July 2019

AI WO RP ND OR ER T BO FE O AT M UR E Africa’s Biggest Selling Aviation Magazine

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1 July 2019 | www.saflyer.com

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Edition 285

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

4

54

July 2019 | www.saflyer.com

FLIGHTCOM

5 11 23

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

16

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salesadmin1@centuryavionics.co.za www.centuryavionics.co.za | Hangar M1, Lanseria Int Airport SA CAA AMO:0003 KCAA AMO: F|144

SADO D688 DCA AMO: MI|414|2016

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Edition 285

CONTENTS FEATURES SA FLYER

14 Must Have Gadget 22 Obituary - Gary Burrell 58 Flight Test - Diamond DA-20 C1 68 Destinations 74 The Newcastle Airshow 78 Botswana International Airshow 86 Red Bull Update 90 Obituary - Bob Ewing 99 Wonderboom Airport Feature

30 REGULARS 10

45 M&N Acoustics Register Review 76 SV Aviation Fuel Table 84 Market Place 121 GIB Events

FLIGHTCOM

9 15 27 31 27 33 39 6

Opening Shot

Companies: SA Space Agency

FLIGHTCOM

Airbus Celebrates 50 Years African Airlines Safety

A Magic Veteran Airline Industry Women Shine at IATA Awards Daher Buys Quest Kodiak

July 2019 | www.saflyer.com

34 Federal Airlines Charter Directory 35 AEP AMO Listing 42 Subscriptions 43 Gryphon Flight School Listing 44 AME Directory 47 Aviation Directory

POSITION REPORT

S

AA’S revolving door for

Nonetheless we are adapting. The SA

CEOs has spun again

Flyer Facebook page is by far the most

and Mr Vuyani Jarana

popular aviation site in Africa, with more than

has had enough. This

6,000 followers and over 11,000 video views

is a large setback to the

in the week this was written. And even I have

airline that carries so

more than 3,500 Facebook followers ! We

much of the hopes and

find that these followers are lapping up the

dreams of those with an ambition to fly for the

videos and are then searching out the mother

once proud carrier. But the snake pit that is

ship – particularly FlightCom. And our two

the culture of incompetent management and

websites are reaching hundreds of thousands

politics in South Africa was insurmountable

around the world.

The net result is that the much hoped for

Editorially, we have shifted the focus

revitalisation of the economy expected from

of many of our key contributors to the next

President Ramaphosa’s confirmation as

generation of aviators. Thus Jim Davis has

President has not yet happened, particularly

been persuaded to take a break from his

for general aviation. The aviation industry

retrospective Pile of Logbooks series and

requires high levels of confidence as it is

focus on what pilots beginning training want

capital intensive and vulnerable to bad

to

Another

greybeard;

columnist

Sara Lima, has been having chronic health

government and regulation. For this reason it generally lags a recovery and leads a recession.

know.

problems and has given up his column to develop topical content

But the great thing about free enterprise is that it will find a way

for our younger readers. And our youngest ever regular contributor,

out of a morass. That’s what entrepreneurs do. Thus, when the

Johan Walden's, accounts of his progress through his PPL, continue

biennial AAD Expo lost its way, the Maiorana family in Wonderboom

to get better. This month he has progressed to writing the key flight

took the opportunity to tie up with the world class AERO Expo group.

test – of the fascinating DA-20 - the ‘big little’ trainer.

Similarly, when the Aero Club and the CAA over-regulated South African air shows, the humble Matsieng Flying Club in Botswana put

The new dawn will arrive - just when we give up on the idea of it ever happening.

on an airshow that makes South African shows look enfeebled.

The resilience of the private sector – and its determination to find a way round obstacles cannot be underestimated. Despite the false

Guy Leitch

promise of ‘Ramaphoria’ I am confident the general aviation industry will find a way through the current depression. Here at SA Flyer we have been in a double squeeze: not only from the tough conditions in which the general aviation industry finds itself, but also print media

EDITOR & PUBLISHER

has been under pressure from digital adspend.

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

Important

pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

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OPENING SHOT

10 July 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

T

HIS is an incredibly difficult shot to pull off as it needs a ‘skycrane’ as a camera ship and a long lens to get the dramatic foreshortening.

Photog Mandi Ireland, whose work around gliding we have featured before, explains that, “These shots were taken at Worcester airfield by myself hanging out the door of a Savanah aircraft. My husband Paul is the pilot in the Sling and Sven Olivier is the pilot of the Jonkers JS1 glider - all South African products! During the launch they experienced a fresh north-easterly wind.

The tug-glider combination is crabbing to maintain runway centre line during the launch.”

Mandi Used her Canon 7D Mk2 with a 1000th second exposure at an ISO of 500, which mitigated the risk of losing this once in a lifetime opportunity to camera shake.

11 www.saflyer.com | July 2019

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WASSUP?

A MUST HAVE GADGET Q-C ombine the collective capabilities of the Iridium Satellite Constellation, the GSM Network, Mobile Technology and bespoke software and what do you have?

A – An absolute ‘must have’ aviation device. Read on!

REPORT: OWEN HECKRATH

W

fliers,

EEKEND regular

cross-

country

aviators

and aircraft fleet operators know that

information and communication are important to a safe and efficient flight. Accurate position and performance data coupled with the ability to bi-directionally communicate information, is as important to the airline captain, as it is to mom and pop flying to the farm to visit family. Typically the obstacle has been that tracking and communication systems have either been limited in scope (coverage area)

so it’s accessible via any browser and on

or eye-wateringly pricey.

smartphones and tablets.

Recently

presented

with

the

new

The cool bit is that the system can

IndigoDUO tracking unit and messaging

connect either via the Iridium satellite network

system, we were pleasantly surprised to find

or the GSM (Global System for Mobiles)

it an easy to use multifunctional system. It

network, resulting in a significantly lower

tracking, satellite on when needed, and off

does the job and then some, at an affordable

operating cost. Best of all, the connection is

when not.

purchase price and ongoing operational cost.

an active switch, so it will select GSM to save

The text service via IndigoCONNECT

This system has three components:

costs, but when you lose the GSM signal, it

allows SMS’s to be sent back and forth via

Firstly IndigoDUO - The box that can be

seamlessly connects to Iridium. This means

MiTrac and then forwarded as emails or

installed in any plane - from single-seat

you get the best of both, lower data costs

SMS’s to relevant recipients. The selectable

aircraft to airliners. The next component is

via GSM while still maintaining true global

automated ‘flight events’ cover the entire

IndigoCONNECT - The APP that the crew

coverage via Iridium.

sequence from power up, blocks off, takeoff,

use to connect to the IndigoDUO box via

The ‘in-cabin’ box runs off its own

Bluetooth. This is the screen/keyboard and

internal battery, and sports an integrated

it is available for either iOS or Android. The

antenna, so for a ferry flight you simply pop

indigosat.co.za/duo

final component is MiTrac - The web-based

it on the glareshield and switch it on. But it

co.za/mitrac/

tracking platform for use by the operators,

can also be connected to power from the

owners or family members (the people

aircraft which enables the unit to power on/

cheaper, but nothing is more expensive than

on the ground watching). It’s web-based

off automatically. The unit will automate the

having no coverage when you need it most.

14 July 2019 | www.saflyer.com

landing, blocks on and power down.

More info available at: http://www.

‘GSM-only’

and

systems

http://indigosat. may

well

be

j

ATTITUDE FOR ALTITUDE GUY LEITCH

F-15D vs ARMED DRONE OVER SYRIA

In December over 100,000 people had their holiday plans derailed by a claimed drone attack on Gatwick Airport. These were supposedly ‘industrial drones’ and it seems the authorities were

powerless to stop them. So, what would have happened if they had been drones armed with the aptlynamed Hellfire missiles? Shoot them down over London?

T

HE United States Air Force

refuelling tanker. While they were still

the coalition forces on the ground, a move

(USAF) has released a

plugged to the tanker the ground forces

Renken took as a clear sign of lethal intent.

fascinating

into

radioed in, saying they had been shot at. A

But still, Renken could not shoot. Adding

the problems of manned

missile had landed near one of their vehicles,

to the complexity, there were two Russian

fighters

insight

but had not detonated. It seemed clear the

Air Force Su-27 Flankers loitering to the

drones,

missile had come from the Shahed-129, so

north. Renken was concerned the Russian

and how it has forced a re-definition of the

Renken and his wingman high-tailed it back

pilots could mistake an attack on the drone

rules of engagement. It also provides unique

to the area to check. “We did another pass

for a shot at them. And Renken could also

insights into the problems of manned fighters

close by the drone and, lo and behold, one

see that the Russians were carrying air-to-

taking on unmanned aircraft.

of the missiles was gone,” Renken says.

air-missiles. “If they wanted to tangle, they

hostile

encountering armed

Lara Seligman of AW&ST describes how Lt. Col. Jeremy Renken was patrolling over Syria in his F-15E Strike Eagle when he spotted an Iranian Shahed 129 drone

An ISIS - Syrian Shahed-129 armed with Hellfire type missiles on display.

orbiting over coalition ground forces. It was armed and dangerous as he could see it was carrying four Sadid missiles, the Iranian equivalent of Hellfire missiles.

The then rules of engagement in the air over Syria were clear: Even though it was unmanned, Renken could not attack the drone until the ground commanders were sure it posed a threat. Renken was in uncharted territory for aerial warfare. If it had been a manned aircraft, he could have

“At that point, we pretty much had him red-

were pretty capable,” he says. So Renken

flown an aggressive intercept, signalling the

handed.”

waited another interminable period as the

pilot to leave the area. But in confronting a

Renken announced that he was going to

drone, Renken had no way of knowing if the

destroy the drone. But then the Combined

At 9:08 a.m. Renken launched his AIM-

message would be received. So Renken

Air Operations Center (CAOC) told Renken

120C advanced medium range air-to-air

and his wingman just flew around watching

to hold off. CAOC said they had another

missile (AMRAAM) from a safe couple of

the drone for about 30 minutes, while

aircraft in the area which would attempt to

kilometres away from the drone and scored

simultaneously monitoring ground forces

deter the drone using ‘non-kinetic’ electronic

a direct hit, blowing the drone apart. Whether

and the command-and-control centre over

jamming. At first, this seemed to work. After

he could have used the F-15’s fearsome

the Strike Eagle’s three radios.

a few minutes the drone headed in a different

20mm M61A1 Gatling cannon to pump 100

Eventually, the two fighters needed

direction. However, the UAV’s retreat did not

rounds a second into it is not disclosed.

to refuel, so they flew to a nearby aerial

last. After 30 minutes it turned back toward

16 July 2019 | www.saflyer.com

UAV flew south, away from the Flankers.

When I asked our defence wonk Darren

COLUMNS

Olivier to speculate as to why they didn’t

so I think there was a little bit of rust in the

was this was kind of an air shift to the

use the cannon, he suggested that, “I think

system on how to respond to it,” Renken

unconventional, because I can’t say, ‘This

it may be related to wanting to keep more

says diplomatically.

aircraft is just a bad aircraft’—I’m not at

distance from the Shahed-129 in case one

The real problem was again the age-old

war with Syria. What’s new is trying to look

of its remaining Sadid missiles detonated,

question so loved by movie script writers,

at what an aircraft is doing—what type

or it may have been based on a desire to

about how much discretion and authority to

is it? Does it have ordnance? Where is it

test the AIM-120C’s performance against a

give the fighter pilots. The Syrian war is more

operating? Does it look like it is rolling in and

smallish UAV target. And with two Russian

complex than most modern conflicts. As the

about to shoot? We are trying to put all of

Su-27s in the vicinity, the AIM-120C missile

enemy evolves, the dynamic battlespace in

that together and make a decision: Is this

was aimed away from them, so the US may

the skies above Syria has forced the USAF

aircraft here at this time a threat [and] the

have wanted to demonstrate the capability to them.”

The Shahed-129 is a Predator sized

An F-15 launches an AIM-120 missile.

UAV, with a wingspan of 16 metres, an endurance of 24 hours, a range of 1700 km and a ceiling of 25,000 ft. Despite its size, it is powered by a humble common or garden Rotax 914 and so has a low heat signature.

Darren explains that, “the American AIM120C AMRAAM is a radar-guided missile, so it would’ve had no trouble locking onto the Shahed-129. That said, modern twocolour imaging infrared-guided missiles like the AIM-9X, IRIS-T, A-Darter, etc no longer look for point heat sources but image the IR radiation off an aircraft’s skin, and a Shahed-129 emits more than enough for a solid lock.”

to rethink the way it conducts air operations.

only way I can defend my forces is by killing

These sophisticated modern air to air

The net outcome of the Renken drone shoot

it?” Renken explains. “I think our leadership

missiles don’t come cheap and I wondered if

down has been the USAF giving its fighter

understands that sometimes to stay ahead

using an expensive missile on a drone wasn’t

pilots more responsibility so that the USAF

of these very fast-moving engagements, you

typical Uncle Sam overkill. Darren points out

can act more quickly in critical situations,

need to empower the airmen who are on the

that, “a recent AIM-120C-7 costs between

says General Mike Holmes, head of Air

scene to make the call they need to make

$300 000 and $400 000. The newer AIM-

Combat Command.

right away.”

120D costs about $1 million each, but it has

The key problem was the 90 minutes

The US Air Force took that lesson to

substantial improvements. A Shahed-129

it took from the time Renken first identified

heart. Just days later, on June 20, another

probably costs between $1 million and $2

the drone as a threat to when he was able

F-15 crew spotted a threatening drone over

million, so it was a fair cost trade-off for the

to shoot it down. This was due in large part

Syria. The crew intercepted the drone and

USAF.”

to confusion among the F-15E Strike Eagles

shot it down within minutes. Renken’s shoot

tracking the drone, the ground forces and

down of the Shahed-129 was the first in a

the CAOC about who was doing what.

series of defensive U.S. air-to-air kills over

After the drone shoot down, Seligman reports that, “the pro-regime forces seemed to have gotten the message that the U.S.

But the CAOC eventually gave Renken

Syria. In the weeks following the shootdown,

fighter pilots were not messing around.”

authority to make the call. “When they

U.S. pilots destroyed another Iranian drone

Although

ultimately

came on the radio and gave me very clear

operated by pro-regime forces, as well as a

successful, Renken wryly notes that it could

the

mission

was

permission that if you see this thing turn

manned Syrian Su-22 fighter. “It was a pretty

have gone more smoothly. During those

back at our guys, you can shoot it – that

tense month,” Renken says. The Syrians

tense 90 minutes that it took before he was

was when finally all the friction was gone;

“kind of came out and tested us.”

permitted to engage the drone, there was

it was our decision,” Renken says of the

But I reckon it will take a while before the

“a little bit of confusion” between the Strike

last few moments before he downed the

RAF learns this lesson well enough to shoot

Eagles, the ground forces and the CAOC

Shahed-129.

down a drone invading Heathrow’s airspace.

over who was doing what. “We all knew

Renken notes. “We’ve made that shift

that something like this could happen, but

from the conventional to the unconventional

it hadn’t happened for a really long time,

fight on the ground. What was new here

j

guy@saflyermag.co.za

17 www.saflyer.com | July 2019

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

LETTER TO THE EDITOR

to wing geometry to (try and) explain why

introduced ‘somewhat like a distinguished

I refer to your article, Lift Unexplained,

wings cause lift. A Google search will raise

guest at an informal dinner.’

in the June 2019 issue of SA Flyer. I would

a zillion questions and it opens a plethora of

like to congratulate Peter Garrison with the

other issues.

LIFT UNEXPLAINED

article. I think it is brilliant:

But before you get sucked any further into the vortex of trying to understand lift –

The un-brilliant question that I would like

let me leave you with two thoughts: First, I

•

The title; brilliant.

to ask is: Bernoulli’s law is limited to flow in

once challenged Peter to explain how, if the

•

The introduction of Bernoulli in the

a pipe that restricts the flow to the inside of

best minds could not agree on lift, how could

article; brilliant.

the pipe, what goes in, goes out. Can we

mere pilots be expected to understand it?

The reference to the spoilsport;

apply this law to “open” flow of air around a

His reply was, “Its not that aerodynamicists

brilliant.

wing? I don’t think so. This is maybe where

do not agree how lift works, it’s that they are

we go wrong.

not very good at explaining it.”

• •

The

questions

raised

by

the

spoilsport; brilliant.

•

Second: Please have

THEUNIS SNYMAN

a read of the

Peter’s way of introducing the

essential Peter Garrison reading, a column

reader to some of the conflicting

entitled – “You Will Never Understand Lift.

issues; brilliant.

I am a retired mechanical engineer and

Why the true nature of lift continues to elude us.” Published in Flying Magazine on June

HI THEUNIS

the principle of Bernoulli’s law was taught to

I agree with you in your assessment of

me at university. I am also aware of many

the column – and what particularity tickled

4, 2012. It Googles easily – and can be found on www.avcom.co.za as well.

questions raised when you apply this law

me was the description of Bernoulli being

GUY

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SA Flyer 2019|07

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LEADING EDGE PETER GARRISON

HYPOXIA AT YOUR FINGERTIPS

Some accidents that investigators have attributed to hypoxia, involved experienced pilots who had been flying, in some cases for a rather short time, in the 12,000 to 18,000-foot

altitude range without supplemental oxygen.

I

F scrambled fighters find a maskless

of altitude

pilot slumped unresponsive in his

sickness at 10,000

seat, clearly unconscious, as his

feet; others are

aeroplane cruises past its destination

comfortable and seem to

at 25,000 feet, it’s reasonable to

function normally at 15,000.

suspect an oxygen problem. On the

The time of useful consciousness

other hand, if a pilot with minimal instrument

– a standard metric – at 29,000 feet is

experience gets tangled up in clouds at

said to be around two minutes, and yet

night at 15,000 feet, is hypoxia to blame?

a few people, thoroughly acclimatised,

You can’t really tell, since plenty of pilots get

have climbed Mount Everest without

tangled up in clouds at night at 5,000 feet

supplemental oxygen.

with the same outcome.

U.S. Regulations allow you, the pilot,

To make an already murky subject murkier still, the relationship between

to fly between 12,500 and 14,000 feet

altitude and oxygen saturation is not at

without supplemental oxygen for no more

all linear. It has a distinct knee, remaining

than 30 minutes. Pilots are required to

fairly flat up to 8,000 feet or so and then

use oxygen above 14,000 feet at all times.

trending downward with increasing rapidity.

Passengers are permitted to gasp for

The knee is located at different altitudes

breath indefinitely below 15,000 feet; above

for different people. Thus, you not only

15,000, everybody in the aeroplane must be

don’t know how much oxygen your brain is

provided with supplemental oxygen.

getting at a given altitude, but you also don’t

It is important to note that when hypoxia is discussed in terms of altitude, it is pressure altitude, not density altitude, that

know how rapidly the amount is changing as you climb higher.

Some authors find Part 91 far too

A Fingertip Oximeter.

turn back and land rather than cross a 10,000-foot ridge without oxygen?

In attempting to measure the hazards of hypoxia, we progress through a series of rough approximations. Pressure altitude is a very approximate surrogate for the amount of oxygen in the blood; the relationship varies greatly among individuals. Oxygen in the blood -- which can be measured in flight with a cheap gadget called a fingertip oximeter -- is in turn a surrogate for performance; but even at the same level of oxygen saturation, different people experience different degrees of impairment.

And impairment itself is difficult to evaluate; a highly skilled pilot, even impaired, may outperform a mediocre one at the top of his form.

Yet another step is required to relate

matters. There is always plenty of oxygen

liberal. One doctor-pilot, Fred Furgang,

around, but what controls the amount that

declares in an essay on hypoxia that

impairment to safety. It’s easy to say that

reaches the brain is pressure differences

“supplemental oxygen is needed at

no impairment should be acceptable, but in

across various membranes in the body. The

altitudes lower than those required by the

fact people fly all the time with all kinds of

process by which oxygen reaches the brain

Federal Aviation Regulations. It is a good

impairments due to fatigue, minor illnesses,

is affected by a great many factors that

idea to consider oxygen for flights above

life stresses, circadian rhythm, medications

vary widely among individuals. By some

5,000 feet at night and about 8,000 feet

permitted or prescribed – all factors that

definitions, normal people acclimatised to

during the day.” Well and good, but safe

have at one time or another been claimed

sea level begin to be hypoxic at 7,000 feet

flying is about the careful management of

to be associated with accidents. Since most

or so.

risk, not about its complete elimination.

of these are unavoidable, it is assumed that

How many pilots do you know who would

pilots’ skills are adequate to allow them

Many people experience symptoms

20 July 2019 | www.saflyer.com

COLUMNS

to perform their tasks even when they are not in peak condition.

me and my classmates that if we did not constantly use our brains

Differences in ability and performance are taken for granted; you do

we would lose them. You would think that by now I would know the

not have to fly like Bob Hoover to earn a pilot’s license.

squares of all two-digit numbers by heart, but I don’t. Maybe she

A typical altitude chamber ride takes you up to 25,000 feet and has you do sums and sign your name while you’re there. When you

was wrong: We lose them anyway.)

I was interested to see, when I landed, that I had two incorrect

return to ground pressure, you are expected to discover that your

answers out of three. On the other hand, my measured oxygen

work product resembles a nine-year-old’s. But the entire purpose

saturation – the percent of the oxygen-holding capacity of the blood

of the ride is to scare you into following the rules. It happens that

that is actually being used – had been higher at all altitudes than the

25,000 feet is close to the level at which the effects of hypoxia are

standard chart said it should be. (Of course, the oximeter could be

quite marked and cease to be extremely variable among individuals;

wrong.)

in fact, most people will eventually pass out at 25,000 feet. A

I was interested, too, to see that the saturation lagged by a

chamber ride to 15,000 feet would be less dramatic, and it might be

minute or so as I climbed or descended; the often-heard statement

more representative of the everyday experience of pilots.

that “recovery is immediate” with administration of supplemental

I suspect that the original impulse for studying the physiology of aeronautical hypoxia may have come from World War Two bomber crews who flew in unpressurised (and unheated) aeroplanes at

oxygen may apply to waist gunners whose masks came unplugged, but does not strictly apply to saturation percentages.

Fingertip oximetry does not tell how much oxygen is actually

30,000 feet. Dozens of crew deaths were attributed to inadvertently

getting to the brain, but it’s better than nothing. The real problem is

disconnected oxygen supplies, and the conversation about hypoxia

correlating saturation with impairment. Furgang recommends going

coalesced about its most dire, and potentially fatal, aspects. The

on oxygen when saturation, normally 98-99% at ground level, drops

fact that the most common standard of hypoxia is “time of useful

below 92-93% in daytime or 94-95% at night. A study of workers

consciousness” reveals how irrelevant much hypoxia discussion is

building an observatory at the 16,000-foot level in Chile identifies

to normal flight experience.

‘minimal mental impairment’ with a range of oxygen saturations between 85% and 75%, which correspond, on average, to altitudes

Part 91 Oxygen requirements chart.

between 10,000 feet and 13,000 feet (but your results may vary).

One study (McFarland, 1972), with specious exactitude, gives a table of percentages of sea level performance in various categories.

For example, at 13,650 feet (4,200 meters) visual sensitivity – this would correspond to night vision – retains only 56% of its sea level value; short term memory drops to 83% and arithmetic ability to 92%. Interestingly, the last thing to go was found to be “decision making ability”, which was at 95% at 13,650 and 90% at 16,250 feet (5,000 meters). This should be a comfort to scofflaws, since decision-making ability – assuming that this means making the right decision, not just any decision – would seem to be the factor with the greatest relevance to flight safety.

One well-known aspect of hypoxia is that a hypoxic person feels euphoric and is unaware of any impairment. It is therefore pointless to say to yourself, “I will descend (or put on the mask or cannula) as soon as I start have to accept 10,000

feet

to feel odd.” You won’t feel odd. You as a given that once you are at or higher, you are already

hypoxic. That

doesn’t mean that you

Hardly anyone today climbs to 25,000 feet without oxygen

are incapable

of flying an

and expects to get away with it; but many pilots, faced with a line

aeroplane, but

of clouds, a high inversion or mountains, will climb to 15,000 and

incapable

rationalise staying there as long as necessary. It is not a question

self-assessment.

of their losing consciousness; more likely, it is a matter of their

oximeter is valuable

misreading a heading on a chart or taking longer than usual to copy

because it provides

a clearance.

a measure of

A while ago, in an effort to get some sort of subjective grasp

of

you may be reliable An

objectivity –

of the relationship between altitude, blood oxygen saturation and

and it doesn’t

performance, I bought a fingertip oximeter on the Internet for $38.

hurt to

When I first got it I climbed to 13,500 feet and performed some

have some

impromptu self-tests, which consisted of holding a heading and

oxygen

altitude and squaring two-digit numbers in my head. (I have done

aboard as

this for mental exercise ever since a grammar-school teacher told

well.

j

It doesn't hurt to have oxygen on board.

21 www.saflyer.com | July 2019

OBITUARY

GARY BURRELL Gary Burrell, the co-founder of GPS giant Garmin – and the Gar of Garmin - passed away on June 12, 2019, at the age of 81.

LEFT: Garmin founders Gary Burrell and Dr Min Kao.

vision for integration with the now iconic and industry standard GNS 400 - 530 product family, which combines GPS technology with traditional aviation navigation and communication systems and a colour moving map. Gary went on to conceive the G1000 cockpit system which today is operating in thousands of aircraft around the world from small piston powered airplanes through midsized business jets.

Gary was born in Kansas, and earned his bachelor’s in electrical engineering at Wichita State University and his master’s from Rensselaer Polytechnic Institute. Min was born in Zhoushan, Taiwan, and earned a doctorate in electrical engineering at the University of Tennessee. The pair came

G

into contact with the then highly classified satellite positioning technology while working ARY Burrell co-founded

employees. Among them was current Garmin

for their then employer on a project for the

Garmin with Dr Min

President and CEO Cliff Pemble, one of

US Department of Defence.

Kao in 1989 with the

Burrell’s first employees. “While Gary will be

Quickly appreciating the vast potential

vision

creating

remembered by many as one of the great

of the new technology, the pair developed

products powered by

entrepreneurs of our age, I will remember the

a vision to “popularize GPS and change the

an emerging technology

unusual way in which he led our company,

world.” However, this was in conflict with

known as the Global Positioning System,

something he called servant leadership,”

their then employer, who was cutting R&D

or GPS. Thirty years later, Garmin has

Pemble said. “Whether it was about creating

budget. Hence their decision to start their

grown from a handful of engineers into

the best product or his behaviour as a leader,

own business. The company, and indeed its

a

communication

Gary always considered the impact to others

name Garmin, was put together by the two

product powerhouse with more than 12,000

before himself. His example not only inspired

founders — Gary and Min.

employees in 60 offices around the world.

my contribution to Garmin, it also positively

Garmin’s business philosophy of valuing

Flying magazine reports that, of his

influenced me as a husband and father. I

the fundamentals and “tackling the hardest

many accomplishments, Gary was most

am forever grateful for the rich and enduring

jobs first” have carried the company through

proud of the jobs he helped create. “Gary

legacy of Gary Burrell.”

all kinds of challenges over the 30 years, and

global

location

and

of

Burrell has been my friend, mentor and

Prior to launching Garmin in 1989,

partner for more than 30 years,” Kao said.

Burrell held leadership positions at marine

resulted

“His vision, values, engineering skills and

and

satisfaction.

commitment to serving our customers have

including Lowrance Electronics, King Radio

For decades, Garmin has pioneered new

been the foundation for the growth of our

Corporation and AlliedSignal. He is widely

GPS navigation and wireless devices and

company. It has been both a great privilege

regarded as one of the leading innovators

applications that are designed for people who

and a blessing to have known this amazing

of integrated avionics, having designed and

live an active lifestyle. Nowadays Garmin

man and I know his legacy will live on.”

developed the first successful NAV/COMM

serves five primary markets, including

for the general aviation market.

automotive, aviation, fitness, marine, and

In a career spanning 50 years, Burrell motivated and mentored thousands of

22 July 2019 | www.saflyer.com

aviation

electronics

companies

At Garmin, Gary Burrell expanded his

the business model of “vertical integration” in

extremely

outdoor recreation.

j

high

customer

SA Flyer 2019|07

FAX

23 www.saflyer.com | July 2019

PLAIN TALK JIM DAVIS

S PIN Training Should spinning be part of PPL training? Hmmm. There is a very strange balance going on here. On the one hand, people have been killed by spin training. But on the other hand, people have been killed by NOT having spin training. I believe all pilots should be trained in full spin recovery. Bear with me and I’ll explain.

F

IRST, let’s decide what we

The second argument tells us that spin

instructor, it’s no problem. But if you are solo

mean by the terms ‘spin’ and

avoidance isn’t being taught properly by

and not properly trained in spin recovery,

‘incipient

competent instructors. If it was, these circuit

then you’ll probably join the thousands of

spins wouldn’t happen.

other pilots who were also in that unhappy

spin.’

Test

pilots

divide spins up into a number of stages, but as we aren’t test

So

if

spins,

and

spin

avoidance,

state.

pilots, we’ll keep it simple. Most dictionaries

were taught by competent instructors, in

In a nutshell, spins are dangerous

agree that ‘incipient’ means ‘beginning to

aeroplanes that are certified for spinning,

because they are badly taught. Or, more

happen or develop.’ So let’s say that an

there’s no reason why they shouldn’t be part

optimistically, spins are perfectly safe – so

incipient spin is anything from a wing drop at

of the PPL training syllabus.

long as they are properly taught.

the stall, to half a rotation, and a full spin is

Accidental spins are not common on an A to B flight. They’re mostly caused by a

half a rotation or more.

This brings us to the big question. WHY are spins badly taught?

And we need one more term, ‘wing drop.’

distraction, or something unusual happening

Two reasons: the availability of spinnable

This is the very first sign that she’s about to

– particularly when you are manoeuvring

aeroplanes, and the availability of instructors

enter an incipient. In fact, many people call

at the low altitudes and low airspeeds that

who are current, competent and comfortable

it an incipient.

are part of circuit flying. It could be traffic

(CCC) with spin training.

So, we are looking at three stages:

avoidance, a go-around, a runway change,

1.

A wing drop

strong

2.

An incipient – up to half a turn

problem,

a

a Piper Cub – when Pontius was a student

A full spin – half a turn or more

passenger problem, or perhaps the most

Pilate – my instructor told me that spin

3.

or

gusty an

winds,

out-of-trim

a

mechanical

condition,

This problem has developed over the last 30 or 40 years. When I learned to fly in

These aren’t official definitions, but

common cause of all – the impossible turn –

training was fun. Meneer Buitenhuis – the

they are simple and will serve well for this

an attempt to return to the departure runway

poor man had to live with that surname –

discussion.

following an engine failure after takeoff

described the manoeuvre as the worst thing

(EFATO).

that could happen to an aeroplane if you

There

are

two

arguments

against

teaching student pilots to do full spins.

Using our definitions, a full spin from

Firstly, statistics from the USA show that

circuit height is going to be fatal in any

more people die in training spins than are

aircraft. An incipient spin is probably fatal

But Mr Buitenhuis was correct. Early one

killed in accidental spins. Secondly, most

when you are turning final, or crosswind,

morning we climbed up above Wonderboom

accidental spins happen in the circuit at a

at around 500 ft. And a wing drop can be

in ZS-BNR, a little yellow Cub, and did the

height from which recovery is unlikely.

disastrous just before touchdown, or just

HASELL checks. Then he pulled on the carb-

after lift-off.

heat, throttled fully back and eased the nose

The first argument simply tells us

really stuffed up your handling. I doubted that ‘fun’ was the appropriate adjective.

that spins aren’t being taught properly by

Of course, the other occasion for an

above the horizon. He kept it there by easing

competent instructors. If they were, these

accidental spin is when mucking about in the

back on the stick as the airspeed bled off. As

training spins wouldn’t happen.

GF area. If you are dual, with a competent

she approached the stall he hauled the stick

24 July 2019 | www.saflyer.com

www.saflyer.com | June 2019

PLAIN TALK

First solo spin and successful recovery says it all.

fully back and jumped on full left rudder. The

confidence that you can’t achieve any other

little aeroplane sighed as if to say, “Really?

way.

Not again? Okay, here we go.” She banked

Why was it so safe, and so much fun?

steeply left and the nose dropped way down

Two reasons – I had the right aeroplane and

until it was pointing at the ground. Then the

the right instructor.

world started to swim clockwise in front of the windscreen.

I believe that all pilots should experience full spins. After that, they must learn to avoid spins, and how to recover from wing drops and incipient spins.

The problem is that most of today’s instructors are scared, not only of full spins,

Of course, not all aeroplanes spin like a

but of pansy incipient spins. And indeed,

Mr Buitenhuis calmly described what

Cub. Some whip in sharply and spin much

many have good reason to be scared,

was happening, and asked me to count how

faster. Some, like a Harvard or a Tomahawk,

because they’ve never spun an aircraft

many times the Bon Accord Dam swirled

shudder and shake in the spin. Some take

on their own. Do you hear that? If you put

past us.

a little longer to recover. Some will even

your instructor into a full spin, it may be the

“Now, to recover, we use full right rudder

snap into a spin the other way if you are too

very first time he has ever been the pilot in

like this, pause, ease the stick forward, and

hasty with your recovery. But once you are

command of an aeroplane that’s spinning.

she stops spinning. Now we centralise the

comfortable with basic spins, all these quirks

rudder and ease out of the dive. As the nose

don’t matter.

meets the horizon we put the carb-heat off and smoothly apply full power.”

If your instructor is scared, you should be terrified.

A pupe once spun me in a Twin

Unfortunately, it gets worse because

Comanche over Cape Recife lighthouse

these spin-scared instructors pass their fear on to their pupils. And those pupils

All pilots should experience full spins, and they must be taught to how to recover.

eventually become instructors who are more scared of spinning. And so the vortex of fear intensifies with each new generation of instructors.

So, that deals with the instructors.

But there’s another problem – spinnable aeroplanes have become less and less available. When the sky was full of Cubs, Tigers, Aeroncas and Chipmunks, it was

The whole thing was a huge non-event.

at Port Elizabeth. The Twin Comanche

easy to find an aeroplane in which to do

Actually, it wasn’t even that – it was great

isn’t certified for spinning. We were on one

some happy spinning.

fun.

engine, and she whipped inverted and spun

I say “happy” spinning advisedly. The

We hadn’t even lost much height, so we

like a top. I talked the pupil through the

most popular trainers – C150s, 152s, 172s,

climbed up and did another one – to the right

recovery, but he didn’t move the stick forward

Cherokees, Tomahawks and even the trusty

this time, with me following through on the

enough, so the twin flicked into a spin in the

Colts – aren’t what I’d call “happy” spinners.

controls. And then he allowed me to do two

other direction. I took over, and she did the

Let’s have a look at them and I’ll explain why

unaided.

same to me. By now we were running out of

each has its own problems as a spin trainer.

I was hooked, I loved it and couldn’t wait

height. We barely had enough for one more

to do them again and again. Next I had to

try. To slow things down I chucked out the

do them solo – three turns in each direction.

gear and flaps and treated her very gently.

These lovely little aeroplanes have

Certainly, I was nervous as I climbed up in

This time she did recover – but very close

taught thousands of pilots to spin. But every

lazy circles over the airfield with the front

to the water.

now and then one just doesn’t recover.

C150 AND 152S

seat alarmingly empty. But once I had done

If Mr Buitenhuis hadn’t taught me to love

It has happened too often that a pilot with

the first solo spin, and it sank into my head

spins and to feel relaxed and comfortable

much experience in spinning these aircraft

that I could cope with the worst possible

with them, we would’ve made a small and

suddenly finds he can’t recover.

event, then I wanted to do it again and again.

very temporary hole in the Indian Ocean.

Anyone remember Harold Hawthorn?

Your first solo, and your first solo spin,

If there’s a moral to this story, it’s this:

I taught him to fly – he was a competent

are amongst the top three joyous events

instructors must learn to be comfortable

instructor and very happy with spins. But

in your life. And they give you a quiet

with, and even enjoy, spinning.

a few years later, he spun into the ground

26 July 2019 | www.saflyer.com

COLUMNS with a pupil at Swartkop. Boots O’Riley,

a spiral dive, because normal spin recovery

are foolish enough to try this with a farmer

with 10,000 hours on C150s, frightened the

techniques cause an immediate recovery.

in the back seat, she’ll flick in, and spin like

crap out of himself in a spin at Oudtshoorn, and gave up spinning as a bad job. And the

a bitch. But that’s the penalty for exploring TOMAHAWK

territory outside the ‘utility’ category.

two brothers who spun into the ground near

Ah! Now they spin beautifully and

Uitenhage three or four years ago, and the

recover when told properly. They are ideal

If you do find a spinnable aircraft, make

guy who did the same at Worcester ... need

for spin training. The problem is that there

sure it hasn’t been fitted with a glass cockpit.

I go on?

aren’t many around. And most modern

I understand that spins are prohibited with

Put it this way, spinning a C150/152 is

instructors, who are a bit nervous of spinning

EFIS (Electronic Flight Information System)

legal and mostly safe, but I wouldn’t want my

anyway, are terrified of Tomahawks. Why?

because you can damage something in its

family spinning them.

Well the spin is enthusiastic, she shudders

poor little brain.

C172, UTILITY CATEGORY

and rattles and she only recovers if you do

So, to summarise, “happily” spinnable

everything properly. To make matters worse,

aeroplanes are difficult to come by, and

Legal, but unpredictable. Each one has

if you turn your head and look back you’ll be

finding an instructor who’s CCC is like finding

its own peculiarities. Most behave differently

certain that the T-tail is about to shake itself

a diamond in the desert.

in left- and right-hand spins. And if you have

off. What a pity – the only really spinnable

the centre of gravity a bit far aft, she flicks in

modern trainer is out of the running.

CONCLUSION

PIPER COLTS

current situation? The one that encourages

so quickly you don’t know what’s hit you. Not an ideal spin trainer.

CHEROKEES

–

140S

AND

180S,

UTILITY CATEGORY

Think about this. Are you happy with the Those dear, solid little trainers simply

you to fool around on the edge of a spin,

refuse to spin. They are wonderful for

knowing that you could place your instructor

teaching incipient spins. They go in with

in a position he has never been in before?

Solid, reliable, and totally predictable,

huge enthusiasm. And then do absolutely

To me, that’s unthinkable.

but … hmm, I don’t think they really spin. Or

nothing. You can hold the stick firmly right

I believe this situation can only be cured

put it this way, I’ve never managed to get one

back and keep standing on one rudder and

by a radically different approach to spinning.

into what I’d call a stable spin. The incipient

she just wallows around with no intention of

All pilots should experience full spins, and

stage is normal – she drops the wing, puts

spinning.

they must be taught to how to recover.

TRIPACERS

must not only be current and competent,

her nose down and obligingly rotates. It’s just like a spin, but the airspeed, instead

But more importantly, all instructors

of remaining low, winds up alarmingly. It’s

The Colt’s big brothers do exactly the

certainly not a classic spin, but neither is it

same, but don’t underestimate them. If you

but also comfortable with full spins and recoveries – solo!

j

27 www.saflyer.com | July 2019

KEEP IT LITE

28 July 2019 | www.saflyer.com

HELI OPS GEORGE TONKING

LOW LEVEL OPERATIONS AND THE ‘DEAD MAN’S CURVE.’ In the past, while flying helicopters, I would often make a TIBA (traffic information broadcast announcement – for uncontrolled airspace) radio call something like this; “Protea Coin 1, helicopter, 3 miles west Hotel Bravo Victor (the old Hartbeespoort VOR station) maintaining 5,500 feet, QNH 1026, routing Brits.” Then one day, instead of broadcasting the relevant altitude, I just started calling out what it actually was: “Low level”.

Flying low is a given in ground team helicopter air support.

P

ERHAPS it was a realisation that we chopper boys generally fly at a far lower level than our fixed wing friends. But why do we fly lower? Is it a natural tendency? Is it more enjoyable? Or are we serving some important end while skimming

the earth’s surface?

Early in my helicopter career, I was hauled across the coals by a senior pilot for flying low over a hijacked car and then chasing the on-foot suspects through a rural area – kind of like one would do for game capture. My adrenaline was pumping.

But he was right. I had no business chasing the suspects, as the mission’s sole interest was, in fact, the recovery of the hapless owner’s stolen car. The old guy sat me down post debrief and asked me these questions: 1.

Why were you flying low? What for?

2.

Was it worth it?

3.

Were you allowed to fly in that manner?

Needless to say, being the new kid on the block, I sat down and listened. My new job depended on the size of humble pie I could eat, which I did often. After all, the old guy was just trying to keep me alive.

Question Number 3 was an easy one to answer.

Aeronautical Information Publication (AIP) in hand, it takes minutes to read the law concerning minimum aircraft altitudes in different environs. The majority of the airspace in South Africa is defined as rural, allowing you to fly however you see fit within the regulation. A big thing to understand, however, is that any member of the public may report ‘low flying’ that they might consider a nuisance or reckless. This is usually largely a subjective assessment, but something to consider. The more restrictive standard is found in the Standard Operating Procedures (SOP) of the aircraft owner and operator. It’s crucial to be familiar with the privileges of such operating licenses if you intend using them.

30 July 2019 | www.saflyer.com

COLUMNS

Questions 1 and 2 are essentially part of the same reasoning

simplicity-sake, we’ll ignore them for now. The area on the graph that

model. Firstly, why would I want to fly low? Is it in support of a life-

falls below the required height and speed is called the ‘dead man’s

threatening situation on the ground? Or is it to demonstrate my

curve’.

prowess at missing the trees at the end of my friend’s yard as I whizz

Point made.

by flat out, with the theme tune to “Top Gun” in my head? Do an

Too low and too slow and you’re going to own that shaded real-

honest assessment. I did, and I found myself without a leg to stand

estate. The area on the graph between the two lobes is called the

on a lot of the time.

autorotation corridor. If a pilot flies the helicopter in such a way as to

Flying, like any other high-performance activity, constitutes risk.

maintain this flight profile, for taking off and landing, they minimise the

Risk is the possibility or danger of suffering loss, a possibility that

risk of crashing due to a power failure. These graphs are developed

can, ultimately, lead to a probability if pushed too far. This is where

by the specific helicopter manufacturers and their test pilots. It’s

question 2 comes in, but usually only after an incident.

important to note that these test pilots consider the “average” helicopter pilot when compiling the margins of these graphs, erring towards the forgiving side, meaning that, with some flight experience, the more experienced pilot should be able to safely auto-rotate his or her ship closer to the limits of the corridor.

Coming back to low level operations, how does the heightvelocity diagram influence my flying? Well, it does not necessarily mean that I’m a reckless pilot if I’m operating within the shaded dead man’s curve. Vertical reference of sling-load work sees some pilots flying thousands of hours inside dead man territory. In the security flying environment, I often find myself inside the dead man’s curve in support of ground operations. It is, however, critical to understand the fact that you are there and then limit the time spent there as much as possible.

Knowing the wind direction is also critical for a successful autorotation. The difference between an into-wind landing and a down-wind landing is the forward, or run-on, speed of the

A simplified Height Velocity Diagram.

helicopter. This is the speed at which the helicopter pilot will level the ship approaching ground contact after an auto-rotational decent.

Risk, in itself, is not inherently lethal if managed. To mitigate

Generally, helicopters are designed to accept a large vertical impact

risk is to consider the threats in the risk environment, in this case,

force through the landing gear and fuselage design, but the Plexiglas

low flying. In pilot language, we use the Threat and Error model to best identify and mitigate risks. How do you manage these threats?

Well a good start is in the training department. Train for unforeseen challenges and consider how to work around threats. Pre-flight inspect your ship thoroughly in order to make sure it’s not your last pre-flight inspection. There are many threats to low flying but for this article, I’d like to concentrate on engine failures. At least twice on any flight, pilots will find themselves flying low. What if an engine fails then?

In helicopter flying we have a very important performance diagram called a Height versus Velocity diagram. Basically, helicopters don’t fall out of the sky when they lose power, as is reported on the news.

Much like a sycamore seed spiralling to the ground, a helicopter can be glided using the descending air to produce rotational force on the main rotor, essentially slowing the rate of descent of the ship and allowing a cushioned landing on the ground.

This technique, called auto-rotational flight, is only made possible by the rate of descent and/or forward speed of the chopper in relation to the collective pitch of the main rotor, which is controlled by the

A height Velocity diagram for a large helicopter.

pilot. Hence, the ability of the average pilot to enter autorotation is

bubble and instrument console does little to prevent injury from

largely governed by the height and speed at which an engine failure

forward speed. So, in short, always know the wind, as a descent into

may occur and the pilot’s reaction speed on the controls. There are

wind will limit the run-on speed. Look for smoke or dust; even ripples

many other factors like weight and balance calculations, air density

on the water. When training, I was told cattle point their bums into

and rotor rigging that play a significant part in autorotation, but for

wind but I’ve since discovered that’s not always true. I’d bet my life on

31 www.saflyer.com | July 2019

HELI OPS GEORGE TONKING

smoke, dust or wind ripples. Not so much on a cow’s butt.

But

Low-level flying is a risk. Make sure the reward (staying alive) outweighs the

professional

risk. Always make a conscious decision

helicopter operation, training is not only

seriously.

In

a

to be alert to the threats and try to fly the

helpful but mandatory. I’m not referring

helicopter in a way that will allow an escape

to the annual or biannual flight test with a

if the engine quits.

CAA examiner but more specifically the

j

Operational Proficiency Check (OPC) with the chief instructor. We are required by the more restrictive SOP of the operator to do an OPC every 6 months. These checks are specific to the environment that the pilot will find him or herself in while operational.

I allow my pilots to elect for extra training if they so wish and also encourage them to modify the OPC to target areas that they are feeling need more attention personally.

We do many, many “autos”, tight turning, and low-level simulated engine failures. The idea is not to catch the pilot out by surprise, but rather to instil confidence in the face of circumstance, making the pilot not only more

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33 www.saflyer.com | July 2019

HANGAR TALES SARALIMA

TRAFFIC CONES & APPLES Long haul flying not only

involves the many hours on the flight deck, fatigue and

boredom. Often the ‘high jinks’ on the ground can also have a

significant impact on scheduled operations.

S

TILL

short

of

40

years

stores on the high street back home.

to its rear where the 50mm twin exhausts

old, and as a newly minted

To cap it all, I had Hugh Ashton as my

ejected the emissions of its 3.5 litre V8

Captain, I was on cloud nine.

route training senior. Hugh and I had very

in a muted woofling roar, the Stag oozed

Flying the best aircraft in the

quickly become friends and our respective

perfection and sheer driveability. So yes, it

fleet, on the best routes – life

wives and kids meshed as well, so we were

was the perfect car for an airline captain.

simply couldn’t get better. The best aircraft

soon house regulars. He was my mentor

in the fleet was the Lockheed L-1011 Tristar

and an outstanding pilot with an easy going

and the best routes were the Gulf and Pacific

sense of humour. I envied his skill, I envied

routes, the ‘Silk Routes’ as they were dubbed

his experience on our routes, but most of all,

by aircrew – mainly because you could get

I envied his car. Hugh had what I considered

a made-to-measure, monogrammed silk

to be the perfect airline captains’ car, a

pilot’s shirt from tailors in Singapore for way

Triumph Stag. From its long rakish bonnet,

less than their polycotton versions sold for at

past the open Targa top and leather interior

One Friday night it was ‘boy’s night out’ and we’d been on the town in London’s West End, where Hugh seemed to know all the best restaurants and pubs, and quite lateish we were on our way back home. (He lived within five miles of my house, so it was simple economics that we take one car).

Being over “The Limit” had a slightly more free definition back then, before the Tony Blair inspired ‘nanny state’ had washed and wrung all the joie de vivre out of the UK, so I will confess that we had both had ‘a few’.

Not quite a skinfull, but we were definitely ‘joyous’. It was a stellar, unseasonably warm May evening and Hugh had removed the Stag’s Targa hardtop so the enchanting purr from its tailpipes added to the evening’s alcohol intake to put me into a very unruly mood indeed as we tooled down Edgeware road (You could drive in London back then).

The big roundabout (also called a traffic circle) at the junction of Edgeware and Marylebone roads was constantly under construction and various lanes were

The Stag had a rakish charm all its own.

34 July 2019 | www.saflyer.com

inevitably marked off by big orange traffic cones. As Hugh geared down into the circle,

COLUMNS

I suddenly had a delinquent idea which made

system, Inertial Navigation System (INS),

was completely innocuous and did not

me blurt out “Slowly!”. That single word was

stability and direct lift control systems. But

lead to thoughts of murder by either party.

all that Hugh needed to grasp what I was

the cherry on top was the CAT-IIIB Autoland

But there’s always one, isn’t there? – and

thinking and he duly slowed to walking pace

system. In flight, the L-1011 was nothing

we had him in the jump seat that day. The

and drifted to the outside lane alongside the

short of a miracle, the first commercial

brown-nosing, no-good, whistle-blowing,

traffic cones. I stood up, leaned over the side

airliner certified to be capable of flying itself

ass-creeper probably felt that his career

and as we passed each one, I picked up the

from takeoff to landing, irrespective of the

would benefit immeasurably by reporting the

big orange cone and stashed it in the back

weather. Diversions were becoming past

‘incident’, which he promptly did.

seat. All went well for about 270 degrees of

history as Tristar pilots simply dialled altitude

The upshot was that Hugh and I were

the circle and a big load of traffic cones when

and course changes into the flight control

off flight ops until we had attended a

Hugh suddenly snapped; “Rozzers! Fix!”

system and monitored their instruments,

‘refresher’ course on FDPE. Needless to

and the L-1011 would fly and land on its own.

say, we were both mightily pissed off by this

the plan. Rozzers is polite slang for police in

Most of this wizardry was dependant

bit of corporate auto-flagellation, the more

the UK so I immediately switched my focus

on the triple-redundant INS, or to put it

so because it was being held in Torquay,

from alongside to behind the car and sure

more accurately, on setting up each of the

widely considered to be the UK’s retirement

enough there was a ‘jam sandwich’ plodding

three complex, interlinked INS systems.

village. But, sneakily, we decided to forego

along about 30 metres behind us. Jam

This was done on the apron. L-1011 bays

the pseudo-glitz of the city hotel and rather

sandwich is slang for English police cars

were specially demarcated for nosewheel

stay outside of Torquay at a little pub that,

All I needed was those two words to get

which are painted white with a broad red/ orange stripe down the side. Viewed side-on, the result is not unlike a smear of strawberry jam between two slices of white bread – hence ‘jam sandwich’. Hugh continued into a second circuit of the roundabout at the same walking pace with the jam sandwich idling along behind us and I took the cones one by one from the back seat and replaced them on the road. As I replaced the last one, the Rozzers gave a quick squirt on their siren and a flash of blue light and they exited onto Marylebone and the flyover while we headed southwest for home.

I’m recounting the roundabout story

A Rozzer and a jam sandwich.

to you not to show the tolerance of UK police, but because it illustrates the level of communication shared between Hugh and

and mains to ensure perfect alignment so

according to Hugh, “had tongue of good

myself. Very few words were ever needed to

that when you entered your initial altitude,

report”. We would drive the 15-odd miles

communicate a complex set of instructions

heading and position it was accurate to

to the classroom venue daily, fortified by a

or requirements and we took that same

within fractions of a second of arc and if

pub breakfast of farm-fresh eggs and good

level of communication onto the flight deck

you got it right, you would still be within two

Devonshire sausage.

of the most advanced airliner in the world.

metres of accuracy after a 5000-Nm flight

So a summery July Wednesday saw

Important because any complex time-critical

– not bad for pre-GPS days. However, the

us cracking along out of London in the

system (like barrelling along at Mach 0.87)

INS systems were finicky and a real bastard

Stag. I had taken the first driving stint of

needs all the relevant players to be able to

to set up which often led to seriously ill-

the 240 mile trip and to maximise the Me/

communicate with each other in an open

tempered pilots. It also resulted in Hugh and

Stag enjoyment, decided rather to stick to

and trusting environment. Do it well and you

I having a few days off.

the ‘B’ roads and avoid anything that looked

have a good flight... do it badly, and things

We had been ratted on.

vaguely like a motorway. I was having an

will go wrong. Nowadays it’s called Crew

I had been having a bad day and had a

absolute ball! The Stag was a little ‘softer’

Resource Management (CRM), back then

particularly tough time setting up the damn

than its Jaguar rival and needed a bit more

we called it Flight Deck Procedures and

INS which kept itself obstinate. Hugh had

focus to drive precisely but it was way more

Etiquette (FDPE) but it was essentially the

made an offhand remark which elicited a

comfortable. The Targa top was off and the

same animal, and Hugh and I had it tamed.

snappish comeback from me followed by

Stag’s exuberant V8 rumble that escalated

The Lockheed L-1011 Tristar’s AFCS

a verbal wrist slap from Hugh. The whole

to a Rottweiler bark at the whim of my right

(Avionic Flight Control system) included

interchange, which happened during the

foot was a fitting soundtrack to my very

autopilot, speed control, a flight control

pre-flight, lasted at most five seconds,

upbeat mood.

35 www.saflyer.com | July 2019

HANGAR TALES SARALIMA

The Inn which was to be our digs for

I confessed that I hadn’t, so he ordered

so I headed for the bar and on the way

the next few days was sublime. It was a

a pint for each of us and while the barman

called to Hugh for his refill. The noise level

Whitestone, thatched building set back from

was pulling the pump, Hugh gave me

in the pub plummeted so fast that Hugh’s

the road with a low wall, a courtyard and a

the lowdown on the West Country cider

“No no no! I’m okay!” came though quite

few other buildings behind it and to add the

speciality – AKA Scrumpy. It turned out that

clearly. Undaunted, I ordered another pint of

finishing touch, a stream ran behind the pub

Scrumpy was apple cider. But not the clear,

Scrumpy for myself and re-joined Hugh but couldn’t help noticing a few locals’ staring

The L -1011 was the first airliner capable of flying itself from takeoff to landing.

quizzically at me.

About two-thirds through my second pint it was bladder time, so I enquired as to the whereabouts of the ‘Gents’ and was directed to an outside building across the courtyard.

It was midsummer so still quite light but the crisp, cool evening air was a blessing after the smoky confines of the pub and I took a few deep slow breaths as I walked. Two steps after my third deep breath I felt the incipient spin coming on, two further steps and I was in deep stall and heaved over into

with a stone pedestrian bridge set in the

limp-wristed and anaemic ciders bottled

a fully developed spin as my world went

footpath. It was perfect – lifted directly off a

further east. It was a rough, cloudy cider

“TILT!”

postcard. We’d arranged to meet downstairs

mostly brewed by micro-breweries in the

at 19h00 for a pint or two and a bite, so I

West Country. It was unregulated back then

checked in, took a hot shower to clear the

and was rumoured to have an alcohol level

My status with the locals ranged from

travel dust and grabbed a few hours kip.

measured on the Richter scale. It turned out

local hero to village idiot and the dreaded

that our pub was one of the better-known

Scrumpy amnesia, weak stomach and

At seven, when I walked into the pub

They found me 25 minutes later, face down in the stream behind the pub.

downstairs, my first reaction was to stop and take in the picture. The room was filled with locals on barstools, each with their legs

Lifted off a picture postcard.

spread wide open (as only guys in a pub will sit) and balancing a pint on one knee. Most were silent, but a few were chatting and it took a few minutes for my ear to adjust to their west country accents. It was a very country scene and I was lapping it up when Hugh appeared behind me. “What’s yours?”

I was about to order my usual Lager off the pump, when Hugh interjected; “Hold a mo, have you ever had Scrumpy?”

Scrumpy - a devilish brew from the humble apple.

36 July 2019 | www.saflyer.com

local micro-breweries, so there was some

constant thirst hangover stayed with me for

interest as to how the ‘city boys’ would

a full three days. But despite the amnesia,

appreciate its brew.

I retain one crystal-clear and vivid memory

The noise level in the pub dropped as

of that night. It was an image of Hugh

I took my first exploratory sips. The brew

using his monogrammed silk handkerchief,

was chilled, pleasant and entirely refreshing

dampened in the icy cold stream, gently to

with just a hint of sweetness, so I nodded

wipe my puke-splattered face.

my approval of his creation and duly thanked

Since then I’m convinced that effective

our barman. The noise level in the room

CRM doesn’t have its origins in any glitzy

returned to normal and me and Hugh got

corporate classroom. I reckon it begins in

to yakking. The day’s thirst was pressing

places like alongside a stream, behind a

and I was nearing the bottom of my pint,

pub, somewhere in the west of England.

j

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A SLIM LOGBOOK JOHAN WALDEN

LONG, WIDE & BLACK But it had to be done.

There are times in our student pilot careers when we have to do things we would rather not – either because of laziness or fear. Today, it’s about the latter.

A

It started in the briefing cubicle, where I recited the radio procedures until the ghost of a thought that I might know what I’m doing waded through the tangle of instructions and read-backs in my head. The plan was to fly to Ysterplaat AFB and continue south until overhead the Kenilworth Racecourse. Then it would be a left turn straight to the airport, and we’d join the circuit mid-Downwind.

One of the other students had made a little information card, which fitted perfectly on a knee-board. It had all the arrival and departure procedures for Cape Town, and colour coded boxes next to them where you could write the squawk code, altitude

FTER my first solo, I

the biggest international airport for hundreds

assignment, QNH and the like – well worth

used most of my time to

of miles: Cape Town International. What

making a few for yourself.

polish up the landings and

made this a milestone was my mental barrier

We took off from Morningstar heading

rejuvenate the braincells

that the big scary controller on the other end

west to the coast before following the

responsible

forced

of the radio’s sole reason for waking up this

beach to Ysterplaat. My palms got wetter

landing execution. But I knew I couldn’t fly

morning was just to get me. Despite having

as I watched Rietvlei, the CTR boundary,

circles around the patch for the rest of my

already done my restricted radio licence,

creep ever closer. I made my radio call on

life, and inevitably, the time would come

the thought of doing a touch-and-go with

the Special Rules Area frequency and got

when I would have to get up and go fly

an A340 hot on my tail and an impatient

my pen ready. I pushed the flip-flop button

somewhere.

controller breathing down my neck gave me

on the radio and waited a few seconds, as

sleepless nights.

taught, before I pressed the mic key.

for

One of the ‘somewheres’ on the list was

“Ysterplaat Tower, Zulu Uniform Mike A few weeks later I had to do it again, this time on my own.

Golf Bravo, good morning.”

“Mike Golf Bravo, Ysterplaat Tower, a good morning to you, go ahead.”

I read the next bit straight off my kneeboard and listened anxiously with my pen poised over the first box. First he came with the information (QNH), which I scribbled down along with his instructions while I tried to punch the numbers in and listen at the same time – something I don’t try to do any more. Unable to decipher the mess I had just made on the paper, I ‘read’ back his instructions by memory, while leaving out the information which you don’t need to read back – written or not.

38 July 2019 | www.saflyer.com

COLUMNS

“Read-back

correct.”

he

replied.

Surprised to still be alive, I flew on towards the racecourse.

the aircraft in front of you, and to takeoff before their lift off point.

The thoughtful controller gave me a shortcut and cleared me straight into Cape

Two taxiways cross Runway 19, and

Town’s CTR via the “cooling towers”. This

Relief as we left Ysterplaat airspace and

each marks roughly one third of the runway.

caught me off guard because it deviated

went back to the Special Rules frequency.

So I set my touchdown point to be at the

from my original plan and took me down a

That wasn’t so bad. I used the two remaining

first taxiway, Echo, well past the chevrons

path with which I was unfamiliar. Secondly,

minutes of peace as we approached the

where the triple-seven blew it’s blue smoke

I had no idea where the “cooling towers”

racecourse to insert Cape Town’s frequency

rings a minute ago. I rolled out just past the

were. I asked ATC if I was not supposed to

into the radio.

centreline, and a three kilometre runway lay

fly the standard Kenilworth arrival – which

stretched out before me. Long, wide, and

was my stupid way of saying; “I don’t know

black – as a friend had once called it.

what you want me to do so please leave me

Starters was over. Now for the main course.

One minute out from the racecourse, I

I felt so tiny. At the last minute, ATC

said my final farewells to one-two-five-eight

cleared us for landing, to which I had to

The controller replied that he’d already

and hit the flip-flop. Suddenly I heard no-

reply moments before the round-out. The

contacted Cape Town and that they were

nonsense captains’ voices, and things like,

ground continued to rise up around me as

expecting me. I didn’t know where the

“Speedbird one-six-eight, flight level one

if I was flying into a bowl. The massively

cooling towers were so I said, “Unfamiliar

hundred...” I looked once more at my knee-

wide runway (compared to what I’m used to)

with cooling towers.”. He guided me toward

board, and made my call.

created the illusion that I was too low. With

them, and when I asked him if it was those

the flaps up and going fast, the Sling was

two red towers I could see at 12 o’clock, he

twitchy which made for a rocky landing.

explained nicely that the cooling towers were

We were cleared into the CTR and instructed to report right downwind for

alone and let me do it the way I know how”.

Runway 19 – as expected. I aimed the nose

We popped off again just after I applied

a significant point which was commonly

at the white tower and called right downwind

full power. I made a right hand turn out

used for routing instructions. I recognised

five minutes later. There was another aircraft

immediately after take-off as instructed, and

them as the Athlone power station – he (or I)

on final, so they told me to orbit.

got out of there. Once again, ATC called at

just called it by a different name. I continued

an awkward time as they gave me departure

on to Cape Town and successfully did a

Now that’s something to catch you out.

The problem with orbiting is that you think it’s just a standard rate turn, and that

The two red towers that I could see at 12 o'clock.

you simply continue to circle until ATC tells you to continue on downwind. In essence, it is. But if you don’t take the wind into consideration, you could find yourself low over the terminal buildings or tower before you know it. You have an OMG moment and lose control. Bang. So to avoid drift, I picked a point to fly around and held it on my left wingtip, while I constantly looked up at the horizon to maintain a safe attitude.

ATC’s call to continue on downwind and report right base gave a welcome relief from the fear that was brewing inside me.

Downwind checks were normal, except that this would be a flapless landing. Once abeam the threshold, I turned base and left some power on throughout the descent to keep the speed up. As I got closer, the

instructions in the middle of my after take-off

touch-and-go without holding up the world,

bustling world of the airport appeared; first a

checks. I climbed to 1500ft and they routed

and got back safely.

long row of colourful tail fins (most belonging

us back to Ysterplaat via the Athlone power

to 747s), then boarding stairs, fuel trucks,

station.

and then suddenly the threshold markings.

I was almost on top of the threshold when I turned final and made my call.

I was only too glad to shutdown at Morningstar a few minutes later.

Having briefed the expected instructions enabled me to stay ‘ahead of the aeroplane’ and pick up on things quicker because I knew what to expect. The Ysterplaat controller

A few weeks later I had to do it again,

was there to help me and had time for me,

Airliners produce huge wake vortices

this time on my own. After a wobbly take-off,

as did the Cape Town controller. So fear not,

that have the power to flip a lighter aircraft.

I flew the same route and called Ysterplaat

for the big scary controller on the other end

But once in ground effect, most of their wake

at Rietvlei, this time with the prefix “solo

of the radio isn’t out to get you.

is broken up by the ground. That’s why the

student”. Unfortunately that got me more red

rule is to land after the touchdown point of

carpet than I bargained for.

Remember that when it’s your turn to land on the long, wide, and black.

j

39 www.saflyer.com | July 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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SA Flyer 2019|07

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- Photo Airborne Films

Crafted for Aviators

41

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

FUEL

CONTAMINATION Aircraft fuel contamination is a relatively uncommon occurrence as the quality control is rigorous. However, eternal vigilance is necessary to check that all is well on this front before taking to the skies. ‘Kick the tyres, light the fires, first man in the air is the leader’ may not always be the best solution.

The fuel tanks were partly filled, leaving

Check that your fuel tester is not full of water.

A

Tower did not receive it.

a fair amount of space for water vapour.

More unfortunately, an observer at a

When the temperature dropped this water

factory saw it going down but thought that

vapour condensed and ran into the fuel.

ATC would be aware of the problem.

The aircraft was due to fly with an

The aircraft force landed amidst the

instructor and student at dusk, and was

mine dumps and slimes dams on a power

refuelled shortly before flight. The refuelling

line servitude. It was badly damaged and

would have mixed the water into suspension

the two occupants severely injured. The

so checking for water at the fuel drains

instructor was bleeding internally and the

would initially not have shown any.

trainee pilot broke both ankles and was

The aircraft flew one circuit and touch-

unable to render much assistance or go in

and-go on Runway 36 (now 35), but as it

search of help. The aircraft was not missed

was about to turn crosswind the engine

until two or three hours after the accident

failed and attempts to change tanks and

by which time it was too late to save the

restart were unsuccessful, particularly given

instructor who died as a result of blood loss.

the short time available. A Mayday was

The official accident investigation found

transmitted but a simultaneous transmission

that the carburettor float chamber contained

from another aircraft blocked it and Rand

water. A follow-up investigation established

The Wenela DC4 which crashed because of fuel contamination.

particularly tragic accident occurred during night flying training from Rand airport.

A

Cherokee,

Piper part

of a training fleet,

had been parked out in the open for nearly a week during the winter period when low temperatures and high humidity can be a fairly common occurrence.

42 July 2019 | www.saflyer.com

COLUMNS

the probable cause of the contamination as outlined above.

the runway. There were few survivors.

Quick witted management were only just

Although the accident occurred close to

in time to stop another DC4, which had been

the airfield it was nonetheless a case of “so

refuelled with similarly contaminated fuel,

near yet so far”. In today’s world a cell phone

from leaving an airport some distance away.

might have saved one life.

It had been refuelled at the same airport

In the days of 100/130 octane fuel which

where the crash occurred and then flown

had a green dye for identification purposes,

for some hours with a relatively low quantity

my fuel drain Perspex screwdriver had taken

of Avtur in the mixture; nevertheless its

on some of the green stain over the years. I

engines were all found to be badly damaged

was doing a pre-flight on a Cessna 172 that

due to detonation.

had been standing out in the rain and as was habit I poured the drained fuel into my hand.

Although this sample had appeared to be

The accident occurred close to the airfield but it was a case of “SO NEAR YET SO FAR”.

Fuel contamination can tear your engine apart.

okay because of the stained sampler, it felt odd in my palm and I realised that there was so much water in the tank this was all I had drained. Had I not put it into the palm of my hand I might not have detected the water.

The aircraft was sent for a complete fuel system check and much water was found in the tanks and the rest of the system. This had found its way in due to faulty seals on the fuel tank caps.

While pouring the sample into the palm of the hand may not be very good for the skin, it’s probably better than smelling the fuel and leaving your passengers wondering what ‘glue’ you need to give you the courage to fly.

Some years back a fuel company mistakenly put JetA into an underground tank which was supposed to contain Avgas.

A DC4, which had party filled tanks, was refuelled with this mixture. This resulted in a an approximate 30% JetA contamination in all the fuel tanks.

This fuel mix was not detected during the pre-flight inspection and engine run-up, and may not in fact have been detectable.

WHAT CAN WE LEARN? •

The aircraft then took off with a load of

to detail are some of the key factors

passengers at night. The engines of the DC4 are supercharged and even before the end

Knowledge, vigilance and attention to survival in aviation.

•

•

If you’ve just refuelled, wait some

Check that the static wire/s are connected during refuelling.

of the takeoff run one or more of the engines

time before checking the fuel

started suffering from detonation.

drains for water contamination.

sample before putting fuel in the

If flying a multi-engined aircraft

tank. Use an earthed funnel with a

This was too late for the takeoff to be

•

abandoned, and the engine cylinder head

remember to check the cross-feed

temperatures climbed off the clock. The

line drains for contamination.

crew advised ATC that the aircraft would not

•

•

If refuelling from a drum, check a

chamois leather filter.

•

Especially in South Africa’s dry

Try to be present when your aircraft

winters, a person wearing a woollen

climb and they were attempting to turn back.

is refuelled; also use the refueler’s

jersey can easily generate a static

As they were about to turn final they could no

ladder to check the tanks are full if

spark. Many people stealing fuel

longer maintain height and crashed short of

applicable.

have caused serious fires.

j

43 www.saflyer.com | July 2019

REGISTER REVIEW: RAY WATTS

MAY 2019

O

ZS-BEX BeC90GTI exported to the USA.

Michael Flebb

Yet again, we see a dip in the numbers of aircraft registered this month. There is, however, a reason for this and for once it’s not a slow economy. The CAA are changing to a new computer system which has caused delays, so no doubt we’ll catch up next month.

ZS-DIY C525 CJ1 Citation exported to the USA.

N the TCA side there are only four fixed wing aircraft registered, all of which take up previously used registrations. The

registration of the Cessna Citation ZS-DJI Ray Watts

was previously used on a Piper Super Cub which was sold in Kenya as VP-KRE in 1960. The Caravan ZS-DCC was a Piper Vagabond and this one is still around as

exception. Ten fixed wing and two helicopters

These aircraft have been bought to replace

ZS-UAJ. ZS-DGM, the registration of the

were taken off the register this month. They

some of the old series 400s that they have

Citation 650 was once used on a Tiger

have gone to the USA, Lithuania, Bulgaria

in service now. The attached spreadsheet

Moth which was written off at Mafeteng in

and into Africa. The two helicopters have

shows the details of all these aircraft and the

Lesotho in December 1952. The registration

gone to Swaziland and Mozambique.

retirement plans for the 400 series.

for the Bonanza ZS-JEJ was once used on a Thrush Commander which went to Rhodesia as VP-WJJ

There is one NTCA exported which went to the Central African Republic.

TAIL PIECE

Comair surprised us all by buying out

The fly over that we watched with the

There are no new helicopters registered

Star Cargo and Star Maintenance including

inauguration of the State President was

this month, but I’m assured by the CAA that

their complete fleet. Comair have also

spectacular. To me this proves that our

there’ll be some next month.

bought five Boeing 737-800 series aircraft

SAAF and SAA pilots are among the best

The NTCA numbers also only grew by

(Not the Max 8 version) from Fly Dubai and

in the world – well done everybody. Air show

four this month with a new Jabiru, Kitplane

Pegasus Airlines of Turkey. One of these,

season is upon us and there have already

Safari and an RV-8 being added. The fourth

ZS-ZWW, is already here and in service and

been some excellent ones – lets keep all the

addition is an ex SAAF Cessna 185 which

will probably be in the next register review.

shows this year as safe as can be.

some time ago. Its new owner says that it’s undergoing a thorough rebuild and should be up and running within the next few months. It’ll be great to see it up and about again as the last time I saw it at Swartkop AFB it wasn’t looking good at all.

There are twenty-six drones added this month.

We have seen a lot of our TCA aircraft being exported and this month is no

44 July 2019 | www.saflyer.com

ZS-REV AS350 exported to Swaziland.

j

Ray Watts

was one of the aircraft sold at auction

M&N Acoustic Services REGISTER REVIEW - MAY

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-CJI

CESSNA AIRCRAFT COMPANY

525

525-0393

D-IXXX, OE-FFK, OM-HLY, D-IBIT

AGRI LIME (PTY) LTD

ZS-DCC

CESSNA AIRCRAFT COMPANY

208B

208B-5000

N105CL, HZ-S4, N81169

SWIFT FLITE (PTY) LTD

ZS-DGM

CESSNA AIRCRAFT COMPANY

650

650-0040

N650WE, TZ-…, N650WE, HB-VIY, VR-BJY, N82TC

ALUDAR 444 (PTY) LTD

ZS-JEJ

BEECH AIRCRAFT CORPORATION

A36

E-1942

A2-ALI, ZS-LFH, N1841N

JANNIE DU PLESSIS (PTY) LTD

ZU- New Registrations ZU-IOV

SHADOW LITE CC

JABIRU J430

941

ZU-IOW

WILLEM ABRAHAM DE KLERK

KITPLANES SAFARI

041-01-19 SAF 3

ZU-SEB

CESSNA AIRCRAFT COMPANY

A185E

185-1183

ZU-WDN

DESMOND WARDEN

RV-8

83088

LEHWRIGHT (PTY) LTD W A DE KLERK SAAI EN BEES BOERDERY (PTY) LTD SAAF 749, ZS-ENX, N4729Q

ACROBUSH PARTNERSHIP SPIRIT OF LOUISE PARTNERSHIP

ZT- RPAS New Registrations ZT-UYV

DJI

INSPIRE 2

09YDEC8L040007

FC HAMMAN FILMS CC

ZT-UYW

DJI

PHANTOM 4 PRO

0AXDEBJ00S0863

FC HAMMAN FILMS CC

ZT-UYX

DJI

PHANTOM 4 PRO

11UCF6H0A40104

AIR ADVENTURE TOURS (PTY) LTD

ZT-UYY

DJI

PHANTOM 4 RTK

0V2CFAP0A30306

SLVP DRONE PROJECTS (PTY) LTD

ZT-UYZ

DJI

MAVIC 2 ZOOM

OM6DF8M001NB74

POINT OF VIEW PHOTOGRAPHY (PTY) LTD

ZT-UZA

DJI

PHANTOM 3 STANDARD

P5ADEC110R02MY

SLVP DRONE PROJECTS (PTY) LTD

ZT-UZB

DJI

PHANTOM 4 PRO

11UCF4Q0A30534

SLVP DRONE PROJECTS (PTY) LTD

ZT-UZC

DJI

PHANTOM 4

CCAM17LP0370T7

SLVP DRONE PROJECTS (PTY) LTD

ZT-UZD

DJI

MATRICE 200

M200-04

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZE

DJI

MATRICE 200

M200-03

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZF

DJI

MAVIC 2 ENTERPRISE

298DG13001M260

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZG

DJI

MAVIC 2 PRO

163DFBM00192PS

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZH

DJI

MAVIC 2 PRO

163DFBM0010HGK

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZI

UNMANNED SENSING SOLUTIONS

SCANNER

USS2019-1

UNMANNED SENSING SOLUTIONS (PTY) LTD

ZT-UZJ

DJI

PHANTOM 4

11U2FBU0051115

HELI-X CHARTERS (PTY) LTD

ZT-UZK

DJI

INSPIRE 2

0A0LECF106004M

DC GEOMATICS (PTY) LTD

ZT-UZL

SENSEFLY

EBEE X

IX-12-21318

IQ LASERSCAN (PTY) LTD

ZT-UZM

DJI

PHANTOM 4 PRO

0AX1F6D00S0979

DC GEOMATICS (PTY) LTD

ZT-UZN

IGLOBE GROUP

CLOUDS

1G-C1-0005

RPAS CONSULTING (PTY) LTD

ZT-UZO

DJI

PHANTOM 4 PRO

11UCF7R0A50290

PRAGMATIC MASTER (PTY) LTD

ZT-UZP

DJI

INSPIRE 2

09YDF21R040533

HELI-X CHARTERS (PTY) LTD

ZT-UZR

DJI

PHANTOM 4 PRO

OAXCE67OB30094

TERRECO AVIATION (PTY) LTD

ZT-UZS

DJI

MAVIC 2 ENTERPRISE

MAV0017

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZT

DJI

MAVIC 2 ENTERPRISE

MAV0018

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZU

DJI

MAVIC 2 ENTERPRISE

MAV0015

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UZV

DJI

MAVIC 2 ENTERPRISE

MAV0016

UAV AND DRONE SOLUTIONS (PTY) LTD

ZS- Aircraft deleted ZS-ALE

CESSNA AIRCRAFT COMPANY

T182T

T18208936

UNITED STATES as N5289H

ZS-BEX

HAWKER BEECHCRAFT CORPORATION

C90GTi

LJ-2051

UNITED STATES as N19TT

ZS-DHZ

PIPER AIRCRAFT CORPORATION

PA 18A-135

18-2868

UNITED STATES

ZS-DIY

CESSNA AIRCRAFT COMPANY

525A

525A0458

UNITED STATES as N325ML

ZS-GMC

PILATUS

PC-12/47

797

UNITED STATES as N18DS

ZS-JRL

BOEING AIRCRAFT COMPANY

737-46M

28550

LITHUANIA

ZS-KNN

CESSNA AIRCRAFT COMPANY

182Q

182-67270

BOTSWANA

ZS-REV

EUROCOPTER

AS 350 B2

9081

SWAZILAND

ZS-RRT

EUROCOPTER FRANCE

EC 120 B

1272

MOZAMBIQUE

ZS-SSO

DORNIER GMBH

DO228-100

7023

MALAWI

ZS-THY

BOEING AIRCRAFT COMPANY

737-5YO

25188

BULGARIA

ZS-VAN

CESSNA AIRCRAFT COMPANY

208B

208B-0969

ZIMBABWE

SAVANNAH S

18-05-54-0614

CENTRAL AFRICAN REPUBLIC

ZU- Aircraft deleted ZU-INS

SAVANNAH AFRICA

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

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

www.saflyer.com | July 2019

45

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AMO 506

For all your SACAA approved plating requirements AEROSPACE ELECTROPLATING

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ng requirements Alodine

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Anodising in Grey, Red or Black

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We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive.

Hard Copper Call Des on 0Plate 11 827 7535 or 0Electroless 63 150 1533 Nickel or P eter on Grey, 081 775 2434 or 083 208 7244 Anodising in Red or Black Silver or Hard CopperaPlate For all your Aircraft and Allied Electroplating nd queries.

Black Phosphating

Cadmium Plate in Gold or Clear Passivation

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Electroless Nickel Cadmium Plate in Gold, Silver or Hard Copper Plate Cadmium Plate in Gold, Silver or Clear Passivation

For all your SACAA approved plating rElectroless equirements

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Anodising in Grey, Red or Black

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Hard Chrome Phosphating Silver re situated at 30B, Hard Building 98, RPlate and Airport. Next to Fields Airmotive.

1533 Des on 011 827 7Hard 535 or Silver 063 150 Plate Electroless Nickel AEROSPACE ELECTROPLATING

ter on 0We 81 7a 75 434 or 083 a2t 08 7244 Plate inN Gold, Silver or Fields Airmotive. re 2Electroless situated 3Nickel 0B, Building 98, Rand Cadmium Airport. ext to AMO 5Plate 06 and queries. Clear Passivation ll your Aircraft and Hard Allied Copper Electroplating Hard Chrome SA Flyer 2019|05

Call Des Hard on 011 827 7535 or 063 150 1533 Copper Plate For all yAnodising our SACAA approved plating requirements

Hard Silver Plate in Grey, Red Black or Peter on 081 775 2434 or 083 or208 7244 Anodising in Grey, Red or BlackElectroless Nickel Black Phosphating Hard Copper For all your Aircraft and Allied Electroplating and Plate queries.

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We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive.

Call Des on 011 827 7535 or 063 150 1533 or Peter on 081 775 2434 or 083 208 7244 For all your Aircraft and Allied Electroplating and queries.

port. Next to Fields Airmotive.

and queries.

usticLtd o c A M & Nices (Pty) Serv We perform SANAS certifications on all your: Acoustics ( eg. CEL 350 ) Svantek/Rion, 3M/Quest Vibration ( eg. Rion VA -11) Aoes Balancing Machine, SKF, Time, VB/Commtest Human Vibration ( eg. Quest Hav Pro) Svantek / Casella, Endevco Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

EST

QUOTATIONS ON REQU

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

46 July 2019 | www.saflyer.com

SA Flyer 2019|06

SANAS Ac credite 1302 & 1d Laboratory 48

AIRVAN AFRICA

1993 Maule MX-7-180

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Price R850 000

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1990 Mooney M20J Special Edition

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1970 Cessna A150K Aerobat

1981 Mooney M20J 201

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1966 Piper Cherokee 180

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SA Flyer 2019|07

1969 Cessna 182M Grumman AA-5B Tiger

1990 Mooney M20M TLS

AEROPRAKT FOXBAT A22-LS

EASY ACCESS & HUGE CABIN AREA

Specifications: -Engine Type: Rotax 912 ULS (100HP) -Fuel Burn: 17 litres/hour -Tank Capacity: 114 litres -Range: 450 – 500 Nm -Cruise Endurance: 5.5Hrs Performance: - VNE: 120 KTS - Stall Speed: 25 KTS - Take Off Roll: Under 100m The A22-LS combines a good cruising speed as well as a very low stall speed and perfectly suited to operations including surveying, air photography, anti-poaching patrols and wildlife monitoring.

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SA Flyer 2019|04

Unless otherwise stated all prices are exclusive of VAT

1971 Beechcraft Baron E55

47 www.saflyer.com | July 2019

COMPANY PROFILE

Lanseria based avionics company Aeronautical Aviation has after fourteen years, rebranded its identity, including a new logo and font.

T

HE new look features on

to find something that appeared crisp, ap-

the company’s uniforms,

proachable, smart, connected to capture the

forts in striving for higher quality, extraordi-

website, Facebook, Twitter,

essentials of Aeronautical Aviation.

nary workmanship and exceptional customer

Instagram, documentation

Explaining the change, Carroll said, “We

service. We are still the same legal entity,

and vehicles. Announcing

decided to stay true to our original colours

with the same old faces you’ve come to trust

the rebranding Aeronauti-

with the red and grey and stuck to our roots.

over the years. We’ve just updated and mod-

cal Aviation Director Clinton Carroll said, “We

The old circle was opened, but we still felt

ernized our look.”

believe the new look better matches how we have grown and what we have become since 2005: a service provider that is striving to keep up with technology, the ever-changing aviation industry, higher service levels and meeting the personal needs for each and every one of our clients.” Who better to understand the needs of pilots than Clinton Carroll, who is himself a pilot?

“Since our founding in 2005, we’ve stuck with the same ‘Bird’ logo, although over the past few years we slightly altered the colours to make them appear crisper and fresher.

But in the past few years we’ve changed and grown as a company: we are now not only limited to instrumentation, but over the years have launched our battery shop, avionics facility, online shop, and increased our autopilot

the need to include the circle because it is

The company has also moved into a new

facility. The old look had started to chafe. The

all encompassing and is symbolic of being

facility at Lanseria Airport, where it can pro-

closed circle was limiting, and the bird felt like

in a position to offer our customers all round

vide a better service to its customers and of-

we were not representing an aviation facility.

service for their aircraft needs. There are no

fer a more personalized experience with the

Needless to say, it was time for a change,”

restrictions as to the lengths we will go to as-

same quality that they are proud of. They are

Carroll said.

sist our clients and what we believe we can

now located at Hangar 202, Gate 7, Lanseria

The design goal was to better match how

achieve. The aircraft within the logo repre-

International Airport. All the contact details re-

the company aligns with its principles, values

sents the company industry, but it is stylised

main unchanged. “We hope that you will feel

and the customers it serves. The manage-

to appear as if it is taking off and soaring, to

free to come and visit our new facility or just

ment team worked with a marketing agency

represent our growth and our continuous ef-

pop in for a chat,” Carroll concludes. •

48 July 2019 | www.saflyer.com

NEW AERONAUTICAL AVIATION Fifteen years young …… this dynamic aviation company is growing in leaps and bounds.

Started by its current Managing Director and owner, Clinton Carroll, with just one staff member all those years ago, Aeronautical Aviation now employs seventeen staff members……… all highly trained and qualified ………….. all sharing the passion Clinton has for service

excellence.

The New Aeronautical Aviation premises at Lanseria Airport boast a spacious professional environment that encourages aircraft owners to visit.

Alternatively, please visit their website to view their amazing range of New leading edge products.

Aircraft owners throughout South Africa as well as from our neighbours, all confirm Aeronautical Aviation to be a trusted partner with impeccable work standards.

Please visit the new Aeronautical Aviation premises at Hanger 202, Gate 7, Lanseria International Airport

Clinton Carroll Tel: + 27 11 659 1033 / Cell: 0834596279 E-mail: clinton@aeronautical.co.za Website: www.aeronautical.co.za

ACCIDENT REPORT JIM DAVIS

LEAN ARROW 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.

50 July 2019 | www.saflyer.com

COLUMNS

SYNOPSIS The pilot stated that he intended to take off on a private flight from Ficksburg Aerodrome to Bethlehem Aerodrome with a passenger on board.

According to the pilot, he selected 10 degree of flap and rotated the aircraft at 85 mph from runway 08, but as it started to climb, the indicated airspeed (IAS) started to drop with a subsequent loss of lift. As the aircraft was 50 ft above the ground, he pushed the nose of the aircraft down in order to attain more airspeed and altitude and headed down a valley beyond the overshoot area of runway 08. He then decided to carry out an emergency landing on a gravel road beyond the valley but had to abort the landing when he noticed a vehicle travelling on the road beneath the aircraft. He then pulled the nose of the aircraft up to clear high-tension wires and carried out a forced landing in an open field.

The aircraft sustained damage to landing gear, wings, flaps and propeller blades.

The pilot and passenger did not sustain any injuries during the

EXECUTIVE SUMMARY – AIRCRAFT INCIDENT REPORT Reference: CA18/3/2/0515 Aircraft Registration: ZS-FVH

Date of Incident: 09 September 2006 Time of Incident: 09h45Z

Type of Aircraft: Piper PA28R-180 Type of Operation: Private

Pilot-in-command Licence Type: Private Age: 22

Licence Valid: Yes

Pilot-in-command Flying Experience: Total Flying Hours 117.0 Hours on Type 3.0

Last point of departure: Ficksburg Aerodrome (FAFB) Next point of intended landing: Bethlehem Aerodrome (FABM)

landing. The aircraft maintenance organization (AMO) that recovered

Location of the incident site with reference to easily

the aircraft stated that it was found that the fuel mixture was set too

defined geographical points (GPS readings if possible):

lean for the take-off, which caused a reduction in engine power and subsequent loss of lift.

The pilot was in possession of a valid pilot’s licence and medical certificate without any restrictions.

The last mandatory periodic inspection (MPI) prior to the incident was certified on 25 February 2006 at a total of 6 063.0 airframe hours. The aircraft had flown a further 35.58 hours since.

On open field beyond the overshoot area of runway 08 at FAFB Meteorological Information: The weather was fine.

Temperature 20ºC, surface wind calm Number of people on board: 1 + 1 No. of people injured: 0 No. of people killed: 0

PROBABLE CAUSE The fuel mixture was set too lean for the take-off.

JIM’S COMMENTS Another miserably bad accident report. Four deficiencies immediately stand out: An aircraft that’s known for its poor after-takeoff performance fails to gain height, but the accident investigators don’t ever mention density altitude.

The low-hour pilot has just converted to this retractable gear aircraft that may, or may not, have been fitted with a system that

the mixture control.

This badly investigated accident happened nearly 13 years ago, so we are never going to get to the truth. But that’s not the point. We are using it as a cautionary tale – a learning experience – so we are allowed to speculate.

won’t allow the undercarriage to be retracted at low airspeed, but

It would’ve taken the pilot more than three hours to convert

the investigators never mention the undercarriage. When was it

to an Arrow if he had previously flown fixed gear Cessnas. So my

retracted? When was it lowered?

guess is that he had probably been flying Cherokees, in which case,

The investigators base their findings on only one ‘fact’ – the

(a) he would’ve been expecting better climb performance from the

position of the mixture control after the accident. Three things spring

Arrow, with its constant-speed prop and retractable gear. But the

to mind.

Arrow always disappoints until you get the gear up and reach a

First, there’s no mention of the pilot leaning out the mixture before takeoff.

respectable airspeed. And (b) I suspect that he either forgot to raise the undercarriage or was prevented from doing so by its system

Second, in his natural haste to vacate the cockpit after an

that keeps the gear down until it senses a particular combination of

accident, it’s possible that he knocked the power levers into another

airspeed and power – which was probably not achieved on this flight.

position. This is particularly so in Piper’s PA28 series of aircraft,

If this Arrow was indeed fitted with this safety system, there’s a

because the pilot has to squirm past the power quadrant in order to

facility for disabling it – specifically for a short takeoff and obstacle

get out of the aircraft.

clearance climb. I can only speculate that either the pilot didn’t know

Third, pilots develop the habit of pulling the mixture back to kill the engine. It’s not unlikely that the pilot did this after the accident.

I don’t believe that any AMO is competent to accurately ascertain the fuel mixture at the time of the accident, based on the position of

about this override device or forgot about it in his panic.

My guess that the gear was never raised is supported by the fact that the undercarriage isn’t mentioned anywhere in the report, and also by the fact that it was down for the landing.

51 www.saflyer.com | July 2019

ACCIDENT REPORT JIM DAVIS

My armchair accident investigation concludes that the aircraft

RTFM – again. Arrows have a system to prevent inadvertent

failed to climb after takeoff because the pilot got the aircraft on the

wheels-up landings. It also prevents you from retracting the gear

back of the drag curve. This means he would have failed to:

prematurely after takeoff. However, for optimal takeoff performance,

•

retract the undercarriage after takeoff;

•

lean out correctly;

you should override the system – but you need to know how.

•

gain sufficient airspeed on the ground before liftoff;

the 7000 ft density altitude calls for almost double the amount of

•

accelerate to climb speed in ground effect after liftoff; and

runway that you’d use at sea level.

•

take the prevailing density altitude of 7000 ft into account

At high density altitudes, you need far more runway. In this case,

(FAFB 5315 ft AMSL, temp +20C).

Takeoff at a high-density altitude calls for the mixture to be leaned. You need to refer to the Pilot Operating Handbook (POH) to find the correct procedure for your particular aircraft.

On any takeoff, it’s critical not to pull the aircraft off the ground

WHAT CAN WE LEARN? Read The Flight Manual (RTFM). If this young man had done

too soon. Doing so can put you on the back of the drag curve, and

so, he may have been surprised to find that converting to a bigger,

the aircraft won’t accelerate. I suspect this is what happened in this

more powerful aircraft with a retractable undercarriage and constant

accident.

speed prop, often gives you WORSE takeoff and obstacle clearance performance. Think of the difference between a Piper Cub and a jet

Once airborne, good pilots don’t try to climb right away – they

j

LEVEL THE NOSE and accelerate to climb speed in ground effect.

fighter.

P P L T O AT P L T R A I N I N G A N D E V E RY T H I N G I N B E T W E E N SA Flyer 2018|07

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52 July 2019 | www.saflyer.com

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54 July 2019 | www.saflyer.com

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AEROCOLOUR CC Aerocolour cc. was formed in 2005 and we have been based at Lanseria Airport,

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56 July 2019 | www.saflyer.com

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SAF 2019|02 Image: Frans Dely

Contact Details:

FLIGHT TEST REPORT: JOHAN WALDEN | IMAGES: JUSTIN DE REUCK

The Diamond

ECLIPSE 58 July 2019 | www.saflyer.com

THE BEST OF BOTH WORLDS?

59 www.saflyer.com | July 2019

FLIGHT TEST

Diamond's DA20 combines the best of its glider heritage to make an excellent certified trainer.

To the uninformed eye, the Diamond

That buzz you may once have heard was originally the 80hp Rotax

may appear nothing more than a Light

motor, and weigh in at approximately 550kg with a maximum take-off

Sport Aircraft (LSA) buzzing to and from

has no lightning protection, which is one of the reasons why the

the patch. Don’t be fooled. Let’s get informed.

T

O address the elephant in the room, you may be

912. Later models have a fuel injected 125hp Continental IO-240-B weight of 800kg. The glass fibre re-enforced plastic (GFRP) airframe aircraft is not IFR certified, but it is, however, used for instrument training in VMC, night or day. One thing for which the Diamond is certified, while most other trainers in the country are not, is spins – which we’ll test a little later.

But first, the pre-flight.

ON THE GROUND

wondering why a sub hundred hour wonder like me is

Our Diamond test aircraft is owned and operated by Cape Town

doing the flight test this month. Well, having flown most

Flight Training Centre, based at Fisantekraal Airfield. I met their Chief

of the training aircraft primarily used in the country, I

Flight Instructor, Andre Groenewald. Then I met the Diamond.

jumped at the opportunity to fly the Diamond DA20

First impressions: sleek and slippery. Its long, thin wings, slim aft

because I felt that I was the most qualified to compare it to the others.

fuselage, and T-tail immediately make its gliding ancestry apparent.

The editors agreed.

The composite airframe has no visible rivets and is well streamlined.

The Austrian company, Diamond Aircraft, built on their successful HK36 Dimonia motor glider to design the Diamond. Naturally, the

Seamlessly faired wing roots, winglets, and a sleek canopy give it a sports car look.

DA20 has inherited some of its characteristics, including excellent

The aircraft features a Ground Power Unit port so students are

glide performance thanks to a 10,0 aspect ratio wing and sleek

able to familiarise themselves with the avionics equipment without

fuselage.

running the aircraft battery flat – or their wallets if the engine’s running.

Over one thousand DA20s have been built since 1994. They are

A hole for the suction type stall warning system is located in the

used in flight schools across the world, including initial flight training

leading edge of the left wing. A few feet further along the wing is the

for the United States Air Force. The DA20 has been further developed

pitot tube, which has a dynamic and static pressure port. The aileron

into a line of larger, single, and multi-engine aircraft such as the four

control linkages can be seen through a transparent window under the

seater DA42 Twin Star, which is also widely used in commercial

wing – another handy feature. To dampen flutter the ailerons have

aviation training academies.

weights that fit snugly into a slot in the wing when neutral. The slotted

Contrary to first impressions, the DA20 is a Type Certified Aircraft.

60 July 2019 | www.saflyer.com

flaps deflect to 45 degrees in landing configuration, and the hinge

bolts on the flaps and ailerons are clearly

for example a Piper’s. This allows the tail to

mixture, and alternate air, as well as throttle

visible and easily checked.

be smaller, thus reducing drag. The essential

friction.

One of the first things you’ll notice is how clean the wings are. They have no fuel caps

nuts and bolts are clearly visible and makes checking the tail quick but precise.

The neatly laid out panel of our test aircraft ZS-SNM features an updated six

- the single aluminium tank is located in the

The main gear consists of aluminium

pack of gauges. A dual Garmin G5 installation

fuselage behind the seats. The fuel cap is in

spring struts with hydraulic disc brakes. The

offers reversionary display capability plus

the left side of the fuselage behind the rear

nose gear has a castoring wheel which is

the added redundancy of dual ADAHRS and

window, and the tank and gascolator drains

steered by differential braking. The fixed

dual backup batteries. Another great training

are under the fuselage beneath it. The tank

pitch prop is made of wood and carbon-fibre

tool is the ubiquitous Garmin GNS 430 in the

can hold 24USG of AVGAS (useable), which

composite. The engine has a very useful TBO

avionics stack.

is good for four hours’ endurance at 120KIAS

of 2400 hours - or 12 years.

cruise at 65% power. With its useful load of 250kg, you can fit 180kg of people in with a full tank.

The engine instruments are on the right, and all the circuit breakers are visible and,

IN THE COCKPIT

most importantly, reachable on the far right.

The cockpit is wide enough to ensure

The switches, adjustable panel and cockpit

The composite vertical and horizontal

that the aircraft will be overweight before its

lighting and flap selector are along the bottom

stabilisers contain the radio antennae, which

occupants are anywhere near big enough to

of the panel. The flap control is a three

eliminates some parasitic drag. The tail skid

rub shoulders. Being a shorty, the adjustable

position switch with CRUISE, T/O, and LDG

has about 7kg of lead for balance, which also

rudder pedals are a dream-come-true for me,

settings. This makes touch and goes less

absorbs much of the energy from a tail-strike.

and the bubble canopy and rear windows

stressful because you don’t have to hold the

The rudder is operated through cables, but

make for excellent visibility. The two control

switch and wait for the motor to wind the flaps

the elevator and ailerons use push-rods,

sticks (not side-sticks) each have an electric

in while you chew up 20 metres of runway

which give crisper response. The empennage

trim switch, and the centre console houses

every second.

looks small; due to the longer coupling than

the park brake, cabin heat, defrost, throttle,

CTFTC is currently fitting their Diamonds with dual Garmin G5s in the place of the AH and DI. The G5 displays artificial horizon,

High aspect wings and large vertical tail give the DA20 great glide and spin ability.

altitude, and airspeed information, while the lower one displays a DI. Andre explained that its part of their strategy to familiarise students with both traditional and glass cockpit setups. If a student did all their instrument training in glass only cockpits, and then found themselves flying a hack in Botswana that only had steam gauges, they’d have a problem. Likewise, being unfamiliar with glass cockpits is a disadvantage when moving up to something like a G1000 equipped Caravan.

So having the two G5s and traditional gauges in one panel allows their students to learn to fly by both, and thus better prepares them for whatever type of flying they’ll do.

IN THE AIR It’s an easy step up into the cockpit – which is even more spacious than it looks.

The self-tightening shoulder straps make clipping into the four point harness hasslefree.

Steering with the brakes takes some getting used to, but is easy once you get the hang of it. I made a sharp left turn into the wind, and watched the left wingtip go backwards – so we neatly pivoted on the left wheel. Needless to say, we got turned around in a very small space.

With flaps set to 15 degrees we began the

Comfort is a priority - so the rudder pedals are adjustable.

take-off. Winds were light, the temperature 17 degrees, and elevation 400ft.

Even at 739kg, the Diamond accelerates

61 www.saflyer.com | July 2019

FLIGHT TEST

quickly and there’s more than enough rudder authority to

two fingers of back pressure is all it takes to maintain a

keep the nose on centreline. Within seconds we were at

standard rate turn. Despite balance springs, the elevator

the rotate speed of 44KIAS, and off a second later. The

is lighter than the ailerons, making it a little easier to

nose sits comfortably at five fingers above the horizon

pull too much in a turn. Eventually I realised my hands

in a Vx climb at 58KIAS, while the speed shows no sign

weren’t doing anything, so I let go. Just a touch of rudder

of decay and the VSI needle is stable at 850fpm. After

here and there was enough to maintain the bank angle.

retracting the flaps, a Vy climb (75KIAS) pins the VSI

It’s very stable in pitch and I didn’t need to touch the

on 950fpm.

power or retrim. That said, Andre showed me that the

At 4000ft and 53% power, we were burning just

BELOW: The instrument panel has dual modern Garmin G5 glass and the now classic GNS430.

Diamond isn’t afraid of a good pull in steep turns.

5,1USG/hr and cruising at 109kts true. With full tanks

I learned that the plane is as slippery as it looks

you have 4,7 hours of endurance. 100kts or so is a

when I pulled the power off to do a stall. In clean

comfortable speed for practising manoeuvres, and you

configuration, a firm buffet warned us at 60KIAS,

can still make good time on a nav flight at 65% power.

followed by the horn about 10kts later – which got louder

The air was completely calm so I could feel

as the AOA increased, until it broke at roughly 40KIAS

everything the plane was doing... only it wasn’t doing

(there is position error though). There was no wing drop

anything. Hands off the stick, just holding the right

and the pitch change wasn’t much at all. The plane

rudder, it flies dead straight and holds the climb rate

slipped back up to flying speed in no time. I don’t want

and speed perfectly. No dropping of a wing into a slow

to use a flight test cliché and say that stalls are a ‘non-

spiral. The visibility is far better than that of a standard

event’, but the Diamond gives you much warning and

high wing trainer, and, apart from the narrow wings,

time to do something before the break. The buffet isn’t

is unbroken through about 240 degrees. The visibility

subtle and the stall horn acts just like an AOA indicator.

increases even more in level flight, when the nose sits

You could fly on the horn in the recovery to miss terrain

considerably lower below the horizon than I expected.

if you had to.

62 July 2019 | www.saflyer.com

The stick is responsive and a squeeze of power and

Stalls with full flap, however, are not as mild. It

decelerates swiftly and the buffet hits at roughly 50KIAS. The actual stall is at 38KIAS. The pitch change is much greater than clean and it wanted to drop its left wing. Andre said that when practising these manoeuvres, students can make mistakes without the risk of putting the aircraft into an unrecoverable state. He demonstrated this by doing a full spin.

The Diamond needs some serious provocation to do anything wild. At the stall, Andre had to yank the nose right up before the left wing reluctantly let go. I forgot to tell him it was my first spin, and I must admit I learned the value of spin training when I saw the DI turning like a top and felt a horrible

45-degree flap deflection gets you down despite super efficient wing.

urge to throw my head back and close my eyes. To show me how the plane talks to you, Andre did a steep turn with a low power setting and flew on the horn. The plane took it without a care in the world.

One very important aspect of any training aircraft is how it treats an inexperienced student in a simulated, or real, engine out situation. Looking out the left window at our selected field, it was hard to tell the engine had even ‘failed’. Trimmed out at best glide (73KIAS), the glide ratio is 11:1, giving a 500fpm descent, which gave us five or six minutes. The cockpit environment was relaxed and we took one thing at a time. We Good attention to drag reduction yet easy to inspect.

even had time for Andre to show me how to pull up the emergency frequency on the Garmin.

As with most aircraft, trimming is crucial for stable flight. It will fly at the speed you pitch it for and the vertical speed you set power for. Once trimmed correctly on downwind, it flies hands off at 90KIAS. Take-off flap can be selected at up to 100KIAS, and the pitch change is minimal. Landing flaps give a much more significant pitch change and the full flap

The Diamond isn't afraid of a good pull in steep turns.

Vfe is 78KIAS. The stability of the aircraft makes holding 60KIAS on final easy, and the

into which box to put the Diamond. So is it the

little elevator has plenty of authority to keep

best of both worlds?

the nose wheel up after touchdown.

extension of your fingers. Excellent visibility

It’s an LSA sized TCA that flies like a

is a Diamond’s forte, and it’s easy to see that

With the engine idling, we were able to

big plane. The 172 is easy to fly but difficult

a simple pre-flight was always in the back of

communicate with no problems at all without

to fly precisely. The Diamond, however, is

the designer’s mind.

our headsets. We burned 3,5USG (13litres)

easy to fly precisely because the plane does

CTFTC’s Diamonds combine glass and

on the one hour flight, which is far below the

exactly what the pilot tells it. That turns its

traditional instrument systems and so offer

book value of about 6USG/hr in cruise, which

students into energy management pros. Its

their students a broader scope of training. The

is to be expected when doing touch and goes

inherent stability makes it an excellent IFR

durable, reliable DA20 provides TCA level

and engine outs.

platform and its certification to do spins allows

safety and LSA level economical operating

students to practice spins which ultimately

costs. Whether you want a PPL or instrument

makes them safer pilots.

training, the LSA sized TCA that flies like a big

CONCLUSION The mix of LSA and Type Certified Aircraft

From the moment you put your hand

(TCA) in one plane makes it difficult to decide

on the stick the aircraft becomes a living

plane will teach you to fly.

It really is the best of both worlds.

j 63

www.saflyer.com | July 2019

FLIGHT TEST

Neatly faired landing lights on wingtip.

L arge rudder has plenty of authority for spin recovery and easily adjustable trim tab.

T- tail is easy to inspect.

All the way from Canada.

On the ground it might appear to be an LSA - but the DA-20 is an excellent certified trainer.

64 July 2019 | www.saflyer.com

TECHNICAL SPECIFICATIONS

DIAMOND DA20-C1 ECLIPSE

SPECIFICATIONS LENGTH: 7,24 M HEIGHT: 2,16 M WINGSPAN: 10,89 M PROPELLER: 2 blade, fixed pitch, wood composite ENGINE: Continental IO-240-B fuel-injected HORSEPOWER: 125 hp / 93,2 kW FUEL CAPACITY: 24,5 US gal. / 93 l TYPICAL EMPTY WEIGHT: 550 kg USEFUL LOAD: 250 kg MAX TAKEOFF WEIGHT: 800 kg

PERFORMANCE CRUISE SPEED: 124 KTAS (8000 ft, ISA, 65% power) RATE OF CLIMB: 920 ft/min (sea level, ISA, max. take-off weight) STALL SPEED (CLEAN): 44 KIAS (in most adverse configuration) STALL SPEED (LDG CONFIG): 36 KIAS (in most adverse configuration) TAKEOFF GROUND ROLL: 1247 ft / 380 m (at MSL, ISA) LANDING DISTANCE (OVER 50 FT OBSTACLE): 1360 ft / 415 m (at MSL, ISA) RANGE: 403 nm (45 min reserve) SERVICE CEILING: 13120 ft

65 www.saflyer.com | July 2019

COMPANY PROFILES

AVIATION REBUILDERS

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Other supplies include aircraft tyres from Specialty Tyres of America,

Aircraft Maintenance Organisation, number AMO 188, based in the

Ceconite and Poly-Fiber covering materials, AN hardware, antennas,

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wheel chocks, radios, instruments and much more.

1997, Aviation Rebuilders is your competitive and reliable option when

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assembled per sample or specification. Our welding facility offers weld repairs using TIG methods to aluminium alloys, carbon steel and corrosion and heat resistant steels. The Aviation Rebuilders sheet metal facility boasts an extensive range of tooling and equipment which enables us to offer an excellent repair service to keep your aircraft flying.

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The 5,500 nm (10,186 km) Falcon 6X will make its first flight in

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D.M. Aviation Spares was started in 2011 by Daniella Mawson who has been in aviation since 1980 and in the aircraft parts industry since 1990. She therefore has extensive knowledge of parts and their sourcing.

D.M. Aviation Spares’ aim is to make life easier for the smaller

COMET AVIATION SUPPLIES

AMOs at the airport by holding fast moving stock.

Conveniently located near Rand Airport at Knightsgate Industrial

Daniella goes out of her way to source parts that others say are

Park in Germiston, Comet Aviation Supplies is the authorised

not available. D.M. Aviation imports parts as well as sourcing hard to

distributors of Rotax Aircraft Engines in Southern Africa. The company

find aircraft components. They provide clients with the best prices and

also carries a wide range of aircraft parts and pilot accessories for the

service possible. Furthermore, they are agents for Aircraft Spruce and

light aircraft market. Comet stocks a wide range of headsets, including

others.

popular brands ranging from Pilot Communications USA to David

For more information, contact Danielle Mawson on:

Clark as well as world-class leading ANR models from Lightspeed

Tel: 082 576 8853

Aviation. The shop stocks a selection of pilot supplies from maps,

Email: daniellamawson@telkomsa.net

66 July 2019 | www.saflyer.com

DJA Aviation employs more than 30 staff and utilises this great depth of aviation insurance knowledge, skill and expertise to manage its clients’ aviation insurance portfolios.

DJA Aviation is South Africa’s market leader in developing customised insurance products for the aviation industry.

DJA Aviation works closely with insurance markets throughout the world, securing tailored insurance solutions that provide a perfect balance between cost, coverage, service and security.

DJA Aviation is the longest-established aviation insurance broking specialist in the South African insurance market.

67 www.saflyer.com | July 2019

FEATURE STORY: MARK HOLLIDAY

Flying ON THE GROUND

on runway

04

a

setting

flap

of 20 degrees.

In my 35 years of flying, I’ve had my fair share of

Anticipating a

bounce on the uphill runway, I set up a long final approach to the 30m wide Lapalala

bounces. But my recent landing at Tintswalo’s new

strip at 80 knots. I pulled the power over the fence and let the Cessna glide down to the

Lapalala bush lodge in the northern Waterberg wasn’t

dry African soil; a floating descent, unlike

one of them.

I

with

the starchy dump a Beechcraft Bonanza delivers when you retard its throttle. I gently flared, waiting for mother earth to send

pulled off a greaser so uncannily

the air. But for a mysterious few seconds, I

back her familiar embraces of a slight main

perfect, it disconcerted me for a bit.

wasn’t sure it was.

wheel skid and a nose forward pitch. But the welcoming comforts of gravity didn’t come.

Its silent eeriness certainly had my

Flying out of Rand on a crisp autumn

wife braced for a careless wheels-

afternoon, my 37-year-old Cessna 210

up landing that seemed congruent

handled the mild turbulence to my wife’s

Instead of biting, my wheels continued to

with our faultless return to earth; an

satisfaction and less than an hour after

spin seemingly in mid-air; leaving me with a

expensive outcome that would have

wheels up, we crossed the Lapalala runway.

peculiar sense that I was still flying - in sharp

dashed the surprise spoil I’d so carefully

A rewarding gin and tonic waiting in our

contrast to my instincts that signalled we

planned for her and grounded the budget.

luxury tent beckoned us in for the final run.

were on the ground. Eventually I felt some

Turns out, the undercarriage was where it should have been and romance was still in

68 July 2019 | www.saflyer.com

With

a

light

crosswind

teasing

a

reluctant windsock, I opted to land uphill

And from here it got spooky.

purchase and, lowering my nose, we rolled to a silent stop.

DESTINATIONS

LEFT: Doc Mark Holliday about to get airborne for the return flight from Tintswalo.

We give you wings

Intrigued by the unique phenomena of apparently flying on the ground, I walked out to the point of touchdown to find a better explanation for the phantom landing, other

CESSNA 182 RG

than the supernatural one that had crossed my mind.

Duiker tracks helped unravel the mystery. The spoor of this lightweight buck had imprinted 3cm deep on the freshly dragged runway – indicating a ghostly layer of smooth fine dry sand that covered the strip. My impeccable flair over the airy surface got the wheels rolling for a while before

20 HR SMOH R1,400,000.00 + VAT

the undercarriage finally picked up the plane’s weight.

And the sublime surface transitioned my landing into the ultimate touchdown.

With a practical answer to the apparition in our

BEECHCRAFT F33A

kitbags, the surreal start to our weekend blended in with the exclusive magic conjured up by Tintswalo; a luxury tent, hot baths, gourmet food, attentive service, panoramic sundowners - and wonderful game viewing in the alluring terrain of this expansive big five reserve. Our five-star treatment was topped only by an unforgettable experience of on-foot tracking of Cheetah hunting a small

R1,350,000.00 + VAT

herd of Kudu.

The weekend under canvas over far too soon, we returned to the busy and cramped Rand circuit and the big

MOONEY M20 R550,000.00 +VAT

city smoke. The bite of our wheels on the hard tarmac and nose pitch forward announced that reality had landed all too safely. We packed the glow of my impeccable greaser and an enchanted Tintswalo weekend into the car’s boot

HANGARS FOR SALE

j

and headed home.

(MONEY BACK AFTER 10 YEARS) R400,000.00

Prices exclude vat

10 YEAR LEASE

WE ARE CASH BUYERS FOR LATE MODEL BONANZA F33, A36 OR B36 SA Flyer 2019 | 07

A rewarding GIN AND TONIC WAITING IN OUR LUXURY TENT beckoned us in for the final run.

99 YEAR LEASE - R750,000.00

Contact ARMAND 082 490 1659 Visit us at EAGLES CREEK airfield Centurion [next to the Pretoria /Krugersdorp highway] eaglescreek.net

69 www.saflyer.com | July 2019

COMPANY PROFILES

DYNAMIC PROPELLERS

also performs repairs at the customer’s

AMO NO. 1150

workshops, both domestically and abroad.

flying the A320 series of aircraft.

Craig and Kevern currently instruct on

Specialising in the overhaul, repair

Dynamic Propellers carries a large stock

the Airbus level D full flight simulator at

and maintenance of propellers, Dynamic

of fast moving parts and overhaul kits etc.

SAA. It is from this experience at Airbus that

Propellers services the commercial and

This enables the company to provide short

the concept and value of Computer Based

private

in

turnaround times. Dynamic Propellers staff

Training (CBT) was experienced first-hand,

2008 by Pero and Andries Visser to bring

have a total of around 130 years propeller

and now forms the central core of the training

excellence to the specialised market of

overhaul

programs established at FTS.

aircraft propeller overhaul and maintenance,

reaches across Africa and include prestigious

​Craig holds a Grade One Flight Instructors

Dynamic Propellers has competence in this

corporate clients such as National Airways

rating and has been appointed by the SACAA

very niche market. The company overhauls

Corporation (NAC), ExecuJet, Airlink and

as a DFE. This gives Flight Training Services

and maintains the following propeller types:

Pilatus, to mention but a few.

the ability to structure our training and

aircraft

market.

Established

experience.

Its

footprint

now

Hartzell, McCauley, MT-Propeller, Hoffmann,

Contact Pero Visser Cell +27 79 492 0592

standards to be in line with Outcomes Based

Dowty, Sensenich, Whirlwind and Hamilton

or Andries Visser Cell: +27 82 445 4496

Education Standards.

Standard propellers, including metal and

E-mail: pero@dynamicpropeller.co.za

composite blades.

E-mail: andries@dynamicpropeller.co.za

Engineer’s licence in addition to his Airline

Tel: +27 (0)11 824 5057

Transport Pilots Licence and Instructor’s

Website: www.dynamicpropellers.co.za

rating.

Dynamic

Propellers

is

the

only

propeller shop in South Africa able to undertake maintenance

comprehensive services

on

repair

and

Dowty

and

Whirlwind propellers. All propeller repairs

Kevern holds an Aviation Maintenance ​

His

extensive

knowledge

and

experience filters down into the technical side of Flight Training Services.

PILOT FLIGHT TRAINING SERVICES

​ FTS operates 7x 172 Cessna , 1 x

are performed in-house within its state of the

Pilot Flight Training Services (FTS) is

art workshop. Competencies include non-

a flight crew training establishment based

Twin

destructive examination, cadmium plating,

at Grand Central Airport, Midrand, and are

accommodation and transport.

cold compression rolling, blade aerofoil

proud to be going for 12 years. ​

and actuating pin shot peening on Hartzell

Craig

Pearce

and

Kevern

172 RG Cessna, 1 x 140 Piper and 1 x Comanche.

We

provide

student

Contact: Brown

011 805-9015/6

propeller blades, as well as dynamic balancing

(partners in flight school) are both South

amanda@fts.co.za

of all propellers in the field. The company

African Airways (SAA) Training Captains,

www.fts.co.za

Heli-Afrique HELI AFRIQUE – WE HAVE 40 YEARS EXPERIENCE IN THE BUSINESS. We specialise in general helicopter maintenance, upgrades, modifications, repairs, interior and exterior refurbishment.

• SA341 • AS350/ 355 series • EC120/130/135 series • BO105 series • McDonald Douglas • Robinson R22/R44 • Hagarage service available

SAF 08 | 2011

First and second line maintenance on Turbomecca, Allison and Lycoming engines.

Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 n Fax: 086 503 1870 n Tino: 083 458 2172 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za

70 July 2019 | www.saflyer.com

n

Office: 083 446 0066

SA Flyer 2018|10

CAA approvals : SACAA # 830, Republic of Zambia, Zimbabwe and Lesotho

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

71 www.saflyer.com | July 2019

SA Flyer 2019|04

GFC 600

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

COMPANY PROFILES

LEGEND SKY

MCC AVIATION

Legend Sky offers aviation training

MCC Aviation is an established fixed

hoisting or power line inspection. The recently

services in Gauteng and George. We pride

and rotor wing Air Charter service operator,

launched Bell 505 Jetranger X makes its

ourselves in providing quality service and are

based at Lanseria International Airport. MCC

way into MCC’s fleet of helicopters for the

experts in pilot training towards Commercial,

Aviation operates a 100% internally owned

first time. It’s predecessor, the Bell 206 was

Private (Fixed-wing and Helicopter) and

feet of several small to large piston and

an extremely popular variant with over 8000

National Private Licenses. Legend Sky

turbine prop aircraft, passenger jets as well

units sold. Key features of the B505 are:

Gauteng is situated at Rhino Park airfield

as a formidable fleet of turbine helicopters.

•

A more powerful FADEC Engine

close to Pretoria and is run by Andrew

We offer the full charter spectrum of VVIP,

•

MAUW of 480lbs higher

Duncan and Dave Naude. Combined they

corporate, leisure, tourist and scenic flight

•

Modern G1000 Avionics suite

have over 30 years’ experience in the aviation

services.

•

Cabin volume up by 50%

Uniquely certified to operate Part 121,

•

Vastly improved all round vision

Legend Sky not only offers flight training,

127 and 135 Air Operating Certificates, MCC

•

Reduced DOC’s

but also offers aircraft sales from pre and

Aviation has achieved success in the aviation

•

Reduced pilot workload

after sale inspections, aircraft history, service

sector due to its unique approach in the

bulletins status and aircraft maintenance

market: every single function, be it ticketing

Contact Details

records (if available), and has a pilots shop

to takeoff or from aircraft parts to pilots, is

www.flymcc.co.za

on site. Legend Sky has a close relationship

performed in-house with 100% accountability

email: info@flymcc.co.za

with Naauwkloof Aviation and West Dunes

and exactly to client specification. As part of

Aviation which allows us to offer charters on

the complete end to end service on offer, all

request.

clients have access to a private VIP Lounge

industry.

Contact: Rhino Park Airfield

in the main terminal building.

MCC have recently acquired two new

Tel: +27 83 860 5225

helicopters: added to their growing fleet

E-Mail: info@legendsky.co.za

of utility helicopters is their fourth H125 (AS350B3e) which is fully equipped for both VIP charters as well as external slung loads, be it for construction, firefighting, survey work,

72 July 2019 | www.saflyer.com

SA Flyer 2019|02

AVIATION FUEL East Coast Airways currently operate two fuel depots - in KZN as well as Port Elizabeth, supplying our clien ts with Avgas, Jet A1 and aviation oil.

We operate 7 days a week with bulk and mobile fuel deliveries upon request.

For any queries contact our Managing Director Willie Erasmus at Willie@eastcoastsa.net or our offices: Virginia Airport on 031 564 9344 | Port Elizabeth on 041 581 4194

OPERATING HOURS: Virginia Airport Mon – Fri. – 7:00 – 18:00 Sat – 7:00 – 17:00 Sun – 8:00 – 15:00 East Coast Airways

Port Elizabeth Mon – Fri – 8:00 – 17:00 Sat – 8:00 – 14:00 Sun – 8:00 – 11:00

www.eastcoastairways.co.za

AIRSHOWS REPORT: MARK MANSFIELD

The Newcastle Airshow DREAMS COME TRUE The ninth annual Newcastle

airshow did not disappoint and will go down as one of the top

airshows in South Africa for 2019.

The SAAF is a big supporter of the Newcastle Airshow - even bringing a Gripen from Makhado.

F

theme,

Newcastle were filled with aerial displays

Goodyear Eagles in their Pitts Specials

‘I Can Dream’, the 2019

by South Africa’s best aerobatic teams,

and the Raptors team flying their RVs. Not

edition saw a whopping

including The Puma Energy Flying Lions in

to be outdone by the adrenaline-pumping

12,500 spectators’ through

their immaculate Harvards, the high-energy

aerobatic teams, the soloists kept the show

the gates, around 5,500

display by Team Xtreme flying the latest

going with performances flown by the Extra

more than the previous year.

Extra 330s in perfect synchronization, the

300, the Boeing Stearman, an aerobatic

OLLOWING

its

It was a day jam-packed with action

and entertainment for the entire family, no matter the age, gender or culture, with over 80 exhibitors, the very popular Munro Art exhibition, as well as the KwaZulu Natal Tourism 360-degree virtual stand.

Opening

the

show

was

a

stellar

performance from the Newcastle High School choir and as they sang the national anthem. Being a key provincial airshow the SAAF was in strong support. A huge South African flag was flown by a parachutist in front of a perfectly timed flypast by SAAF Silver Falcons as a show opener.

For the rest of the day the skies above

74 July 2019 | www.saflyer.com

Airlink showed its commitment to aviation development by presenting an EMB190.

FEATURE

Petrol head thrills provided by dragster vs plane race.

Dennis Spence supplied his classic L-29 jet - still in Sasol Tiger colours.

Filling the sky with smoke - an RV Raptor.

Jason Beamish and Mark Sampson thrill the crowds with a knife edge crossover.

glider, a gyrocopter as well as a L29 jet.

those wishing to learn more about aviation,

Menno Parson’s Mustang P-51 had the

exhibitions from the South African Defence

crowds on their feet with a stunning aerial

Force (SANDF), as well as the SAAF and

display.

the South African Civil Aviation Authority

With the civilian aerobatics done, the

(SACAA) had their hands full with questions

SAAF flexed its muscles and showed the

and queries as to possibly career paths.

crowd its power with a fast and furious

The day also played host to over 1000 Grade

display by one of its Gripen fighters, as well

11 learners attending the educational expo

as multiple displays by the SAAF Silver

and included presentations from the SAAF

Falcons aerobatic team.

by the Deputy Chief of the Air Force, talks

Very

commendably

Airlink

airlines

from the first two black female SAAF pilots,

of Economic Development, Tourism and

graced the show with one of its new Embraer

as well as talks from the SANDF and the

Environmental Affairs of KwaZulu Natal

E190s, showing off its size and elegance.

SACAA.

and KwaZulu Natal Tourism with the event

Petrol-heads were treated to lots of bike

Keeping the large crowd informed was

organisation once again handled by the

action, as well as a race between a Rail

Capital Sounds. Brian Emmenis and his

Champ Group of Companies led by Johan

Dragster driven by South Africa’s ‘fastest

team supplied the commentary for the entire

Pieters and Christo van de Vyver.

woman’ (on the ground), Vanessa Fourie,

crowd line as well as the VIP tents and made

According to Johan Pieters, “2020 is a

who holds the record at Tarlton with an

sure that everyone was well informed about

big year for the Newcastle airshow as we

incredible 7.8 seconds run over the quarter

each performance.

celebrate our 10th anniversary. Next year

mile, against Nigel Hopkins Extra, as well as a motorbike stunt show.

Besides all the non-stop action, and for

Such an event is not possible without

we plan on hosting a three-day airshow

committed sponsors and the driving forces

with artist performances as well as plenty of

behind this year’s event was the Department

other activities, so watch this space.”

j

75 www.saflyer.com | July 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|07

Fuel FuelPrices Pricesasasatat02/05/2019 02/05/2019 Prices Pricesinclude includeVAT VATbut butexclude excludeany anyservice servicefees fees Airfield Airfield Avgas Avgas JetJetA1A1 Baragwanath Baragwanath R R21.00 21.00 Beaufort BeaufortWest West R R23.35 23.35 R R16.95 16.95 Bethlehem Bethlehem R R21.97 21.97 R R15.62 15.62 Bloemfontein Bloemfontein R R17.55 17.55 R R11.50 11.50 Brakpan Brakpan R R20.00 20.00 Brits Brits R R17.94 17.94 Cape CapeTown Town R R23.20 23.20 R R10.19 10.19 Eagles EaglesCreek Creek R R18.50 18.50 East EastLondon London R R19.58 19.58 R R12.83 12.83 Ermelo Ermelo R R17.71 17.71 Fisantekraal Fisantekraal R R19.50 19.50 Fly-In Fly-In R R19.20 19.20 Gariep GariepDam Dam R R21.00 21.00 R R16.50 16.50 George George R20.21 R20.21 R12.75 R12.75 Graaf GraafReinet Reinet R R24.30 24.30 R R17.70 17.70 Grand GrandCentral Central R R20.47 20.47 R R14.95 14.95 Kimberley Kimberley R R17.55 17.55 R R11.50 11.50 Kitty KittyHawk Hawk R R21.50 21.50 Klerksdorp Klerksdorp R R18.29 18.29 R R14.35 14.35 Kroonstad Kroonstad R R18.84 18.84 Kruger KrugerIntl IntlNelspruit Nelspruit R R21.85 21.85 R R16.16 16.16 Krugersdorp Krugersdorp R R18.85 18.85 Lanseria Lanseria R R22.35 22.35 R R15.12 15.12 Margate Margate R R21.90 21.90 R R15.35 15.35 Morningstar Morningstar R R19.75 19.75 Mosselbay Mosselbay R R21.77 21.77 R R16.18 16.18 Nelspruit Nelspruit R R20.72 20.72 R R14.38 14.38 Parys Parys R R19.30 19.30 R R12.10 12.10 Pietermaritzburg Pietermaritzburg R R20.30 20.30 R R13.80 13.80 Pietersburg PietersburgCivil Civil R R20.80 20.80 R R14.10 14.10 Polokwane Polokwane(Gateway (GatewayIntl) Intl) NO NO CONTACT CONTACT R R23.17 23.17 Port PortAlfred Alfred Port PortElizabeth Elizabeth R R21.85 21.85 R R15.87 15.87 Potchefstroom Potchefstroom R R20.15 20.15 R R12.80 12.80 Rand Rand R R20.37 20.37 R R14.87 14.87 Robertson Robertson R19.40 R19.40 Rustenberg Rustenberg R R18.35 18.35 R R13.65 13.65 Secunda Secunda R R20.13 20.13 Skeerpoort Skeerpoort*** ***Customer Customertotocollect collect R R18.20 18.20 R11.10 R11.10 Springs Springs R R21.50 21.50 Stellenbosch Stellenbosch R R19.90 19.90 Swellendam Swellendam R R19.30 19.30 R R13.00 13.00 Tempe Tempe R R18.35 18.35 R R12.27 12.27 Ultimate UltimateHeli Heli(Midrand) (Midrand)*** *** R R21.30 21.30 R R13.95 13.95 Upington Upington R R18.01 18.01 R R11.96 11.96 Vereeniging Vereeniging R R17.20 17.20 R R12.60 12.60 Virginia Virginia R R21.80 21.80 R R15.20 15.20 Welkom Welkom R R18.84 18.84 R R14.61 14.61 Wings WingsPark ParkELEL R R19.90 19.90 Witbank Witbank R R19.20 19.20 Wonderboom Wonderboom R R18.66 18.66 R R13.16 13.16 Worcester Worcester R17.95 R17.95 *** ***Helicopters Helicoptersonly only

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015 GPS Co-ordinates: S25°50’37 E27°41’28 Import/Export no. 21343829

Fuel FuelPrices Pricesasasatat03/06/2019 03/06/2019 Prices Pricesinclude includeVAT VATbut butexclude excludeany anyservice servicefees fees Airfield Airfield Avgas Avgas JetJetA1A1 Baragwanath Baragwanath R R21.00 21.00 Beaufort BeaufortWest West R R24.20 24.20 R R17.20 17.20 Bethlehem Bethlehem R R21.97 21.97 R R15.62 15.62 Bloemfontein Bloemfontein R R17.74 17.74 R R11.48 11.48 Brakpan Brakpan R R21.50 21.50 Brits Brits R R19.30 19.30 Cape CapeTown Town R R24.29 24.29 R R10.53 10.53 Eagles EaglesCreek Creek R R21.45 21.45 East EastLondon London R R20.01 20.01 R R13.52 13.52 Ermelo Ermelo R R20.18 20.18 Fisantekraal Fisantekraal R R20.65 20.65 Fly-In Fly-In R R19.20 19.20 Gariep GariepDam Dam R R21.30 21.30 R R16.80 16.80 George George R20.65 R20.65 R12.94 R12.94 Graaf GraafReinet Reinet No NoFuel Fuel Avbl Avbl Grand GrandCentral Central R R21.28 21.28 R R15.30 15.30 Kimberley Kimberley R R17.74 17.74 R R11.48 11.48 Kitty KittyHawk Hawk R R22.80 22.80 Klerksdorp Klerksdorp R R22.00 22.00 R R14.80 14.80 Kroonstad Kroonstad R R19.85 19.85 R R14.61 14.61 Kruger KrugerIntl IntlNelspruit Nelspruit R R21.85 21.85 R R16.16 16.16 Krugersdorp Krugersdorp R R19.95 19.95 Lanseria Lanseria R R21.28 21.28 R R15.33 15.33 Margate Margate R R21.90 21.90 R R15.35 15.35 Morningstar Morningstar R R19.75 19.75 Mosselbay Mosselbay R R21.77 21.77 R R16.65 16.65 Nelspruit Nelspruit R R22.77 22.77 R R13.80 13.80 Parys Parys R R20.30 20.30 R R12.80 12.80 Pietermaritzburg Pietermaritzburg R R22.70 22.70 R R15.00 15.00 Pietersburg PietersburgCivil Civil R R21.30 21.30 R R14.60 14.60 R R23.17 23.17 Port PortAlfred Alfred Port PortElizabeth Elizabeth R R21.85 21.85 R R15.87 15.87 Potchefstroom Potchefstroom R R20.30 20.30 R R12.80 12.80 Rand Rand R R20.77 20.77 R R15.03 15.03 Robertson Robertson R20.00 R20.00 Rustenberg Rustenberg R R19.38 19.38 R R13.80 13.80 Secunda Secunda R R21.28 21.28 Skeerpoort Skeerpoort*** ***Customer Customertotocollect collect R R19.10 19.10 R11.70 R11.70 Springs Springs R R21.50 21.50 Stellenbosch Stellenbosch R R21.45 21.45 Swellendam Swellendam R R19.80 19.80 R R13.00 13.00 Tempe Tempe R R22.31 22.31 R R14.15 14.15 Ultimate UltimateHeli Heli(Midrand) (Midrand)*** *** R R21.45 21.45 R R13.95 13.95 Upington Upington R R18.19 18.19 R R11.94 11.94 Vereeniging Vereeniging R R18.61 18.61 R R13.83 13.83 Virginia Virginia R R21.85 21.85 R R15.22 15.22 Welkom Welkom R R19.85 19.85 R R14.61 14.61 Wings WingsPark ParkELEL R R19.90 19.90 Witbank Witbank R R20.20 20.20 Wonderboom Wonderboom No No Contact Contact Worcester Worcester R22.25 R22.25 *** ***Helicopters Helicoptersonly 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.

SEALED 200L AVGAS DRUMS • SEALED 200L JET A1 DRUMS • AVGAS 100LL • JET A1 • PETROL • ILLUMINATING PARAFFIN • DIESEL • LUBRICANTS

SA Flyer 2016|11

• • • • •

AIRSHOWS REPORT: MARK MANSFIELD The air show pulled off the biggest wall of fire ever in Africa.

THE

GREATEST

AIRSHOW IN AFRICA If you had to choose only one African airshow, then the WesBank Botswana International Airshow is the one. It is arranged by the Matsieng Flying Club at their home base, Rasesa outside Gaborone Botswana.

W

record-

Not one single incident and a whopping

and was detonated as the Puma Energy

breaking 47 aerial

crowd of over 12,000 spectators were

Flying Lions made a very low fly-past. The

displays,

treated to non-stop action the entire day.

second ‘airshow first’ was a display by a Bell

ITH

a

it

is

now officially the

Adding to the uniqueness of this world-

505 helicopter, the first time ever that a Bell

biggest airshow on

class event, around 145 aircraft from South

505 has displayed at an airshow. The third

the African continent, and if your criteria for a

Africa were accommodated on the airfield

‘first time ever’ was a formation flight made

successful airshow is judged by the number

for the weekend, and 270 tents erected that

up of two Antonov AN2s, a Yak-18 and a

of aerial acts, then this was a screaming

housed 450 campers, all added to the size

Boeing Stearman.

success.

and camaraderie of the show.

The 2019 show was opened by the Quick

However, to truly measure the success

Wanting to do things bigger and better

Silver Trikes followed by a parachute jump

of an airshow you must also take into

than last year the eighth edition of the

and an opening prayer and immediately

consideration the safety and attendance,

show lived up to its target. This year the

followed by non-stop action until the close of

and based on these two figures, the airshow

showstoppers came in the form of Africa’s

the show at around 18:00, with no breaks in

then wins the treble for the best of the best.

biggest and longest wall of fire, over 800m,

between performances.

78 July 2019 | www.saflyer.com

FEATURE

A unique formation - two AN2s and a Yak 18T following a Boeing Stearman.

Menno Parsons is a huge supporter of the Botswana show and brought his P51 'Mustang Sally'.

Regular crowd pleaser - a Huey drops and illegally parked car.

The crowds were entertained by all-time

being raised. The main recipients have been

behind its financial success. This year they

favourites; The Puma Energy Flying Lions

the Sir Ketumile Masire Foundation, the Lady

were joined by Yardley of London, part of the

flying their immaculate Harvards, the high-

Khama Charitable Trust, and the Motswedi

AVI/NBL grouping. While possibly not an

energy Team Xtreme flying their four-ship

Rehabilitation

Handicapped

obvious choice as a sponsor they feel there

Extra 330 formation, The Goodyear Eagles

Persons who each received cheques for

is a strong brand link with the kind of people

Pitts Special aerobatic team, a Navion

P50,000 (R67,000). In addition, various

the airshow attracts and that the event offers

two-ship display, a three-ship Decathlon

other charities benefitted through running

a great way of helping local businesses and

formation and the Raptors aerobatic team

car parking facilities and shuttle services.

charities - part of the group’s CSR remit.

flying their Vans RV aircraft.

Centre

for

Solo aerial

The impact on the local community has

Without stating the obvious, safety

displays were flown by a Gyrocopter, Yak-

been immense, with new guest houses and

is always going to be an issue on many

18, Boeing Stearman, Bell 407 helicopter,

camp sites springing up, local entrepreneurs

people’s minds. However, a rigorous risk

the Altech Netstar car drop from a Bell Huey

being involved in selling various goods on

assessment was conducted that met all

helicopter, the very popular P-51 Mustang

the day and a massive after-party with local

of the Civil Aviation Authority of Botswana

Sally, the world-famous Antonov AN2 known

musicians and DJ’s. This reflects the huge

(CAAB) requirements for flying displays.

as Little Annie, a Husky, Pilatus glider, a

commitment by the de Wet family and their

These rules and regulations are based

Gazelle helicopter, Air Tractor, Pilatus PC12

drilling company to effecting real corporate

on international standards, to ensure the

NG as well as the Goodyear Eagles L-29 jet.

social responsibility.

complete safety of pilots and spectators

The event has always been used as a

Puma Energy and WesBank have been

alike. The man in charge of the flying side,

fund raiser for local charities, and this year

the two main sponsors of the event almost

Chris Briers, is a Category A Air Boss in

was no different, with more than R200,000

since inception and have been driving forces

South Africa and has himself displayed at

79 www.saflyer.com | July 2019

more than 400 airshows. He was assisted by Francois Hanekom as the Safety Officer as well as Air Traffic Controllers from the CAAB, ensuring the smooth and safe movement of aircraft.

Commentary was supplied by Brian Emmenis of Capital Sounds. Given the amount of displays on the day, combined with the high number of fly-ins, the fact that the event passed off seamlessly is a huge

j

credit to Chris and his team.

South African teams like the Team Xtreme delighted in the less oppressive restrictions.

The Flying Lions closed off the show with a magnificent sunset display.

Despite a tragic suicide a few weeks before the show, the club and tower was rebuilt by the ever resourceful De Wet family.

The show raises over R200,000 for local charities.

The airshow does a huge amount to create excitement about flying - with a crowd of over 12,000.

80 July 2019 | www.saflyer.com

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

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!

smartphone (ios and android). No Battery to

Item

THE BOM

Price Including VAT

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

BOM with ADSB-in

R35 500,00

BOM without ADSB-in

R28 900,00

Item

Price Including VAT

Willover Avionics is an authorised dealer

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

BOM with ADSB-in

R35 500,00

Rand Dollar exchange rate.

BOM without ADSB-in

R28 900,00

Price subject to stock availability and

THE BOM SHOP AT:

https://willover.portal.posplus.co.za/store

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 Item rate.

CONTACT:

willoveravionics@gmail.com

TELEX HEADSETS

+27 74 120 5774

Price Including VAT

Airman 8 - incl Case

R9 200,00

Airman 7

R5 160,00

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

SA Flyer 2019|05

wiring and internal structural modifications

81 www.saflyer.com | July 2019

COMPANY PROFILES

TYNAY AVIATION

Tynay Aviation is a turbine aircraft maintenance organisation based at Lanseria International Airport. The company started in November 2009, after a gap in the market was noticed: providing a personalised service to owners or operators at a market related cost.

W

ITH a compliment of 14 hands-on staff,

• Pre-purchase inspections anywhere in the world

we pride ourselves on the fact that we

• Fuel nozzle flow check and clean for the Pratt and Whitney

provide a high-quality cost effective and efficient service to the turbine aircraft market, evidenced by our continued growth.

PT6 series Thanks to Tynay’s extensive service offering, we cater to a wide and diverse list of cliental, who in turn support various

Today, Tynay’s services provided included:

aid organisations, mining companies, oil companies, local charter

South Africa Civil Aviation approvals for Category A, B, C and W

companies and international medevac institutions. We pride ourselves

1.

Beechcraft 90 Series

on being able to support our Hart Aviation, Litson and Associates and

2.

Beechcraft 200 Series

BARS approved clients to the highest standard required.

3.

Beechcraft 300 Series

4.

Beechcraft 1900 Series

turbine aircraft, ranging from the ATR42 down to the Cessna Caravan

5.

Cessna 208 Series

208B. Most of our experience, however, has been built up over the

6.

Pratt and Whiney Engines for the relevant Aircraft Types

years on the Beechcraft turbine products, enabling us to support

7.

Bombardier Dash 8-100 Series

the product in a professional and efficient manner. Supporting the

8.

Zambian CAA approvals for A, B, C and W

engineering staff is a group of assistants who have a vast knowledge

• Beechcraft 90 Series

of the products we support.

• Beechcraft 200 Series

Our licensed engineers have a total of 60 years’ experience on

Particularly valuable to our clients is our maintenance planning

• Beechcraft 1900D Series

service. Maintenance planning is the back bone of any aircraft owner

• Pratt 7 Whitney engines for the relevant type

or operator. It allows you to plan your maintenance ahead of time and budget. We track aircraft usage by making use of a worldwide

• Spares sourcing and procurement from local and foreign approved suppliers • Avionics, electrical and instrumentation services, including installations • Interior and exterior refurbishment carried out via a highly recommended facility • Maintenance planning/tracking carried out on mentioned

recognised system, and we constantly update the system as the manufactures update their schedules to ensure we stay up to date.

Additionally, if you want to buy an aircraft, we will do the logbook and history research and draw up a status report, allowing you to make an informed decision as to whether the aircraft is going to make, or cost, you money.

Contact Tynay Aviation on:

aircraft types using an Internationally recognised tracking

Accountable Manager: Robin Bowen

and planning system

Tel: +27 (11) 659 1157

• Landing gear overhauls or inspections on Beechcraft 90, 200, 300 and 1900 series • Managing complete aircraft refurbishment from start to finish

Mobile: +27 (0) 82 088 6664 Email: robin@tynay-aviation.co.za Workshop Manager: Gert Olivier Mobile: +27 (0) 83 676 1052

• Complete corrosion and structural inspections

Email: gert@tynayaviation.co.za

•

Website: www.tynay.com

PT6A hot section inspections

82 July 2019 | www.saflyer.com

j

SA CAA A, B, C ,E, W and Zambian Approved

Hangar 204, Gate 9, Lanseria International Airport Tel : 011 659 1157 Cell: 082 088 6664 Email: robin@tynay-aviation.co.za

www.tynay.com

Tynay Aviation AMO 1161 Established November 2009 Specialising in Beechcraft 1900 Series Kingair Series Cessna 208B Caravan PT6A Series

Based at Lanseria International airport, Tynay takes pride in the Beechcraft & Cessna Aircraft & Pratt & Whitney PT6A Series Engines we maintain. Offering complete maintenance solutions which include the following services: · · · · · ·

Scheduled Inspections Line Maintenance Aircraft Refurbishment Landing Gear 5 & 6 year Inspections Hot Section Inspections Fuel Nozzle Cleaning & Flow Check

W WE NO HAVE

SA Flyer 2018|11

” W “ L L U F !

RATING

Market PLACE ENQUIRIES: dan@saflyermag.co.za HANGAR SPACE RAND AIRPORT • Single engine aircraft. Attendant and movements. Aircraft cleaning from R2000 per month size dependent. Call Ernie (083) 326-8819

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

• 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

W N E EW B S IT E

STUDENT/PILOT ACCOMMODATION

VIRGINIA AIRPORT

ROBINSON RH44 RAVEN 2 • 2006 Model. 1400 hours 9 years remaining since overhaul. R2,5 Mill excl vat. For enquiries contact or whats app 0836534294”

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

• Headsets • Intercoms • Transceivers • Garmin GPS • Maps • Books • Software • Pilot Shirts • T-shirts • Caps • Sunglasses • Goggles • Jeppesen • ASA Products

082 556 3729 www.pilotshop.co.za

ACCREDITED AGENT

1980 CESSNA 210N TURBO

25% share for R 329 000 INCLUDING HANGAR

SA Flyer 2016|03

1 SHAR E L BR ACK PAN EFT AI R F IE LD

TTSN 5183 hrs; Engine: Continental 341 hrs; Prop: Mc Cauly 341 hrs; 3 Axis Auto Pilot; 2 GPS, 2 VOR, 2 Radios, Navcom ILS/ADF/C Transponder; Engine Monitoring System; 1059 engine hrs left next major. Please Call: Shannon 073 233 0855 | Email: degleek@gmail.com

84 July 2019 | www.saflyer.com

Nico van Staden Tel: +27 (0) 083 321 0916 E-mail: nico@aerostratus.co.za

Gerhard Mouton Tel: +27 (0) 82 458 3736 E-mail: herenbus@gmail.com 2006 Piper 6X

1956 Cessna 180, Wing X, Sportsman

1969 Cessna 177

1250 Hrs TT, 196 SMOH King VFR equipped, VG Kit, big tyres; R840,000.00 excl VAT

600 Hrs TTSN, A & E; Avidyne with Storm Scope; As new, no damage; R4,200,000 excl VAT

4,200 Hrs TT, 550 hrs SMOH Beautiful; many options; R1,000,000 Excl VAT

5100 Hrs TTSN, 965 SMOH Basic VFR equipped Neat & clean. R420,000 excl VAT

1982 Piper Saratoga TSP

1981 Bonanza A36TC

1981 Baron E55

1978 Turbo Arrow III

3500 Hrs TTSN, 100 SFREM King IF equipped. Neat & clean.

PLEASE ENQUIRE

2890 Hrs TT, 1290 SMOH Garmin IFR, WX, Very Clean; R2,100,000 excl VAT

4635 hrs TT, 350 SMOH King & Garmin, IF, Neat & Clean: OUTSTANDING VALUE - OFFERS

2000 Hrs TT, 440 Hrs SMOH Outstanding low hour aircraft R980,000 Excl VAT

1978 Cessna 185F

1971 Cessna 182

1981 Cessna 182 RG

Tiger Moth

5700 hrs TT, 1500 SFRM King VFR, clean; PLEASE ENQUIRE

4350 Hrs TT, 523.0 Hrs to overhaul Fresh paint & Interior; Std King VFR; R750,000.00 excl VAT

3350 Hrs TT, 1000 Hrs SMOH King & Garmin equippedVery clean; PLEASE ENQUIRE

350 Hrs SMOH on engine Basic VFR; Very neat; R850,000 incl VAT

1990 Mooney Bravo

1967 Baron 56 TC

1984 Baron B58

1972 Cessna 210

1900 Hrs TT, 200 Hrs SMOH King IF equipped, Storm scope Well-kept unit.

R1,700,000 excl VAT

2790 Hrs TT, 790 SMOH, King & Garmin IF Very Clean, updated maintenance; R2,250,000 excl VAT

1750 Hrs TT, 150 SFRM King IF panel, Spotless, well maintained; R3,300,000 excl VAT

3320 Hrs TT, 770 SMOH King equipped.

PRICED TO SELL

1982 Bonanza B36TC

1971 Piper Aztec

2007 Malibu Meridian

2010 Calidus Gyro

1800 Hrs TT s/new, 150 Hrs SMOH Well equipped: King & Garmin; Very Neat; R3,200,000 excl VAT

5522 Hrs TT; 981 & 1811 Hrs SMOH King IF equipment, very clean; Priced to sell

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1992/3 Maule MX7-180

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SA Flyer 2019|07

ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.

AIR RACING REPORT: PATRICK DAVIDSON

RED BULL AIR RACE UPDATE

KAZAN RUSSIA

The big shock we all had was Red Bulls’ announcement in late May that this would be the last year of the Red Bull Air Races and that the 2019 season would be shortened.

Image: Armin Walcher Red Bull Content

through the start gate. I tried a few different lines and found my groove, and when I saw that I had posted at sub 1.10s time I was happy with my performance. And it was enough, as Baptiste Vignes was 0.131s behind and two time Challenger champ Florian Bergér was third.

Rookie Patrick Strasser announced that he was a serious contender by finishing third in FP1 – his first time in a full racetrack.

He went on to finish fourth in the later FP2 session after failing to put in a penalty-free run.

Unfortunately Day 2 was ‘not a great day at the office’ for me. When it came to the race I broke one of my own rules; don’t After a nine month lay-off Patrick was determined to do well.

S

do anything you haven’t practiced. I was one step behind the plane and when I got to the Vertical Turning Manoeuvre (VTM) I took

INCE Red Bull Air

KAZAN

Racing was founded

Due to schedule changes my first race

by Péter Besenyei

so far this year was at Kazan Russia over 14-

16 years ago, the

15 June. It was a very varied race meeting

races

for me.

have

done

a huge amount to put

aerobatics

on

the world stage and

provide a spectacle that is unmatched by any other sport, anywhere else in the world.

The first day, the Free Practice, went well and I was chuffed to have set the fastest Challenger Class time. I guess the blustery wind helped since I’m from Port Elizabeth and was perhaps more used to it than the

The aim of the Red Bull Air Race series

other contenders. For Free Practice 1 after

was to develop a new aviation race that

my long lay-off I was second pilot into the

would challenge the ability of the world’s best

track and for some weird reason I just didn’t

pilots, creating a race in the sky that was not

feel right and couldn’t get into the ‘groove’.

simply about speed, but also precision and

Still, I had a good clean flight with no

skill. For those of us in the Challenger Class

penalties, but I was a little off the pace and

the end of the series has been particularly

so a disappointing sixth fastest.

a line I had never practiced and it cost me valuable time.

Sunday was Race Day and I was determined to make up for the previous day’s mistake. I stuck to my game plan and it went well, but I was perhaps just being slightly too conservative. So in the end Florian Berger managed to put in a time six hundredths of a second faster and I had to settle for second place on the podium. Still, second is my best ever performance so far, and I was well pleased. Perhaps recognising the end of the Red Bull Air Race era, we let it all hang out on the podium, with champagne flying everywhere.

SAFETY Perhaps the organisers were being ultra-

disappointing as we were all working hard on

Free Practice 2 in the afternoon went

cautious so as not to jinx the RBAR’s fatality

our goal of getting to and then winning the

much better as I could ‘feel’ the track much

free record, but what was noteworthy was

Master Class.

better. The rain stopped just before I went

the strong stance that RBAR had towards

86 July 2019 | www.saflyer.com

Image: RBAR Pool

FEATURE

Patrick in action at the Free Practice at Kazakstan.

safety and the human factors affecting the pilots and all the crew during this event.

The support which they provided was amazing. Nonetheless, for us competing, it seemed as though it was just a normal race, proving that the professionalism

within this project really is exceptional!

The remaining races are: Hungary on 13-14 July and Japan on 7-8 September.

I am looking forward to a strong finish to the series!

j

Fastest - a great day at Free Practice.

87 www.saflyer.com | July 2019

COMPANY PROFILES

CENTURY AVIONICS

C

Excellence in Avionics

ENTURY AVIONICS is celebrating 41 years

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

in business this year and is located at Lanseria

Our AMO and Design Organisation is approved in South Africa,

International Airport. We specialise in general

Botswana, Kenya, Namibia, Malawi and Zimbabwe. Century NAVCOM,

aviation avionics for fixed- and rotary-wing aircraft

our Design Organisation, along with our qualified and experienced

together with handheld units and headsets.

Certification Department, will assist with Avionics STC Application/

We offer a wide range of general aviation

Development and/or Modification Approvals.

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

SA Flyer extends an apology to Century Avionics, last month our team at SA Flyer repeated an outdated advert by mistake.

in- and out of warranty service centre for Bose, David Clark and Lightspeed headsets.

We are approved dealers for a host of avionics manufacturers

Please contact us for all your avionics requirements and visit us at AeroSA Stand OD1

(Garmin, Honeywell, Avidyne, McMurdo ELT, Genesys Aerosystems

Tel: +27 11Â 701 3244 |

and many others) and constantly aim to offer our valued customers

E-mail: sales@centuryavionics.co.za

the widest range of products and capabilities. Longstanding customers

Website: www.centuryavionics.co.za

88 July 2019 | www.saflyer.com

j

HOEDSPRUIT

ZANDSPRUIT BUSH & AERO ESTATE ABOVE THE CROWD

PRICE: R6 995 000

SA Flyer 2019|06

Imagine flying in and landing on the private paved estates runway and taking a short drive to this beautiful home. Whether it’s your first home or your bush breakaway destination … This house has it all. Great location on the banks of the Sandspruit river with stunning big trees and privacy. There are 5 Bedrooms and 4 Bathrooms and a fully functional freestanding bar entertainment area with built in braai, boma, standing and undercounter fridges, ice machine and flat screen TV’s (Total 8 Flat screen TV’s will remain). To ensure all your entertainment needs are catered for and guaranteed you will find the following: 22 KVA Backup Generator fuel reserve for 5 days, a private jacuzzi, two Wi-Fi routers, smart automation system for the lights and gate motor (Operated by smartphone). There is also a 16 zone CCTV system, Air-conditioning throughout the house, blackout curtains, heat pumps, 5000l water storage, garden shed, reveres osmosis water system and centralised plant area. The kitchen has a built-in coffee machine, steam oven confection microwave and three hot draws. The high quality and trendy furniture can also be purchased for an additional R 500 000.00. A gem of a property, call us to secure a viewing.

Paul Buys 082 552 6568 paulbuys@remax.net 015 793 0181

Main Rotor Track and Balance Tail Rotor Balance

SA Flyer 2018|10

Vibrations Surveys

Call us Today to Learn More Sky-Tech Aircraft Support 27 11 973 4443 | 27 (0)82 720 5210 www.acesSystems.com | sky-tech@telkomsa.net

89 www.saflyer.com | July 2019

OBITUARY

Jim Davis’ tribute to

BOB EWING A True Aviator

In 1950, as a 9-year-old, Bob was captivated by flight when he watched an aerial display of South Africa’s first jet fighter at Rand Airport. It was, of course, the beautiful and iconic de Havilland Vampire.

I

knew Bob for most of his life.

Chipmunks and even a Staggerwing Beech.

at the quiet city streets, or descend to smell

He sold me my wonderful little

But part-time aviation was not enough – Bob

the countryside and watch black and white

Piper Cruiser – ZS-BPJ, known as

eventually ditched the moneyed world of

cows plodding through green fields to the

‘Bob’s Puddle Jumper’. And I gave

merchandising so he could spend all his time

milk shed.

him his first job in aviation – as an

amongst aeroplanes and the odd selection of

instructor at 43 Air School. In all

humanity who are part of our world.

Or perhaps they climb to a height where they see the sun rise long before its light

that time, I’ve never met anyone

For all his passion and enthusiasm for

reaches those on the ground. And once

who was so totally absorbed by

aviation, Bob wasn’t really a pilot – he was

there, they guide their machine through

everything to do with aeroplanes.

an aviator. Pilots are aeroplane drivers.

gentle aerobatics as the light glints from their

If I had only one word to describe Bob, it

Aviators are that rare bunch of people who

wings.

would be ‘passionate.’

will go to the airfield alone, long before dawn.

Bob not only lived for this sort of flying,

for

They struggle with icy hangar doors, wheel

he also had a passion for bringing it to

everything he did. He started his career

out their beloved Tiger Moth, Piper Cub or

others. He loved to train, to instruct and to

Bob

bubbled

with

enthusiasm

share the delights of pure flight.

I have just finished reading Confessions

Bob Ewing.

of a Flying Instructor, Bob’s fascinating 40-page biographical romp through life.

Every page explodes with excitement and zest for ‘proper’ aeroplanes as he describes forced landings, conflicts with the weather, and his many flying adventures.

By the time he closed his last logbook, Bob said he had flown the equivalent of 61 times around the world. This is the same as flying to the moon and back three times – mostly in the fabric-covered, oil-spitting, unreliable old aeroplanes which he loved so dearly.

Those who knew him will remember Bob not only for the distance he flew, but also for the way that he elevated and added value to our lives. He was a brilliant and dedicated instructor, as well as being a kind and humble human being. My friend Bob Ewing.

in advertising, where his energy and zest

Chipmunk, swing the prop, and climb out in

quickly took him high up the corporate

chilly morning air – just for the hell of it.

ladder. But all the while, his heart was set

They need no passengers or spectators

on flying. His job gave him the money to

to enrich their love affair with the sky. They

buy wonderful aeroplanes – Tiger Moths,

often prefer solitude while they look down

90 July 2019 | www.saflyer.com

Sadly Bob is no longer with us. He passed away on the 8th of May 2019, leaving all who knew him richer by his passage through our lives.

j

Visit AIFA at stand TA-5 during the upcoming Aero South Africa trade show – 4th to 6th July 2019

AIFA’s internationally experienced ground and flying instructors provide exceptional training, from ab initio PPL to Commercial Pilot Licence (CPL) qualifications as well as training towards Night, Instrument, Multi-engine class and Instructor’s ratings.

AIFA @aifaflight @aifaflight

For a formal quotation or further information, please contact AIFA at: info@aifa.co.za or visit www.aifa.co.za

SA Flyer 2019|07

Since being established in 2012, AIFA has grown to the point where we are currently undertaking CPL training of our 1000th Chinese airline-cadet!

Cell: 082 775 9720 Accounts: 072 599 1344 E-Mail: aerocolour@telkomsa.net VAT No.: 4720225764

CAA Approved facilities

YOUR BEST CHOICE FOR: * Complete exterior refurbishment * Customizing * Touch ups * Component respray * Interior refurbishment on request

91 www.saflyer.com | July 2019

COMPANY PROFILES

MEET STARLITE’S WOMEN IN TOP POSITIONS

RAND AIRPORT

With over thirteen years’ experience in the aviation industry, Fiona

Rand Airport has always been a popular airport for enthusiasts

McCarthy holds the position of Managing Director of Operations and

and students. It is continuously being upgraded, the terminal has

Accountable Manager for Starlite Aviation Group. Fiona has extensive

been lovingly restored to its former glory including relaying the parquet

experience in Project Management and is responsible for contractual

flooring. The next objective is the huge clock that was once a fixture

compliance, the implementation of Starlite’s global strategy and

in front of the building.

international operational contracts. She credits hard work, dedication

Some old operators have moved on, but fortunately new operators

and her passion for the ever-changing aviation industry for her

take their place. The spin-offs such as new maintenance companies

success. A woman who thrives on challenges, Fiona is in the process

has a favourable effect on the income from fuel sales and landing

of obtaining her Fixed Wing pilot licence.

fees. Rand strives to maintain a competitive fuel price and fuel is

Klara Fouché holds the positions of Managing Director of

provided, both Avgas and Jet A1.

Starlite Aviation Training Academy, Aero Sales and Sky Global. In

The prime objective of the board is to preserve the airport. To

addition to running a successful aircraft sales division and securing

support this mission other income streams had to be found to maintain

dealerships, she manages and is responsible for civilian pilot training

the runways, buildings, and fire department and to support the day to

and accountable for global training contracts. Highly respected in the

day running of the airport. The intention of the board is to abolish the

aviation industry, Klara is known for her professional business acumen

management levy paid by the shareholders by sourcing alternative

and the outstanding customer service that she provides.

income streams. This will alleviate the financial burden placed on the

Nicolette Papaphotis, Flight Operations Manager, is responsible

shareholders.

for planning, managing and co-ordinating local and global operational

This year the board expects the development of the land on the

contracts. Nicolette is a commercial helicopter pilot with 16 years

south eastern side to commence. Investment opportunities will be

aviation experience. With previous careers in quantitative analysis,

opened to benefit shareholders and operators alike.

commodity trading and as a supply chain specialist, she works with an analytical, results-driven focus to ensure that flights run efficiently and safely in accordance with all established regulations, meeting both client and business needs.

TURTLE-PAC Turtle-PAC from Australia has developed mini long-range collapsible tanks for light aircraft.

The commercial and military products range boasts collapsible ferry tanks and air cargo tanks for fuel that can be used in the fuselage and underslung helicopters, and provide doubling revenue runs for aircraft operators and are available for both commercial and military aircraft.

Available sizes range from 66 Gallons to 529 Gallons, and all models are collapsible which means they are easily stowed for return flights.

Turtle-PAC also offers flexible marine fuel tanks for small offshore vessels as well as super bush collapsible diesel tanks for trucks and

011 915 0044 / 074 113 2911 | www.airborneaviation.co.za

92 July 2019 | www.saflyer.com

• Private Pilot Licence • Commercial Pilots Licence • Airline Pilots Licence • Night Rating • Instructors Rating • Instrument Rating • Accommodation at school available

off-road vehicle use.

Turtle-Pac also manufactures a large range of underwater airlift bags for the oil and gas offshore industry and naval use. Including mine recovery and helicopter flotation bags.

The products are unique and combine extremely ease use with lightweight yet tough construction. http://www.turtlepac.com

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PRICE: R8 300 000

SA Flyer 2019|06

Nestled among the majestic trees on a river bed, be prepared to be engulfed by pure luxury and serenity. In this sought-after wildlife estate of Hoedspruit you’ll have your own hectare of African bush with unparalleled privacy. The house offers 4 spacious bedrooms and an office. The interior epitomes class and space with the main bedroom not only boasting views, outside shower, but also “his and hers” bathrooms. The house further offers superb entertainment areas inside and out, including a modern bar and cosy fire-pit with spectacular views. Privacy for guests are ensured by the three separate suites with en-suite bathrooms and decks. Security features include the estate’s electric fence and guard house, manned 24/7. Truly an entertainers’ dream in an idyllic setting. There is also a registered traverse right onto the adjacent Big Game Estate, giving you the best of both worlds.

Annie vd Berg 082 643 3776 annievandenberg@remax.net 015 793 0181

“We Keep you Flying” Q

Source & Supply Aircraft parts & consumables for Fixed Wing / Beechcraft / King Air / Dornier 328 / Citation / Embraers / Learjet & Home Build Aircraft. All parts come with Approved Release Certificates.

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

Ground Handling Wheels

Q

Locate “Hard to Find” Aircraft Parts & consumables

Q

Handle Component Repairs & Exchanges

Q

Distributor for Professional Tooling

Q

Agent for Aircraft Spruce

Q

Based inside Cirrus Hangar no 24, Lanseria International Airport

Contact: Daniella Mawson Mobile no: 082 576 8853 E-mail: daniellamawson@telkomsa.net / dmaviationspares@gmail.com

HANGAR 24, GATE 5, LANSERIA INTERNATIONAL AIRPORT, LANSERIA, 1748.

93 www.saflyer.com | July 2019

WASSUP?

DJI WITH ADS-B Drone maker DJI says it will provide ADS-B In as a standard feature on all of its drones weighing a halfpound or more beginning in 2020, but this is not likely to have aircraft operators dancing with joy.

S

ENSITIVE to public fears

available in the company’s enterprise-level

about the risk small drones

drones, including the Mavic 2 Enterprise. It

represent to commercial

works by receiving the output of an ADS-B

and private aircraft, DJI is

transmitter in a manned aircraft and plotting

trying to get ahead of the

that on the drone operator’s remote control

curve with de-confliction

display.

technology and a recently released white paper

describing

efforts

the

If the drone is 180 seconds from the

company

airplane, the plotted target will be blue with a

has made to make drone operation less

popup warning. At 120 seconds, the aircraft

hazardous to manned aircraft.

will appear in yellow with another warning.

The drones will not, however, be

At 60 seconds, the aircraft turns red and the

equipped with ADS-B Out, which means

popup warning will remain on the screen,

that the drone operator will be able to see

with an advisory to descend or land.

DJI Mavic drone - soon with ADS-B.

ADS-B Out-equipped manned aircraft, but

This move still leaves the collision

pilots won’t be able to see the drones. DJI’s

decision control with the drone operator,

the root of the problem, so its unlikely to be

technology is called AirSense and is already

who, in many cases is considered to be

widely acclaimed.

j

2

D at d O us an in St Jo SA

o er A

94 July 2019 | www.saflyer.com

LEARN TO

Dale de Klerk Cell: +27825563592 Fax: 0866058948 Skype: dale_de_klerk Email: dale@alpiaviation.co.za

FLY WITH

SA Flyer 2016|03

FROM NPL

THROUGH

US

TO CPL

WE NOW OFFER TA I L W H E E L TRAINING & A E R O B AT IC TRAINING

w w w. a l p i a v i a t i o n . c o . z a 95 www.saflyer.com | July 2019

CLIFTON ELECTRONICS OFF IC E SPAC E TO LE T

Hangar 27, Rand Airport, Gemiston CAA AMO 102

Our Product Range includes: • L3 Communications Stormscope and TCAS systems • Garmin avionics GPS systems • PS Engineering Audio and Intercoms • STEC Autopilots • Honeywell / King Avionics • Electronic international Engine Instruments, Bar graphs, etc • JP Instruments Bar graph analyzers, Fuel Flow, etc • Artex ELT • Flightcom headsets, Intercoms and accessories • Aloft headsets • David Clark headsets • TRIG Transponders and Comms • Avidyne Multifunctional displays • Dynon avionics • Aspen Avionics

SA Flyer 2019|07

Our Services Include: Supply, Repair and Installation of all Avionics We repair most types of avionics and headsets Manufacture and Refurbishment of Instrument Panels and equipment Our Pilot Shop offers a variety of pilot and aircraft accessories We endeavour to provide you with service excellence and personalised attention at all times.

We specialise in repairs and installation of most makes of equipment, we do Pitot/Static tests and annual transponder and ELT tests.

Tel: +27 11 383 2024 Fax: +27 86 689 5645 Cell: +27 82 926 8482 Email: clif8601@global.co.za Website: www.cliftonelectronics.com

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

We are able to help customers with an array of “hard to find” items which we import according to their requirements.

We are distributors of Aeroshell and stock a wide selection of oil and grease. We also carry alclad, tires, tubes, hose, 4130 tubing, aircraft sheet metal, bolts, nuts, rivets, air filters, oil filters, spark plugs, aircraft logbooks etc.

www.acgs.co.za

SA Flyer 2019|07

YOUR ONE STOP SHOP FOR ANYTHING NEEDED IN THE LIGHT AIRCRAFT INDUSTRY.

Contact Eric or Hayley - 084 857 6414 or 067 154 2147 eric@acgs.co.za - hayley@acgs.co.za Situated in Building B7, Rand Airport. Next to Aviation Rebuilders.

96 July 2019 | www.saflyer.com

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

97 www.saflyer.com | July 2019

WASSUP? REPORT: OWEN HECKRATH

CAPE TO CAIRO BY 20 TEENS

An epic adventure, aviation challenge, youth inspiration, promoting and supporting innovation, technology and entrepreneurship are all the key drivers as twenty South African teenagers embark on a Cape to Cairo and back flying safari in a Sling-4 they built themselves.

T

HE

journey,

ABOVE: Their Sling 4 being assembled by enthusiastic future pilots.

earmarked

to start in June 2019, will see different teams of the twenty

teenagers

LEFT: Megan Werner presents Guy Leitch with a copy of her motivational book.

chart

and pilot a course that will

cut

across

several

African cities and towns spreading the key messages of an African narrative that started as a dream.

Teen pilot, author and motivational speaker Megan Werner, sparked by her passion to inspire, founded U Dream Global Foundation to uplift, empower, equip and transform the lives of thousands of youth

a course across Africa to visit Namibia,

throughout Africa and the world by dreaming

Zimbabwe,

and achieving the impossible as well as

Ethiopia, Eritrea to Egypt and a return trip

succeeding beyond expectations.

Malawi,

Tanzania,

Kenya,

4 for support and to monitor proceedings.

that will include Uganda, Rwanda and

“The Challenge has enabled us to take

Six teenage pilots will take turns to fly the

Zambia.

many teenagers from different backgrounds

self-assembled plane as the Challenge

to teach and equip them with life skills,” says

moves from country to country.

Support for logistical aspects of the flight is being freely provided by CFS, ExecuJet,

Megan. “Throughout Africa, we are hoping

With the completion of final inspections

Worldfuel and Mike Blyth, founder of The

to do similar impacting of thousands of youth

and flight certification, Megan and various

Airplane Factory. The Sling 4 was chosen

that are future leaders of the continent.”

teen co-pilots are now set to fly the aircraft

because this type has already been flown

from Cape Town to Cairo and back, charting

twice around the world.

Adult supervisors will use a second Sling

98 July 2019 | www.saflyer.com

j

WONDERBOOM

AIRPORT

FEATURE 2019

GUY LEITCH

AERO

SOUTH AFRICA IS SET TO GO The much-anticipated Aero South Africa show is shaping up to be the needed boost for general aviation in southern Africa.

T

Africa

restaurant at Wonderboom Airport. By

and commitment to his novel ‘park and sell’

spin-off

partnering with Messe Frankfurt, Maiorana

aircraft sales market.

from the huge Aero

is able to bring world class general aviation

Friedrichshafen

show

expo expertise to launch what is expected

which

been

to be the best and biggest general aviation

HE

Southern

show

is

a

has

successfully

taking

The AERO Expos five key proposition to exhibitors are: 1.

airshow in Africa.

Participants

and

visitors

can

interact with industry professionals

place at Lake Constance

Maiorana reports that the general

for over 40 years. From 4 to 6 July 2019,

aviation industry’s support for Aero South

2.

They can generate new sales leads

Messe Frankfurt South Africa will put on the

Africa has been excellent. At time of writing,

3.

They can nurture relationships and

first Aero South Africa at the Wonderboom

three weeks before the expo’s launch there

Airport Pretoria, South Africa.

was an almost total sell-out of the stands.

4.

Create brand awareness

5.

Launch new products and services

The initiative to host a Southern African

In addition, he is expecting the Expo to host

Aero Expo was led by the well-known

the largest fly-in ever to an airshow in Africa

Christian Maiorana of Villa San Giovanni

and there has been tremendous interest

100 July 2019 | www.saflyer.com

and buyers

interact with customers

to the industry In addition, there will be demonstration

flights by leading manufacturers, plus African aviation’s biggest flyin and South African’s first park and sell aircraft market.

For general aviation pilots and their passengers, it is particularly gratifying that the Wonderboom Airport management has agreed to waive all approach landing and parking fees for the fly-in visitors.

This is a significant improvement on the AAD expos held at Waterkloof which, being a military base and national key point makes it all but impossible for visitors to fly in.

In addition, Maiorana and WAIG (Wonderboom airport interest group) team have been working hard with the airport managers to address key challenges faced by the Pretoria municipality owned airport which includes NOTAM’ed safety issues relating to runway lighting, plus the lack of fuel and poor maintenance of some of the basic facilities in the airport terminal building.

The international skills and standards of the Messe team are thus very welcome. “The collaboration with Messe Frankfurt South Africa underscores the great significance that the AERO Friedrichshafen brand enjoys around the world. In addition, the Messe Frankfurt is well present in South Africa to favourably position the AERO brand there,” said Klaus Wellmann, CEO of Messe Friedrichshafen.

For Roland Bosch, Head of Aero, Messe Frankfurt is the ideal partner for Messe Friedrichshafen in South Africa, as its South African subsidiary, based in Johannesburg, possesses important local expertise thanks to its many events, as well as operational resources.

Konstantin von Vieregge, CEO of Messe Frankfurt South Africa, adds that “the Aero South Africa perfectly rounds out our South African portfolio, as we already offer the largest automotive and boating trade shows in the country and, with this new aviation trade show, will thus cover all three elements. We are looking forward to close cooperation with the Messe Friedrichshafen team.”

The European Aero Expo holds the top spot in the rankings of industry trade shows for general aviation, but much is hoped for from the south African show, despite the current difficult economic conditions: “South Africa is a classic land of aviation: the number of aircraft is high, but due to the current average age of this inventory the need for contemporary aircraft and the corresponding modernization of the infrastructure is great,” says AERO head Roland Bosch, assessing the market situation. Furthermore, the Johannesburg/Pretoria region is the most important hotspot in South Africa from a business perspective.

The Aero shows have four focus areas: 1.

Operational focus areas such as test flight facilities that will also enable fly-in of visitors.

2.

Exhibitor focus areas that are affordable and diverse and is the ideal platform for manufacturers and suppliers to engage with the general aviation industry.

3.

Visitor focus areas providing valuable information and an opportunity to view the latest products and innovations.

4.

Content related focus areas such as workshops and experimental zones where visitors can keep up-to-date with industry developments whilst experiencing the latest innovations.

The SA Flyer team will have a stand at AERO and we will be touring all the exhibits to get the latest stories, news and innovations. The show will bring a much-needed boost to Southern African general aviation.

j

101 www.saflyer.com | July 2019

COMPANY PROFILES

MARK MANSFIELD

PASSIONATE ABOUT ENGINES We have all heard the saying ‘In Thrust We Trust’, but if that engine starts to cough and splutter, there would usually be dire consequences.

S

O the solution to engine

expertise. Sadly Derek passed away a few

•

Bench-testing of engines

problems can be found

years back in a motorbike accident and the

•

Re-boring and honing of cylinders

at Aero Engineering and

business is now solely owned by Andre.

•

Repair on starter clutch gears

•

A non-destructive testing (NDT)

Powerplant (A.E.P).

With a staff complement of 22 and

Based at Hangar No.

a very broad and loyal client base, Aero

4 at Wonderboom National

Engineering’s services include the overhaul,

airport, it is evident from the moment that you

maintenance, service, and repair of Lycoming

•

walk into the facility that the Aero Engineering

and Continental piston aircraft engines and

•

and Powerplant team is not only professional

associated components – everything forward

B) COMPONENT DIVISION:

about piston engines and propellers, but is

of the firewall to the tips of the propellers.

equally as passionate about them. There is a sense of eagerness and willingness to help and also very noticeable is the neat layout of a very well-organised workshop.

AEP’s services are offered to both fixedwing and rotor-wing piston-driven aircraft.

Aero

Engineering

and

station that is used to inspect the entire engine and propellers

The overhaul of all engine components, including: •

Powerplant

McCauley, Hartzell, PCU 5000 and Woodward Constant speed units

comprises of the following divisions:

The business was founded in 1996 but

Borescope inspections

(CSU).

•

TCM & Bendix fuel systems

control changed in 2006 when it was taken

A) ENGINE DIVISION:

•

TCM, Romec, fuel pumps

over by partners Andre Labuschagne and

•

Overhaul of Lycoming & Continental

•

Marvel Schebler carburettors

engines

•

Garrett & HET turbo-controllers

Carrying out shock-load inspections

•

Overhaul & servicing of magnetos

Derek van der Westhuizen, who took it to a whole new level of professionalism and

•

C) PROPELLER DIVISION: •

The supply of new and second hand Hartzell and McCauley variable pitch propellers, as fitted to piston & turbine engine aircraft

•

The supply of new McCauley & Sensenich fixed pitch propellers

•

Dynamic propeller balancing

D) PARTS DIVISION: The parts division specialises in the sourcing of all piston engine, component, and propeller parts, either from local distributors or from overseas distributors & OEM. Their client base includes local & overborder operators and owners of piston and turbine engine aircraft, as well as local and over-border maintenance organisations.

102 July 2019 | www.saflyer.com

AMO 227

FLIGHT SAFETY THROUGH MAINTENANCE

Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines

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

SA Flyer 2017|10

Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers

Since 2006 Aircraft Maintenance @ Work Pty Ltd has grown from strength to strength.

Aircraft Maintenance @Work has

recently moved into its new, bigger premises at Wonderboom National Airport and is well located to provide a comprehensive service for your maintenance requirements.

Aircraft Maintenance @ Work is a South African Civil Aviation Authority (SACAA) approved AMO (SACAA AMO 1069) facility with a satellite station in George and various partnerships in other areas of South Africa and Africa. It is licensed to fully release to service the following aircraft: Cessna Caravan C208 Series and Beechcraft King Airs 90’s and 200’s.

The company’s engine

capabilities include the Pratt & Whitney PT6A series.

Aircraft Maintenance @ Work also specialises in international aircraft recoveries. “We have completed numerous recoveries for various insurance houses across the globe. Our impeccable success rate is testament to the knowledge and experience we bring”, said Nke who is one of the directors of Aircraft Mainetance @ Work. “One of our primary services includes technical field support on the above mentioned aircraft. Our highly skilled engineers have vast experience working on the African Continent as well as the Middle East. We have developed a reputation for successful operations in remote locations and take pride in this,” added Nke.

WONDERBOOM OFFICE SPACE

TO RENT 140 square metre office space to rent at Wonderboom Airport.

• • • • •

Air-conditioned Private Entrance Kitchen & Bathroom Outside Deck Area Covered Parking

Price: R 9 100 excl VAT CONTACT:

Cornelia Esterhuizen Tel: 012 943 7420 Email: cornelia@208aviation.co.za

TRAINING & AIR CHARTERS

PROFESSIONAL TRAINING AND AIR CHARTERS CAA0287 / N1035D

53 hour average PPL completion time!

PPL, CPL and ATPL Instrument Rating Initial Tail Wheel Rating Initial Multi-Engine Rating Initial Turbine Rating Introduction to Aerobatics Conversions to type

FLITECARE FLEET: Cessna Blackhawk Caravan, Quest Kodiak, Cessna 402C, Piper Saratoga, Cessna 182, Piper Pacer, Sling 2 and Extra 300L

Hanger 38, Wonderboom Airport • info@flitecare.co.za • 012 543 1415 • www.flitecare.co.za

104 July 2019 | www.saflyer.com

SA Flyer 2019|07

COMPANY PROFILES

AIRCRAFT MAINTENANCE @ WORK PTY LTD

AIRFRAME CONSUMABLES FILTRATION BRAKES AVIONICS & INSTRUMENTS

Airshift Aircraft Sales, Acquisition and Consulting has emerged as a trusted resource in aircraft sales, putting its clients’ interests ahead of its own and by being able to deliver results when others cannot.

ENGINES HOSES & DUCTS

Our capabilities in both marketing and advertising power span the globe and reach a worldwide community of candidate buyers across expanding economies.

LIGHTING

ENGINE ACCESSORIES IGNITION & ELECTRICAL

Navin Chetty Sales Consultant +27 (0) 60 985 1285 | +27 (0) 87 701 0759 navin@airshift.co.za | www.airshift.co.za

TO THOSE WHO LOVE AVIATION, THE SKY IS HOME

SA Flyer 2019|02

BAFFLES & ENGINE MOUNTS

105 www.saflyer.com | July 2019

COMPANY PROFILES

AIRSHIFT PARTS

APCO

Airshift Parts based at Wonderboom National airport, Hangar

Following a management buyout in August 2001, Placo Engine

45 and managed by Navin Chetty; has over 22 years of aviation

Division became known as APCO Engine Division. Spear headed by

experience and specialise in general aviation fixed-wing and rotor-

Tony Rodrigues and Henk Joubert this engine division has spread its

wing parts and pilot supplies.

wings.

Airshift Parts supply parts for Cessna, Cessna Citation, Beechcraft,

APCO has full in-house capability to do all the required work

Piper and other aircraft parts, as well as consumables such as O

on Lycoming and Continental engines. APCO has an NDT facility,

Rings, seals, gaskets, and hardware. They have a wide range of

machine shop, component division, hose shop and Cadmium plating

oil filters, air filters, PT6 100-hour kits, filter elements and strainers.

capability, Engine division and engine bench testing facilities.

Added to the above, Airshift Parts carries a range of oil and chemicals

On request, various mods or STCs can be carried out. NTC

needed for Lycoming and Continental aircraft engines, various avionic

engine balancing and porting and corrosion protective applications are

and instruments as well high-pressure engine hoses, low pressure

available, ranging from polyurethane base paints to the more durable

hoses, scat and ducting, fire sleeve, hose fittings and hardware, and

external ceramic coatings. APCO is an approved MT Governor Service

hose kits.

Station.

Contact Details:

Certifying personnel are qualified and have had the appropriate

Navin Chetty

training either locally, or at the factory. APCO prides itself in giving the

Office: +27 60 985 1285

best customer service, workmanship and value as far as reciprocating

Mobile: +27 87 701 0759

engines are concerned. This with their turn key service and written

E-Mail: navin@airshift.co.za

warranties makes them an obvious first choice for the large corporate flying schools, charter companies and private aviators when engine overhauls, repairs, mods etc are to be carried out.

Contact APCO on: Tel: +27 12 543 0775 Tony Cell: 082 558 9388 Henk Cell: 083 258 5272 Email: tonyrodrigues@mweb.co.za or henkjoubert@mweb.co.za

SA FLYER 2019 | 07

Website: www.apcosa.co.za

We offer the following: Q

FULL STRIP AND RESPRAY

Q

TOUCH-UPS

Q

POLISH AND PAINT MAINTENANCE

Q

AIRCRAFT VALETS

Q

CONTRACT PAINTING

Q

COMPETITIVE PRICING

CALL DANIE MORGAN 082 862 8771 EMAIL: daniemorgan465@gmail.com HANGAR 66, WONDERBOOM AIRPORT

106 May 2019 | www.saflyer.com

SA Flyer 2019|07

ENGINE DIVISION

Complete overhaul facility with test bench

MACHINE SHOP

Machining, repair, modification o/h of cylinders and crankcases

TESTING

NDT, MPI, Dye Pen and Zyglo

COMPONENT DIVISION

Servicing, overhaul, repair

SUPPLIERS OF AIRCRAFT APPROVED ENGINE LUBRICANTS • SHELL • Phillips • AVBLEND and Camguard

PLATING SHOP

Cadmium Plating

Aircraft Powerplant Co. (Pty) Ltd

Tel: +27 12 543 0775 / 0181 • Fax: +27 12 567 3630 • Hangar 5A, Wonderboom Airport tonyrodrigues@mweb.co.za • Cell: +27 82 558 9388 henkjoubert@mweb.co.za • Cell: +27 83 258 5272 www.apcosa.co.za

COMPANY PROFILES

the SA CAA Approved Capability List and Operational Specifications

AVIA INSTRUMENTS Avia Instruments is situated at the Wonderboom Airport. With their 40 years accumulative experience on Cessna, Piper, Beechcraft,

on the following: •

with SA CAA Component

Embraer, Bell, Eurocopter, Robinson and many other aircrafts and systems they have been servicing South Africa and the bigger Africa

• • •

Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul.

aircraft instruments including gyro instruments, general instruments, engine instruments & pitot static instruments.

ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

only instrument and avionic component repair, but also fault finding on aircraft and aircraft systems. Avia instruments specialise in most

Release to Service (Authorised Release Certificate) on the following OEM Makes;

continent for the past 5 years.

They offer their clients a comprehensive service that includes not

Aircraft Braking Systems repair and full overhaul capability

•

Landing Gear Repair and Overhaul

Their services also include new installations relating to avionic and

•

Helicopter Servo Actuator Repair and Overhaul

instrument systems, as well as sales of new & overhauled instruments.

•

Flexible Hose Build-up

Plans to expand to offer their clients a comprehensive turnkey

•

Engine Fire Bottles HPT, Service, Fill and Re-charge

solution, includes repairing of avionic equipment and electrical load

AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices, carried out with

analysis.

The AMO is registered with the CAA as well as the CAAB (Botswana). Registration number: 1303. www.aviainstruments.co.za Hangar 2, Wonderboom Airport, Pretoria

years of cumulative aviation experience in our field by means of dedicated hand-picked staff members.

AviSys looks forward to establishing long and just relationships with our client base, in order to meet our high standards of customer satisfaction.

Hangar 17 Wonderboom Airport

AVISYS AVIATION SYSTEMS AviSys Aviation Systems is an established Maintenance

Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884

Organisation (AMO 1089) with SA CAA, and other African CAA

Fax: +27 (0) 86 618 6996

accreditation to perform component maintenance and overhaul

Website: www.avisys.co.za

capabilities under its Category B rating.

Currently, AviSys is equipped to cater for our clients’ needs as per

www.flyfofa.co.za

info@flyfofa.co.za

Tel: 012 566 3019

Hangar 71, Wonderboom Airport,

Fax: 086 697 0455

Pretoria, South Africa

Pilot Training & Cabin Crew Training Air Ambulance Charter Services Cargo Operations

SA Flyer 2019| 07

Let FlyFofa take you to the sky.

OUR UNIQUE EXPERTISE ENABLES FLYFOFA TO PROVIDE QUALITY MEDICAL CARE AND WE SERVICE THE NEEDS OF EACH CLIENT BY COMBINING THE EXPERTISE OF OUR TEAMS.

108 July 2019 | www.saflyer.com

Aircraft Maintenance at Work Pty Ltd specialises in maintaining your aircraft and repairs of aircraft.

We are based in South Africa and operate globally. We are an African one-stop aviation shop that can take care of all logistics, planning, maintenance etc. in OGP, CHARTER and SURVEY environment.

è è

REPAIRS: We specialise in repairs for both fixed wing and rotary aircraft.

CONVERSIONS: Over the past 2 years we have successfully completed “Blackhawk” conversions on King Air aircrafts.

è è

MAINTENANCE: We specialise in maintaining and managing your aircraft.

RECOVERIES: With great knowledge and history, we are well experienced in this field – Insurance preferred.

WITH OUR MAIN BASE AT WONDERBOOM AIRPORT, PRETORIA, OUR SATELLITE STATION AT GEORGE AIRPORT. FAMILIAR WITH THE WORKING IN THE FOLLOWING LOCATIONS: SEVERAL AIRPORTS AROUND SOUTH AFRICA, NAIROBI IN KENYA AND JUBA IN SOUTH SUDAN BUT WE ARE ALWAYS AVAILABLE TO ASSIST IN ANY OTHER AFRICAN COUNTRY. WE CURRENTLY ALSO HAVE OPERATIONS IN ASIA: SINGAPORE AND INDONESIA.

012 567 3443 frik@aviationatwork.co.za

SOME OF OUR CURRENT AND HISTORICAL CLIENTS INCLUDE: · · · · · · · · ·

Federal Airlines – South Africa Airnet Asia Pte Ltd - Singapore SAAF (South African Air Force) – South Africa Westline Aviation – South Africa AIFA (AVIC International Flight Training Academy) – South Africa ICRC (International Community of the Red Cross) – Juba, South Sudan Ultimate Air – Juba, South Sudan Tanzania McLarens Aviation (Assessors & Loss Adjustors) – International

SA Flyer 2019|07

CONTACT

admin@aerotric.com or richard@aerotric.com

ELT’s

NEW Artex 345 ELT R32 999.99 Excl Vat ELT INCLUDING INSTALLATION, MODS, SHEET METAL

ADS-B

Install Garmin GTX 335 ADS-B Out Transponder with GPS & GAE 12 Altitude Encoder R80 612.50 ex vat, mods, sheet metal & labour included.

SACAA Mod approval estimation +/- 3 months.

Quote excludes shipping & duties & any snags found.

SA Flyer 2019|07

CALL US FOR MORE INFORMATION ON 2020 AD.

TBM AUTHORIZED

SERVICE CENTER AND SALES REPRESENTATIVE @208aviation

HANGAR 59 WONDERBOOM AIRPORT RSA

110 July 2019 | www.saflyer.com

BEN ESTERHUIZEN +27 83 744 3412 WWW.208AVIATION.CO.ZA

Cargo Operations

SA Flyer 2019| 07

Let FlyFofa take you to the sky.

www.flyfofa.co.za info@flyfofa.co.za Tel: 012 566 3019 Fax: 086 697 0455 Hangar 71, Wonderboom Airport, Pretoria, South Africa

COMPANY PROFILES

BLUE CHIP FLIGHT SCHOOL

FLITECARE

Blue Chip Flight School provides flight training from the Private Pilot’s Licence through to Airline Transport Pilot’s Licence.

With a modern fleet, fantastic facilities and knowledgeable multifaceted instructors, we at Flitecare Air Charters and Training

The school has an accredited examination centre, which makes

have taken a vastly different approach to this industry. With an

the writing of theoretical examinations for a Private Pilot Licence, a

average Private Pilot’s License completion time of only 53 flight hours

Night Rating and Instructor’s rating more convenient. A superb fleet

calculated between all of their students over the past five years ranging

of aircraft caters for all training needs. We have a state of the art

from high school students to pensioners! Our customers are already

simulator which meets the SACAA FNPT II requirements and also

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when required. If you are more into vintage flying or testing your stick

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your tail wheel rating.

trips that provide you with unique opportunities to be exposed to grass/ gravel runways, uncontrolled airfields and complex airspaces.

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We specialize in CSU’s, carburettors and TCM Fuel System overhauls and repairs.

SA Flyer 2018|10

Re-assembly and import of CofA inspections. Aircraft Sales.

Hangar 6, Wonderboom Airport. AMO1208 Tel: Riekert (SR) 082 555 2808 | Riekert (JR) 082 749 9256 | Andre (Proppie) 082 974 9713 avtech1208@gmail.com | proppie@avtechcomp.co.za

112 July 2019 | www.saflyer.com

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SA Flyer 2019| 07

N ond W EW er e b h TE oom ave L: m +2 Airp ov 7 or ed 12 t , to 56 Han 7 gar 00 1 46 7

AviSys Aviation Systems is an established Maintenance Organization AMO 1089 with SA-CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our Clients needs as per the SA-CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA-CAA Component Release to Service (Authorised Release Certificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

• Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul.

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver Service Excellence and Quality Workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked Staff Members.

AviSys looks forward to establish long and just relationships with our client base, in order to meet our high standards of customer satisfaction.

 '

7 ;

Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Web: www.avisys.co.za

COMPANY PROFILES

dynamic balance, NDT (None Destructive Testing) and repair on-site.

POWERED FLIGHT Powered Flight has been operating at Wonderboom Airport since

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we evolved to offer more specialised training services.

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Our focus at Powered Flight is client satisfaction and safety. To us our clients are not just numbers, they are part of our Powered Flight family.

We offer our services seven days a week to accommodate all our clients. We look forward to welcoming you to Powered Flight and

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Full Part 148 manufacturing organization composite steel and sheet metal CAA licence no M712 We are in Partnership with Performance composite Aircraft Pty LTD developers of the PCAD 700 TP aircraft and the Ravin 500.

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PROPELLER CENTRE Propeller Centre is a family business and the oldest operating propeller shop in South Africa, established in 1977 by Theuns (Senior 1941-2008) and his wife, Brenda Du Toit. It has now passed to their

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Visit us at the PCAD 700 Stand no AP5 at Aero Africa Notes: We would like the photo of our Hangar facility and the PCAD 700 TP on the add.

sons, Theuns (Junior) and Dolf Du Toit.

Propeller Centre focuses on delivering a safe, excellent quality and cost-effective service that meets our clients’ requirements and maintenance schedules. We provide away from base services throughout Africa and as far away as Afghanistan, sending fully

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SA Flyer 2017|07

equipped teams to refurbish, service, disassemble, assemble,

CONTACT US Esta: +27 12 567 1289 esta@propcentre.com

APPROVED PROPELLERS • MT Propeller (Certified Service Centre) Theuns: +27 71 362 5152 theuns@propcentre.com • Hartzell • McCauley Dolf: +27 82 852 8965 • Hamilton Sundtrand dolf@propcentre.com • Hoffman Web: www.propcentre.com • Sensenich • Whirlwind Hangar S1, Wonderboom Airport, Pretoria, South Africa SACAA Approved AMO 155

114 July 2019 | www.saflyer.com

COMPANY PROFILES TAM INTERIORS With our team of skilled and creative personnel we offer a bespoke

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Our goal is to provide customers with quality workmanship. We strive for perfection, whether it be a small common repair or a total custom restoration. There is no job too big or too small. Nothing makes us happier than giving our customers quality workmanship for one of their most prized possessions.

Recognising that your requirements might be diverse, we work closely with you to get a clear understanding of your needs. We take care listening to your ideas, so that we can provide a tailored solution reflecting your choice of style. These insights guide us to create products of high quality that are both functional and aesthetically pleasing. We only use genuine leather and the highest grade of materials.

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116 July 2019 | www.saflyer.com

AP

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SPORT PLANE BUILDERS CC AMO 1189, M712 Hangar 58, Unit C, , Wonderboom Airport

12

Landline: +27 87 230 8468 Cell : 083 361 3181 Email: pmvdwalt@mweb.co.za Website: www.sportplanebuilders.co.za

SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS AIRCRAFTS AND COMPONENTS. SPECIALIZING IN RAVIN 500, RV RANGE AND TECNAM’S. Manufacturing, maintenance & repairs to various aircraft type certified and NTC aircraft.

SA Flyer 2019|07

We also have have a composite repair facilities for type and non type certified aircraft.

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120 July 2019 | www.saflyer.com

EVENTS CALENDAR SA Flyer 2019|07

PROUDLY SPONSORED BY GIB INSURANCE BROKERS

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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

SA Flyer 2018|12

Oshkosh

Edition 129 | JULY 2019

SANSA

SAVING PILOTS FROM

SPACE WEATHER MIKE GOUGH

WHAT MAKES A GREAT PILOT?

IS SAAF

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Ed's note...

JULY 2019 Edition 129 5 Companies - SA Space Agency 9 Bush Pilot - Hugh Pryor 11 Airbus Celebrates 50 years 15 Defence - SAAF Acquisitions 23 African Airlines Safety 27 A Magic Veteran 31 Women Shine at IATA Awards 33 Federal Airlines Charter Directory 34 AEP AMO Listing 35 Companies

37 Daher Buys Quest Kodiak 39 Subscriptions 42 Gryphon Flight School Listing 43 AME Doctors Listing 44 Back Pages 47 Airline Ops - Mike Gough

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ORLDWIDE the airline industry is having an unprecedently good run, as it is now entering its tenth year of profits and is covering its cost of capital – an excellent achievement for a capital intensive industry with thin margins.

However, in stark contrast, African airlines are still failing miserably – and if you take the privately owned airlines and outlier Ethiopian airlines out of the mix, then the picture is disastrous. African airlines will deliver a $0.1 billion loss (unchanged from 2018), continuing a weak trend into its fourth year. A recent report by the International Air Transport Association (IATA) says that the whole African airline industry – including Ethiopian and privately owned airlines, will have record losses in 2019 as they have low load factors and a high cost of operations from fuel surcharges, poor management and high passenger taxes.

IATA calculates that African airlines lose U$1.54 on every passenger they carry – which contrasts badly with the almost U$10 profit per passenger made worldwide.

The World Bank has revised its expected African economic growth down from 5.7 percent in 2018 to 4.3 percent this year.

Part of the reason for this downgrade is the constraints on trade in goods and services due to the capacity and connectivity limitations of African airlines.

Adding to Africa’s woes is that the world is heading for tougher times. Global demand for airlines this year will grow by 5.0 percent, down from 7.4 percent last year. This can be expected to further constrain African airline industry growth. If

Publisher Flyer and Aviation Publications cc

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the African airline industry cannot succeed in good times it is probably fair to conclude that it will fail abysmally in tougher times.

The problem is two-fold: Firstly; state ownership of airlines and their resulting interference in policy and management.

Secondly, the fragmentation of the African airline industry. The United States has three global carriers compared to Africa which has 161 airlines.

Ethiopian Airlines is the only African state-owned carrier which has been recording profits in the past couple of years, thanks to the state owner’s hands-off policy, plus the airline’s effective exploitation of its location as a hub and a new fuel-efficient fleet. If the state is going to own an airline and interfere with its management, whether to protect jobs, or drive a political or developmental agenda, it has to be prepared to spend taxpayers’ money subsidising rich travellers at the expense of the poor.

The South African government has become spineless in its lack of support for SAA. Without the political courage to take tough decisions it will continue to bleed the state for scarce funds. This is the swamp which forced the CEO of SAA, Mr Vuyani Jarana, to resign. I fear that his acting successor, Ms Zuks Ramasia has accepted a career ending job.

Guy Leitch

© FlightCom 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

Editor

A FRESH APPROACH

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COM PETE NCY IS TH E

CORE Online forums, by nature, are best taken with a pinch of salt. However, one line that struck a chord with me was about the pilot shortage debate. It went along the lines of ‘Is the pilot shortage real? No - it’s a shortage of real pilots.’

I

have droned on about correct selection and aptitude testing for a while, and although that’s a critical aspect of any pilot development programme, it is simply a starting point. After the paperwork of course, and getting the sponsors to pony up some cash. And then trying to determine if Junior is actually interested in flying…

I digress. Our traditional training methods, currently alive and well, have specified minimum hours to achieve a licence as opposed to competency. We have all learned the ’soft’ skills through osmosis by being exposed long term to various forms of aviation, whether it be ab-initio flight instruction as a green-horn Grade 3 instructor, charter operations or airline. The latter is where we suddenly find ourselves actually being assessed on these skills,

and in some situations, are found seriously wanting.

This was one of the issues considered when ICAO re-invented the training wheel in the early 2000s, and one of the pillars of the new programme was defining what competencies a ‘good’ pilot should display.

I have it on good authority that some heavyweight behavioural researchers are less than impressed with this particular set of definitions, but at least it is a place to start.

I have changed the order of these competencies from the ICAO document, but in a nutshell, this is what we should be considering during training and assessing, specifically from Day One of any aspiring pilot’s training course: 1. Application of Procedures 2. Aircraft Flight Path Management – Manual

3.

4.

Aircraft Flight Path Management – Automation Knowledge

1.

2.

3.

4.

Communication Leadership and Teamwork Situational Awareness Problem Solving and Decision Making 5. Workload Management I have specifically listed these nine competencies in two groups. The first four are ‘hard skills’, which are relatively easy to teach and assess, while the last five are ‘soft’ skills, which are, in some cases, impossible to teach and very often difficult to assess objectively.

Essentially, the first four are where we have been since the Wright Brothers, and unfortunately, where our current legislation and training methodology still are.

The Tenerife disaster was the real start of the soft art of communication training for airline crews.

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FlightCom Magazine

MPL training is being marketed aggressively around the world.

Absolutely vital skills, no doubt, and they need to be of a consistently high standard throughout a pilot’s career. Straightforward to assess and relatively simple to teach.

However, without the last five, we are going to continue to crash serviceable aircraft – never mind one that has issues.

Sitting in the clever seat in the simulator, one can very simply and objectively identify deviations from Standard Operating Procedures (SOPs), when considering the first competency, Application of Procedures. It doesn’t help to take the Stalingrad approach and fail a crew for an out-of-sequence or omitted procedure, as there may well be one, or more, of the ‘soft’ competencies involved.

Something as simple as raising the gear after takeoff can be complicated by a non-normal event (engine failure, for example), and the soft competency of Communication becomes the culprit, while the gear remains down as the aircraft staggers into the air.

So, is it poor procedures or bad communication? Hold on, what caused the lack of communication? Could it be a reduction in Situational Awareness as a result of stress, and both crew members are at fault as the Pilot Monitoring (PM) didn’t call “Positive Climb!”, and the Pilot Flying (PF) was too busy manually controlling the flight path to call “Gear Up!”….?

As I mentioned, the behavioural researchers consider this concept of evidence based training (EBT) to be a lot more complex than the current framework allows. The problem being, I’m simple in terms of psychology and if I’m to effectively apply these tools it has to be easily understandable.

In this regard, IATA wrote a weighty tome, entitled ‘Implementation of EBT’, supported by an even weightier one, ‘Data Report for EBT’. The latter was a collection of highly analysed events than can be fed into initial type rating training and recurrent

assessments. For example, it identifies 272 trainable events for the Airbus A330 alone, all from actual occurrences on the line.

Still, there needs to be absolute clarity in terms of application of the core competencies for this system to be fair, consistent and to provide as high as possible inter-rater reliability. The latter refers to all instructors singing from the same hymn sheet, in terms of application and standards.

Let’s take a look at some of the detail: Firstly, what is a ‘core competency’?

Core competencies: A group of related behaviours, based on job requirements, which describe how to effectively perform a job.

They describe what proficient performance looks like. They include the name of the competency, a description, and a list of behavioural indicators.

So how do we benchmark adequate versus inadequate communication, for example? Firstly, the description of this competency is: Demonstrates effective oral, non-verbal and written communications, in normal and non-normal situations.

The behavioural indicators that guide the instructor in this regard are: • Ensures the recipient is ready and able to receive the information • Selects appropriately what, when, how and with whom to communicate • Conveys messages clearly, accurately and concisely • Confirms that the recipient correctly understands important information • Listens actively and demonstrates understanding when receiving information • Asks relevant and effective questions

FlightCom Magazine

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•

Adheres to standard radiotelephone phraseology and procedures • Accurately reads and interprets required company and flight documentation • Accurately reads, interprets, constructs and responds to datalink messages in English • Completes accurate reports as required by operating procedures • Correctly interprets non-verbal communication • Uses eye contact, body movement and gestures that are consistent with and support verbal messages.

This could well save many marriages out there, if both parties adhered to these guidelines…

The other eight competency descriptors are just as comprehensive and thorough, and give excellent definition and specific indicators as to what should and should not be displayed by the crew.

Let’s consider that accident that became the birthplace of CRM (Cockpit Resource Management, as it was first called), the Tenerife accident of 1977, when KLM and Pan Am collided on the runway at Los Rodeos Airport in thick fog.

This accident encapsulates everything that could go wrong with communication, as well as just about every other competency, but poor communication essentially caused the accident.

An excerpt from the accident report reads as follows: Immediately after lining up, the KLM captain advanced the throttles and the aircraft started to move forward. First officer Meurs advised him that ATC clearance had not yet been given, and Captain Veldhuyzen van Zanten responded: “No, I know that. Go ahead, ask.”

Meurs then radioed the tower that they were “ready for takeoff” and “waiting for our ATC clearance”. The KLM crew then received instructions that specified the route that the aircraft was to follow after takeoff. The instructions used the word “takeoff,” but did not include an explicit statement that they were cleared for takeoff.

Meurs read the flight clearance back to the controller, completing the readback with the statement: “We are now at takeoff.” Captain Veldhuyzen van Zanten interrupted the copilot’s read-back with the comment, “We’re going.”

The controller, who could not see

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FlightCom Magazine

the runway due to the fog, initially responded with “OK” (terminology that is nonstandard), which reinforced the KLM Captain’s misinterpretation that they had takeoff clearance.

The controller’s response of “OK” to the co-pilot’s nonstandard statement that they were “now at takeoff” was likely due to his

efforts and being clear and concise, were blocked and this should have immediately been rectified by the tower.

Of course, the actions of the KLM Captain, who was head of training for the airline at the time, were the trigger here, but clear, effective communication would have definitely saved the day.

IATA EBT implementing partners.

misinterpretation that they were in takeoff position and ready to begin the roll when takeoff clearance was received, but not in the process of taking off.

The controller then immediately added “stand by for takeoff, I will call you”, indicating that he had not intended the clearance to be interpreted as a takeoff clearance.

A simultaneous radio call from the Pan Am crew caused mutual interference on the radio frequency, which was audible in the KLM cockpit as a 3-second-long shrill sound, (or heterodyne). This caused the KLM crew to miss the crucial latter portion of the tower’s response.

The Pan Am crew’s transmission was “We’re still taxiing down the runway, Clipper 1736!” This message was also blocked by the interference and inaudible to the KLM crew.

End of excerpt.

I would say, looking at those indicators, that ALL individuals concerned could be considered Not Competent if this was an assessment. The Pan Am crew, despite their

Notice the description of the competency states ‘in normal and nonnormal’ situations. Thus, if the heat is on, so to speak, communication has to remain effective. For many years after this accident, the before take-off checklist was amended to include “Take-off Clearance – Obtained”, responded to by all three cockpit occupants.

That put a band-aid on the problem, but since I left Boeing 747s as a second officer twenty years ago, I have not seen it on a checklist again.

The concept of EBT is that evidence is obtained during the training and checking that the crew members have developed the Knowledge, Skills and Attitude (KSA) to be able to perform in any adverse situation that may be encountered on the line. Is EBT going to create ‘real’ pilots? I certainly feel it has become a lot more relevant in developing the soft skills that are absolutely critical to support the stick and rudder stuff.

Let’s see how it is approached by our regulator, who is being brought up to speed in this regard by local airlines. Well done, Comair. 

Gemair AMO 1003

YOUR PEACE OF MIND IN AVIATION MAINTENANCE Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certiďŹ ed aircraft, light singles and twins up to turbo propellers and light jets.

SA Flyer 2018|11

Gemair also holds electrical and instrumentation approvals

TEL: 011 701 2653 or 082 905 5760 Hangar 110, Gate 13, Turn right (old Pical hangar), located behind Spectrum Air Surveyors, Lanseria South Side, 1748

Company Profile G uy L eitch

SA SPACE AGENCY’S KEY ROLE IN AVIATION The name of The South African National Space Agency (SANSA) may suggest that it is concerned with matters far higher than atmosphere-bound aviation. But SANSA performs a key service to all aircraft and their operators.

S

ANSA is the key custodian of two essential aspects of aviation – the ‘standard reference’ compass against which all aircraft compasses are calibrated, and the provision of warnings of solar storms.

It is an old truism to say that the source of all weather phenomena on Earth is the Sun. The term ‘Space Weather’ describes those events caused by the sun that happen

weather storms. Delicate electronics can also be damaged, and radiation exposure poses a hazard for crew and passengers, particularly on long haul flights.” Space weather can also have a major knock-on effect on airlines and airports.

The other key competency of SANSA with direct relevance to general aviation is compass accuracy. Despite the rise of modern navigation systems such as GPS

Having a calibrated Compass is essential for any aircraft's compass swings - which must be done annually.

in space, which can in particular, disrupt GPS signal quality as well as power grids, navigation and communication systems.

SANSA, based at Hermanus in the Western Cape, has been selected by the International Civil Aviation Organization (ICAO) as one of two regional centres to provide Space Weather services, including solar storm forecasts and warnings, to the global aviation sector. “With aviation, we consider four key risk areas – communication, navigation, avionics and radiation exposure,” said SANSA MD, Dr Lee-Anne McKinnell. “High frequency radio communication, as well as ground and air-based navigation systems, can be affected or knocked out entirely by space

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FlightCom Magazine

and radio aids, compasses are still an essential component of aircraft navigation equipment. Electrical systems may fail, but the Earth’s magnetic field never does.

However, it is continuously changing and that requires constant monitoring to determine the degree of compass variation at any specific place.

The need for accurate compass swinging by properly qualified technicians was highlighted by the recent incident of the South African Civil Aviation Authority grounding part of a local Airline’s fleet because it claimed the compass swings had not been properly done. This stranded thousands of high-value tourists over the holiday season. SANSA points out that

a proper compass swing procedure is necessary to determine how to measure and compensate for the magnetic field of the actual aircraft, which will cause a deviation to the compass reading once located in the cockpit, due to the proximity of steel or iron components, and by the effects of current flowing in nearby electrical circuits.

The compass must therefore be swung at predetermined intervals, usually at the annual Mandatory Periodic Inspection or at any time when the magnetic properties of an aircraft have changed, by for instance the installation of new equipment or a direct lightning strike.

A properly conducted compass swing requires a calibrated reference compass, and it must be done in a magnetically clean environment free of steel structures, underground cables, or equipment that produces magnetic fields, to assure it is free of interference. And as the grounding of the airline’s fleet demonstrated, it must be done by qualified personnel. SANSA’s Space Science facility in Hermanus is the only SACAA accredited South African facility that offers this type of service with the necessary expertise and facilities to perform on-site training in the compass swing procedure.

SANSA has been presenting training courses on the execution of compass swings to the South African Air Force for more than 20 years and recently hosted a five day Compass Swing Training Course and a three day Compass Swing Refresher Course. The course is presented by SANSA engineers and physicists who have many years of relevant magnetic navigation ground support experience.

For more information on these services and courses email: spacesci-info@sansa. org.za 

BUSH PILOT HUGH PRYOR

BUFFALO The De Havilland DHC-5D Buffalo is a glorious great ‘Grunt’ of an aeroplane. With 3133 horsepower each side, it is massively over-powered, and it announces this in no uncertain terms during take-off.

AT

maximum prop rpm, the last three inches of the propeller blades are travelling at, or slightly over, the speed of sound, so each blade creates its own sonic boom as it passes the spectator’s ear and hence that distinctive growl and roar of sheer power which accompanies a Buffalo on take-off.

It has dimensions, speeds and load carrying ability very similar to a Lancaster Bomber of World War Two. The Lancaster’s wingspan beats the Buffalo’s by six feet.

The Buffalo, however, is ten feet longer and it has two qualities which you will not find on the Lancaster. One is that you can drive a couple of Land Rovers straight into the cabin, via the aft ramp and the second is that the Buffalo will then get you airborne in five hundred metres, even if you don’t have a proper runway.

It has the face of a bulldog, with hints of Churchillian authority, but once airborne, with its wheels tucked away, it displays a surprising gracefulness with its high ‘T’ tail vaulting into the sky at the aft end, reflecting the delicate dihedral of the wings.

Like most aircraft from the De Havilland stable, the drivers’ seats are not designed for comfort, in fact I defy anyone to get a decent afternoon’s kip in a Buffalo’s driving seat. The view, however, is spectacular from the elevated flight deck and if you want an even more spectacular one, you only have to go down the back and open up the ramp, which you can do in flight and then you can even jump out, if you have the appropriate equipment!

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Strangely enough, once you are on the flight deck in the cruise the noise level is muffled to a comfortable snuffle, in spite of having those enormous props flailing around just outside the window, and there is an atmosphere of solid dependability which instils a feeling of deep trust, maybe even friendship, between the aircraft and its crews. It’s almost as though it’s saying, “If you want to go there, trust me, I am game.”

On one occasion, ‘Twiddly John’ and I had a frightful trip from Oman to Luton, in the UK, via Corfu. We went into thunderstorm country as we passed over Sorrento in southern Italy and did not see the ground again until we got to La Rochelle, on the Atlantic Coast of France.

Being unpressurised, we were in the thick of it, being chucked around with such violence that the headlights on the Lotus Elan sports car, which was chained to the floor down the back, actually popped up on their own!

Finally, as we approached La Rochelle, we were spat out of the side of the storm, to be assaulted by sunlight, reflected off the Atlantic, which was so bright that I momentarily thought that the windscreen heat had gone out of control and caught fire, as it had done, once before, during a transAtlantic flight out of Keflavik in Iceland.

Anyway, after all the thrills of the previous hours, being ‘controlled’ in Greek, Italian and French, we were welcomed by the friendly voices of ‘London ATC’, who tenderly guided us round any build-ups, to our final destination at Luton, where we decided to demonstrate one little trick which the Buffalo still had up its sleeve.

After the long haul of a flight from Corfu to Luton, the aircraft gets down to the kind of weight where the approach speed is below seventy knots, and at that speed, you can land and stop in one hundred metres, with

those enormous windmills blowing away in reverse pitch out there on the wings. The access taxiway is only a little more than that from the threshold of Runway 08. Which is not very easy to see from the Control Tower, so, if we got it right, we could get down, stopped and into the taxiway before the Controller could set eyes on us!

And so it happened. We had already landed and scooted off down the taxiway when the voice came over the radio. “Charlie Delta, Luton?”

“Go ahead Luton.”

“Charlie Delta, your position?”

“Charlie Delta on ground.”

There was a long pause, while the Controller searched every metre of Runway 08, before coming back to us with a hint of amusement in his voice. “Confirm on ground at Luton?”

“That’s affirmative, Luton.”

There was another long pause and then he came back with a note of triumph in his voice. “Confirm on ground Runway 08?” There was a long pause while we could almost imagine the gears in his mind going around. “Confirm that you landed on Taxiway Alpha?”

“Negative. Landed on Runway 08 and exited first left onto taxiway Alpha.”

There was another long pause and then the controller almost whispered, “How on Earth did you DO that?”

Now it was our turn to smile... “You can do that sort of thing when you are in a Buffalo!” 

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The A300 - the Airbus that started it all.

Feature R eport : G uy L eitch - W ith

thanks to

AWS&T

AIRBUS

CELEBRATES 50 YEARS Fifty years ago, at the 1969 Paris Air Show, Airbus launched itself with the Airbus A300. In the intervening 50 years the company has grown into a massive airframe, defence and space conglomerate. The A300 turned the airline industry on its head. But it took a while.

T

HE A300 was the first European twin-aisle twin-engine jet for medium-haul air travel. What is arguably far more significant was that Airbus managed to integrate production of aircraft across European nations and deliver a world class product that matches or exceeds the giant Boeing in sales.

But the pan-European conglomerate had a shaky start. In early 1969, in the light of the financial disaster that was Concorde, the Labour party British government under Harold Wilson pulled out from its commitment to support a European twinaisle airliner. After the many failures of aircraft launched by national industries , the French and Germans had agreed to support a pan-European airliner programme. But without British involvement, the proposed Airbus A300 was engineless.

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Aviation enthusiast and pilot Franz Josef Strauss was a key founder of Airbus.

AW&ST reports that the engine issue was resolved with the help of General Electric’s CF6 replacing the proposed Rolls-Royce RB207. However, the A300 still had no wings supplier. It looked as though the fractured European governments were going to lose their big chance to revolutionise the airline industry.

Fortunately, sanity and the spirit of cooperation prevailed. Fifty years later, Airbus is nearing its 20,000th aircraft order and 12,000th delivery, and it is firmly entrenched in a comfortable, if competitive, duopoly with Boeing. The company is the leader in the high-volume single-aisle market and , with the current Boeing Max problems, looks likely to remain so for some time.

In the widebody market, the A330 and A350 have been big sellers. And while the A380 was a financial failure, Airbus is more than big enough to shrug off the blow. After all, most of its former competitors have disappeared, and new entrants to the market are a long way from being a real threat.

Each year Airbus invites selected journalists from around the world to Toulouse for a briefing on the corporation’s R&D capabilities. It is this massive investment in pioneering new systems such as fly-by-wire that has enabled Airbus to become the market leader.

Just some of the many Airbus innovations include fly-by-wire technology, flight-envelope protection, new materials and the so-called forward-facing crew cockpit (FFCC), which eliminated the flight engineer.

But it took a long time for Airbus to reach the top. AW&ST reports that airlines such as Air France initially balked at Airbus products, and Lufthansa chief Herbert Culmann famously proclaimed: “If someone wants to force me to buy this Airbus, I will take my hat and leave tomorrow.” Demand was so weak that production was down to one aircraft a month when Airbus finally broke into the U.S. market in 1977 by giving struggling Eastern Air Lines free use of four A300B4s for half a year. Even then, Boeing’s “exclusivity” agreements with American Airlines, Delta Air Lines and Continental Airlines kept Airbus effectively locked out of a large potential market.

It took nearly twenty years before Airbus delivered 100 airliners in a single year and it did not catch Boeing in market share until the end of the 1990s, three decades after French and German officials signed the “Airbus pact” at the 1969 Paris Air Show.

Today, Airbus still faces major challenges. Despite structural reforms under recently retired CEO Tom Enders that reduced government interference and put more focus on the bottom line, critics say the company is still too bureaucratic. French and British authorities are investigating allegations of bribery and corruption. And its profitability lags Boeing’s by a sizable measure.

AI R BUS DE SPE R ATE LY N E E DE D A CUSTOM E R I N TH E U. S.

SAA was a later customer for the A300 and it has gone on to become an all Airbus airline.

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Antoine Gelain, of Paragon European Partners, estimated in a recent column for Aviation Week that the A320 single-aisle family accounts for half of the company’s revenues and at least two-thirds of its profits. “Beyond that, the A350 production forecasts keep being revised downward, the A330 is at a standstill, the A380 has just been cancelled, and the A400M military transport is a financial chasm,” Gelain says.

Airbus’ creation and its longevity were made possible by three factors: politics, people and technology. Without the political backing in France and Germany, the A300 would not have taken off. Without the vision and skills of founders Bernard Ziegler, Roger Beteille and Felix Kracht, it would not have been developed. Without the persuasiveness of Jean Pierson, John Leahy and others, it would not have sold enough products to gain a foothold in the market.

And without industrial strategists such as Jean-Luc Lagardere, Manfred Bischoff and

Beteille and Ziegler decided to take the risk and propose a major change in the A300 layout. If the aircraft was no longer targeting the 300-seat short-haul market but was shrunk to an 80% scaled version of its former self, Airbus would not only have

Airbus believed t he A340 was t he right aircraf t to compete wit h t he 777 to spend much less on development, it also would suddenly have engine choice: The RB211 was big enough and so would be the CF6.

Airbus A310 - the family grows.

later Tom Enders, Airbus would not have become the integrated, globally focused company that it is today.

IN THE BEGINNING AW&ST reports that on 6 October 1968 Ziegler hosted Beteille at his home on Avenue Stephane Mallarme in Paris. Their joint project was in crisis, and the two were keen to save it. In May of that year RollsRoyce had come up with a price tag for the proposed RB207 engine that was to power the original A300. “The difference in price of the RB211 for the Lockheed L-1011 was simply unacceptable, and we realised that Rolls was playing another game without admitting it,” Beteille said at the time. “By continuing in that way, we would have ended up with nothing more than a superb glider.”

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take on the wing work, the Labour British government refused to provide development money. The German government came to the rescue by agreeing to fund the work, removing one of the last major hurdles to programme launch.

Sure enough, soon after the meeting, talks began with GE’s engine division— including its then-CEO of German origin, Gerhard Neumann—and the CF6 became the A300’s first engine. Only much later was the Pratt & Whitney JT9D added.

Rolls-Royce never supplied an engine for the first- and second-generation (A310) of Airbus aircraft.

On 29 May 1969 the French and German governments agreed on a memorandum of understanding at the Paris show to jointly develop the A300B. At the time, it was not a momentous event: The Airbus project was a reality.

Following the engine sourcing, the quandary over the A300’s wings nearly killed the development programme. While UK-based Hawker Siddeley was willing to

THE THREE VISIONARIES Political influence on Airbus management was long considered an albatross, because until 2007, the company was led by two co-CEOs—one French, one German—to ensure that each nation’s interests were protected. But in the beginning, political support for financing was crucial.

A controversial German politician, Franz Josef Strauss, played a crucial role.

Strauss, who was later elected leader of the Bavarian conservative party CSU, defence minister and prime minister of Bavaria, was an aviation enthusiast and private pilot. He became the first chairman of the Airbus Industrie supervisory board in 1970 and stayed in that role until his death in 1988, helping ensure that Airbus survived difficult times.

Ziegler was named as the first CEO of the Airbus Industrie consortium, Beteille became chief operating officer, and Felix Kracht, who had played an important role in the background, headed production.

German-born Kracht seemed like the ideal person for the job. An engineer and pilot, in 1937 he became the first person to cross the Alps in a self-constructed glider. Later, he pioneered inventions like the airborne coupling of aircraft to allow refuelling.

He also worked on the DFS 228, a highaltitude reconnaissance aircraft. Starting in 1959, he served as the representative of France’s Nord Aviation at German aircraft manufacturer Weser Flugzeugbau and played a leading role in developing the Franco-German Transall C-160.

In 1967, Kracht became managing director of Deutsche Airbus, which was to consolidate Germany’s workshare in the upcoming programme. Along with Beteille

and Ziegler, he was the mastermind behind the A300B, a technically ambitious aircraft.

He pushed to use the best technology available, wherever it came from. “If the Chinese have the best engine, we will use it,” he said. Beteille, Ziegler and Kracht also agreed that Airbus would not succeed in the long term with only a single product. The A300B would have to be developed into a family of aircraft if the Europeans were to compete with Boeing, McDonnell Douglas and Lockheed. To say so publicly early on did not seem prudent politically, so they initially kept the idea to themselves.

MARKET ENTRY Following a nearly flawless flight-test campaign, the A300B was certified in 1974.

Yet demand remained poor: Airbus had collected orders for just 30 aircraft but had committed to producing 52 at a rate of 2.5 per month.

The consortium finally convinced Air France to buy the airliner by offering a B2 version with three more seat rows. Even with the A300B2 in commercial service, though, the European venture’s future was still uncertain.

Then came a day in May 1977 that would be a crucial turning point. On that day, Ziegler’s successor, Bernard Lathiere,

shook hands on a deal with Eastern Air Lines Chief Executive Frank Borman, and Thai Airways International signed up for A300s. Under the Eastern deal, the airline would get four A300B4s free of charge for six months. The American carrier could not afford a real order—it had lost money over the past 10 years—but Airbus desperately needed a customer in the U.S. Production was down to one aircraft per month.

The experiment was a big success.

Eastern ordered 23 A300B4s in April 1978. The agreement between two rather desperate companies—Eastern eventually filed for bankruptcy in 1989 and ceased flying in 1991—was Airbus’s breakthrough in the U.S. THE FAMILY GROWS Kracht’s and Beteille’s vision of a family of Airbus aircraft also became a reality.

AWS&T points out that studies of various aircraft, such as A300B derivatives, both short-haul and long-haul models, had been discussed for years. Some plans assumed cooperation with other manufacturers including, at some point McDonnell Douglas. Ultimately, it became clear that Airbus had to go it alone.

The A310, initially designated the A300B10, became the first derivative. In

A huge breakthrough for Airbus was sales to Delta Airlines.

1978, Lufthansa and Swissair were launch customers for the aircraft, which featured a shortened fuselage and new wings and engines. But the big breakthrough was that the aircraft had a two-crew cockpit. This caused discord with the Air France pilot unions, which wanted to stick to three in the cockpit. The A310 derivative flew for the first time in 1982.

Not only was the A310 the first substantially different Airbus aircraft after the A300, the programme also marked the return of the UK aerospace industry to the partnership. British Aerospace took a 20% stake in the programme that it would keep for 27 years.

There were other types in the making: a single-aisle aircraft that ultimately became the A320, and the TA9 and TA11 projects, today known as the A330 and A340. It was long debated which one should have priority.

Just two years after the A310’s first flight, Airbus launched the A320 narrowbody in 1984. It entered service in 1988 and has become the backbone of the manufacturer’s success and its profit driver. The same year the A320 was launched, the last of Airbus’s founding managers departed. A strong new leader had to be found.

HEAD TO HEAD AGAINST BOEING A340 was the right aircraft to compete with the 777—after all, key Jean Pierson, 44 years old and head of Aerospatiale’s aircraft airlines such as Lufthansa had encouraged it to go for four engines. division, was picked to head the second generation of Airbus Lufthansa still operates a sizeable A340 fleet, which it now regrets leadership. Pierson had no political background, but he brought solid because of the high operating costs. And it was easy to sell the fourindustrial experience and a clear vision. Within six months of being engined A340s to South African Airways ahead of the Boeing 777, appointed, he submitted his view of Airbus’ future to the supervisory as the A340’s extra two engines provided far better performance out board. “We intend to remain the leaders in the widebody market for of Johannesburg’s ‘hot and high’ OR Tambo airport in the event of medium-/long-range aircraft, and we also want to enter the market the loss of power from one engine. for very-long-range, widebody 250-seaters,” he stated. “We want to The second mistake was the belief that Airbus needed its be present in both of the markets by the early 1990s.” own very large aircraft to compete with Boeing’s 747, which was The A340 first flew in 1991; the A330 a year later. The two suspected of generating monopoly margins. The first studies were aircraft were designed to be as similar as possible, aside from the conducted in the late 1980s; one was the ASX 500/600 study number and types of engines. To ease pilot transition, they also were Aerospatiale presented in 1990 to airlines for comment. These developed to be as similar to the A320 as possible. analyses were part of the basis for the later A380 development work Pierson wanted Airbus to control 30% of the world market for that led to industrial launch in 2000. large commercial aircraft, up from the 17% in 1984. For his vision Looking back, the A380 is the symbol and result of a colossal to become reality, he made a daring move: Traditionally, the sales director had been British, in keeping with the tradition of splitting senior management duties between shareholder nations. But Pierson picked an American, John Leahy, a brash New Yorker who had turned around Airbus’ North American sales organization after joining the company in 1985 and landed a breakthrough order from Northwest Airlines for 100 A320s.

“The culture [in Always innovating - the BLADE wing extensions on this A340 aids laminar flow research.

Toulouse] was already changing, but not by much,” Leahy recalled in a 2018 interview with AW&ST. “It was still a lot of ‘We know how to sell misreading of the market. In the mid- and late 1990s, the 747 was airplanes. Air France will buy, Lufthansa will buy, British Airways past its peak—in spite of the 1988 introduction of the 747-400, a will not buy,’ and so on. We really had to learn how to become an major upgrade. For years, smaller widebodies like the 767 had international sales organisation.” arrived in growing numbers on transatlantic routes. Then came the Leahy quickly sought to extend his formula for success in North 777, which turned into a huge success. Airbus went after the wrong America to other regions. “When I got here, our vice president for target.

China was sitting in a hotel suite in Beijing. That was the office. So The decision to pursue the A380 was not purely rational. we quickly broke ground for new quarters outside of the city by the Europe’s aerospace leaders wanted their own big jet. “The A3XX airport. We put in a training centre, parts centre and vendors.” will still be in service when Airbus celebrates its centenary,” Leahy told the Airbus board in 1995 that a market share of 50% Pierson proclaimed in 1997, one year before he left the company at should be reached by 2000, given that McDonnell Douglas was about age 58. That enthusiasm was carried forward by Noel Forgeard, a to be merged into Boeing. That goal was met, but matching Boeing representative of the industrial and political elite in Paris who took became an obsession that dominated Airbus thinking at times and the reins of the company in 1998 and officially launched the A380 led its leaders to make big mistakes. programme in 2000.

Airbus had grandiose plans for a family of A380s: The -800 was THE TWO BIG MISTAKES to be followed by the 800ER, then a stretched -900 and a shorter Two errors in particular stand out. In the early 1990s management -700, plus a freighter. The A380-800 wing was designed so it could still believed that the future of true long-haul flying was with fourbe used on a larger variant, which made it less efficient. engine aircraft, even though Boeing was already working on the Some airlines also joined the euphoria. Virgin Atlantic, one of 777, which entered commercial service in 1995. Airbus believed the the original launch customers, promoted a view of the aircraft as

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a luxury hotel in the sky. The closest any carrier got to that were the famous showers on Emirates Airline’s A380s and the Etihad Airways’ first-class apartment. Virgin Atlantic never took a single A380.

Long before the 2019 decision to terminate the programme in 2021, it was clear the A380 would never make a profit. Airbus sunk more than €20 billion ($22.3 billion) into the project, but the aircraft, which entered service in 2007 with Singapore Airlines, was too big. It was superseded by more efficient twins like the 787, the A350 and the upcoming 777X. Yet, for all its challenges, the A380 was a technological success, and knowledge gained through the programme flowed into the A350.

CRISIS YEARS In 2005, a discovery that some A380 wiring harnesses were too short highlighted shortcomings in Airbus’ industrial system.

The crisis led to a series of structural reforms that ultimately led to Airbus’ parent company merging with the commercial unit a decade later.

The A380 was not the company’s only headache. Having seriously underestimated the 777 in the 1990s, Airbus now grappled with how to respond to Boeing’s new 787. Its initial response—re-engining the A330— triggered an outcry among customers.

Steven Udvar-Hazy, then CEO of aircraft leasing powerhouse International Lease Finance Corp. (ILFC), made sure Airbus understood it needed a better design. As described in one of Guy Leitch’s columns in 2007, Udvar-Hazy virtually single handedly forced Airbus to redesign the A350 with a larger fuselage – the Extra Wide Body (XWB).

So in 2006, Airbus made the crucial decision to launch the A350. The aircraft helped make up for the A340 mistake, and its relatively smooth development, testing and industrial ramp-up indicated that Airbus had learned many of the painful lessons of the A380 programme.

In 2007, Enders took centre stage in Airbus’ commercial aircraft business. He had risen mainly on the defence side of the company, serving as co-CEO of the parent company with Louis Gallois. When the board agreed that EADS should be run by a single CEO, Enders proposed that he head up the commercial aircraft business. He

became sole CEO of the parent company five years later.

Enders once said it was less important to launch new aircraft programmes than to make money on those that are built. He nonetheless reluctantly agreed to the launch of the A350. As Bombardier was starting to make inroads into the narrowbody market with its new C Series, and airlines were demanding more fuel-efficient aircraft, Airbus launched the A320neo in late 2010.

It had new engines, but as few other changes as possible from the first-generation aircraft.

Boeing initially tried to ignore the Neo, pushing ahead to develop a clean-sheet successor to its 737. But in a huge coup by John Leahy, Airbus won a big A320Neo order from American Airlines. “There was a big fight, and Boeing threatened to sue [American] because it happened before the end of the 20-year exclusivity agreement,” Leahy recalled to AWS&T. “But American said if Boeing wanted a share of the order,

century.” The cutting-edge aircraft now fills out the lower end of the Airbus portfolio and has forced Boeing to react by buying a controlling stake in Embraer’s commercial aircraft business.

In contrast to the commercial successes, Enders did not do as well in his bid to balance out Airbus by bulking up the company’s defence business. His 2012 effort to merge with UK-based military powerhouse BAE Systems was scuttled by the German government. But in the end, there was a silver lining: The French government was so concerned about future interference in Airbus from the Germans that it agreed to governance changes that would severely limit state interference in the company.

Enders was now free to make Airbus even more international, opening an A320 final assembly line in Mobile, Alabama, to complement a similar line in Tianjin, China.

When he retired earlier this year, handing over his responsibilities to

TH E DECISION TO PU RSU E TH E A380 WAS NOT PU R E LY R ATIONAL . they would have to [produce] a 737neo as well. So they did it and did not even know what the aircraft was going to be like because they were so focused on the all-new single-aisle.”

Airlines have since ordered 6,504 A320neo-family aircraft, more than of any other aircraft in the space of nine years.

The A321neo now controls the upper end of the single-aisle market and provides the basis for the A321LR, Airbus’ venture into narrowbody long-haul flying. It is also Airbus’ strategic weapon against Boeing’s proposed new midmarket airplane (NMA).

In another stroke, Airbus agreed in 2017 to assume a controlling stake in Bombardier’s C Series programme at no cost. Some called it the “deal of the

Guillaume Faury, Enders looked back at his company’s history. “Launching Airbus today would be impossible,” he said with a view on the rise of nationalism and protectionism that also infiltrates European politics and business decisions. Given this assessment, it is even more remarkable that it was possible for Europeans to join forces 50 years ago, only a little over 20 years after the defeat of Nazi Germany.

In the early days, Felix Kracht put it this way: “In Toulouse, British bolts are torqued into German nuts using French wrenches.”

That it is still happening may be one of Airbus’ biggest successes. 

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ACQUISITIONS WORK

South Africa’s Department of Defence was recently informed by the National Treasury that the Special Defence Account (SDA), through which it manages acquisitions, would be closed by the 2021/22 financial year.

T

HE South African Air Force (SAAF) had already been informed, in the Medium Term Expenditure Framework allocation, that its own allocation to the SDA would be reduced from R1.5 billion to just R37.6 million in 2020/21. This potentially disastrous shift has gone unnoticed by the general public and media, as few understand how the SDA and acquisitions in general work. This article will attempt to clarify by explaining both in the context of the SAAF. It’s important to understand just what the SDA is, and what makes it ‘special’.

The way the national funds allocation process works is that every department and entity has been allocated an account and each year at budget time the allocated amount is transferred to it from the National Revenue Fund. However, any unspent funds at the end of the financial year are returned to the National Revenue Fund and be reallocated as part of the next budget cycle.

The equivalent one for the Department of

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FlightCom Magazine

Defence is the General Defence Account (GDA), from which nearly all of the South African National Defence Force’s (SANDF) annual spending is funded.

The SDA is different: Unspent funds are kept in the account across financial years and can be rolled over for up to three years per project, or longer if special approval is received from National Treasury. And revenue from both the sale of excess/retired defence equipment and from technology royalties can be kept in the account to fund future acquisitions, rather than being surrendered to the National Revenue Fund.

This makes it very useful for acquiring complex military systems, as arms of service can pay for expensive purchases by building up funds in the SDA over a few years while staying within their annual allocation and avoiding the need to use costly external financing and loans. In addition, any money in the account can also be invested with the Public Investment Corporation, earning interest that helps to offset exchange control costs and losses. Both of these save South Africa money on arms purchases.

On average about 10% of the defence budget is allocated to the SDA, and thus acquisitions, in any given year. More

OPPOSITE PAGE ABOVE: A drastic reduction in Special Defence Account budget will make it effectively impossible for the SAAF to upgrade its strategic and tactical airlift capability.

BELOW: Crusades such as this book against arms deals are weak because of the excellent controls.

controversially the SDA is allowed to have a small section, typically up to around R400 million, that is allocated to funding top secret projects and operations and overseen by neither Parliament nor the Auditor-General. Its spending must, however, be personally approved by the Secretary of Defence and Minister of Defence & Military Veterans. And the mandated paper trails are voluminous.

In order to retain proper financial control and auditing, and prevent breaches of the Public Finance Management Act (PFMA), there are strict limitations placed on how the SDA is allowed to be used. To keep this brief, it’ll focus only on purchases, leaving the discussion of secret operations for another time.

First, all defence purchases are split into two broad categories of matériel, Category 1 and Category 2. Category 1 refers to military equipment and associated parts which are designed and developed specifically to military requirements and standards, and managed in a through- life concept with integrated logistic support.

In contrast, Category 2 refers to Military Off The Shelf (MOTS) or Commercial Off The Shelf (COTS) components, parts, and supplies that are available on the open market from multiple suppliers and don’t require the establishment of new military specifications or baselines.

In practice this means that buying fuel, uniforms, ration packs, most tyres, paint, and so forth can be done from multiple suppliers in South Africa without substantial risk. These fall under Category 2 and are referred to as ‘procurement’.

Systems like new aircraft, bombs, missiles, reconnaissance pods, and so forth fall under Category 1 and are termed ‘acquisitions’.

Second, these two categories follow completely different processes, with Category 2 items going through the standard tender process as defined by National Treasury and the Preferential Procurement Policy Framework, and Category 1 items going through the far stricter policy defined by the Handbook for the Acquisition of Armaments in the Department of Defence and Armscor (DAHB 1000 Edition 1.1). Category 2 spending is allocated to the Folio 01 section of the DOD’s Financial Management System (FMS) and can only come out of the GDA. Category 1 spending is allocated to the Folio 02 section of FMS and can only come out of the SDA. DAHB 1000 is an extremely comprehensive, thorough, and carefully designed policy document running to over 500 pages. It defines in detail each and every aspect of running accountable and

efficient acquisitions. It’s the culmination of decades of refinement beginning with the original VB1000 policy in the 1990s, through four substantial revisions (at one stage becoming DAP 1000) through to the most recent which came into effect in March this year. Each new refinement has brought more integration between the DOD and Armscor and better controls. This article covers just the basic elements of the policy.

Unfortunately, as a result of much ignorant and incorrect media coverage around military acquisitions in South Africa, particularly the ‘Arms Deal’ of the late 1990s, most of the public has the impression that it’s an uncontrolled free-for-all without any accountability. But this is far from the truth. In reality, thanks to DAHB 1000 and its predecessors, the acquisition of major military systems in the SANDF is well-controlled, designed to reflect actual operational needs at every stage, and overseen at multiple levels.

In the course of an average project, it will first need to be justified by a Required Operational Capability document, approved by the Military Command Council. If successful, that’s followed by a Staff Target which must be approved by the Armaments Acquisition Steering Board (AASB) chaired by the Secretary for Defence. Then, a Staff Requirement fleshing out details, which must be approved by the Armaments Acquisition Control Board (AACB) chaired by the Chief of Defence Matériel. Then a Project Study Report, approved at AASB level, a Deployment Plan approved at AACB level, an Acquisition Plan at AASB level, and a Provisional and/or Final Project Closing Report again at AACB level.

In the case of a ‘cardinal’ project, defined as a project with higher than usual risk, which has a total expenditure equal to more than 5% of the total acquisition budget for one year, or is otherwise strategic, then the Staff Target, Project Study Report, and Acquisition Plan have to go all the way up to the Armament Acquisition Council chaired by the Minister of Defence & Military Veterans and potentially all the way up to Cabinet. During those process no less than seven separate specification baselines, Requirements (RBL), Functional (FBL), Allocated (ABL), Product (PBL), Manufacturing (MFL), Operational (OBL), and Qualification (QBL), will be created and validated, along with ten studies to define and verify all the operating parameters and

THE SOUTH AFRICAN AIR FORCE SDA BUDGET WOULD BE REDUCED FROM R1.5 BILLION TO JUST R37.6 MILLION IN 2020/21

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doctrinal requirements of the acquisition.

Unlike arms acquisitions elsewhere in the world, those in South Africa are fixed cost. That is, once you reach the point of actually ordering an aircraft, the only thing that should change are movements owing to currency. While it’s theoretically possible to request a higher ceiling, in practice it’s almost never granted.

In effect DAHB 1000 achieves this by strictly separating out risk-carrying portions of an acquisition, such as developing uncertain new technologies, from the acquisition itself. These technology development projects, conducted as part of the acquisition project, are kept intentionally small, time boxed, and limited in scope.

As an example, let’s say the SAAF wanted to acquire a new transport helicopter but for reasons of national defence policy and the creation of indigenous capabilities, it desired to have a new optical distributed vision system developed by a local company. That element would then be a separate technology development project with a specific time scale designed to reach maturity just at the point where the acquisition project reached final approval on its subsystems. The project officer in charge of the acquisition project would then have to ensure that there was a fallback plan to use other available systems to meet the operational requirement should the attempt to develop and industrialise the technology fail to deliver.

Virtually every contract also includes strong penalty clauses for late delivery or failure to meet specifications, which can be done purely because DAHB 1000 sets high standards for the requirements and specification analysis phases, as well as the verification phase. Meaning that there’s an objective and difficult to contest basis on which to hold suppliers to account.

Even the ‘Arms Deal’, with its controversy over selections, at least delivered good prices and was run on time and on budget because despite there being a custom (and flawed) initiation process, Armscor and the DOD used the then VB1000 to guide the negotiation and contract stage, and kept each contract to its cost ceiling. This is why the SAAF had to cancel two Gripens in order to afford extra capability that it decided it wanted late in the process.

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Since then most of the gaps in policy that led to the deviations from VB1000 in the Arms Deal have been plugged, while the regulations around both national industrial and defence industrial offsets have been improved substantially. It’s also notable that winning bids are not chosen on price alone, but on a complex process of measured factors including the benefit to local industry, supportability and logistics, and so on, with price being the strongest variable.

Of course, no system is entirely perfect.

For one, efficiently running a process as complex as this requires a large number of exceptionally skilled people as project officers and other roles. But the severe budget crunch the SANDF, and the SAAF in particular, have faced over the past decade has meant that very few large scale

changed. Also currency movements mean the original approved budget no longer suffices and the process must start all over again as each approval only has a limited lifespan.

These can all be solved. For one, DAHB 1000 does contain a procedure for expedited urgent operational requirements, which follow a much shorter process but with the highest levels of authorisation required.

The delays in receiving approvals from the various steering committees and boards is simply bad management and should not happen to the extent it does.

However, that all assumes that the SDA remains available for the DOD to use, because it certainly will not have enough time to both alter its policies and accounting practices, and change its Financial

acquisitions have been carried out, so the process is not tested as often as it ideally should be.

Transparency is also lacking, as while DAHB 1000 specifies that Parliament’s portfolio committee on defence should be briefed bi-annually on all cardinal acquisition projects, no such briefings have taken place. And its sheer rigidity means it takes a long time for a project to go from a Required Operational Capability to an acquisition if the various control boards aren’t meeting frequently. In practice, this has meant that in a number of cases a project has taken so long to get all the necessary approvals that by the time it’s ready either the market or the strategic situation has

Management System in time to be able to cope with the planned phasing out.

It also assumes that there will be at least some acquisition funding, but the medium term budget proposals from National Treasury show the SANDF’s budget being cut again and again, reducing the acquisition budget to almost nothing.

Without the ability to buy anything at all, the question of how that buying should be done becomes merely academic. 

ABOVE: It took a lot to subvert the arms deal - and will require even more now.

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Briefing T ext : G uy L eitch

AFRICAN AIRLINES SAFETY IS AFRICA STILL FIVE TIMES AS DANGEROUS? In 2013 Tony Tyler, t hen IATA’s Director General and CEO, speaking at t he IATA AG M held in Cape Town said t hat safet y is one of t he issues prevent ing Africa from reaching it s full potent ial. The total accident rate for all jet airliners in Africa during 2012 was 10. 85 accident s per million flight hours , compared to a world average of 2 .00. in ot her words African airlines are more t han five t imes as dangerous as t he world average – which includes some ot her fairly dangerous places .

T

HE European Community (EU) ‘blacklisted’ a number of African airlines from operating within the UE due to safety concerns over alleged poor maintenance and regulatory oversight.

member airlines, who are held to IOSA’s stricter safety standards, currently have a figure of 0.97.

To address the high African accident rate, IATA and ICAO partnered with various African aviation organisations, to

Afriqiyah Airways Flight 771.

Improvement began.

Gunther Matschnigg, Senior Vice President, Safety, Operations & Infrastructure, explained that, “the total accident rate for Africa has improved compared to last year, but at 7.98 accidents per millions flights, they are still more than four times the global average.”

The global average airline accident rate to end April 2013 stands at 1.73. IATA

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create a task force. The Task Force found that the primary factors responsible for accidents in Africa were: • Lack of Safety Management System implementation • Lack of effective regulatory oversight • Lack of implementation of flight Data Analysis

As task force for the Africa Aviation Safety Summit met in Johannesburg in May 2012. This derived an African Strategic Safety Improvement Action Plan for 20122015. This Action Plan subsequently became part of the Abuja Declaration on Aviation Safety in Africa, endorsed by African Ministers responsible for transport, in Abuja in July 2012. The African Union Executive council endorsed the Abuja Declaration and associated Plan of Action during the 22nd Session in Addis Ababa in January 2013. But as Matschnigg said, “it’s a piece of paper, we need to make a commitment out of it.”

This all led to the African Strategic Safety Improvement Plan 2012-2015, which aimed at tackling the poor safety performance of the continent. A key tool is to get African airlines to meet the IATA Operational Safety Audit (IOSA) requirements.

Referring to the European Union’s banning of certain airlines in many African countries, airlines agreed to roll out a safety management system in accordance with the IATA Operational Safety Audit (IOSA).

IOSA membership has had a dramatic improvement on airline safety. Tyler said that IATA’s 24 sub-Saharan IOSA compliant members are as safe as the global average and IOSA-registered carriers in Africa registered zero accidents in 2012 and in 2015.

The EU decides the local regulator isn’t doing its job.

It smacks of double standards and is the wrong approach.

IOSA has been offered to African governments and airlines free of charge, with various workshops held with airlines, regulators and stakeholders. IATA met its target of bringing ten additional Africanbased airlines onto the IOSA registry by 2015.

This is important as the public’s perception of African airlines is that they are dangerous – more dangerous than alternative modes of transport such as trains and buses. For this reason, airlines not only have to compete against these ground-based modes of transport on price – but also on safety. This will require a major education and marketing initiative.

In the opinion of this writer, the key factors behind the high accident rates are: 1.

Inadequate pilot training – a large portion of accidents are still due to pilot error. Preliminary findings suggest that the Ethiopian 737 Max crash also has elements of inadequate training behind it. Noteworthy too is the 2010 Ethiopian Airlines Boeing 737-800 crash after takeoff from Beirut and the 2010 Afriqiyah Airways Flight 771 Airbus A330 crash at Tripoli. Both were pilot error that would not have occurred in pilots trained to full first world standards.

2.

Poor regulatory oversight, it is difficult for the regulators to attract and retain quality inspectors and to create appropriate regulatory structures. The best evidence for this is the EU airline ‘blacklist’.

3.

Inadequate ground infrastructure – particularly a lack of reliable navigation aids and wide coverage of air traffic management services (ATM). This was particularly the case with the 1986 crash of the Tupolev Tu-134 transporting Mozambique President Samora Machel.

4.

Operation of obsolete equipment – due to a shortage of capital many airlines operate older generation western aircraft such as Boeing 727s and ‘classic’ Boeing 737s and in particular Russian turboprop aircraft.

Again the Samora Machel crash is a good example.

5.

The environment – which has vast distances and often severe weather

Max8 crash site at Addis Ababa.

in the form of huge thunderstorms, especially in the Inter Tropical Convergence Zone. This was partly responsible for the crash of the Kenya Airways Flight KQ507 New Generation Boeing 737-800 into a swamp at Douala when it took off at midnight into a thunderstorm.

6.

Inadequate Safety Management Systems (SMS). The suicide of the LAM flight TM 470 pilot who deliberately crashed an Embraer 190 in Northern Namibia is a case in point as he had requested to be grounded for depression.

overhaul (MRO) facilities struggle to retain quality and experienced staff.

Perhaps the best known example of a maintenance failure was the engine separation from a Nationwide Boeing 737-200 on takeoff from Cape Town.

Fortunately due to excellent pilot skills, the aircraft was later landed safely on the remaining engine.

EU BLACKLIST The European Unions (EU) Air Safety List, commonly (but incorrectly) referred to as the EU Airline Blacklist, was frequently used by travel risk managers and other

Crash site of Kenya Airways Flight KQ507.

7.

Poor maintenance. African airline fleets are generally older than average, requiring more maintenance and the airlines’ and maintenance repair and

authorities to help determine the safety of an airline. However, the Air Safety List is widely misunderstood.

The EU Air Safety List is a list of

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airlines that are not allowed to operate in European airspace. The Air Safety List was introduced in 2006 and is maintained by the European Commission, based on advice from the EU Air Safety Committee. The primary cause of an airline being included on the Air safety List is because the civil aviation authority (CAA) in the airline’s home country provides inadequate oversight of the country’s airline industry. In effect, this means that the EU does not trust a county’s aviation regulator of a country to

not trust the CAA in the airline’s home country to certify that it is safe. In effect, the EU assumes airlines from countries with inadequate CAA oversight are unsafe unless the airline approaches the EU authorities and proves otherwise. Some of these airlines actually have strong operational and safety practices, but for various reasons they have not approached the EU to seek removal from the Air Safety List.

There are just two airlines listed on the Air Safety List due to safety concerns

Cameroon Airlines flight UYC070.

LAM flight TM 470 crash site.

keep unsafe airlines from operating.

This means that all airlines from such countries are listed on the Air Safety List, unless the airline can prove to the EU that it meets the EUs safety standards. In 2016 there were 20 countries where CAA oversight does not meet EU standards, accounting for 228 of the 230 airlines fully banned from EU airspace.

In most instances, a listing on the Air Safety List does not mean that the EU has inspected a specific airline and found it unsafe, it simply means that the EU does

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specific to the airline. Such concerns are most often related to poor aircraft maintenance, obsolete aircraft, or recent accidents.

The Air Safety List is divided into two Annexes. For airlines listed in Annex A, every aircraft in the fleet is banned from EU airspace. Airlines listed in Annex B are allowed to operate flights to the EU with specific aircraft, which are listed in the airlines Air Safety List entry. The cleared aircraft are generally the most modern in the airline’s fleet or have been specifically

inspected by EU officials.

An airline listed on the Air Safety List can apply to the European Commission for removal and present proof that its operational and safety practices meet EU standards. The EU will then assess the airline, including its safety record, operational and maintenance standards, and fleet composition. Should the EU determine that the airline meets all relevant international safety standards, it will remove the airline from the Air Safety List.

Although the classification criteria appear simple, in practice they can be subjective due to the complexity of factors involved. Thus, an example of an Annex A airline is Equatorial Congo Airlines. The airline, which operates as ECAir, is listed in Annex A, like all other carriers from the Republic of the Congo. ECAir does not operate its own aircraft, but instead contracts its operations out to European airlines Jetairfly and Privatair. The European airlines provide both the aircraft and the flight crews for the flights, allowing the airline to evade the ban on flights to the EU. Thus, the airline is listed as Preferred in the iJET Worldcue Airline Monitor, contingent on the airline continuing its practice of contracting its flights out to European carriers.

An example of an Annex B airline is TAAG Airlines of Angola, yet all other Angolan carriers are listed in Annex A. All six of the airline’s Boeing 777 aircraft are exempt from the EU ban, as are four of its five Boeing 737-700s. However, all three of the airline’s older Boeing 737-200s were included in the EU ban. The airline has passed IATA’s IOSA Audit, certifying that it meets international safety standards, and is listed as Preferred in the iJET Worldcue Airline Monitor.

AFRICAN PUSH-BACK Not unnaturally, this ‘blacklist has caused much resentment amongst African airlines and states, especially those adversely affected. The accusation is that it is simply a thinly veiled strategy to prejudice African carriers in favour of the European based carriers which then have less competition on African routes.

Flightglobal reported that African Airlines Association (AFRAA) secretary general Elijah Chingosho has criticised this ‘unfair’ approach. He acknowledged the need for better safety in the region - although statistics have improved, and

AFRAA requires its members to pass IATA’s IOSA - but he criticised the blacklist which, he maintains, smears the entire continent’s losers are African carriers, the net beneficiaries are always the EU airlines. Flightglobal quotes Chingosho; “Many of these airlines Community carriers that swiftly step in to fill the vacuum and take had no intention [of flying], or had no aircraft they could fly into the market share of the banned airlines.”

Europe. They had no plans to do so,” he said, noting that a blacklist containing 100 African airlines gave passengers the perception that AN UNFAIR BLANKET BAN even high-standard operators are unsafe. “Why not publish a list of IATA admitted that the list of airlines banned from the EU safe airlines?” included several that are safe, that and the EU failed to aid others AFRAA criticised the blanket ban on Mozambican carriers, needing practical help. Tyler said the EU let European airlines serve including LAM Mozambique, and restrictions on Air Madagascar, countries whose own carriers were banned not necessarily as a result arguing that both carriers had passed IATA audits and had good of the failings of non-EU carriers, but because of concerns over safety records. regulation of airspace.

Chingosho singled out France for rebuke, suggesting it was instrumental in Wau South Sudan. shaping the blacklist and that Air France benefited. Nine out of 10 of Air France’s most profitable routes are African, he claimed. Air France rejects this, stating: “We always try to co-operate with local carriers, to find a partner for domestic flights. Knowing the growth rates, strong African carriers would be beneficial to us. It brings competition but at least it also gets people flying regionally.”

And then there is the obvious question - if a country’s entire aviation infrastructure is deemed unsafe, no airline should be allowed to operate there, Chingosho added. “If a country is unsafe, why would it be safe for European airlines to fly into it?” he asks.

“It would carry more weight if they were to say EU airlines are banned from flying there because it is unsafe.”

Thus, when Mozambique was added to the ‘blacklist’ in 2011 AFRAA complained that the decision unfairly penalises LAM Mozambique Airlines’, which has an “impeccable” safety record.

“Since the company was established in 1980; it has not had a single major accident. And since 1989 there have A CemAir CRJ airliner grounded by the CAA - EASA been no accidents of any kind involving questions whether African regulators can be trusted.

LAM Mozambique Airlines aircraft.

Major European airlines can make no such claim.” (This was before the LAM Flight 470 suicide crash in northern Namibia in 2013.)

The report quotes Tyler: “The airlines on the EU blacklist are on AFRAA compared LAM to Air France, which, it claims, has had it because the EU hasn’t adequate confidence in the safety oversight 23 major accidents since 1990, three of them with fatalities. provided by regulatory authorities, so the airline can be perfectly LAM Mozambique Airlines, the statement says, attained the safe but the EU decides the regulator isn’t doing its job. It smacks of IATA Safety Audit Certification in 2007, which was renewed in double standards and is the wrong approach. The right one is to get 2009. “AfRAA fails to see how such blanket banning contributes in there and help resolve the deficiency in regulatory oversight. Let’s to encourage African carriers which strive to achieve industry best go and assist the regulators to remedy that deficiency - putting their practices in safety standards,” the statement continues. “The banning airlines on a blacklist isn’t the right approach,” Tyler said.” of an airline not only prohibits the airline from operating to the EU, In conclusion, a Business Travel report quotes a spokesman for but also impacts its ticket sales to other destinations, including on the European Commission: “The safety performance of an airline code shared routes, as travel agents and other code share partners depends on several factors, not only on the airworthiness of aircraft: in EU are required by regulation at the time of sales or booking for instance, pilot and crew training and fitness and airline safety to notify passengers that the airline is blacklisted. While the net procedures,” he said. 

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Industry Update O wen H eckrath

A MAGIC VETERAN Former R AF pilot Frank Dell, 96, in his younger years, was flying high over Germany in World War II, before joining British Airways as a commercial pilot . Now, 45 years after his retirement Frank has ventured back into the flight deck of an aircraft .

T

HE initiative forms part of British Airways’ commitment to 100 acts of kindness across the world as part of its #BAMagic100 campaign, to celebrate its centenary this year.

Born in Hove in 1923, Frank grew up on the Sussex coast and joined the Royal Air Force in 1941, quickly rising to the role of Flight Lieutenant. In the Royal Air Force he flew the De Havilland Mosquito on long range reconnaissance over Germany during World War II. It was a risky job recalls Frank: “In 1944, I lost a good friend of mine who also happened to be my navigator when our plane was shot down in Münster along the western edge of Germany near the Krupp armament factory. It all happened so quickly. One minute I was in the plane at 28,000 feet and the next moment I was in the fresh air,” he said. Frank survived this parachute escape and was captured as a prisoner of war. He says; “When my time came to be released, there was no job for me in the air force, so I started with British European Airways. It was amazing to see how much pre-war flying and training came into the category of what we were doing then. It was a great privilege to work for British European Airways and now, an incredibly proud moment to help them celebrate their 100th birthday and be back in the cockpit again.”

Frank flew with British Airways for thirty years between 1946 and 1976, clocking up millions of miles and even carrying some well-known faces including royalty.

Reba Hatcher manages Bupa St. Ives

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FlightCom Magazine

care home in Sydney and says flying had been a major part of Frank’s life and has created many interesting conversations within the home. “Frank is such an inspiring role model to me, the staff, residents and visitors. It’s so important for us as carers to celebrate the lives and achievements of our residents and to shine the spotlight on

what makes them so unique,” Ms Hatcher said. She got in touch with British Airways, who picked up the idea as part of their #BAMagic100 campaign. With the two companies working together to arrange the visit, Frank soon donned suit and tie to meet pilots aboard a Boeing 777 at Sydney airport.

BELOW: Frank Dell back in the Captain's seat after 45 years.

Reflecting on the day he said: “It’s been over 30 years since I was last in the cockpit, and I never thought I’d be here again.

While the technology has changed, there are so many things that have stayed the same, and it’s brought back some wonderful memories.” 

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Industry Update G uy L eitch

WOMEN SHINE AT IATA AWARDS Cameroon’s Fadimatou Noutchemo Simo, founder and president of the Young African Aviation Professionals Association (YAAPA) has received the IATA WATS High Flyer Award for her work in promoting careers in aviation and establishing career mentorship and development programmes.

Cameroon's Fadimatou Noutchemo Simo receives her award from Alexandre de Juniac.

T

HE awards were presented at the conclusion of the World Air Transport Summit (WATS) which followed the 75th IATA Annual General Meeting in Seoul, Republic of Korea. The IATA AGM and WATS gathered more than 1,000 leaders of the global air transport industry.

Fadimatou Noutchemo Simo, the Founder and President of the Young African Aviation Professional Association (YAAPA) is a woman with a mission – to raise awareness of aviation as a potential

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career, particularly in those communities which may not ordinarily be exposed to aviation.

In 2014 she founded the Young African Aviation Professional Association (YAAPA) to help make this a reality. As part of YAAPA’s outreach program Fadimatou introduced the Heleta Aviation Scholarship Program to encourage underprivileged children in rural areas of Africa to consider aviation as a future career choice. YAAPA is also an active player in establishing a Community Centre in Cameroon which will aim to introduce a Youth Aviation Tech

Program for Africa by matching interested young people with aviation professionals and providing them with strong mentorship opportunities.

The winner of the Inspirational Role Model award was Christine OurmièresWidener, the CEO of Flybe.

Christine Ourmières -Widener began her career in aviation as a young engineer in maintenance department. From there she has worked her way up through various high-profile roles on multiple continents, leading her to the role of the CEO of Flybe.

One of her main areas of focus includes raising the profile of aviation among young people and inspiring young women to join the aviation industry. She introduced the highly successful FlyShe initiative which is designed to change aspirations and create opportunities for women.

The Award for the Diversity & Inclusion Team went to Air New Zealand, which embarked on its Diversity and Inclusion journey in 2013. The airline has established an organization that represents Aotearoa, a place to work where all Air New Zealanders can be themselves and thrive.

The initial focus of the program was on gender and accelerating the advancement of women. A Women in Leadership Program aimed to empower women to realize their full potential while working at Air New Zealand. The airline also created various networks—Women in Digital, Women in Engineering & Maintenance and WINGS (female pilots). The number of females in senior leadership roles has increased from 16% in 2003 to 42% today. 

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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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COMPANY PROFILES ALSIM CAN YOU PRESENT ALSIM ?

Alsim has been developing and manufacturing flight simulators since 1994.

We are recognized for our know-how, based on 25 years of experience. Our hardware and software are home built, which means reliability and “peace of mind” for our customers. Our main objective relies on innovation to anticipate our client’s needs and remain at the cutting edge of technology to answer global flight training challenges.

Today, we have more than 350 devices installed and certified in over 50 countries.

AND ALSIM IN SOUTH AFRICA? In South Africa our best seller is the ALX. It provides complete training for students from initial training until jet transition as you have up to 10 flight models using only one device. This modularity, the home-built high definition visual system and our capacity of providing swift customer assistance are our main strengths.

In addition, the ALX features real Garmin avionics and supports GPS approaches (EGNOS/WAAS, LPV/PBN).

The ALX has a proven track record for cost-effectiveness and helps save numerous aircraft hours and reduce training costs. We thank our clients for their trust and look forward to counting many South African flight training centers amongst them.

Nicolas de Lassus, Sales Account Manager n.delassus@asim.com +33 (0) 47 88 87 66

BNT INTERNATIONAL Established in 2013, BNT International is a dedicated SACAA approved AMO (AMO1288) specialising as a Category B Facility in the Overhaul and Repair of Brakes and Wheels, Non Destructive testing on Aircrafts, Aircraft Weighing, Safety Equipment and Hydro Testing of both Oxygen cylinders and Fire Extinguishers We offer complete wheel and brake overhaul and repair services for ABSC, BF Goodrich, Honeywell and Parker wheel assemblies. All work is carried out according to the manufacturer’s CMM (Component Maintenance Manual).

We have a well-equipped workshop, where we execute the job promptly together with all administration documents and certification.

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FlightCom Magazine

Our NDT testing is conducted with state of the art equipment in a facility which measures up to world quality standards.

Our Inspectors have a vast technical background, broad experience levels and substantial qualification.

Our aircraft weighing services can accommodate the whole range of aircraft, from small aeroplanes and helicopters up to B737, A320, L-382 and above. We also assist our clients with cost efficiency calculations.

For more information contact BNT International on: Tel: +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za

C W PRICE C W Price and Company has been involved in aviation and meteorological instruments for over 64 years. They also import aircraft ground power units and aircraft towing and push-back equipment, the latest of which is the Hobart 4400 mobile diesel-driven 90 kVA Ground Power Unit (GPU).

Based in Midrand, CW Price are the appointed agents for airport support equipment from the dependable industry standard Hobart aircraft ground power to man portable rugged Redbox power packs for aircraft starting.

They are also agents for Eagle All Wheel Drive aircraft tow tugs for regional, corporate and military applications.

They are the supplier of Peltor aviation headsets along with general aircraft carburettor, fuel injector, magneto and some starter generator spares.

Weather stations stand alone or their new online VitalWeather system for remote or sms monitoring of small airports is a specialty of theirs.

Contact Kelvin on Tel: 011-805-4720 or Email: cwp@cwprice.co.za

FIREBLADE TERMINAL ATTRACTION Suite dreams with Fireblade’s luxe new spot at OR Tambo [BODY COPY]: Fireblade Aviation is a full-service Fixed Base Operation (FBO) located at OR Tambo International Airport.

It offers South Africa’s first globally recognised FBO facilities. The company

was developed by father and son Nicky and Jonathan Oppenheimer. The family has a history with aviation dating back to 1936.

Fireblade was designed with the intent to host a truly world-class facility for stressfree business aviation at ORT International.

The company offers a full range of business terminal and charter facilities – with all the luxuries you would expect at a premium terminal anywhere in the world.

Its state-of-the-art campus has primary passenger and crew facilities, along with two large hangars that can cater to the needs of just about any international trip-support company. It has a dedicated private apron, private fuelling facilities, hangarage and tailored services that include everything from VIP catering and luxury spa services to prayer facilities. A world-class VlP terminal is on offer, with little nuances like day rooms, al fresco kitchen offerings, an exercise room, private staterooms and boardrooms.

And if you find the idea of luxury for its own sake too distasteful, keep in mind the effect this facility can have on South Africa as a premier business and leisure destination.

GEMAIR Gemair was started in 2007 by Andries Venter, a South African Air Force trained engineer with over twelve years of aviation maintenance experience. Since relocating to Lanseria International’s south side in 2009, the company has continued to grow and now looks after the maintenance needs of a full range of privately owned, training and charter operated aircraft. These range from Non-Type Certified Aircraft through light singles and twins and on to turbo-props and light jets.

Gemair is a recognised CAA Approved Maintenance Organisation, AMO number 1003, and has a team of nine full time engineers who together have a combined total of over 50 years of aviation experience.

Backed up by the full time administrative staff, Gemair is able to perform all your aviation maintenance requirements. The company has expanded into aircraft interiors through the acquisition of Lanseria Aircraft Interiors and aircraft charter through the acquisition of Out of the Blue Air Safaris.

Contact Andries Venter: Cell: 082 905 5760 Email: Andries@gemair.co.za

ENHANCE ENHANCE YOUR YOUR TRAINING TRAINING BE BE PREPARED PREPARED TO TO MEET MEET THE PILOT SHORTAGE THE PILOT SHORTAGE

alX

ALL YOUR AIRCRAFT IN ONE SIM ALL YOUR AIRCRAFT IN ONE SIM FOR COMPLETE TRAINING FOR COMPLETE TRAINING FNPT II MCC (EASA) | AATD (FAA) FNPT II MCC (EASA) | AATD (FAA)

“The ALSIM ALX is a phenomenal flight “The ALSIM ALX is a phenomenal flight simulator and is truly a top class addition simulator and is truly a top class addition to our fleet. I have worked in the aviation to our fleet. I have worked in the aviation industry for many years now and I can industry for many years now and I can honestly say that where customer service honestly say that where customer service is concerned ALSIM stands head and is concerned ALSIM stands head and shoulders above the rest. Thank you to shoulders above the rest. Thank you to the team at ALSIM for all of your efforts the team at ALSIM for all of your efforts and your continuous support and your continuous support of Aeronav Academy.” of Aeronav Academy.”

Kristen Johnstone Kristen Johnstone

Quality Assurance Manager Quality Assurance Manager

Aeronav Academy Aeronav Academy

THANKS FOR THANKS FOR CHOOSING CHOOSING ALSIM ALSIM

CONTACT CONTACT Audrey & Nicolas at Audrey & Nicolas at contact@alsim.com contact@alsim.com

ALSIM PEACE OF MIND ALSIM PEACE OF MIND 400 CERTIFIED SIMS 400 CERTIFIED SIMS 300 CUSTOMERS 300 50CUSTOMERS COUNTRIES 50 COUNTRIES SINCE 1994 SINCE 1994

MORE AT MORE AT

ALSIM.COM ALSIM.COM

Industry Update

DAHER BUYS QUEST KODIAK

DAHER, THE FRENCH BUILDER OF TBM TURBOPROPS, HAS ANNOUNCED THAT IT WILL PURCHASE QUEST AIRCR AFT, BUILDER OF THE KODIAK 100 UTILITY TURBOPROP.

D

AHER says the acquisition strengthens two of the company’s strategic pillars by boosting its market position in the turboprop segment and growing its footprint in North America. “The Quest Aircraft Company’s acquisition represents an additional step in our development in the United States

well as a logistics and services provider.”

Originally created for Christian mission support in developing countries, the Kodiak 100 is a rugged STOL bush plane capable of operating on rough and very short runways.

The Kodiak 100 complements rather tan competes with Daher as the Kodiak is a 10-seat, non-pressurized high-wing turboprop while the TBM 910 and 940 are 6-seat pressurized turboprops. The Kodiak competes most closely with the Cessna

Kodiak 100 - now owned by Daher, was originally designed for Mission Aviation Fellowship support ops.

and an overall strengthening of our aircraft manufacturing business,” said Daher CEO Didier Kayat. “In addition to making Daher the world’s seventh largest aircraft manufacturer in business aviation, it provides us with our first industrial site in the United States, thereby reinforcing Daher’s position as a Tier-1 aerospace equipment and systems manufacturer, as

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FlightCom Magazine

Caravan and the TBM with Piper’s M600.

“Quest was built on a foundation of values that are common to our two companies, with a focus on excellence and with the commitment to a high-quality, extremely robust product,” said Daher chairman Patrick Daher. “As a powerful and manoeuvrable aircraft – used particularly for humanitarian missions to provide aid

to isolated communities – the Kodiak 100 perfectly complements our TBM product range and is fully in line with Daher’s longterm vision as a company committed to the future of aviation.”

The family-owned Daher Group plans to develop “synergies” with the two aircraft product lines by introducing technologies and functionalities for the Kodiak aircraft that have contributed to the successes achieved by the TBM, Daher said.

“The Kodiak 100 is an aviator’s aircraft, just like the members of our TBM family, and we are happy to bring together two communities of passionate pilots and operators with the acquisition of Quest,” said Nicolas Chabbert, senior vice president of the Daher Aircraft Business Unit. “We also are particularly pleased to welcome the 240 employees based in Sandpoint, Idaho, to the Daher Group.”

Flying magazine reports that the terms of the deal were not disclosed, nor were possible changes to the management structure or workforce at Quest. But both companies appeared excited for the possibilities that lie ahead.

“The know-how of Quest and Daher opens the potential for rapid growth, with the combined operation becoming a key international player,” said Robert Wells, Quest Aircraft Company’s CEO. “Our teams share the values for craftsmanship and quality, as underscored by Quest’s motto: ‘Built by hand in Sandpoint, Idaho.’”

The acquisition’s closing is expected to be completed by the end of the year, subject to approval by regulatory authorities in both countries. 

SA Flyer 2018|10

AIRCRAFT INTERIORS & EXTERIORS

CAA No AMO 620

Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport

COMPANY PROFILES LANSERIA AIRCRAFT INTERIORS Lanseria Aircraft Interiors and Exteriors is based at Lanseria International Airport, South Africa and has been part of the Gemair group since 2014. The company has over 18 years’ experience in aircraft interior cabin upholstery and furnishing and has an outstanding reputation for innovation, integrity and quality. They have been involved in many upholstery and prototyping projects for airlines and private clients around the world.

Lanseria Aircraft Interiors and Exteriors provide a broad range of items and services from cockpit doors, interior paint and coverings, and air conditioning to safety, emergency and security equipment and wiring and fibre optics.

Contact Lanseria Aircraft Interiors on: Tel: +27 (0)11 659 1962 Cell: +27 (0)76 810 9751 Email: francois@aircraftcompletions.co.za

OUT OF THE BLUE AIR SAFARIS Out of the Blue Air Safaris or OOTBAS for short was established by well-known Lanseria charter pilot Stan Nel in 1995. It has recently become part of the Gem Air group of companies.

Out of the Blue Air Safaris has been flying thousands of clients to destinations ranging from private game lodges to major international airports in the Southern African region.

Out of the Blue Air Safaris has a wide variety of aircraft, from the Cessna 206 to the King Air 200 so they are able to take passengers or freight, pressurized or unpressurized, single or twin engine. The company’s mission is, “To provide the best service to our customers with safety; our customers and ourselves, as first priority.”

Contact Scott Wakeley on: Tel: 082 293 2120 Email: charters@gemair.co.za

Over 40 years experience in agricultural aviation, we offer specialised equipment, well maintained aircraft and a professional service

SA Flyer 2018|02

Cropspraying, Fire Fighting, Pest Control, New and Used AG Aircraft Sales

AMO 149

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FlightCom Magazine

SKYSOURCE INTERNATIONAL- QUALITY IS OUR PASSION Skysource International South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of mind in a job well done.

Specialising in turbo prop aircraft Skysource International SA deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs.

With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International SA not only provides top of the line maintenance, but also offers reputable aircraft sales, and is partnered with Skysource International LLC, a USA based Sales Company that opens up the international market. In Addition we have a USA based Aircraft Maintenance Company Skysource Aviation LLC USA. Who delivers the equivalent service and professionalism According to Manny, “if we do not have an aircraft you require at the time in our fleet, we will source one for you.”

Skysource International Group is a family owned and operated business that takes great pride and puts great emphasis on instilling family values into how it conducts business.

Skysource International SA also offers; aircraft pre-purchase inspections, aircraft maintenance management, aircraft recoveries, and aircraft re-weighing.

Contact South Africa Manny Farinha: +27 72 036 3433 Telephone South Africa +27 10 900 4300 Contact USA Luke Overstreet: +1 406-698-2413 E-Mail: info@skysourcesa.com

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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

✗ ✗ ✗ ✗

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

Schutz

Ernest

Germiston

011 825 5300

schutzfm@iafrica.com

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

AME Doctors Listing

EASA registered

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.

FAA registered

SA Flyer 2019|01

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For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

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We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145

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“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

44

Industry Update G uy L eitch

TOWARDS A SINGLE AFRICAN AIRSPACE A KEY DEVELOPMENT FOR IMPROVED INTR A-AFRICAN AIR CONNECTIVIT Y IS SLOWLY MATERIALISING . THIS IS AN ESSENTIAL STEP TOWARDS THE GOAL OF TRULY INTEGR ATED AFRICAN AIRSPACE MANAGEMENT.

S

OUTH Africa’s Air Traffic and Navigation Services (ATNS) and L’Agence pour la Sécurité de la Navigation Aérienne en Afrique et à Madagascar (ASECNA), met for the first time in South Africa - to review work done by a joint Technical Committee, set up soon-after a groundbreaking Memorandum of Understanding (MoU) between the two parties was signed early last year. The ASECNA delegation was led by its Director General (DG), Mohamed Moussa. “This is an enormous milestone for African aviation. This is indeed the Africa we want” said Mohamed Moussa, ASECNA DG. This meeting paves the way for single airspace management in Africa. It took place in early June in Kempton Park, near Johannesburg’s OR Tambo International Airport.

The MoU provides for cooperation in air navigation-related services. It further formalizes the interconnectivity between ATNS SADC Very Small Aperture Terminal (VSAT) and NAFISAT networks managed by ATNS in Southern, Eastern and North Africa and ASECNA’s AFISNET (the ASECNA VSAT network in West

ASECNA DG, Mohamed Moussa and ATNS CEO (Interim) Thomas Kgokolo with delegates.

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FlightCom Magazine

Africa) networks). The MoU also makes provision for the exchange of training programs and personnel, thereby sharing much-needed expertise and experience.

“Here we are now – working hand-in-hand, towards safer African skies and an integrated airspace” said an elated ATNS CEO (Interim) Thomas Kgokolo - celebrating a momentous milestone in ATNS’s twenty-five years history. Kgokolo further stated that “as an Air Navigations Service Provider, we invest our resources wisely - in air safety, research and development to name but a few. We do that with due consideration, especially to other air navigation agencies in Africa and elsewhere. ASECNA is no exception. We are aware of the rapid technological advancements within the aviation industry.

When we do acquire and deploy such technology, our counterparts in the region are roped in to become our strategic partners.”

He explained that ATNS “follows efficient air navigation services practices as prescribed by global aviation bodies such as the International Civil Aviation Organisation (ICAO), International Air Transport Association (IATA) and the Civil Air Navigation Services Organization (CANSO)”. 

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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 info@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 Jaco Pietersen michael@wcaeromarine.co.za Nick Lloyd-Roberts +27 [0]82 672 2262 www.zscai.co.za 011 395 9000 Investment Aircraft jaco@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 Oraya Laemkaew info@jabiru.co.za Wonderboom 021 976 7053/084 440 7922 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 SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.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 Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za

Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com

stoffel@trioavi.co.za/frans@trioavi.co.za

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

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

Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

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 Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

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 Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

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

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com

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

Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

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

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

FlightCom Magazine

48

C W Price & Co

Industry Update O wen H eckrath

Aircraft Headsets For over 50 years, Peltor has led development in protection and communication for anyone who spends time in noisy environments. All headsets in the Aviation 8000 series have ambient noise compensated differential microphones. The earphones have a broad frequency range for good sound reduction in Fixed Wing Aircraft and Helicopters.

777X DELAY ON ENGINE ISSUES

Ground Power Unit You can depend on Hobart for full support of your aircraft’s power requirements AC or DC. Hobart has earned the reputation of being the “standard” in the industry, trusted for the superior power quality and excellent durability.

The Red Box RB Series These man-portable GPU’s use the latest in dry lead acid military / aviation technology which offers many valuable features. Very rugged, they can be operated, stored or transported in any orientation, even inverted. Safely transported in aircraft, land or sea, they produce massive power for comparatively low weight and small size. They hold their charge for long periods when on standby or in storage.

THE LONG -AWAITED FIRST FLIGHT OF BOEING’S 777X WILL BE DELAYED FURTHER THANKS TO PROBLEMS WITH THE AIRCR AFT’S GE9X ENGINES.

A

Eagle Tow Tug Nothing moves you like an Eagle tug. Designed and built to meet the varying demands of regional airlines, corporate flight departments and military flight ops. The Eagle TT series All-Wheel Drive aircraft tractors pack a lot of power in a small package. The advantage of All Wheel Drive provides safe controlled traction on all surface conditions.

pair of the engines were installed on the airframe and started on May 29, but during the test, “an engine gave us a signal about its health. We had an anomaly in the compressor and we halted the run,” GE’s Ted Ingling said in an interview.

The issue was with the engine’s 11-stage highpressure compressor section, but has nothing to do with overall performance. “It is not an aerodynamic issue whatsoever.” said Ingling.

The 777-9, which incorporates technology from the 787 and offers greater cabin width and seating capacity, was scheduled to start its flight test regime earlier this year. But launch customer Emirates Airlines reports that the first flight has been pushed back until at least end June. GE and Boeing agreed that the engines will be modified before attempting the first flight.

GE says the GE9X engine is the most efficient turbofan it has ever produced, with a 10 percent lower fuel burn over the GE90115B that powers the 777-300ER. The engine has the largest diameter fan section GE has ever attempted, but with only 16 4th-generation composite blades. It has an overall engine pressure ratio of 60 to 1, the highest of any engine yet produced, according to GE. 

SA Flyer 2018|01

The GE9X engine is the biggest turbine engine in the world, here being installed on the 777X for its flight test.

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

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