate and work together?

The industry seems to be developing a shared vision based on liberalization, which will set the framework for a successful future in aviation for Africans,

by Africans. But for these ideas to flourish and provide benefits to Africa, we also need to take a closer look at the current market environment which is dominated by a few airlines and protected hubs.

As I have said, when compared to the global aviation industry, Africa represents only 3.1% of total passenger movements and just under 4% of total revenues. In 2018, approximately 127 million passengers were carried to, from and within Africa, generating almost 34 billion US dollars in revenue. 75% of these passengers originated or ended their journey outside Africa, and interestingly accounted for 85% of the total revenues. This means intra-African air services currently only contribute to 15% of the total industry revenue.

If we look deeper into the data, some other interesting revelations appear. The global aviation industry is currently offering over 113 million available seats as a result of more than 5,000 weekly frequencies to and from Africa. When reviewing operations from an alliance perspective, we discovered that Star Alliance carriers account for 22% of the total available seats in the market, followed by Sky Team with 14% and Oneworld with a minor 6%.

From an African airline perspective, 10 airlines operating to and from a total of eight hubs in the continent have captured over 80% of the intercontinental market, both in terms of passenger movement and

revenues. So the dominant airlines are taking the smaller African carriers to the cleaners.

Moving to the topic of airports, similar concentrations of capacity appear. Of the approximately 32 international airports in Africa, 10 airports in seven countries account for 49% of total seat capacity and 50% of the total revenues of the entire aviation market to and from Africa. When compared to intra-Africa air services, the data is very similar, with only 10 airports accounting for 56% of total inter Africa seat capacity and 55% of the revenues.

Given these figures, I think it is time to consider how Africa’s aviation market is positioned in order to maximize its full potential. Now is the time to promote longterm global connectivity at lower air fares and cargo rates.

So what needs to be done to make the African airline industry more globally competitive?

For Africa’s full aviation potential to materialise, a decisive shift in the current hubbing dynamics is needed. This shift will be based on the emergence of mediumsized airlines in under-served markets. The shift will also encourage the development of medium-sized super-connecting hubs adopting the latest airport technologies to ensure the best passenger experience and the highest levels of efficiency in operations.

The proposed shift will complement the implementation of the Single African Air Transport Market (SAATM) initiative and ensure Africa’s global leadership in aviation for years to come. Global connectivity brings opportunities and prosperity to communities and countries whose potential has been overlooked for too long.

Speaking now as the CEO of Qatar Airways – what are your plans for Africa?

Qatar Airways’ commitment to the African continent is undeniable. We currently operate passenger services to 21 destinations in 15 countries. Africa is our next growth market. We also operate allcargo services to seven countries across the continent, carrying African agricultural products and other African imports to Qatar and beyond.

How has the political blockade affected your African plans?

Due to the unjust blockade against Qatar, we have had to suspend some planned new destinations especially in West and Central Africa. This highlights how the illegal blockade has not only impacted my

country, but also other countries, especially in Africa. But we are very inventive – we will always find a back door to achieve our aims. The additional flight hours required to fly around the blockaded air space has meant some of these operations are no longer commercially viable. However, we continue to explore alternative routes and potential partnerships that may make these routes economically viable.

While on this topic, I would like to take this opportunity to thank our African partners for their support in responding to this illegal blockade. In particular their support and commitment to the principles of international law and the advancement of good governance.

At the upcoming ICAO convention in Montreal in September we should all reaffirm our commitment to the principles of the Chicago Convention. We should relieve ICAO from the bonds of being politicised so the blockading states should in my opinion never be allowed to be members of the ICAO council.

What is your future strategy for working with the African airline industry?

Qatar Airways sees great opportunities in operating to under-served markets here in Africa. However, we also know that there are mutual benefits to be gained by such operations, and as such we seek collaboration with local aviation partners and governments to develop these services.

We are not interested in increasing the number of protected hubs or contributing to the wealth of their alliance partners. Our vision is about freedom, collaboration and long-term sustainable investments in local infrastructure, human capital, and capacitybuilding. We believe in Africa’s aviation potential and we are ready to offer you a solid and long-term partnership with this great continent.

Our strategy is based on the following principles: The support of the Single African Air Transport Market. A continuous improvement in safety and security standards.

Regulatory and policy harmonisation.

Optimised aviation infrastructure.

Human capacity development, and multi-sector and multistakeholder collaboration. A shift towards a new hubbing dynamic in Africa will also put many emerging African capitals on the global map of aviation. Just imagine what the whole aviation sector can do for African economies. 

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Defence R eport & I mages : G uy L eitch

THE 2019 AMMUNITION CAPABILITY DEMO The SAAF supplied Gripens, Hawks and a Rooivalk to launch rocket salvos.

Every four years Rheinmetall Denel Munition (RDM) puts on a massive, no expenses spared, demonstration of its ammunition capability in the Ammunition Capability Demo (ACD).

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heinmetall Denel is jointly owned by Rheinmetall Waffe Munition GmbH (51%) of Germany and Denel.

The demo gathers many of the company’s customers and potential customers to witness the full range of products of the company and, in part, also the other ammunition produced by the German defence group.

The demo took place at the Overberg Test Range near Arniston. This year’s event followed closely after the SA National Defence Force’s even larger Armed Forces Day demonstrations and night shoots in Cape Town.

The SANDF display is about showing off the SA military’s capability to taxpayers. In contrast the ACD display is about marketing and sales orders. It is expected that just one order for RDM’s ammunition, missiles and bombs would more then cover the huge costs of the 2019 demo.

Military procurement specialists from 52 countries made the journey to South Africa and then on by bus to the remote Overberg Test Range near Cape Agulhas.

More than 800 delegates attended a series of seminars, visited the stands, and watched the night firing demonstration on 19 March and the day firing demonstration on 20 March.

A key development for the 2019 Demo was that it was done in conjunction with the SANDF, who supplied 400 troops plus artillery and aircraft to demonstrate the armaments. Although the SA Army provided most of the personnel and assets, the Air Force provided two Gripen and two Hawks, a Rooivalk helicopter and a Navy Super Lynx. SA Navy crew operated the very impressive 76/62 mm Oto Melar guns that allowed RDM to demonstrate its capabilities in the naval market.

In his proudly South African themed address, the Chief of the Army LieutenantGeneral Lindile Yam said the weapons had all been developed alongside the men and women who used them in conflict zones.

“We see scientists, we see engineers, we see major researchers, but it is the soldiers who give us the feedback to the brains at Rheinmetall Denel.”

RDM manufactures products such as artillery ammunition, mortar bombs, rockets and missile sub-systems. RDM is one of the most successful of the Denel group of companies and has shown what can be accomplished in the international defence

Hitting the actual targets seemed secondary.

A cannon shell filled with flechettes.

Chief of the Army, LieutenantGeneral Lindile Yam.

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Party trick is this Canadian 8-wheeled vehicle which follows troops to carry their kit - or in this case launch rockets.

arena though well managed partnerships.

RDM’s South African Head of Business Development and Sales, Thomas Potgieter, says it’s a fast growing employer, starting with 400 workers in 2008 and growing to a staff complement of over 2,500 at present.

The company has factories at four sites: in Somerset West, Wellington, Boskop, outside Potchefstroom and Boksburg.

Arms manufactured in South Africa are used in several war zones, including Yemen.

Potgieter was therefore at pains to point out that RDM adhered to strict international standards which control the countries to which they are allowed to sell.

“The ACD, which is being held for the third time, is our most important marketing event,” RDM CEO Norbert Schulze said. The company pulled out all the stops for the 800 guests. Two massive marquees were rigged and all the surrounding towns – as far afield as Bredasdorp were filled to accommodate the more than 1000 guests and support staff. Most impressively, the organisation adapted seamlessly to accommodate the rain that forced a rescheduling of Day 2’s programme.

“This is the event that allows us to show our customers that we are producing high quality products, which can be considered at the same level of those produced by Rheinmetall,” he explains. “The 53 nations

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Arms buyers from 53 countries attended.

present here at Overberg represent our customers and our potential customers,” Schulze said that the main geographical areas targeted by his company are: “Asia, the Middle East and Africa. Today South Africa covers only 15% of our revenues, the remaining 85% comes from export.”

ACD 2019 was not limited to RDM’s products as other systems were demonstrated, such as Rheinmetall Weapons and Munitions pyrotechnics, plus precision guided munition kits by Barij

Dynamics of the UAE, a company to which RDM provides Mk-series bombs. A neat party trick came from Rheinmetall Canada who supplied a Mission Master unmanned ground vehicle. These are 8-wheeled battery powered vehicles that automatically follow ground troops to carry their equipment and supplies. They are also ideal for carrying casualties and thus evacuating downed and injured pilots. 

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AIR L KING

RF O F E C A HIS SP

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Briefing T ext : G uy L eitch

THE AFRICAN AIRLINE INDUSTRY THE IMPORTANCE OF AIR TRANSPORT

In t his series of B riefings , Guy Leitch explores t he role and cont ribut ion of t he air t ranspor t connect ivit y provided by t he African airline indust r y and specific aspect s of interest and impor tance. By so doing it is hoped t hat t hose student s of Aviat ion in Africa will be able to enhance t heir understanding of t he role of aviat ion in Africa .

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LOBALLY the aviation industry directly supports $2.7 trillion (3.5%) of the world’s gross domestic product (GDP).

The world’s airlines carry over three billion passengers a year and 50 million tonnes of freight.

Providing these services generates 9.9 million direct jobs within the air transport industry and contributes $664.4 billion to global GDP. Of this supported growth, $664.4 billion comes in the form of benefits accruing directly to Gross Domestic Product (GDP).

Compared with the GDP contribution of other sectors, the global air transport industry is larger than the automotive industry, which accounts for 1.2% of global GDP and chemicals manufacturing (2.1%).

INDIRECT IMPACT An IATA study by ATAG calculates that aviation has a $761.4 billion indirect GDP impact. Indirect impacts include employment and activities of suppliers to the air transport industry – for example, aviation fuel suppliers; construction companies that

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build airports and infrastructure; suppliers of aircraft sub-components; manufacturers of goods sold in airport retail outlets; and a wide variety of activities in the business services sector (such as call centres, information technology and accountancy).

The aviation sector is more than half the size of the global financial services industry, which accounts for 6.2% of GDP. If air transport were a country, its GDP would rank it 21st in the world, similar to that of Switzerland or Sweden.

INDUCED GDP In the same study ATAG calculates that aviation contributes $355 billion in “induced

GDP”. This is defined as the spending of those directly or indirectly employed in the air transport sector. This supports jobs in industries such as retail outlets, companies producing consumer goods and a range of service industries (such as banks and restaurants).

This is then the global impact of induced GDP created by employees in the air transport industry (whether direct or indirect) using their income to purchase goods and services for their own consumption.

TOURISM The connectivity provided by international air transport facilitates the fast-growing global tourism industry. It is estimated that over half of international tourists travel to their destination by air.

Tourism makes a major contribution to the global economy. It directly contributed $2.2 trillion to world GDP (almost 10% of the global economy) in 2015 and provided over 108 million jobs globally. By 2024, the World Travel & Tourism Council expects direct employment in the tourism industry to be more than 126 million people globally.

Tourism is fast becoming the world’s largest industry and air transport plays

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SA Flyer 2018|01

a very important role in supporting this sector. Over 54% of international tourists now travel by air. ATAG says conservative analysis suggests that aviation supports $892.4 billion in economic activity within the tourism industry.

When looking at the jobs and GDP supported through the indirect and induced impacts of tourism, the figures are significantly higher at 285 million jobs (8.7% of employment) and $7.2 trillion, or 9.8% of the global economy. By 2026, tourism could support some 370 million jobs and $11 trillion in GDP. Tourism is particularly important in many developing countries, where it is a key part of economic development strategies. The World Travel & Tourism Council report for Africa says that an estimated 5.8 million people are employed in areas supported by the steady influx of overseas visitors, most of whom arrive in the region by air, and contributed almost U$ 50 billion to GDP in African economies in 2018. Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. The Direct contribution of air transport to tourism employment and GDP is 15.9 million direct jobs estimated to be supported by the spending of foreign visitors arriving by air. This includes jobs in industries such as hotels, restaurants, visitor attractions, local transport and car rental, but excludes air transport industry jobs.

The Indirect contribution of air transport to tourism employment and GDP is a further 13.4 million indirect jobs in industries supplying the tourism industry are supported by visitors arriving by air.

The Induced contribution comes from these direct and indirect tourism jobs which generate a further 7 million jobs in other parts of the economy, through employees spending their earnings on other goods and services.

Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. It is therefore clear that African governments in particular, must focus on developing the attractiveness of their countries as tourist destinations.

Although many African governments invest in promoting tourism, there are many easy to remove obstructions such as difficult visa applications, high taxes on arriving or departing tourists and a lack of regional co-operation. There are signs of improvement in these areas, with some Regional Economic Communities (RECs) like ECOWAS and UMA discussing ways they can make travel to and within their regions simpler. Europe, with a single Schengen visa, is a good example of regional thinking.

Open-skies from reducing bi-lateral air transport agreements has proven to be a real driver of travel, tourism and the economic benefits that can bring. This allows airlines to start services without having to go through lengthy government-to-government negotiations for every new route or airline.

Finally, the World Travel and Tourism Council says that nation states should ensure that they regularly review the capacity of their airport and air traffic infrastructure versus projected demand. This will ensure that aviation can continue to support tourism development and deliver wider economic benefits. 

Tel: (011) 8054720 Fax: (011) 3156275 Email: cwp@cwprice.co.za

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News T ext : G uy L eitch

AVIATION AFRICA SUMMIT The Aviation Africa Summit and Expo has rapidly grown to become the prime airline industry event in Africa. This year it returned to Rwanda’s Kigali, following its initial success there in 2017.

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NDER the theme ‘Flying forward together developing partnerships for Africa’s future skies’ the two day summit and exhibition brought together leaders across the civil and military aviation spectrum to discuss key issues driving change across the African airline industry.

Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways.

Referring to the blockade on his home state and airline, Al Baker delivered a nopunches-pulled diatribe about political interference in airlines. Al Baker criticised the United States’ carriers for the protection they are insisting on against the ‘superconnectors – especially the Middle East-3.

He also took the opportunity to outline how Africa should be developing its own airline hubs.

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RwandAir's Yvonne Manzi Makolo in deep conversation with Qatar CEO and IATA Chair Akbar Al Baker.

President Kagame was Chairperson of the African Union in 2018 when the agreement for the introduction of the latest version of the Yamoussoukro Declaration and Decisions – the Single African Air Transport Market (SAATM) which was signed by 24 African nations. “Sixteen countries in Africa are landlocked, including Rwanda – that is almost one-third of Africa - but every country is air-linked. So, geography should not be seen as an excuse for underdevelopment. This highlights the importance of regional integration where there have been some notable achievements over the past year, chief among these is the Single African Air Transport Market,” said Kagame. “However, the full promise of this pact only becomes apparent in the wider context of the African Continental Free Trade Area, and the Protocol of the Free Movement of Persons which were also signed last year. It is therefore important to attract more countries to join the Single African Air Transport Market, and to fully implement its provisions.”

Kagame added that protectionism is a short-sighted policy, which only serves to keep the African market fragmented, inefficient, and expensive - thereby reducing opportunities for African business entrepreneurs. Following on from this, a key issue of the conference was yet again the need for liberalisation, particularly the implementation of the SAATM. With the SAATM ‘Open Skies’ agreement now in place, the conference aimed to help aviation policymakers implement the agreement.

Notable at the conference was the attendance of numerous airline CEOs and Directors from key associations such as, ICAO, IATA, various regulators. Although small by world standards, the African airline industry is expected to need more than 1000 new aircraft with a value exceeding U$150 billion dollars. “That means there will be many more high-quality jobs for African pilots, engineers, and service personnel, to operate and maintain this equipment professionally, and above all, safely,” said Kagame.

Airbus’s Hadi Akoum, VP of Sales for Sub-Sahara Africa said, “With urbanisation, population growth and economic expansion, Africa’s air travel market is doubling in size every 15 years, making it one of the fastest expanding markets. When one takes a broader view, aerospace in Africa also presents significant opportunities for industrial, social, knowledgebased and entrepreneurial partnerships that are essential to sustainable development.”

Something different was the presentation and then round table participation by aspirant astronaut Dr Adriana Marais, one of the 100 people short-listed for a one way flight to Mars to establish a human habitation colony on our nearest planet.

Perhaps surprisingly, one the weakest presentations came from one for which much was expected. Australian search and rescue (SAR) expert Brian Day has been involved in developing SAR policies in Africa and the Middle East.

However he positioned himself as a Cassandra, warning about the lack of co-operation between African states on S&R. Given that airline safety has improved almost 500% in the past five years and that governments have more pressing needs than doomsday S&R scenarios, his increasingly strident warnings fell largely on deaf ears and he overstayed his time and welcome.

In contrast, an unexpected highlight for delegates was the opportunity to visit the Zipline drone operation about 80 km west of Kigali. Zipline is leading the way in drone operations,

using fixed wing autonomous drones to deliver medical supplies in Rwanda and now in Ghana. The active support of the Rwandan regulator in this regard was key to the launch of this life saving service. At the summit there was also be a panel discussion looking at unmanned opportunities with Airbus, Dronamics, Rolls Royce and the FAA. The role of defence received special attention this year.

General Charles Karamba of the Rwandan Defence Force presented a talk on challenges and successes. Carlo Gagiano, former Chief of the South African Air Force and now board member of Paramount Group talked on how collaboration, building capacity, strengthening the industrial capacity and establishing national defence industries could benefit Africa’s value chain.

At Kigali Airport Gulfstream displayed a G500 and G280.

Gulfstream’s African representative Marc Strange reported that they were very pleased with the expo as it enabled them to demonstrate the aircraft to a highly qualified and select market.

The expo had almost 100 exhibitors including Gulfstream and Airbus, but notably was marked by the absence of Boeing who featured just a small and empty stand.

Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways.

Summarising, Akbar Al Baker said, “Africa is a promising land for aviation. The launch of SAATM in January 2018 and the African Continental Free-trade Area in March of 2018 are testament of Africa’s visionary leadership and longterm thinking in aviation. Going forward, we need to support the successful implementations of regional initiatives that aim to improve Africa’s position in the areas of integration, trade, human capital, air connectivity, and tourism. I don’t think there is any continent in the world that has bigger tourism potential growth than Africa.” 

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Defence T ext : D arren O livier

YOU GET THE DISASTER RESPONSE READINESS FOR WHICH YOU PAY The recent flooding in Mozambique, Malawi, and Zimbabwe caused by Cyclone Idai has been catastrophic, killing hundreds and stranding thousands more in trees, on rooftops, or any other high ground they could find while desperately awaiting rescue.

A SAAF AW109 working with the World Food Program in Mozambique.

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A SAAF Oryx over the Mozambican flood.

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NTIRE towns, including many around the city of Beira, were washed away and destroyed.

Mozambique’s government, overwhelmed by the scale of the disaster, asked for international assistance to rescue those stranded and to transport food, medicine, and other essentials to where they were needed.

In response, the South African National Defence Force (SANDF) immediately swung into action, sending helicopters, medical personnel, and other specialists across the border.

For many this echoed a similar disaster nearly twenty years ago, when South African Air Force (SAAF) helicopters rescued over 14,500 people from rooftops and trees after the devastating Mozambican floods of 2000.

However, whereas that response included nearly a dozen Oryx, BK117 and Alouette III helicopters, numerous transport aircraft and light aircraft in the spotting role, this time around the SAAF has only been able

to contribute one Oryx, one A109, and a single light transport. There simply are no further spare aircraft available, with all other operational Oryxes, A109s, BK117s, C-130s, C-212s, etc already committed to other tasks such as standby for internal operations (firefighting, search and rescue, etc), peacekeeping, or training.

This should not be seen as criticism of the SANDF’s operational personnel who, as in 2000, have been performing heroically in extremely difficult situations and have already saved hundreds of lives, despite having so few resources. They are not the problem. Instead, what needs to be understood is that the huge difference between South Africa’s ability to help in 2000 and in 2019 is the natural result of a long-term decline in operational funding and therefore should not have come as a surprise to anyone.

Having the spare capability in both aircraft and personnel to deploy a dozen or more helicopters and transport planes at short notice for natural disasters will require spending substantially more on the Air Force than South Africa does now. It’s naive

for the public to expect that the Air Force can maintain the same levels of capability and readiness on an ever-declining budget.

When the subject of the SANDF’s capability issues comes up, there are often those who ask how much truly results from underfunding and how much is actually the result of mismanagement and bad planning.

Some commentators have gone further and claimed that there really isn’t a funding crisis at all, only a military that has too many personnel and facilities.

These are valid questions, as the present situation is not caused by underfunding only. The SANDF is top heavy, especially in administrative and supporting units, has a large number of expensive and under-utilised bases, and it has too many uniformed personnel for its budget to be able to support.

However, it’s crucial to understand that the SANDF has no direct control over its mandate, and it’s the mandate which determines personnel numbers, base positioning, and overall structure.

That mandate comes from Cabinet and Parliament, informed by policy studies like

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the 1998 and 2015 Defence Reviews, and has actually increased in scope over the years.

Of course the SAAF would be able to provide more rescue helicopters within its current budget if it could close most of its bases, retrenching the personnel who maintain them, and retire all combat aircraft. But that would require a new mandate and defence policy from the country’s civilian executive and legislative leadership, explicitly stating that the SAAF no longer needed to perform any combat roles and that the obvious consequences that would result are acceptable.

Therefore, given that the SAAF’s mandate has specified the aircraft types it must have operational and the number of bases it must keep running, the question comes down to whether mismanagement is the root cause. The answer is no: While bad leadership, corruption, poor staffing decisions, and the overzealous application of transformation in some areas have all led to clear inefficiencies, they’re all dwarfed by the impact of a declining operational budget in real terms. This has been shown again and again by both internal and external audits and other studies the SAAF has undertaken to try to squeeze the last drop out of its funding.

In 1999/2000, the SAAF’s budget (excluding capital acquisitions) was between 10-20% higher in pure inflation-adjusted terms, yet over the years its actual input costs have more than doubled.

Fixed costs have become a lot more expensive. Partially as a result of aboveinflation salary increases, driven by both the unlinking of rank to pay in order to normalise the wages of lower ranks and the need to apply occupation-specific salaries competitive with the private sector for high-skill personnel like pilots, air traffic controllers, and specialist ground crew.

Partially as a result of the much higher costs of utilities like electricity and water at bases and other facilities.

Variable costs though have skyrocketed mostly as a result of the declining value of the Rand compared to the US dollar and Euro. During the 2000 flood rescues, Jet A1 cost around R5.50 in inflation-adjusted

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terms, today it costs more than double that.

Spare parts for aircraft, which are usually priced in US dollars, have become twice as expensive as the Rand has lost more than half its value since 2000. So the main direct costs in flying hours, being spare parts and fuel, are now twice as expensive in real terms for the SAAF than they were in 2000, yet the SAAF has a 10-20% lower budget in real terms with which to buy them.

It’s unsurprising then that the budgeted flying hours for the SAAF have declined from over 35,000 in 1999/2000 to just 12,700 now, while the number of aircraft in operational service has remained more or less constant. Little wonder that an Air Force that is now allocated fewer total force preparation flying hours in 2019 than its helicopter fleet alone was allocated in 2000 is unable to meet the same levels of crew training and aircraft availability.

What this means in practice is that because the SAAF does not receive nearly enough operational funding to sustain its fleet size, mission set, and mandate, it has reduced the only thing it has real control over: Mission capable rates.

When a typical properly-funded air force achieves 70-80% mission capable rates, it does so by building up a large surplus in both personnel and parts.

Complex modelling is run to ensure that at any given time there will be enough air and ground crew, current with their training on all mission types, available to the front line to make up for those who have left or who are on courses, ill, or otherwise unavailable.

Similarly, spare part supply planning systems can tell you just how many items of each spare part you need to have acquired ahead of time and kept in stock to account for fleet size, usage and failure rates, and order lead times.

Because the SAAF has effectively only received half as much funding as it needs for both aircrew training and part acquisition, it has implemented austerity measures that limit the number of fully qualified aircrew available on any given day to just the number needed to fulfil its basic mandate, along with a larger pool of qualified-butnot-current aircrew able to muster in should there be a need. It has also been forced to

run down its inventory of spare parts to virtually nothing, acquiring all needed parts on demand as and when they’re needed. Not only is this more expensive per item than being able to acquire those same parts in bulk, but the lead time for certain parts can be months-long during which the aircraft waiting for the part is grounded. In many of those cases the SAAF has cannibalised the parts from other aircraft awaiting maintenance, just to meet mission needs, but that’s an unsustainable practice over the long-term.

The country’s inability to respond as effectively as before to Mozambique’s floods should ideally be an inflection point for the SAAF. We either decide as a country that we want to be able to react to unexpected situations and disasters with a large number of readily available aircraft, as was done with the Oceanos rescue in 1991, or in Mozambique in 2000, and that we’re willing to reduce the budgets of other departments to pay for it, or we accept that we simply cannot perform those types of missions any more. There’s no silver bullet solution here, all options have significant monetary, social, economic, and strategic implications and trade-offs.

Nor does the answer have to be more spending. Given South Africa’s current issues, it’s both acceptable and justifiable to insist that the defence budget remain low and that the SANDF downscales its size and capabilities. But then we don’t get to be upset when it can only send a single Oryx to rescue all of central Mozambique. 

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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

32

w w w. i n v e s m e n t a i r c r a f t . c o . z a

SA Flyer 2019|04

Hangar 11, Rand Airport, Germiston, 1401.

1955 G35 Bonanza

2015 Tecnam P2006T

2006 Robinson R44 Raven II

AFTT: 8,064 Hours SMOH: 315 Hours SPOH: 315 Hours- Done September 2017 +- 300 Hours since major Overhaul, Recent Prop Overhaul.

210 Hours Total Time!

Garmin 1000 Suite, STEC 55X Auto-Pilot, Retractable Gear, 155 MPH Cruise.

AFTT: 2,044 Hours Engine TSO: 5,8 Hours Fresh 2,200 Hour MPI, Good Paint and Interior, Air- Conditioning.

R 495 000,00 +VAT (If Applicable)

POA

P.O.A

2000 Bell 206B-III

2002 Pilatus PC 12/45

2013 DHC 6-400 Twin Otter

AFTT: 3,735 Hours Cycles: 2,655 SMOH: 580 Hours Prop TBO: 4,000 Hours/ 72 Months Large Cargo Door, Increased Take Off Weight, Low Time Engine.

1,698 Hours Total Time!

Known Ice, TCAS II, 3 Axis Auto Pilot w/Yaw Damper, Mark VI EGPWS, KHF 1050 HF Radio, FDR/CVR.

$ 2 200 000,00 + VAT (If Applicable)

POA

Rolf Brauteseth  0 8 2 5 6 5 6 0 0 6

David Lewis  0 7 6 8 2 4 2 1 6 9

2,725 Hours Total Time!

Great Component Times, Dual Wire Strikes, Dual Controls, Baggage Extender, Sliding Doors.

POA

Quinton Warne  0 8 2 8 0 6 5 1 9 3

33

FlightCom Magazine

EVENTS CALENDAR SA Flyer 2019|03

PROUDLY SPONSORED BY GIB INSURANCE BROKERS

EAA CHAPTER 322 MEETING

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MIDDELBURG AERO CLUB AIRSHOW

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082 804 7032 | rob@aerosud.co.za

info@middelburgaeroclub.com

SWELLENDAM FLYING CLUB

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Sport Aerobatic Club 9 March Swellengrebel Airfield pventer@vgv.co.za

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COVES AIRFIELD HARTEBEESPOORT FLY-IN Coves Airfield 6 April 083 279 6572 jan@tilt-tech.co.za

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FlightCom Magazine

34

The ruins of the Matsieng Flying Club house and air show control tower.

News W ords : G uy L eitch

PILOT ATTACKS FLYING CLUB WITH KING AIR After an altercation with his wife at a party, a pilot stole a King Air 200 and after a few flypasts, deliberately crashed it into the Matsieng Flying Club outside Gaborone.

T

HE Matsieng Flying Club is the home of the hugely popular Botswana Air show and has a control tower attached to the club house specially built by the De Wet family who own the airfield and have done a huge amount to develop general aviation in Botswana.

On Saturday afternoon 23 March the clubhouse was being used to host a baby shower when a dispute flared up between the pilot, Charl Viljoen, and his wife. It is alleged that Viljoen was told to leave the party after he had assaulted his wife.

Viljoen travelled back to Gaborone’s Sir Seretse Khama Airport and took a King Air 200 belonging to Majestic Air without permission. He had reportedly already consumed a few beers. After doing a number of low passes he phoned Jan de Wet at the party and asked if his wife was still there. Sensing that the pilot may be suicidal and that there was risk to the whole party, Jan de Wet insisted everyone evacuate the club house as fast as possible. This was prescient as Viljoen then flew the King Air into the club house, which had by then been evacuated.

Other than the deceased pilot Charl Viljoen, the only casualty was Amanda De Wet who received second degree burns on her back when a gas bottle exploded. The Club facility and Matsieng ATC tower were destroyed and the resulting fire destroyed 13 vehicles. ďƒź

35

FlightCom Magazine

A propellor from the crashed King Air embedded on a gate to the flying club.

THE PERFECT GIFT!!!

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Fly-Ins

THE ULTIMATE NAMIBIAN FLY-IN The Fifth Annual Uis Fly-In is set for the 30 May to 2 June 2019.

E

ACH year the Uis FlyIn attracts both local and international pilots in a spectacular array of aircraft. Located in the lee of the magnificent Brandberg Mountain, Uis is arguably one of the most unusual settings for an aviation event in the world.

Pilots, aviation enthusiasts, aviation photographers, desert lovers and adventurers are invited to enjoy the spectacle of aircraft roaring through the Namibian skies. Navigation rallies, spot landings, timed circuits, aerobatics, sky diving and an array of other escapades are planned for the weekend.

Pilots and their passengers can expect true Namibian hospitality with a choice of accommodation and catering options.

A dedicated person has been appointed to handle the clearances for all non-Namibian aircraft. Contact Henk Koster oomgaljoen@swakop.com for more information or visit the Uis FlyIn Facebook page @uisflyin. For group departures out of Johannesburg contact jay@skyhawkphotography.com.

Uis airfield co-ordinates - FYUS S21°23’ E014°86’ 

37

FlightCom Magazine

Hangarage

Export Docs & Clearing

Lodge Transfers

(armed)

Line Inspections

Security Based

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Maintenance

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We are for the journey

FlightCom Magazine

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AMO LISTING

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Interior

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659 1962

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701 3114

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088 6663

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741 5582

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604 3686

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GEORGE AIRPORT Integrated Avionic Solutions

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LANSERIAâ&#x20AC;&#x2C6;AIRPORT

NELSPRUIT

NEW TEMPE BLOEMFONTEIN

OR TAMBO INTERNATIONAL AIRPORT

PORT ALFRED

RAND AIRPORT

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AMKA Aviation Pty (Ltd) Aerospace Electroplating Clifton Electronics Dynamic Propellers

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FlightCom Magazine

827 9896 086 689 5645 086 548 2651

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Composite Manufacturing

Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments

FAX NO

Interior

CODE TEL NO

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint

NAME OF AMO

RAND AIRPORT CONTINUED Emperor Aviation

(082)

497 1701

FLYONICS (Pty) Ltd

(082)

686 2374

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Heli-Afrique cc

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827 3801

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RICHARDS BAY Alton Aero Engineering

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SPRINGS AIRFIELD Legair Maintenance

WONDERBOOM AIRPORT - PRETORIA

208 Aviation Aerocore Aircraft Maintenance International Adventure Air Aerotric Aero Engineering & Powerplant APCO Pty Ltd AVIA Instruments Avtech Aircraft Services Breytech Aviation cc

(083) (012) (013) (012) (087) (012) (012) (082) (082) (012)

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086 643 0122

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567 7312

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Sport Plane Builders cc

(083)

361 3181

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(083)

455 0215

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(012)

567 1689

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NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd

+2341 295 5110

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JOHANNESBURG F Gomes Upholsters

(011)

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PRETORIA

• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227

FLIGHT SAFETY THROUGH MAINTENANCE

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Club Facilities

Aircraft/Heli Sales

Accommodadtion

Microlights & Ferry Flights

Gyro-Copter Training

Beginners/Advanced

Aerobatic Training

Charters

Hire and Fly

Conferences

Pilot Shop

Tail Draggers

Helicopter Training

CPL Practical

CPL Theory

Conversions

Simulator Training

Instructors Rating

IF Rating

Night Rating

FAX NO

Multi Engine

TEL NO

Single Engined

CODE

Ab-Initio Training

NAME OF School

Turbine - GS Training

FLIGHT SCHOOL LISTING

BRAKPAN BENONI FABB Titanium Air

(011)

914-5810

(021)

935 0719

083-292-0978

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CAPE TOWN Aviation Pilot Training

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Cape Town Flight Training Centre (084)

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Era Flug

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(031)

571-6600

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556-3592

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(082)

303 1124

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DURBAN j j jjjjjjj j j

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EAST LONDON Border Aviation Club

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KRUGERSDORP j jjjjj j

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LANSERIA AIRPORT / RANDBURG Aeronav Academy Gryphon Flight Academy Skyhawk Aviation

(011) (082) (011)

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Algoa Flying Club

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581-3274

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824-3528

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824-4421

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824-0680

390-1738

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821 1690

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+264

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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

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

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

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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

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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

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