December 2019

FlightCm AV

IA T GU ION ID P E 2 RO 02 FIL 0 ES

African Aviation

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THE 737 THAT BECAME A HOTEL!

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WHY DID THE RUSSIANS BRING TU-160s TO SOUTH AFRICA? PETER GARRISON – HOW TO FLY FURTHER!

GARMIN’S AUTOLAND SYSTEM!

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Edition 290

CONTENTS COLUMNISTS SA FLYER

16 20 24 30 32 36 38 42 74

Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE

FLIGHTCOM

7 Hugh Pryor - Bush Pilot 11 Airlines - Mike Gough 17 Defence - Darren Olivier

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

10 4

December 2019 | www.saflyer.com

82

Edition 290

CONTENTS FEATURES SA FLYER

14 Garmin’s Emergency Autoland 48 Flight Test: Hawker 900XP 58 The Goodwood Revival 62 Island Hopping in Greece 68 Feature: Tea with Jock part 3 70 Farewell - Ian Roger Popplewell 72 Quick-Build Sling 4 TSi 76 Special Feature: Captain Scully Levin 82 Wassup: Bloodhound breaks 500 mph

FLIGHTCOM

5 15 23 25 30

6

Industry Update New Aircraft Arrivals

REGULARS 10

Opening Shot

37 M&N Acoustics Register Review 46 SV Aviation Fuel Table 56 Market Place 77 Federal Airlines Charter Directory 78 AEP AMO Listing 80 Gryphon Flight School Listing 81 AME Directory

Face to Face: Chris Zweigenthal China in African Aviation 2020 PROFILES GUIDE

December 2019 | www.saflyer.com

FLIGHTCOM

10 GIB Events 43 Aviation Directory

Wishing our students and graduates a prosperous 2020. Thank you for flying with us!

POSITION REPORT

I

sold our Piper Saratoga II TC more

Approved Maintenance Organisations – at

than a year ago and I still miss it

great expense.

almost every day. But I’m not sorry

The CAA has now requested comment

I sold it.

It

on regulations that will make training no all-round

longer permissible on NTCAs. This will be a

aeroplane: faster than most 210s

was

a

great

severe setback to much PPL training in South

and Bonnies, (send your letter to junkmail.

Africa as it is the use of NTCAs such as Slings

com) it had lots of space inside, easy

that have kept flying instruction reasonably

access for the rear passengers and was a

affordable and the profit margins worthwhile

wonderful camera ship. On one occasion I

for the flying schools. And the Slings have

even flew an air-to-air sortie with a Boeing

stood up remarkably well to the rigours of

737 – and we flew around the outside of the

flight school ops with some approaching

Boeing in a turn.

5000 hours.

I sold it because it was just to expensive

The CAA’s administration remains a

to operate – particularly for an aviation

challenge. I renewed my licence recently

publication being squeezed between cuts

and it was a major logistical exercise. I no

in print advertising and the pressure on

longer live in Jo’burg and had to arrange to

general aviation. The Saratoga’s engine

pass through the city on two days, a week

had about 300 hours to an overhaul that I

apart – to hand in my documents and then

was told would cost over R1m. This despite it having just had a top

to get them back. I also had to make a trip to the police station to

overhaul.

get my paper logbook attested, but inexplicably - not if it had been a

And here’s the problem: In South Africa we have a civil aviation

digital logbook. This is not progress compared to the previous system

regulator which insists that the manufacturer’s recommended

where the officials trusted their files – and you were able to renew

overhaul times be compulsory. It was particularly galling to have to

your licence while you wait.

throw away our C182’s perfectly good engine at just 1,500 hours.

The CAA is bureaucracy out of control. Because of the sheer

I challenge the CAA to show me any significant accidents that

difficulty of dealing with the CAA I don’t imagine I will buy another

happened before the TBO became mandatory because an engine

plane, and in a few years my licence may lapse. I see many signs of

was flown beyond its recommended TBO. The American FAA has a

pilots just quietly deciding there is no longer any fun in it and selling

far more pragmatic approach and allows Part 91 operators to fly their

their planes, hangars and headsets.

engines based on ‘condition’ reports. But our CAA cannot trust South

Thus is the CAA choking general aviation to death.

Guy Leitch

African pilots?

What to replace the Saratoga with? I considered Non-Type Certified Aircraft (NTCA). However, there is a pervasive concern that the CAA will soon end the very successful Approved Person

EDITOR & PUBLISHER

scheme and make NTCA maintenance subject to sign-out by

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 December 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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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.

AV I AT I O N AV I AT I O N

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OPENING SHOT

10 December 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

YOUTH MEETS POWER

H

ORDES of enthusiastic aviation photographers descended on Waterkloof Air Force Base for the once in a lifetime arrival of two of Russia’s most spectacular cold war nuclear strike bombers: the Tu160. Notable amongst them was Dian Townsend who is just 16 years old and was part of the Aviation Central contingent.

Dian’s passion for aviation photography started in 2016 when he received his first camera as a birthday gift. Dian spent two days waiting for the TU-160s to arrive and took this picture just after the aircraft had turned onto the taxiway. He says that “photographing these mighty aircraft was an amazing experience, it was the first time in my life that I had to dodge a wing while shooting!”

Dian used his Canon EOS 2000D at a nice and easy 1600th second at ISO 320 and overexposed by a stop.

11 www.saflyer.com | December 2019

A super sports car soul and the functionality typical for an SUV: this is Lamborghini Urus, the world’s first Super Sport Utility Vehicle. Identifiable as an authentic Lamborghini with its unmistakable DNA, Urus is groundbreaking: the extreme proportions, the pure Lamborghini design and the outstanding performance make it absolutely unique. Urus’ distinctive silhouette with a dynamic flying coupé line shows its super sports origins, while its outstanding proportions convey strength, solidity and safety.

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GADGET REVIEW

A LIFESAVING GADGET

Garmin’s Emergency AUTOLAND

It had to happen. General aviation autopilots have been advancing at such a pace that it is now possible to install a switch on light aircraft that will take over from the pilot, fly to the nearest suitable airport and land on it.

REPORT: GUY LEITCH

Just press the button and the plane will take over and land itself.

T

must be great comfort to all those non-pilots who wondered what would happen if their pilot had a heart attack – or became disoriented in cloud and threw his hands up in despair.

Garmin’s Emergency Autoland system is described as the third layer of autonomous automation in the ‘Autonomi suite’ that’s built into the G3000 integrated flight deck. In an emergency the pilot and passengers can engage Autoland with a single button push (or the system will activate itself if it senses the pilot has checked out). The system idedntifies the nearest suitable airport, flies a precision GPS approach and lands on that runway all the while considering weather, terrain, obstacles and aircraft performance capabilities.

Once activated, other factors taken into consideration when identifying the most suitable field (with a hard surface and a GPS approach with vertical guidance) include runway length and the amount of fuel onboard, plus it communicates the emergency on the appropriate ATC or Unicom facility. The system is only HIS

14 December 2019 | www.saflyer.com

intended for use during an emergency— pilot incapacitation, as one example—and it can be disconnected at any time with the autopilot disengage switch.

Passengers don’t have to first work out how to use the G3000 flight displays.

Autoland provides simple on-screen visual cues and verbally communicates the intentions even advising how to talk on the

radio should they want to, and how to operate the cabin door once the plane has landed and stopped its engine. The automation— which includes autothrottle—automatically controls, the flaps, the landing gear and has automatic braking and even the cabin pressurization system, if there is one.

If the aircraft needs additional time to properly commence the instrument approach to landing, Autoland automatically climbs and it can fly a standard holding pattern, while the autothrottle manages speed and altitude. Once on the runway, automatic braking is applied and the system tracks the runway centreline while bringing the aircraft to a stop.

Garmin says the Autoland will soon be available as part of the G3000 flight deck on the Piper M600 SLS and also on the Cirrus Vision Jet models for 2020. At press time, both are pending final FAA certification, and the system will be blanketed under the specific aircraft’s type certification. They have not yet said how much it will cost – and whether it will replace the parachute on the Visionjet.

j

The system starts with the Garmin G3000 and all autoland actions are described on this display.

ATTITUDE FOR ALTITUDE GUY LEITCH

HOEDSPRUIT’S

‘AEROTEL’

For anyone who loves aeroplanes it is always sad when a once high-flying airliner is reduced to a dirty old wreck being slowly raided for parts in the ‘rust in peace’ wastelands of an airport.

W

the

ITH

revolutionary leaps jet

ZS-BIL becomes the unique Aerotel facing the Drakensberg mountains.

in engine

efficiency it is not

unusual

for a jet airliner to become obsolete within just twenty years – and in the case of SAA’s Airbus A340s – even less.

One such airliner that fell victim to the

contacts in the industry to find the right plane

undercarriage legs, which are 6.2m apart.

and as if providence had been waiting for him

The fuselage and the wings and tail were

to be ready, he received a call from Johan

then loaded onto two huge telescopic trailers

Dormehl at aircraft scrappers RAMMSA.

and transported over six days to Hoedspruit.

He had been asked to scrap a Boeing 737

The rules imposed on this convoy were

after its owner Gryphon Airways had finally

daunting. It had to be escorted by provincial

the main road to the thriving tourist town of

decided it was too expensive to do the

traffic police and at every provincial border

Hoedspruit.

fuselage top skin lap joint repairs required

they had to wait for a new escort from the

by a Boeing Airworthiness Directive. This

next province’s traffic cops. They were only

beautiful

originated after the Aloha Airlines accident

permitted to travel on secondary roads

Zandspruit Bush and Aero Estate, which

when a five metre section of the fuselage

and not at night or in rain. They had to

has a 1000m brick runway along which

peeled open in flight. Martin was ecstatic,

travel through provincial boundaries from

fortunate property owners can build houses

and after a brief haggle over its price, the

Gauteng, east into Mpumalanga, then north

with hangars. Martin even hosted a number

whole airliner – excluding the engines

past Groblersdal into Limpopo, to Polokwane

of successful airshows until the CAA’s

and APU – was his for just R400,000. But

and then south east through Tzaneen to

restrictive new rules made it impossible.

that was just the start of a project with its

Hoedspruit. At the entry to Mpumalanga the

accountants’ demand for efficiency is a Boeing 737-200, ZS-BIL. But instead of being cut up and shredded to aluminium for Coke cans, this Boeing was saved by an aviation enthusiast who is spending millions turning it into a hotel – in pride of place on

Hoedspruit property developer Martin den

Dunnen

developed

the

Martin has now turned his entrepreneurial

logistical task of turning it into a hotel in

whole convoy had to just camp on the side of

abilities to an extraordinary new project: one

remote Hoedspruit in the Limpopo Province.

the road for three days, waiting for the traffic

of which he’s been dreaming for years and

The first job was transporting it to

police escort to arrive.

Hoedspruit. For this Martin enlisted the

Once the convoy arrived in Hoedspruit

It has taken much passion, commitment

knowledge of Riaan van Niekerk, who

an 80 ton crane had to be hired and, at great

and money, attributes currently in short

has made a business crafting bespoke

cost, moved the 160 km from Nelspruit to

supply in the currently depressed South

furniture out of components of scrapped

unload the airframe components (even

African economy. Martin quietly nurtured

airliners. The first job was to cut the airliner

though the heaviest weighed just 14 tons).

his vision and now that the Zandspruit Aero

up into transportable bits. Fortunately the

Then the massive task of firstly; putting

Estate is almost complete he refocussed his

maximum 6.4 m width allowed for items

it back together and secondly; turning it into

energies on the first task – finding a suitable

to be transported by road meant that the

a six room hotel, had to be undertaken. It

airliner. For years he had been waiting for his

wings could be cut off just outside of the

was initially thought to use the cockpit and

that is building a hotel from an old airliner.

16 December 2019 | www.saflyer.com

COLUMNS

Australia as VH-CZR in October 1981.

ZS-BIL in its last flying role as an airliner in Gabon.

It served with Ansett until sold to American West Airlines as N183AW in February 1987 and continued to fly with American West until they were taken over by US Airways in early 2005. The aircraft was then sold to Aerovista in the UAE as A6-AVA in February 2005. Aerovista is an aircraft leasing agency and in January 2006 they leased it to Kam Air as A6-AVA . Kam Air are based in Kabul Afghanistan and the aircraft

Guillaume Stal

was re-registered as YA-GAB in April 2007.

It returned to Aerovista in January 2009 and was then leased to Starline Kazakhstan as UP-B3702 based in Aktobe. Starline was one of the Kazakhstan airlines banned from forward fuselage section as the ‘presidential

preserved with all the key instruments as

flying in Europe by the EU due to safety

suite’ (or perhaps as the cockpit for a

well as the aircraft’s systems and structures.

concerns. Apocryphally, these concerns

novel honeymoon suite) but it turned out to

It is an eye-opening experience for any

stemmed from comedian Sasha Baron

be too cramped and it was decided that it

aircraft enthusiast to stand in the open wheel

Cohen of Ali-G fame who arrived in Lisbon

was better to share the novelty of a classic

wells and see how complex the systems of

to host the 2006 MTV awards in a rickety

Boeing cockpit with all the hotel’s guests.

even and old Boeing 737-200 are.

Kazak aircraft flown by a vodka-clutching

The key to the project’s success was

The labour of love for this novel and

one-eyed pilot. Kazakhstan didn›t see

working out how to fit even six rooms into

unique air hotel continues and Martin hopes

the funny side and threatened to sue the

the limited space inside the fuselage and

to have it open by the end of March 2020.

comedian for the stunt.

then making sure that all the services,

Is it a folly in the grand tradition of English

The aircraft was then returned to the

in particular air conditioning, could be

Estates having some over-the top structure

lessor and was sold to Gryphon Airways

installed. Hoedspruit can get really hot –

located in the grounds? No, Martin is too

as ZS-BIL and delivered to South Africa

and it had been decided not to make the

smart for that. A hard to achieve target of

on 18 January 2011. It was then leased to

fuselage windows openable, but for the sake

cost effectiveness for the development of

Allegiance Airways of Gabon, who operated

of authenticity (and perhaps the structural

a lodge is to keep the cost per room below

it out of Libreville for a period of five years

integrity of the fuselage shell) to leave the

R1 million. His six-room lodge will end up

before returning it to Gryphon for heavy

windows fixed, as built by Boeing to withstand

costing a bit less than that – but not much!

maintenance in October 2016.

THE HISTORY OF BOEING 737-277; ZS-BIL

for quite a few years until being rescued from

BY RAY WATTS

Considering the places it has been, Martin

T

is hopeful that he will be able to obtain the

the pressurisation loads, and to use the built in drop-down shades as curtains.

The space occupied by the auxiliary power unit (APU) in the tail was used to house a centralised air conditioning unit to feed cool fresh air to all the rooms. The underfloor baggage holds were used for the piping for services such as water, sewerage and electrical conduits as well as air conditioning trunking.

Martin’s ambitious plans make the Boeing just a part of a larger construction project that required building a huge wooden deck around the airliner, a swimming pool and a sheltered area for dining. The whole structure will then have a large Bedouin tent spanned over it. A nice touch is that the early Boeing 737s carried their own stairs in the fuselage beneath the front left door and Martin has repurposed these as the staircase to the deck.

One of the more amazing aspects of the Aerotel is that the cockpit has been largely

It stood around the airport behind Denel the breakers yard by Martin den Dunnen.

HIS aircraft started life in mid-

logbooks and display them in the cockpit for

1981

the hotel guests.

at

the

Boeing

factory

at Renton Seattle, and was delivered to Ansett Airlines in

The 737's built-in stairs have been re-purposed.

j

guy@saflyermag.co.za

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LEADING EDGE PETER GARRISON

Making Range It ought not to be true, but it is: In every life there comes a moment when you wish you had a little more fuel.

P

Perhaps suprisingly - the best range will not be where the lift-drag curve is at its lowest.

ERHAPS

the

headwind

was stronger than forecast; the gauges dropped below a quarter sooner than you hoped they would; the descent

and climb for an en route stop to drop off a passenger used up more fuel than you expected; you took a detour around weather; or your planning was careless in the first place. Whatever the reason, you find yourself in that awkward spot: a certain distance from your destination, with a certain amount of fuel, and with a nagging worry about where those needles will be pointing when you arrive.

The cautious thing to do is to land at the next opportunity and get more fuel. But that is not always possible or convenient. There

by four factors: propeller efficiency, fuel

haven’t already done so – where the wind

may be no intermediate place with suitable

consumption, speed and wind.

component is least. And if you are desperate

weather; you may have told someone to

The role of wind is obvious. Any

meet you at a certain time. And there is

headwind and even a side wind, increases

always the reluctance to lose time, and to

the time to fly. The chart of wind components

A headwind component works against

give up altitude and then to have to claw it

is familiar to pilots from ground school days,

you in two ways. First and more clearly, it

back – a reluctance so strong that many a

but in this era of GPS no chart is needed;

increases the time needed to go a certain

pilot has run out of fuel rather than overcome

the wind component is obvious from the

distance. Less obviously, it complicates the

it.

groundspeed.

choice of a speed to fly.

for a place to land, you should look for one in the downwind direction.

Nothing can be done about extreme,

Your flight time will be lengthened in

Speed is a pilot’s most powerful tool for

genetic pig-headedness. But let us stipulate

roughly the same proportion as the headwind

increasing range. The amount of speed you

that there are situations in which a pilot of

component stands to your airspeed. If

get in exchange for a given fuel flow – in

normal maturity, competence and regard for

you cruise at 150 knots and the headwind

other words, your miles-per-gallon – varies

safety might feel concerned, even conflicted,

component is 15 knots, your flight time will

across the speed range. It is worst at very

about the remaining fuel, but in which a

be increased by about one part in 10; it will

high and very low speeds, owing at the

decision to continue might depend on

take you 66 minutes – actually, 66 minutes

high-speed end to parasite drag and at the

rational analysis rather than, say, how lucky

and 40 seconds – to go as far as you would

low-speed end to lift-related induced drag.

she or he was feeling that day. These are the

normally go in an hour. That is not likely to

Parasite drag increases with speed, and

situations in which it is not irresponsible to

be a problem. But a component of 30 or 40

induced drag increases with slowness; they

“stretch” range.

knots might be. To maximise your range

are equal at the speed for minimum drag.

How far an aeroplane can go on a given

you want as little headwind as possible,

This is the speed at which the least power

amount of fuel is principally determined

and so you should pick an altitude – if you

is needed to stay aloft, and therefore it is the

20 December 2019 | www.saflyer.com

COLUMNS

speed for greatest endurance. It is typically

rule of thumb is that the best-range speed

You cannot double your range or even

about a third greater than the clean stalling

– not that you would be likely to fly that

increase it by half; just to improve by a

speed.

slow – should be increased by a quarter

third will require a huge sacrifice in speed.

You might guess that the minimum-

of the headwind component. Something

If you’re down to the last hour of a trip and

drag speed ought naturally to be the

analogous would apply to whatever reduced

you’re doing 180 knots at 75% power, even

best range speed as well, but it isn’t. The

speed you choose in order to conserve fuel.

the most drastic slowing will gain you only

reason is that as you increase power from

In any case, a strong headwind is going to

60 extra miles.

the minimum required to stay aloft, speed

take a painful bite out of a reduced cruising

at first increases more rapidly than fuel

speed.

flow does. Just how much higher the best-

is

increase range is leaning the mixture. How

range speed is than the minimum-power

quite flat at the bottom, the difference in

effective leaning can be depends on how the

speed depends on airframe, engine and

range between the theoretical best-range

pilot normally does it; if you normally cruise

propeller characteristics, but it’s going to

speed and a speed 10 or 20 knots above

as lean as possible, there’s nothing left to

be somewhere around 40 or 50% above the

it is comparatively small. In fact, even the

gain.

clean stalling speed. Like most aerodynamic

difference between the mileage you get

There is, and has always been, a

curves, the speed-power curve is pretty flat

at best-range speed and what you get at

great deal of mythology about mixture.

at the bottom and so you might as well err

maximum cruising speed is less than you

Many pilots believe that they can harm an

on the high side and call it 50%, especially

might hope. The gain in miles per gallon

engine by leaning past peak EGT and they

because “half again” is easier to calculate in

between 75% power and best-range speed

consequently run on the rich side, blowing

your head than “four-tenths more.”

is typically around one-third; it’s something

some unburned fuel out the exhaust pipe.

like the difference between city and highway

It is generally untrue that lean operation

fuel economy in a car.

is harmful and it is particularly untrue at

An aeroplane with a 54-knot clean stalling speed would have a best-range

Since

Besides wind and speed, another means the pilot of a non-turbine aeroplane has to

the

speed-power

curve

speed – this is an indicated, not a true speed

The greatest gains will be seen by pilots

the kinds of reduced power settings you

– of 54+27, or 81 knots; one with an 80-knot

who habitually cruise at 75 or 80% of power.

would use to extend your range. A pilot who

stalling speed, 120 knots. Most single-

Reducing power from 75% to 55% might

habitually leans to 50 degrees F on the rich

engine planes have clean stalling speeds

yield a 20% improvement in miles per gallon

side of peak can save a gallon or two an

below 70 knots, and so the best-range

for only a 10% loss in speed. On the other

hour, for the loss of a few knots, by leaning

speed of the faster ones would be around

hand, the difference between cruising at a

to 50 degrees on the lean side. Contrary

100-105 knots.

most-efficient 110 KIAS and at a throttled-

to widespread belief, the cylinders will run cooler, not hotter.

When reducing power on aeroplanes

While it may not always be feasible, the cautious thing to do is to land at the next opportunity and get more fuel.

with

constant-speed

propellers,

reduce

RPM as much as possible; at reduced power there is no danger in going “over-square” – that is setting the manifold pressure higher than the first two digits of the rpm. Reducing rpm both improves propeller efficiency and reduces friction losses in the engine; but these gains are comparatively slight.

A well-planned flight should not require stretching range. But in the context of modern general aviation operations, legal fuel reserve requirements – 30 minutes at cruise power VFR, 45 IFR – are minimal. At the same time most aeroplanes are designed in such a way that payload and range must be traded off against one another, creating on occasion a powerful temptation either to overload the aeroplane or to skimp on fuel.

This is an indicated airspeed, and it is intolerably slow. That is why the choice of a

back 130 KIAS, in an aeroplane capable of 150 KIAS, will be just a few percent.

While it is generally advisable to be mindful of weight limitations, the potential

speed to fly is complicated by a headwind: A

The important number to remember is

consequences of being a little too heavy at

low cruising speed is more strongly affected

one-third. Take that as the absolute outside

the start of a flight are not nearly so grave as

by wind and for a longer time. A common

limit of what you can gain by slowing down.

those of being too light at the end.

j

21 www.saflyer.com | December 2019

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1971 Beechcraft Baron E55

PLAIN TALK JIM DAVIS

TWINS

Double Safety or Double Trouble?

Are you ready to upgrade

to a twin? In the first of this

Twins are complicated and call for professionalism - otherwise they eat you.

two-part series, Jim takes you through some of the

drawcards and drawbacks

of having two engines. And in our next issue he will put you in the cockpit for some dual on how to manage a multi-engine aircraft.

I

have crashed two aeroplanes. The first was my Tiger Moth which I scattered along Runway 11 at Wonderboom because I failed to brief my passenger

intelligently. And the second was an Aztec which I scattered along 08 at Port Elizabeth because I failed to read the POH at all.

•

A

go-around

under

those

We called our betters ‘Sir’ in those days

circumstances is a terminally bad

and we respected their opinions. This was a

idea. This is known as the sheep

good thing because, a couple of years later

rule.

Mr Radley’s sheep rule saved my life, and

Let me explain the sheep rule: A couple

the lives of four fat Germans.

The Aztec came close to killing five of us.

of years earlier, I was doing a renewal in a

He explained that doing a go-around

We were on an asymmetric final approach,

Twin Comanche, with the famous ex-RAF

in an asymmetric light twin is sometimes

with the gear dangling but not locked, when

test pilot, Barry Radley, who was with the

possible – but never advisable. If you

the tower gave us some really poor advice –

DCA (now SA-CAA) at the time. He posed

continue with the landing you may damage

they suggested we do a go-around.

the following question – which I got wrong.

the aircraft, but if you try to keep it flying you

I suspect this was based on ATC’s

“You are on final approach in an asymmetric

are likely to invert yourself into the ground.

aversion to filling in accident report forms – in

light twin, configured for landing, when a

So, the rule is simple: kill sheep – not

triplicate – using carbon-paper (yesteryear’s

bunch of sheep drift onto the runway. What

people. (Sorry bunny-huggers, I actually

Alt/Command C) rather than on any traffic

are you going to do?”

know many sheep who are nicer than

requirements, or aerodynamic insights may have had.

I told him that, depending on the load

people.)

and the density altitude and the aircraft’s

Now back to the Aztec, ZS-CNN. It was

So, almost accidentally, excuse the pun,

published single-engine service ceiling, and

a sad aeroplane who, because it never flew

this brings us to the first two rules of twin

so on, I would take full power retract the gear

long between mishaps, became known as

flying:

and flaps and do a go around.

Charlie Never Never.

•

Never let ATC tell you how to fly the

He viewed me from beneath his shaggy

The engine failure was not my fault, but

aeroplane. This is known as the

eyebrows with uncensored disgust, “No

everything else was. I could have fixed the

never let ATC tell you how to fly the

Davis, the correct answer is, ‘Sir, I would

dangling, but not locked, undercarriage if I

aeroplane rule.

start killing sheep.’”

had taken the trouble to understand the two

24 December 2019 | www.saflyer.com

emergency extension systems – but I didn’t.

As we touched down on the grass the main wheels locked into position and the nosewheel folded back. The nose dug in and most of the Germans shot forward and tried to squash me against the windscreen.

One tumbled out of the baggage door and hopped around on one foot complaining.

To add to the chaos Ian Ritchie, the maintenance guy, pitched up at the same time as the fire brigade. Their agendas could not have been more different – the brigade was keen to douse any chance of a fire, but Ian, who was faced with the prospect of rebuilding the aircraft, would have preferred a jolly conflagration. So, while the firemen were unrolling hoses, Ian was waving his arms at them and shouting, “Far cough, far cough – let the bastard burn!”

I am trying to point out that this fairly harmless

and

even

remotely

amusing

incident, was a wonderful alternate to crashing, upside-down, into the military base, while trying to achieve the impossible in the form of a go-around.

The bottom line is that twins come with extra safety, but it’s only available to pilots who behave like professionals.

Undisciplined pilots should stick to singles.

This is not my opinion – the stats say that you are approximately twice as likely to die if an engine fails on a twin.

This is what happens when you lose the left engine.

Most of the Germans shot forward and tried to squash me against the windscreen Let me say that again – if you are in a light aircraft that has an engine failure, you have a much better chance if you are in a single faced with a forced landing, than if you are in a twin that’s capable of making it to a safe landing place.

So, you may well ask, if the twin could make it to a safe landing place, why would it

Up to 5 degrees of bank into the live engine gives you the best performance.

25 www.saflyer.com | December 2019

PLAIN TALK

kill people? The answer is simple – although

within a millithing of making a fireball in the

the aircraft may be up to the job, many twin

desert.

pilots are not.

aircraft grows fangs. Here’s what happens.

Say the left motor fails, the aircraft

There were two problems: first, I had

tries to turn left. This means you must use

Think about this – how many twin

skipped what I thought was an insignificant

right rudder to keep straight. But there’s

accidents have you read about where the

checklist item – throttle friction. The right

a problem – the rudder is only effective if

aircraft crashes under control with the

pitch lever crept back almost into the feather

there is enough airspeed. So, if you let the

wings level? It seldom happens. When a

detent. Second, if I had been current, I would

airspeed decay, perhaps because you are

twin crashes after an engine failure, it’s

have aborted at the first sign of a directional

trying to clear obstacles, you will have to use

because the pilot has lost control and gone

problem.

more and more right rudder as it slows down.

in inverted.

That’s another golden rule for flying

Eventually you will have full right rudder

Flying a twin is like instrument flying –

twins. The slightest sign of directional

and it will start turning left. The speed at

you need to be well trained and current to do

problems during takeoff means ABORT

which this happens is called Vmc (Velocity

it safely. When I say current, I mean current

IMMEDIATELY. It does not mean, ‘I wonder

minimum control) – more of this shortly.

on engine-out ops. I have noticed that twin

if that’s a gust of crosswind.’ Neither does it

As it starts turning, the left wing, on the

fatalities around the world have mainly been

mean, ‘I will just wait and see what happens.’

inside of the turn, moves slower, gets less lift and the aircraft rolls left. You counteract

Asymmetric blade effect moves the thrust lines to the right at higher angles of attack (clockwise props).

this by moving the stick to the right and this causes more trouble. The left aileron digs down into the airflow dragging the wing back and pulling you deeper into the turn.

Now you are running out of airspeed while rolling and yawing left. You have full right aileron and rudder. If you don’t throttle back the good engine immediately you will roll on to your back and spin. This happens in a heartbeat.

Here’s another golden rule: When the chips are down; throttle back and descend rather than lose control at Vmc. Part 23 regs, under which most aircraft up to 12000lbs are certified, tell us what safety we can expect from a twin. They are in two weight categories – above and below 6000lbs. And two groups those with a landing-configuration stall-speeds above and below 61kts.

Only twins with a gross of over 6000lbs or a stall speed of more than 61kts have to demonstrate any ability to climb on one engine. And that requirement is almost pitiful – at a density altitude of 5000ft (with the aircraft clean and the dead engine

with experienced twin pilots at the controls.

It must be part of your self-briefing before

feathered) their rate of climb comes from a

They were simply not current on engine

you open the throttles. ‘If it doesn’t run

formula based on stall speed. For example,

failure procedures.

straight as an arrow, I am going to snap

a Rockwell 500S (Shrike) which is over

these back so damn quickly you will think we

6000lbs and has a stall speed of 63kts, must

have hit a wall.’

be able to climb a no-wind gradient that

If you don’t have your finger out during an EFATO in a twin you will almost certainly die within seconds. With a C172 you are

I’m not trying to warn you off multis. I’m

faced with a landing in uncertain terrain at

saying that as with instrument flying, you

48kts – a very different story.

are entering an advanced sector of aviation.

The Cessna 310, which is less than

And only you know whether you have the

6000lbs but stalls at 64kts, needs to climb

maturity and discipline to do it safely.

at 110ft/min. When the aircraft is brand-new

When I was young and going through that cocky 500-hour stage where I knew that rulebooks and checklists were for pansies, I took off from Kimberley in a Twin Comanche

I didn’t but I was lucky to live through that era of foolishness.

translates to 107ft/min. The Shrike actually achieves 129ft/min.

and flown by a factory test-pilot it beats this by a miserable 9ft/min.

and lost directional control. I foolishly

Most of the time a twin will handle much

The Aztec which is less than 6000 lbs

dragged it into the air sideways and came

like a heavy single, but if one motor quits the

and stalls below 61kts, doesn’t need to

26 December 2019 | www.saflyer.com

COLUMNS

climb at all under these conditions. Actually, it manages a positive 50ft/min. But is one of a whole bunch of light twins that are not required to demonstrate any single engine climb at all. In fact, they are all allowed to go downhill if an engine stops under those conditions.

More thought provoking is the fact that no Part 23 twin is expected to do a singleengine climb in the take-off configuration unless it is certified to carry ten pax or more.

The bottom line is that when you lose half your power you scupper between 90 and 110% of your climb performance. It’s like carrying your dead mate across the desert compared to walking with him.

So that’s the bad news. If you still want to fly a twin you need to understand some technical stuff – particularly Vmc. Remember it’s the slowest speed at which you can keep straight on one engine.

When you have full rudder and it starts turning, the quickest way regain control is to reduce power on the good engine – this decreases the turning force and lowers your Vmc. But it also means the houses start getting bigger.

Vmc is not a fixed speed – it depends on a whole bunch of things, the most obvious of which is the amount of power on the good engine.

Here are the main things that alter Vmc. Remember that a lower Vmc is better – it means the aircraft remains controllable at lower speeds.

Undercarriage position. If the gear moves back as it retracts (which often happens) it takes the C of G with it and increases Vmc. This can be bad news if you lose an engine just after lift-off – pulling the gear up may put you below Vmc.

ABOVE: That's where the ball should be after you lose the right engine - It means that you have a slight bank to the right and you are NOT sideslipping.

BELOW: When you lose an engine its best to think before you act.

Load. Increasing the load increases Vmc due to asymmetric blade effect. Here’s how it works. At cruise speed the fuselage is level and the props are square on to the airflow. So, at both sides of the prop disk, the blades meet the air at the same angle of attack. This gives equal thrust all around the disc.

If you load the aircraft it flies at a larger angle of attack in a nose up attitude, so the prop disks lean back. This means that with a

FACTORS AFFECTING Vmc Density

altitude.

With

normally

aspirated twins Vmc decreases with altitude.

This is because you get less power the higher you go so there’s less turning force.

But think of this: if you fly a turbocharged model for better high-altitude performance, you also have the disadvantage of a higher Vmc. C of G. If the C of G moves aft Vmc increases; which is bad. This is because it shortens the rudder’s moment arm. So, for extra safety seat heavy pax forward.

Flap setting. Using flaps increases Vmc. The reason is that the flaps move the centre of pressure aft, which again gives the rudder a shorter turning moment. So retracting flap not only reduces Vmc. It also gives less drag – increasing your airspeed. Generally, a flapless takeoff is safer on a twin.

27 www.saflyer.com | December 2019

PLAIN TALK

normal clockwise prop (viewed from behind)

massive 10 to 15kts. To show you how bank

– so you have less drag and more rudder

the right hand, down-going blade has a

helps, I am going to tell you something you

control. And now that there is no sideslip the

larger angle of attack than the left hand,

won’t want to believe. Hold on to your hats.

ball moves out to the right. But a glider yaw

up-moving blade. This causes more thrust

Flying on one engine is like pushing an

on the right of the disk. This in turn tries to

aircraft, wheels up across an ice lake. You

string would be happily straight, telling you

turn the aircraft left. This is partly why most

ask your young sister to help you move it.

In a nutshell, this 5 degree bank into the

singles pull left at high angles of attack while

You both put on spikes. You pull forwards on

live engine is critically important. When you

climbing.

that the aircraft is going where it’s pointing.

the right-hand prop and the aircraft swings

are flying on a knife-edge you need all the

The diagram shows a twin flying at a

round to the left. So, to keep it straight, you

help you can get. Take it very seriously. If

large angle of attack. The thrust line from

get your sister to push sideways, against

you don’t use it the aircraft will not perform

each engine has moved to the right, which

the right-hand side of the tail. Now the

according to the POH.

turns the aircraft left.

aircraft slides smoothly across the ice in the

If the left engine fails, you are going

direction shown in the diagram.

The diagram shows what happens.

Say your aircraft weighs 5000lbs, then it

to struggle because the thrust from the

While this is going on, what do you

needs 5000lbs of lift to keep it in level flight.

surviving right motor is far from the fuselage

think the ball does? I’ll tell you – it stays

Let’s bank 5 degrees to the right and split

- causing a strong turning moment. However,

bang in the middle. There is no bank and

the lift vector into vertical and horizontal components. We lose only 19lbs of vertical lift but gain a massive 436lbs of horizontal

A yaw-string shows whether you are going where you are pointing - string to the right means you need left rudder to avoid sideslipping and causing extra drag.

help. More than 5 degrees of bank is counterproductive. For most light aircraft 3.5 degrees is about right.

WHAT IS Vmc? It’s simply the worst-case scenario and it’s marked on your ASI with a red line. Vmc was determined by the factory test pilot when the aircraft was originally certified under Part 23. It assumes the critical engine fails under the following conditions: Power is at take-off setting on the good engine (normally full power).

•

You are at gross weight.

•

The flaps are set for take-off.

•

The undercarriage is up.

•

The C of G is on the aft limit.

•

The critical engine prop is windmilling.

•

You are using not more than 5 degrees bank towards the good

if the right engine quits you are flying on the

no acceleration to move it out of centre. It’s

left one with its close-in thrust line, giving a

exactly the same after an engine failure. If

Vmc says that if everything is against

smaller turning moment. So, with clockwise

you keep the wings level the live motor pulls

you, this is the highest speed at which you

props the left motor is known as the critical

forward, the rudder pushes to the side and

will lose directional control. So, if you have

engine. Meaning that your situation is most

the aircraft sideslips. But the ball stays in the

feathered or have less than sea-level power

critical if it fails.

middle!

and so on, Vmc will be less than red line.

Many twins now have counter-rotating

You read that correctly – you sideslip but

props, the right hand one turning anti-clock,

the ball is in the middle. A glider type yaw-

to eliminate the critical engine problem.

string would naturally indicate the sideslip.

engine.

Golden rule: To fly in tiger country below red line you had better understand tigers.

So that’s the basic theory of twin flying. If

Feathering the dead engine. A wind-

Of course, this sideslip is bad news on

you think this is for you, then next month we

milling prop causes tremendous drag and

two counts. It causes massive drag, and

will look at practical twin flying. You sit in the

demands a lot of rudder which increases

the weathercock tendency increases the

left-hand seat and I will try to explain how to

Vmc. Feathering the prop turns the blades

aircraft’s desire to turn left. Fortunately, you

do it safely.

edge-on to the airflow and cuts the drag to

can cure both problems in one go – you simply

almost nothing.

bank slightly to the right. This produces a

Angle of bank. Up to 5 degrees of bank

sideways force which counteracts both the

towards the live engine reduces Vmc by a

sideslip and the weather-cocking tendency

28 December 2019 | www.saflyer.com

j

HELI OPS GEORGE TONKING

Looking Outside This month I’m taking a slightly different tack to my normal – away from the adrenaline of playing cops and robbers – to show a different side of flying: The beautiful side.

W

HENEVER I have the opportunity to take someone on their first helicopter flight, I start by explaining a little about the machine and what to expect. I cover important safety aspects as well as some practicalities, which

usually make the greenhorn feel a bit more comfortable. And then, to help get the new flyer focused on the flight and not on misconceived risks, I finish my pre-flight briefing by describing one of the most meaningful facets of flying in a helicopter: the unrivalled view.

The view from a helicopter is without a doubt, on another level compared to that from a fixed-wing aircraft. The helicopter allows a much wider visual field from a fairly comfortable and stable platform.

After even a few minutes of flight, the window struts seem to disappear and it feels as if you are on a magic carpet, being whisked through the air like royalty. Not to mention the fact that you don’t need a runway, can do tighter circles when you see something to explore and you can hover. Hovering is heavenly when one sees something to explore below.

Recently one of my regular passengers went on a flight in a Cessna 172.

“Ah, this would have been much better in a helicopter,” he apparently said multiple times, somewhat callously. Eventually, wisely, he stopped mentioning the benefits of helicopters for fear of being tossed out mid-flight by the annoyed Cessna pilot.

The friendly seal that seems to wave at passing helicopters.

But everything isn’t about the passenger either. Working in the security environment, I am often afforded the opportunity to enjoy some ‘honey in the midst of the battle’, all for myself. Of course, having a passenger along for the ride is a bonus – allowing me to share some of the amazing things I see from the air or on the ground.

My flights take me through rural sparse areas and also cities bustling with action. Often, I set a course which I fly for hours on end.

But even on those days, there is always something to see and enjoy, as long as you keep your eyes open.

Situated in the middle of somewhere deep in the North West of our country, Mafikeng, or “Mahikeng” as it’s also known, is one of South Africa’s boneyards - a spacious parking lot where large airliners and freighter aircraft go to die. I had dropped off my passengers, and had time to kill; time which was not going to be satisfied in the devoidof-life former air force base and once-international airport terminal.

I have a keen interest in aviation (well, pretty much anything that

Bored, I ended up strolling back out to the aircraft on the airside of

can fly), so I tend to stop and look at flying stuff whenever possible.

the airport. Having gone through the rigorous security checks for my

On one particular afternoon, I found myself flying clients to Mafikeng

insignificant general flight, I figured I might as well make the most

airport.

of them and I really didn’t want to leave the airport to go through

30 December 2019 | www.saflyer.com

COLUMNS

the whole security rigmarole again. Instead

as it was designed by Ted Smith who was

on a patrol flight a few months ago was weird

I would roam around the apron to see what I

also the designer of the equally speedy

to say the least.

could discover.

Aerostar and Rockwell Commander aircraft.

While flying close to Hartbeespoort

The first aircraft to catch my eye were

It’s great to see some kind of preservation

Dam, I noticed a large pond in what

a couple of sad looking Boeing 727s parked

effort outside of military museums and

appeared to be a zoo. As I looked closer, I

on a disused taxiway not far from my landing

finding such relics from the air is most

saw movement; something disturbing the

position. It’s always interesting to Google an

rewarding to an aviation geek like myself!

crystal water’s surface. I circled around, and

aircraft’s history. In this case, I discovered that these two dead-tired specimens had

The rare On Mark Marksman early business plane converted from a Douglas A-26 Invader.

served as illegal-alien repatriation ships in the USA, taking many thousands of border jumpers back to Central and South American countries. Yes, you read that correctly – South American. How they had ended up in South Africa’s North West Province, left to stand guard over a disused and dusty apron, is anyone’s guess. They weren’t even afforded the dignity of engine covers. I was offended on their behalf!

They did, however, seem to have been left close enough to airworthy that a good technician could plug in ground power and start them up in minutes. In my amateur opinion, anyway. Sadly, the remains of a wing-box section, standing in the veld close to the other two, was all that was left of a third 727. Clearly two’s company and three’s

Then, even more recently, I had the

a little lower. Was it a crocodile? Maybe a

a crowd, even when it comes to boneyard

amazing opportunity to see a pair of the

dull catfish? What called this pool of water

relics.

world’s most feared aircraft – Russian

home? I had to find out. And then I saw it – a

On another occasion, while flying to the

Tupolev TU-160 supersonic bombers. While

Cape fur seal, which had taken an interest

north of Pretoria, I spotted a very strange-

flying a night sortie in an Airbus “Squirrel”

in the strange craft flying overhead. I swear

looking aircraft parked in a yard, flanked by

around O R Tambo, we were fortunate to

it waved at me. Subsequently, whenever I

train carriages and a few other aircraft. The

catch a glimpse of the two as they were

fly in the area, I make a detour to the same

large radial twin had been propped up on its

being fuelled and readied for their return

pool, to check on my furry friend. I bank and

undercarriage, and looked fairly complete,

to Engels, Russia. We managed to get

wave, and every time he (or she) takes to

apart from its missing engines. Despite it

pretty close, circling the gloomy perimeter

the pool, does a little roll and then raises a

being in relatively good shape, it still took

a couple of times. This afforded us a view

flipper, acknowledging our bond.

me some time to figure out its identity and

(and opportunity to snap a few photos) only

It is strange to think as we observe the

history, as I’d never seen anything like it

a helicopter could offer. It was a rare and

beautiful world below us, that there are

before, and because Googling and flying

special sight to behold these monsters from

people down there observing us. Yes, I

don’t typically go well together.

our lofty vantage point.

often see people (and occasionally even a

It turns out that it was an “On Mark

Often, it’s not necessary to go very far in

seal) waving up at me. But how often are

Marksman,” an American-built executive

order to see something unique. I’ve explored

there unseen people below, watching the

aircraft which had been developed using

abandoned farmhouses south of the city

helicopter glide across the sky above them,

surplus Douglas A-26 Invader light-bomber

and landed on the mountain overlooking

wishing that they could have the opportunity

airframes left over from World War II. Only

Hartbeespoort Dam to take in the view.

to hover in the heavens above. Wishing they

six

ever

(Try that in a fixed-wing craft!) I’ve enjoyed

could soar and see beyond their everyday

completed for civil customers, with just

test match rugby above Ellis Park and been

lives.

two remaining intact today. This particular

charmed by an Egoli sunset. Mpumalanga

I am extraordinarily blessed to be a

Marksman, ZS-CVD, had once proudly

is spectacular dressed in the morning mist,

helicopter pilot. I try to remind myself of that

served the old Iscor Steel Company in its

and she dishes up numerous gems, every

often and to never stop exploring; never to

1960s heyday.

time I venture over her. But despite all the

stop enjoying the unrivalled view offered by

Without the need to carry ordinance, it

amazing things I’ve experienced in my years

my little office in the sky.

was a very fast speedster indeed, particularly

as a chopper pilot, what caught my attention

Marksman

conversions

were

j

31 www.saflyer.com | December 2019

A SLIM LOGBOOK JOHAN WALDEN

SUNSHINE & RAINBOWS I had spent years

immersing myself in

aviation and finding the means to pay for my

PPL, months studying and training for it,

weeks preparing and now, I am in the final hours and minutes –

on the horizon. The chart was also bare,

flight because I knew it could come at any

with only a thin web of minor roads, and

time). At a surprise time, Dick would give

non-perennial rivers – which were an utter

me a weather scenario and I would have to

waste of ink.

make a new plan, fly that plan without getting

So I did the safe thing and just kept my heading until I could find a known point. The

lost and get us safely to an alternate landing place.

ground below was scored with a mess of

The sky ahead was a drowsy blue and

dusty lines– probably all those dried rivers

all was quiet when it came: The scenario

– and somewhere tangled in them lay the

was a wall of solid cloud a few miles ahead,

gravel roads for which I was searching.

too wide to navigate around. I couldn’t go

I desperately needed my next point and soon.

over and I couldn’t go under. If I didn’t turn around soon I would be ‘VFR into IMC’.

I'd obviously made a mistake with my ETA.

the PPL Check-ride – Part Two.

W

E had only been in the air for about an hour but I was already tired: I’d arrived at the school six

hours early with nothing to do but nibble my nails. And after a bad start with delay after delay, I was relieved to be in the air at last on the way to Beaufort West.

The last leg through the mountain wave turbulence had taken it out of me and the terrain ahead was getting more difficult to

I checked the roads on my chart, and

read. But I had at least one win already when

then looked back at the ground. Nothing

And so the real test began..

There wasn’t much time to decide what

I spotted a shrivelled up dam hiding in the

seemed to match. Then Dick said that on his

heading to steer before I would hit the cloud,

dust below – one of my checkpoints.

side, two roads met at roughly a 30 degree

so I did an immediate 180 and backtracked

Now, I was about thirty miles east of

angle. I looked for it on the chart – and found

to give myself time to look at my options

Ceres VOR and entering the desert. All land

it. With our position finally re-established we

without flying off into the blue and getting

features save faint roads had dried up. And

were ‘safe’ again..

lost.

I could forget about finding an aiming point.

I was also still waiting tensely for Dick

I picked Worcester as my alternate.

The brown lumps of land simply got lumpier

to give me the diversion scenario – part of

It was roughly in the direction of home

until they merged into shapeless mountains

the test. (I had been tense for most of the

and about two thirds of the way. All I had

32 December 2019 | www.saflyer.com

PART 2

to do was join the N1 somewhere ahead

told me to check my ETA and see if it

the N1 you reach Worcester, De Doorns,

and follow it to Worcester – and the town

corresponded correctly. It didn’t. It was too

then Touws River. That was the valley down

of Touws River by the dry dam that I had

far out. Confused, I looked at my analogue

which we were coming.

spotted earlier marked the spot.

local time watch, my digital set to Zulu time,

Still following the N1, I saw the town

As soon as I had confirmed that the gap

and my paper. It was obvious I’d made a

of Robertson sparkling in the sunshine

in the mountains ahead really was Touws

mistake, but I was sure that this was Touws

not far ahead now, and past that would be

River, I changed heading and scribbled it

River – yep, there was the dry dam. I picked

Worcester – almost a straight shot home.

down along with the time. I was confident

up the road – nice and thick – and turned

When we passed overhead, Dick asked

with this route because it would be difficult to

south-west to follow it.

if I wanted to check the map again just to

get lost once we got to the N1 – so I thought.

Quick geography lesson: Two valleys

be sure. But with the road below me I knew

I worked out an ETA for Touws River and

that come in from the east make an apex

exactly where I was – and so I assured him.

jotted it down.

roughly at Worcester. One runs north-

Now if you were paying attention in the last two paragraphs, you should be utterly confused as to where we were. If you weren’t paying attention, then you’re in the same boat as I was: I woke up and suddenly realised that we weren’t over Robertson at all, we were over De Doorns! My head was in the wrong valley! I updated Dick. He’d known all along, but had let me make my mistake

The lumps of land simply got lumpier until they merged into shapeless mountains on the horizon.

I did the safe thing and maintained my heading.

and figure it out for myself – lesson learned.

Back to the flight: We continued past ‘Robertson’ towards Worcester, and plunged back into the tumble-dryer. Updrafts after downdrafts upset the applecart. I had to slow right down to max safe turbulence penetration speed, but worse still, I was in constant danger of blowing through the test’s altitude discrepancy limit.

It was getting hard to stomach, when at last it stopped as we came out the other side of the mountain pass. I did a steep descent into Worcester, where we did a few circuits – one with a simulated electrical failure. We

Morningstar had never looked as good.

also did an engine out after take-off scenario and a few other exercises I can’t remember.

We could finally continue West and over

I was hot and tired and the stress earlier

east to Beaufort West, the other south-

the mountains. I was so tired, but Dick wasn’t

hadn’t helped. I looked at the two chocolate-

east to Swellendam. I’d done one of my

quite done with me yet.

covered snack bars calling to me out of the

cross-country

side-pocket, but decided against having one

east

– I was too busy to be snacking now.

As we approached the town, Dick

south-

To my dismay I remembered that I still

crossing

had to do a forced landing, stalls, and a

Worcester, Robertson, and finally landing

few other manoeuvres before we could go

at Swellendam. Going north-east along

home. And so it was over the mountains

route

flights along

down the

the

R60,

33 www.saflyer.com | December 2019

A SLIM LOGBOOK

and through another tumble-dryer to the Franschhoek area. Dick had ‘saved the best for last’ - I was at my weakest.

Chirping on the runway had never felt so good.

I taxied to the hangars and shut down.

as I waited for my Dad to collect me. PPL

Exhausted from the three hour flight,

I wearily lifted myself out of the seat. My

training was over, and I had earned the right

I slogged through stalls, turns, and then

head was spinning. Then a weird wave of

and the ability to rent an aeroplane and go fly

wearily executed a forced landing from high

disappointment hit me – I felt like I hadn’t

somewhere. I was, at last, a pilot.

altitude.

done well in the simulated forced landing.

I’ve been sharing my road through PPL

At last we could head home. Out of the

I started packing up. The two chocolates

training with you for almost a year now and

whole three and a half hour flight, I’d have

were still in the side-pocket – those stashes

I hope that I haven’t given the impression

to say the final thirty minutes were the

of energy had been sitting there within

that it’s all smiles, sunshine, and rainbows –

most gruelling. We seemed to be creeping

easy reach for the whole flight and I hadn’t

because it wasn’t. But that night as the sun

towards Morningstar at an agonizing pace.

touched them.

set on Runway 20 at Morningstar, for me,

Eventually, I saw the welcoming sight of

Dick and I went back to the school where

Koeberg Hill peeping through the evening

he debriefed my instructor and myself … and

haze ahead. The flight had been tough and

then… signed me off! Their beaming smiles

the only thing between me and handing

parted the dark clouds and I also then joined

control over to Dick was the thought of how

the ‘smile group’.

it was definitely a sunshine and rainbows moment.

Author’s Note: These stories of my road

disappointed I would be if I gave up so close

After they’d left I stepped outside into the

to my PPL were dedicated to the special

to the end and had to do it all over again. So

cool evening, gratefully clutching my flight-

people who helped me along the way – you

I kept my focus for a little longer.

bag with its precious papers under my arm

know who you are.

34 December 2019 | www.saflyer.com

j

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35 www.saflyer.com | December 2019

REGISTER REVIEW: RAY WATTS

OCTOBER 2019 This month was a bumper one for type certified aircraft; a total of eleven (five fixed wing and six helicopters) were added. Amongst these is a 1998 model Lear 45 and another Cirrus SR22 as well as three Bell 206L-4 Long Rangers.

ZS-IJR Cessna 206 exported to Madagascar.

Naturally we have exports and scrapping this month: On the TCA side, nine aircraft have been removed from the register, two of which are aircraft that have been scrapped and the balance exported to various corners of the globe. Both the scrapped aircraft are Maules and I know that one of them has been hanging in the ceiling of a hangar at Fly-Inn airfield for many years. There are rumours that these two will re-appear as NTCA. Two of our NTCA have been exported to Zimbabwe and Zambia respectively.

TAIL PIECE: As this will appear in the December issue, I would like to take this opportunity to thank everybody who contributes to this column.

Monica Knoetze from the SACAA and Ian Burnett of Air Britain are my main sources of information. To all the other people who let me use their photographs, many thanks. Naturally, I would also like to

j

thank all the readers of this column.

T

HIS year, I have noticed a regular trade in Pilatus PC12s. This aircraft is a phenomenal success story worldwide and so far this year, five have been imported and seven exported. Seeing as these aircraft are worth around US$5.1 mil each, they are a valuable

ZS-KIW Cessna P210N taken at Lanseria

by Ray Watts. Exported to the UK.

commodity. We have also seen a PC24 registered this year, but the trade in PC12s is particularly good.

SA Airlink have stated that they will have withdrawn their fleet of

ZS-ZWX Boeing 737-800 new for Comair.

Taken at OR Tambo by Ray Watts.

RJ85s by year end. These are being replaced on Airlink routes by their current fleet of Embraer aircraft. I’m going to miss seeing these porky little guys flying past my house. I have flown in them twice and found them to be quite comfortable, if a bit noisy. The Embraer aircraft are much more fuel efficient and have longer range, so it’s logical to use them rather than the RJs. I hope their fleet is sold on to other operators, but they may well be scrapped.

All the helicopters added this month are used machines and have come mainly from the USA. Henley Air have registered another Bell 222. They have imported at least four of these aircraft which they are refurbishing.

The NTCA side seems to be catching up a bit with six new aircraft added this month. Three of these are Micro Aviation Bat Hawks. The Bat Hawk has proved itself in the anti-poaching field of operations.

There is also a new RV10, a Carl Babst Raven and for the first time in a long while, a diminutive KR1 has been registered.

There are forty new drones registered and one deleted as scrapped.

36 December 2019 | www.saflyer.com

ZS-TDB GA-8 Airvan taken at Waterkloof

by Ray Watts. Exported to the USA.

M&N Acoustic Services REGISTER REVIEW - OCTOBER

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-JON

LEARJET INC

45

45-008

N458DP, N80RP, N745E

RYNIC TRUST

ZS-LEV

CIRRUS DESIGN CORPORATION

SR22T

1976

N619SS

LEVIEN L J

ZS-TJK

CESSNA AIRCRAFT COMPANY

T188C

T18803435T

5Y-… , N2198T

JFV AVIATION CC

ZS-TJL

BEECHCRAFT CORPORATION

C90 GTI

LJ 988

N18267

C EN A GRONDVERSKUIWING CC

ZS-TJM

PILATUS AIRCRAFT LTD

PC-12/45

334

OH-YLW, HB-FOX, N334PC

RINGOPRO (PTY) LTD

ZU- New Registrations ZU-IPM

MICRO AVIATION SA

BAT HAWK C

0064

JAZZ SPIRIT 1113 CC

ZU-IPN

WILKES J N

RV 10

41813

WILKES J N

ZU-IPO

MICRO AVIATION SA

BAT HAWK C

0065

MICRO AVIATION SA

ZU-IPP

MICRO AVIATION SA

BAT HAWK R

0066

GRANT S D

ZU-IPR

C.F BABST

RAVEN

2007/08

BRACKENDOWNS J F

ZU-KRI

VAN DER MERWE R D H

KR1

KR-1 #5961

VAN DER MERWE R D H

ZT- RPAS - New Registrations ZT-WDG

DJI

AGRAS MG-1P

0YSDF4Q0020007

UAV INDUSTRIES (PTY) LTD

ZT-WDP

UAV AND DRONE SOLUTIONS (PTY) LTD

BATHAWK

0026

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDR

DJI

PHANTOM 4

07DJD9P0C10658

DELTA BUILT ENVIROMENT CONSULTANTS (PTY) LTD

ZT-WDS

DJI

PHANTOM 4 PRO

189CEARBA20904

LOOK UP PRODUCTIONS CC

ZT-WDT

DJI

INSPIRE 1 V2

FI0620504S8437

SMQ TECHNICAL SERVICES

ZT-WDU

DJI

PHANTOM 4 PRO

OAXCEAC0A30146

SKYHORSE AVIATION (PTY) LTD

ZT-WDV

DJI

MATRICE 600 PRO

PM8201512

COUNCIL FOR GEOSCIENCE

ZT-WDW

DJI

MAVIC 2 ZOOM

0M6DF8M001YRR9

DC GEOMATICS (PTY) LTD

ZT-WDX

DJI

PHANTOM 4 PRO

0AXCF480A30633

SALARIA (PTY) LTD

ZT-WDY

DJI

PHANTOM 4 PRO

0AXDE150A20115

SALARIA (PTY) LTD

ZT-WDZ

QUANTUM SYSTEMS

TRINITY

4260574661236

SALARIA (PTY) LTD

ZT-WEA

DJI

MATRICE 600

M80DFF08030093

SALARIA (PTY) LTD

ZT-WEC

DJI

PHANTOM 4 PRO

0AXCE6C0A30234

SALARIA (PTY) LTD

ZT-WEE

DJI

PHANTOM 4 PRO

OAXDDANOA21091

TIMESLICE CINEMATOGRAPHY (PTY) LTD

ZT-WEF

DJI

PHANTOM 4 PRO

0AXCF480B30243

SALARIA (PTY) LTD

ZT-WEG

DJI

PHANTOM 4 PRO

0AA0EBJ00S9191

SALARIA (PTY) LTD

ZT-WEI

DJI

INSPIRE 1

W13DDH22060379

MECHATRON TECHNOLOGIES (PTY) LTD

ZT-WEK

DJI

PHANTOM 4 PRO

0AXC490A30814

SALARIA (PTY) LTD

ZT-WEL

DJI

MAVIC 2 ZOOM

0M6DF9E001274F

MESONG HOLDING (PTY) LTD

ZT-WEM

DJI

MAVIC PRO

08QCE66012027R

MESONG HOLDING (PTY) LTD

ZT-WEN

DJI

INSPIRE 2

09YDF3S0040567

UAV TECHNOLOGIES (PTY) LTD

ZT-WEO

DJI

PHANTOM 4 PRO

0AX1F7500S0299

ECO AGRI CONSULTANTS CC

ZT-WEP

DJI

PHANTOM 4 WM330A

07DDD3V0B10708

DIRECTIONAL SURVEY AND MAPPING (PTY) LTD

ZT-WER

DJI

PHANTOM 4 WM330A

07DDEAQ0FR2199

DIRECTIONAL SURVEY AND MAPPING (PTY) LTD

ZT-WES

DJI

INSPIRE 1

W132F9E00S0212

DC GEOMATICS (PTY) LTD

ZT-WET

DJI

INSPIRE 1

0AXCE7D0B30618

INCREDIBLE TECHNOLOGIES (PTY) LTD

ZT-WEU

SENSEFLY

EBEE PLUS

EP-11-28602

INCREDIBLE TECHNOLOGIES (PTY) LTD

ZTR - New Registrations ZT-REO

EUROCOPTER

EC 130 B4

3514

V5-…, C-GGCX, N26LB, N465AE

RINGOPRO (PTY) LTD

ZT-REP

AIRBUS HELICOPTERS

AS 350 B3

8751

N287MR

AIRBUS SOUTHERN AFRICA (PTY) LTD

ZS-RRT

BELL HELICOPTER TEXTRON

222B

47133

N510W, N7040Z, JA9945, N7040Z, CC-PYE, N38CE, HL9224

HENLEY AIR (PTY) LTD

ZT-RTA

BELL HELICOPTER TEXTRON

206L-4

52398

N4771C, C-FOFG

BAC HELICOPTER CC

ZT-RPB

BELL HELICOPTER TEXTRON

206L-4

52322

N322RL, C-GLZQ

BAC HELICOPTER CC

ZT-RTT

BELL HELICOPTER TEXTRON

206L-4

52354

N354RL, N209EV, CC-NXA, C-GLZU

BAC HELICOPTER CC

ZS - Deleted ZS-AAC

CESSNA AIRCRAFT COMPANY

180J

180-52582

CZECH REPUBLIC

ZS-HVJ

AGUSTA S.P.A

AW139

31545

EQUATORIAL GUINEA

ZS-IJR

CESSNA AIRCRAFT COMPANY

U206B

U206-0774

MADAGASCAR

ZS-JFA

MAULE AIRCRAFT CORPORATION

M-5-210C

6083C

SCRAPPED

ZS-KIW

CESSNA AIRCRAFT COMPANY

P210N

P210-00252

UNITED KINGDOM

ZS-MTZ

CESSNA AIRCRAFT COMPANY

R172K

R172-2563

CANADA

ZS-OIW

MAULE AIR INC

MXT-7-180

14094C

SCRAPPED

ZS-TDB

GIPPSLAND AERONAUTICS (PTY) LTD

GA-8 AIRVAN

GA8-04-047

UNITED STATES

ZS-TJH

EMBRAER S.A

EMB-120ER

120-299

ZAMBIA

ZU - Deleted ZU-FHR

JABIRU

J430

689

ZIMBABWE

ZU-IOC

SAVANNAH AFRICA

SAVANNAH S

18-06-54-0615

ZAMBIA

PHANTOM 4 PRO+

11UCF6E0A40520

SCRAPPED

ZT- RPAS - Deleted ZT-WCK

DJI

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 | December 2019

37

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

MOUNTAIN FLYING

CFIT Survey Flying - This type of flying can be particularly satisfying because the benefits of accurate piloting and navigation are clearly reflected in the results.

I

Low flying at any time is dangerous and probably not covered by your insurance.

N the ‘60s before the advent

floor mounted navigator’s sight eyepiece in

of modern technology such as

turbulence.

The return flight, of about four hours, arrived in the dark south of the home airfield

and

A succession of particularly tragic cases

and very nearly collided with tree-covered

related software most survey work

occurred to a survey operation using de

high ground, the co-pilot fortunately seeing

was done using aircraft of various

Havilland Beavers. The first one occurred

the trees in time and pulling back on the

descriptions. For example, the

in the foothills of the Waterberg while the

control column. Three fatal accidents in

surveys for the HF Verwoerd (now

Beaver was ascending the profile of a fairly

three days would have been far too much for

Gariep) and PK Le Roux (now

steep koppie and did not have sufficient

the mind.

Vanderkloof) dams were flown in an Aero

power to continue the climb or turn away

Commander 680F at an altitude of about

and collided with the ground. All three crew

moments. A crew based at an airstrip in the

24,000 feet.

satellites,

drones,

Lidar

Survey

fortunately

has

its

lighter

members were killed. Sometimes an issue

Free State were probably on the ground with

The camera hatch was more or less on

with this type of flying can be a relatively

nothing to do one day just before they moved

centre towards the rear of the cabin, control

inexperienced pilot with not much time on

on. The airfield name was marked in white

wires and plumbing having been rerouted to

type being used while he gains experience

stones, and they decided to rearrange some.

allow for the hole in the floor. However, cabin

towards charter or airline flying.

The airfield name ‘Luckhoff’. No prizes for

heat was supplied by a Janitrol fuel fired

The insurance investigating team had

heater in the nose which could not be used

no sooner returned to base when they were

guessing which stones were rearranged.

as its exhaust flowed backwards under the

greeted by the news that yet another Beaver

under marginal requirements. I remember

fuselage and the relatively hot air distorted

on survey had crashed and burned out in

flying as navigator in the 680F in Bains

the photography. The -40°C/Fahrenheit

the Northern Cape, killing three experienced

Kloof below mountain top level, when a 90%

temperatures intersected, so flying at this

crew.

forward overlap on succeeding photographs

Survey

flights

sometimes

operated

altitude included fleece lined boots and

The next day the team set out again for

was required – this for better stereoscopic

gloves, but even so operating times were

Springbok, some four hours flying time in

results. Flying at the normal speed would

limited without heating as the shivers set in.

an ancient Seneca One. The investigation

result in the camera working so fast that it

survey

revealed that the Beaver had collided with

would have likely jumped out of its mounts,

operations had to be operated in the heat

a small rising rocky outcrop. The flying

so the speed was reduced and some

without the advantage of air conditioning.

technique used was apparently to maintain

flap applied. This made the aircraft more

This could lead to fatigue after just a few

the same power setting in level flight and

vulnerable from a safety point of view.

hours and at least one case of a detached

then use flaps to ‘balloon’ over the obstacle.

The aircraft was written off many years

retina occurred when the navigator’s eye

It seemed that something had gone awry

later on a mountain in the Karoo while on a

was severely jarred by contact with the

during the application of this procedure.

survey mission and involved one fatality and

In

sharp

contrast

low-level

38 December 2019 | www.saflyer.com

COLUMNS

A DHC Beaver like this one crashed in the Waterberg on survey duty killing all 3 on board.

an injury to another crew member.

Today many more surveys can be carried out with minimum safety exposure to the crew and equipment due to the arrival of the new technologies and the results more quickly obtained and processed due to advanced software.

Louis J Vosloo

From a military surveillance point of view the Lockheed SR-71 Blackbird has to take the cake. Developed in the 1960’s by the Lockheed ‘Skunk Works’ this extremely advanced aircraft has to be one of the most

A Commander 680F That crashed on survey work - the pilot survived only because the nose folded under and tore the cockpit free.

interesting in many categories and still holds many records. One is the flight from America to Farnborough in one hour 54 minutes and some seconds.

WHAT CAN WE LEARN? Situational awareness is particularly important when flying low level and possibly over-concentrating on the work in hand.

The priority ‘fly the damn plane’ remains the

j

cardinal rule.

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Guaranteed Reliability 39 www.saflyer.com | December 2019

100 95

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75

25 5 0

SA Flyer 2019|12

At Dynamic Propellers cc we overhaul and maintain all Hartzell, McCauley, MT-Propeller, Hoffmann, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers to include metal and composite blades. We do all maintenance procedures related to aircraft propeller overhauls as called for by the various propeller manufacturers including cadmium plating.

Everything is performed in-house, including cold compression rolling on Hartzell propeller blades, as well as dynamic balancing of propellers in the field.

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We carry a large stock holding of fast moving propellers, hubs, parts, de-icing parts, overhaul kits etc. in our inventory to cater for Hartzell, McCauley, MT – Propeller, Hoffman, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers. We do a huge amount of travelling to local, domestic and neighbouring countries as well as abroad to cater for customer’s propeller requirements.

www.dynamicpropellers.co.za

40 December 2019 | www.saflyer.com

47333

Discover St Helena from Cape Town

Image courtesy Dietmar

Image courtesy Jon Meinking

Image courtesy Dietmar

Hidden away in the heart of the southern Atlantic Ocean, St Helena island is one of the planet’s most extraordinary places to visit. This 122 kilometre volcanic island has a spectacular natural landscape, an abundance of endemic wildlife and vegetation, and a rich history, heritage and culture.

Previously, tourists could only get to St Helena by travelling for five days aboard a mail ship. The island is now easily accessible with Airlink’s scheduled flights between Johannesburg and St Helena on Saturdays, and additional flightsfrom Cape Town between December 2019 and February 2020.

flyairlink.com

@fly_airlink

Fly Airlink

ACCIDENT REPORT JIM DAVIS

WEATHER TO GO? This report was compiled in the interests of promoting aviation safety and reduction of the risk of aviation accidents or incidents and not to establish legal liability.

SYNOPSIS

the accident suggest that the aircraft was

PROBABLE CAUSE

On 23 July 2006, the aircraft took off

flying in adverse weather conditions i.e.

from Worcester Aerodrome on a private

instrument meteorological conditions (IMC)

flight to Grabouw Private Aerodrome. When

prior to the accident. According to available

the aircraft did not land as planned, a search

records, the pilot was not instrument rated

different

mission was launched. The wreckage of

nor was he night rated. A possible scenario

However, CFIT can be seen as a scenario

the aircraft was found in the mountains the

could be that, in an attempt to maintain

where an airworthy aircraft under the control

next day. The pilot was fatally injured in the

visual meteorological conditions (VMC)

of the flight crew is flown unintentionally into

accident.

flight in IMC, the pilot might have descended

terrain, an obstacle or water, usually with no

to a lower altitude and flown into a mountain

prior awareness by the crew.

The reported weather conditions in the area and witness testimony at the time of

42 December 2019 | www.saflyer.com

(controlled flight into terrain: CFIT).

The aircraft flew into a mountain during adverse weather conditions (CFIT).

The definition of CFIT as used by organizations,

varies

slightly.

For an accident to be classified as a

The probable intended track and the likely actual track based on witnesses.

AIRCRAFT ACCIDENT REPORT & EXECUTIVE SUMMARY Name of Owner/Operator: Glen Apples CC Aircraft Registration: ZS-CKH Date of Accident: 23 July 2006 Time of Accident: 15h00Z Type of Aircraft: Piper PA24-250 Type of Operation: Private Picture of ZS-CKH taken at Croydon on its delivery flight.

CFIT, it must satisfy the following criteria: 1.

the aircraft is under the control of the pilot;

2.

there is no defect or unserviceability that would prevent normal operation of the aircraft;

3.

there was an in-flight collision with terrain, water, or an obstacle; and

4.

the pilot had little or no awareness of the impending collision.

In most cases, loss of situational awareness was one of the key contributing factors and which is specifically, the pilot’s loss of vertical or horizontal situational awareness in relation to the terrain. The greatest concern is a loss of ‘place information’. Once the pilot’s mental picture of where he is at the present time, and where he will be in the future, diminishes; his safety becomes compromised. This is particularly crucial during those phases of flight when terrain clearance is unavoidably reduced.

All the above information describes exactly what transpired in this flight. The pilot encountered adverse weather; fog and very low clouds, he possibly became disorientated experiencing loss of situational awareness,

PILOT-IN-COMMAND LICENCE TYPE: Private Valid: Yes Age: 48 PILOT-IN-COMMAND FLYING EXPERIENCE: Total Flying Hours 816.47 Hours on Type: Unknown Last point of departure: Worcester Aerodrome, Western Cape (FAWC) Next point of intended landing: Grabouw Private Aerodrome, Western Cape Location of the accident: Mountainous terrain in Grabouw, GPS co-ordinates: S 34º 07.877’ E 019º 05.882’, elevation 2513 ft Meteorological Information: Rain, Cloud base 500ft and misty.

Number of people on board: 1 + 0 No. of people injured: No. of people killed: 1

43

www.saflyer.com | December 2019

ACCIDENT REPORT records, the pilot was neither

The crash site.

instrument

rated

nor

night

rated. A possibility could be that in an attempt to maintain visual meteorological condition (VMC) flight in IMC, the pilot might have descended and flown the aircraft into the mountain (control flight into terrain: CFIT).

JIM’S COMMENTS I have deliberately strayed from my normal format this month to include more detail from the full report. We have all read reports that tell us that Mr X hit a mountain in bad weather. But the purpose of these accident discussions is to bring home to readers the full impact of the accident in order and had little or no awareness

15h30Z, when there was no

accident site were determined to

of the impending collision. No

news or contact with the pilot,

be S 34º 07.877’ E 019º 05.882’,

defect could be identified in the

the decision to inform the police

at an elevation of 2519 ft.

investigation that could render

and initiate the search for the

the aircraft unserviceable.

aircraft was made. The search

to deter them from making the same mistakes.

In this case, the human story, and the thought of the

IMPACT INFORMATION

son waiting in his bakkie while

On 23 July 2006 the pilot

was not successful, and late that

The aircraft impacted the

he scans the grey overcast

and his son drove from Grabouw

evening they decided to stop the

mountainside in a straight and

and listens for the distinctive

to

search for the night.

level attitude. The nose section

sound of his dad’s Comanche

neighbours,

impacted first, then both wings

left me with an emotional story.

trip was for the pilot to collect

who is also a pilot and who

collided with rocks, followed by

Hopefully it will leave readers

his aircraft, which he had left

assisted with the search using

eruption of a post-impact fire.

with a powerful image that may

at FAWC because he could

his aircraft the next day, stated

The aircraft was consumed by

cause some to think of their

not

the

that at approximately 14h30Z

the fire.

loved ones before heading into

previous day due to adverse

the aircraft was observed flying

weather conditions. On arrival

from a northerly to a southerly

investigation, the airframe could

at FAWC, the son drove back

direction,

towards

not be inspected because it

to wait for the pilot at Grabouw

the

moment

was consumed by fire. The

Private Aerodrome and the pilot

later the aircraft turned back

assessment of the wreckage

Give this a thought when

commenced the flight back with

to the direction of FAWC. At

indicated that the aircraft was

things are stacked against

the aircraft.

approximately

the

still intact when it crashed onto

aircraft was observed orbiting

the mountain, and there seem

while waiting for the aircraft to

Caledon

to have been no controllability

scud running, bring the

land he could hear the aircraft

which is 30 nm east of Grabouw.

problems.

airspeed back to 80 mph

approaching but could not see

Between 14h50Z and 14h55Z,

An

it because it was cloudy and

the aircraft was observed flying

propeller

misty. After waiting for more

low level along the river pass, and

aircraft engine had full power

times that this guy was

than 30 minutes and the aircraft

again at approximately 15h00Z.

when

the

overhead Grabouw, and

not landing, he attempted to

Local weather conditions were

mountain. The reported weather

then overhead Caledon

phone the pilot on his cellular

raining, with a cloud base of 500

conditions

and

– he was doing 180 mph.

phone, but without success.

ft and reduced visibility.

the witness testimony at the

If you halve your speed

Worcester

Aerodrome

(FAWC). The purpose of the

enter

Grabouw

on

According to the pilot’s son,

One

of

the

heading

mountains.

A

14h40Z

Aerodrome

(FACG)

During

the

on-site

marginal weather.

WHAT CAN WE LEARN? 1.

Takeoff is always optional.

you.

2.

If you do find yourself

assessment

of

the

and chuck out a bit of

indicated

that

the

flap.

it

collided in

the

with area

According

to

the

He then decided to contact the

The next morning, when the

time of the accident suggest

you have a much better

neighbours who live along the

weather had cleared, wreckage

that the aircraft was flying in

chance of seeing and

aircraft flight path to enquire

of the aircraft was found crashed

adverse

avoiding

if they had heard or seen the

into the mountain. The pilot was

i.e. instrument meteorological

better still, you reduce

aircraft flying past, around or

fatally injured in the accident.

conditions (IMC) prior to the

the relative force of any

overhead.

The GPS co-ordinates of the

accident. According to available

impact by FOUR TIMES.

At

approximately

44 December 2019 | www.saflyer.com

weather

conditions

obstacles

–

j

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45 www.saflyer.com | December 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|12

Fuel Fuel Prices Prices as at as 02/10/2019 at 02/10/2019 PriPri cesces i nclude i nclude VAT VAT butbut exclude exclude anyany servi servi ce ce fees fees Ai rfi Aield rfi eld Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 22,00 R 22,00 Beaufort Beaufort West West R 23,60 R 23,60 R 17,90 R 17,90 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 17,84 R 17,84 R 11,82 R 11,82 Brakpan Brakpan R 21,50 R 21,50 Brits Brits R 19,90 R 19,90 Cape Cape Town Town R 24,18 R 24,18 R 9,73 R 9,73 Eagles Eagles Creek Creek R 21,40 R 21,40 East East London London R 18,83 R 18,83 R 12,52 R 12,52 Ermelo Ermelo R 19,55 R 19,55 Fi santekraal Fi santekraal R 21,70 R 21,70 Fly-In Fly-In R 19,20 R 19,20 Gari Gari ep ep Dam Dam R 21,60 R 21,60 R 15,50 R 15,50 George George R20,56 R20,56 R12,56 R12,56 Graaf Graaf ReiRei netnet NoNo Fuel Fuel Avbl Avbl Grand Grand Central Central R 19,95 R 19,95 R 14,84 R 14,84 Ki mberley Ki mberley R 18,12 R 18,12 R 11,96 R 11,96 Kitty Kitty Hawk Hawk R 22,90 R 22,90 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 19,27 R 19,27 R 13,40 R 13,40 Kruger Kruger IntlIntl Nelspruit Nelspruit R 19,80 R 19,80 R 13,65 R 13,65 Krugersdorp Krugersdorp R 19,95 R 19,95 Lanseri Lanseri a a R 21,62 R 21,62 R 15,13 R 15,13 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,90 R 19,90 Mosselbay Mosselbay R 23,05 R 23,05 R 16,42 R 16,42 Nelspruit Nelspruit R 22,77 R 22,77 R 13,80 R 13,80 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,41 R 14,41 Parys Parys R 18,95 R 18,95 R 13,05 R 13,05 Pietermaritzburg Pietermaritzburg R 22,20 R 22,20 R 14,70 R 14,70 Pi etersburg Pi etersburg Ci viCil vi l R 20,10 R 20,10 R 13,60 R 13,60 Port Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth Elizabeth R 22,70 R 22,70 R 16,65 R 16,65 Potchefstroom Potchefstroom R 18,95 R 18,95 R 13,05 R 13,05 Rand Rand R 20,69 R 20,69 R 14,65 R 14,65 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,80 R 13,80 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort ****** Customer Customer to to collect collect R 16,70 R 16,70 R10,78 R10,78 Springs Springs R 21,50 R 21,50 Stellenbosch Stellenbosch R 21,75 R 21,75 Swellendam Swellendam R 21,00 R 21,00 R 13,00 R 13,00 Tempe Tempe R 22,49 R 22,49 R 14,25 R 14,25 Thabazimbe Thabazimbe NEW NEW R 19,45 R 19,45 R 13,55 R 13,55 Ultimate Ultimate Heli Heli (Midrand) (Midrand) ****** R 20,10 R 20,10 R 14,20 R 14,20 Upington Upington R 18,70 R 18,70 R 12,54 R 12,54 Vereeni Vereeni gi ng gi ng R 20,63 R 20,63 R 13,63 R 13,63 Vi rgi Vi rgi ni ani a R 21,85 R 21,85 R 15,22 R 15,22 Welkom Welkom R 19,27 R 19,27 R 13,40 R 13,40 WiWi ngsngs Park Park EL EL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 Wonderboom Wonderboom NoNo Fuel Fuel Avbl Avbl Worcester Worcester R21,90 R21,90 ****** HeliHeli copters copters only only

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Fuel Fuel Prices Prices as at as 04/11/2019 at 04/11/2019 PriPri cesces i nclude i nclude VAT VAT butbut exclude exclude anyany servi servi ce ce fees fees Ai rfi Aield rfi eld Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 20,00 R 20,00 Beaufort Beaufort West West R 22,95 R 22,95 R 17,50 R 17,50 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 17,46 R 17,46 R 11,55 R 11,55 Brakpan Brakpan R 21,50 R 21,50 Brits Brits R 19,90 R 19,90 Cape Cape Town Town R 24,44 R 24,44 R 10,14 R 10,14 Eagles Eagles Creek Creek R 19,95 R 19,95 East East London London R 19,64 R 19,64 R 12,41 R 12,41 Ermelo Ermelo R 19,55 R 19,55 Fi santekraal Fi santekraal R 21,70 R 21,70 Fly-In Fly-In R 19,20 R 19,20 Gari Gari ep ep Dam Dam R 21,60 R 21,60 R 15,50 R 15,50 George George R20,82 R20,82 R12,83 R12,83 Grand Grand Central Central R 20,53 R 20,53 R 14,84 R 14,84 Ki mberley Ki mberley R 17,68 R 17,68 R 11,78 R 11,78 Kitty Kitty Hawk Hawk R 21,70 R 21,70 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 18,98 R 18,98 R 13,40 R 13,40 Kruger Kruger IntlIntl Nelspruit Nelspruit R 20,00 R 20,00 R 14,20 R 14,20 Krugersdorp Krugersdorp R 19,95 R 19,95 Lanseri Lanseri a a R 21,45 R 21,45 R 15,30 R 15,30 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,90 R 19,90 Mosselbay Mosselbay R 23,05 R 23,05 R 16,42 R 16,42 Nelspruit Nelspruit R 22,77 R 22,77 R 13,80 R 13,80 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,11 R 14,11 Parys Parys R 18,55 R 18,55 R 13,32 R 13,32 Pietermaritzburg Pietermaritzburg R 20,90 R 20,90 R 14,70 R 14,70 Pi etersburg Pi etersburg Ci viCil vi l R 19,65 R 19,65 R 13,60 R 13,60 Port Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth Elizabeth R 21,91 R 21,91 R 16,56 R 16,56 Potchefstroom Potchefstroom R 18,55 R 18,55 R 13,30 R 13,30 Rand Rand R 20,93 R 20,93 R 14,47 R 14,47 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,80 R 13,80 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort ****** Customer Customer to to collect collect R 16,80 R 16,80 R11,65 R11,65 Springs Springs R 18,60 R 18,60 Stellenbosch Stellenbosch R 21,15 R 21,15 Swellendam Swellendam R 20,30 R 20,30 R 13,00 R 13,00 Tempe Tempe R 22,49 R 22,49 R 14,25 R 14,25 Thabazimbe Thabazimbe R 19,05 R 19,05 R 13,80 R 13,80 Ultimate Ultimate Heli Heli (Midrand) (Midrand) ****** R 19,70 R 19,70 R 14,45 R 14,45 Upington Upington R 18,25 R 18,25 R 12,35 R 12,35 Vereeni Vereeni gi ng gi ng R 19,01 R 19,01 R 13,68 R 13,68 Vi rgi Vi rgi ni ani a R 21,45 R 21,45 R 15,00 R 15,00 Welkom Welkom R 18,98 R 18,98 R 13,40 R 13,40 WiWi ngsngs Park Park EL EL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 Wonderboom Wonderboom NoNo Fuel Fuel Avbl Avbl Worcester Worcester R22,00 R22,00 ****** HeliHeli copters copters only only

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• • • • •

HAWKER

900XP The smart buyers bizjet

REPORT: GUY LEITCH

48 December 2019 | www.saflyer.com

FLIGHT TEST The Hawker-Siddley125 range was around for so long that many corporate flight departments tend to overlook it in favour of new and far more expensive biz-jets. And then in 2013 Hawker stopped building it, so now only exceptionally smart operators know how good it is.

49 www.saflyer.com | December 2019

I

was surprised when my friendly corporate jet pilot Larry

Aircraft merged with the British Aircraft Corporation to form British

Beamish told me he was trading in his company’s well-cared

Aerospace in 1977, the name changed to BAe 125. When British

for Lear 45 for a HS.125-900XP, ZS-MIG. Why trade in the

Aerospace sold its Business Jets Division to Raytheon in 1993, it

sleek Lear for a clumpy old British jet – designed at much the

became the Hawker Beechcraft HS.125. It was still largely built in

same time and by many of the same people as the disastrous

England but from 1996 the assembled components were shipped to

Comet airliner?

Wichita Kansas for final assembly and later, to Little Rock Arkansas.

DEVELOPMENT HISTORY

Beechcraft, who suffered during the great recession of the late 2000s

Production stopped in 2013 due to the bankruptcy of Hawker

The doughty Brits were the first to market with a jet airliner, the

during which business jets became as popular as pigs in Palestine. In

de Havilland Comet, which in the 1950s beat the Boeing 707 and

April 2013, the type certificate and support responsibility for all 125s

Douglas DC-8 into airline service by several years. But a series of in-

was transferred to the reformed Beechcraft Corporation.

flight airframe failures ended the Comet’s lead as a jet airliner.

The world learned important lessons about pressurisation and metal fatigue from the Comet – and its creators, De Havilland, learned the most. Building on the lessons of the Comet, the designers opted to be ultra conservative – with the net result that like the Douglas DC3, they unexpectedly ended up creating a true classic.

The jet was initially designated as the DH.125 Jet Dragon, but entered production as the Hawker Siddeley HS.125. This name change and complicated type number was unfortunate as it was Bill Lear’s simply named Lear Jet which became the generic biz-jet and

Given its Comet background, the DH.125 was designed to have

Building on the lessons of the Comet, the designers opted to be ultra conservative

not the more awkward Hawker-Siddeley.

This is a jet aircraft that was in production for 50 years and has

an airframe that would never fail – and none has. It is approved for

survived many ownership and designation changes. Hawker Siddeley

unpaved runways – something only the Pilatus PC-24 still claims –

bought de Havilland the year before the project started, but the legacy

and Hawkers have survived both an air-launched missile strike from

brand and “DH” designation was used throughout development. After

an Angolan MiG over Botswana, which blew-off an entire engine, and

the jet achieved full production, the name was changed to HS.125 –

an impact on the nose with a high altitude glider. (Given this history

except for American exports which retained the DH.125 until it was

with a MiG, it is perhaps ironic that our test aircraft is registered ZS-

replaced by BH.125 for Beechcraft-Hawker. When Hawker Siddeley

MIG).

Modern Proline 21 glass cockpit brings classic HS 125 up to date.

50 December 2019 | www.saflyer.com

The airframe’s strength is evident when you look below the skin. It is solidly built and thus perhaps a tad heavier then svelte recent designs, yet there is enough useful load to perform that rare feat of being able to fill the tanks and all the seats.

The 125’s systems are basic and robust.

You don’t need electrics or even hydraulics to keep going in the Hawker. There are backups to be sure, but if the worst happens, the Hawker will get you back to a runway.

Larry Beamish tells how, settled into a somewhat somnolent cruise in an older HS.125, the cockpit filled with jangling lights

The -50 engines make all the difference - giving the 900XP the ability to fly full tanks and seats more than 2500nm.

and shining alarms bells (you get what he means). Larry sat on his hands and then started a metaphorical stopwatch. “Don’t do

The high cruciform tail is a classic HS125 feature.

anything” he instructed his co-pilot. “There are only two things we need worry about; fire and pressurisation. First rule those out and shut off the alarm and then we can carry on.”

That’s how fundamentally simple and robust the 125 is.

The first versions of the 125 were powered by Rolls-Royce Viper turbojets.

The Viper was reliable, but very loud and thirsty – and the oil consumption had copilots topping up the oil before every takeoff.

It is not a co-pilots’ plane.

The first big change came in 1976, with the 125-700 which was equipped with Garrett TFE731 turbofans. The 731 engine in cruise burns about half the fuel of the Viper, and range jumped accordingly. In 1983 the 125 got a new wing with a longer span. And the big visual difference is that the windscreen lost its flat panes with a bulge on top for wrap-around compound curved screens that are quieter and far less draggy than the flat glass panes which would drown out almost all other sound above 250 knots indicated.

The latest version of the Garrett/ Honeywell TFE731 is the 50R engine, which is notably less maintenance hungry.

The primary maintenance intervals were stretched from 2,100 hours to 3,000 hours, and from 4,200 hours to 6,000 hours for overhaul. That is a 43 percent improvement in engine life, and it does great things to reduce the hourly cost of flying the -900XP.

It’s the wallet in the back who pays for a business jet and the HS.125 is one of the roomiest mid-size jets. The big cabin has

Laura Beamish

PASSENGER COMFORT

51 www.saflyer.com | December 2019

HS.125 has always had great ramp presence.

has five swivelling and reclining seats and a three-place divan.

The large potty in the aft cabin has an embarrassment avoiding solid door and upfront there is a roomy galley with cold storage and microwave. Over the years Hawker Beechcraft has raised the quality of the cabin materials and fit and finish at its completion centre to equal that of any jet anywhere, including top of the line Gulfstreams and

Dual nosewheels provide welcome redundancy for rough African strips.

Globals.

There is nothing old fashioned about the 900XP – it has the most modern avionics – and every light inside and outside the cabin is now an LED. The thing critics love to knock Hawkers for is their lack of baggage space. There is no external baggage bay, just a storage area opposite the entrance door that makes first officers burst a blood vessel hauling passenger bags up the air stair door and into the cabin. The 900XP offers an optional six-place cabin seating layout that adds 10 cubic ft of baggage space. The big plus is that the contents of the luggage stay warm and pressurized in the cabin and are accessible by passengers in flight.

The design of the aircraft may be old, but the 900XP has every modern gadget to make a plutocrat – including the offspring – happy. Each seat has its own LCD screen to control lights, video and audio. An LCD-controlled cabin thermostat is positioned next to the boss’s seat at the front Main gear has a reputation for being strong and hassle free.

right of the cabin.

Despite ZS-MIG having been owned and operated since new by the Lebanese government the interior is

one downside though – it makes the Hawker slower than

immaculate and a testimony to the quality of the materials

its key competitors. But how much slower? Larry Beamish

used. The cabin fit and finish and furnishings are top-

reports that compared to the ‘hotrod’ Lear 45, the Hawker

notch, offering the space and comfort that has been key to

is typically just 6 minutes slower Lanseria to Cape Town

keeping this jet in production for so many decades.

than the Lear and burns just 400 lbs more fuel. For almost every owner-operator this is a minimal price to pay for an almost stand up cabin and real ramp presence with that unmistakable cruciform tail.

IN THE COCKPIT Turn left once up the stairs and the first thing you notice are the classic British rams horn yokes; but everything

Headroom is a comfortable 5 feet 9 inches – a vast

else is thoroughly modern. The prominent instrument

improvement over the Lear’s cramped 4 feet 9 inches. The

glareshield is uniquely Hawker, reminding me of a mine

cabin is 6 feet wide, almost a foot wider than the Lear. The

dump. Sheltering beneath the large glareshield, the glass

cabin floor has a recessed aisle and a typical cabin layout

Collins Pro Line 21 uses a dual file server and dual cursor

52 December 2019 | www.saflyer.com

control panels that allow either pilot to

the aircraft was 16,000 pounds. With 1,500

Pro Line 21 calculates and then displays

pull up any approach or taxi charts in the

pounds of payload, including 200 pounds of

takeoff numbers: for our flight, a V1 of 113

electronic flight bag with zoom capability on

bags and 8,000 pounds of fuel, we weighed

knots, Vr 120 knots and V2 of 131 knots. It

either display. Both pilots get their own FMS

in at 25,500 pounds, well under the aircraft’s

also informed us we would need 4,300 feet

data input screens.

28,000-pound max weight.

of Cape Town’s runway 19.

The Ipeco pilot seats are comfortable

It was a cool evening takeoff from Cape

The dual nosewheels soften some of

and have countless positions, so almost

Town. En-route winds seemed to have an

the bumps from runway joints and taxiing

anyone can find their comfort zone. Visibility

unavoidable headwind component of around

too accurately over the ‘cats eyes’. We were

out of the big curved windscreens is good.

20 knots at our chosen FL370. Larry loves

relatively light, so the Hawker made short

For taxing the tiller under your left hand

his Garmin Pilot app on his iPad which

work of accelerating to 120 knots and we

operates a hydraulic valve that meters

continually updates winds aloft. The Collins

were airborne with a smooth rotation. With

pressure to the nose gear, making steering smooth and easy. The brakes are powerful but do not grab at taxi speed as many

Generously sized cabin for a mid-size jet makes 125 popular with owners.

systems of more recent design tend to do.

Showing its British design roots, the Hawker cockpit retains several oddities.

For example, a set of red levers aft of the throttles are labelled HP for high-pressure fuel cock and are used to introduce fuel for the start and then shut off fuel to shut down the engines. Another set of smaller levers are labelled LP for low-pressure shutoff cock and are used to stop fuel from entering the engine cowling in the event of a fire.

PERFORMANCE The HS.125-900XP is the culmination of years of breeding and development.

It provides a significant step-up from its predecessor – the 850XP. Most usefully for African operators, the higher temperature limits on the Honeywell TFE731-50Rs mean the 900XP can climb to altitude much faster and will usually reach FL410 directly, yielding

Front galley has hot and cold storage.

better fuel burns. This makes it popular in the USA where it can often manage New York to LA nonstop. For African operators it will reliably do Lanseria to Addis Ababa or Lusaka to Abidjan, making it a potential one stopper from Lusaka to Europe. Typical cruise speeds for the 900XP are about 446 KTAS in high-speed mode.

Hot-and-high runway performance is one of the 900XP’s great strengths. Depart Lanseria on an ISA +20 degree Celsius day and the 900XP can carry six passengers 2,000 nm. Amazingly the Hawker 900XP is not field-length-limited on even a 35-degree Celsius day when departing an airport at 5,000-foot pressure altitude.

I recently had the pleasure of flying with Larry on a Cape Town – Lanseria leg. No great challenge for the Hawker, but revealing in terms of time and costs. The flight planning for ZS-MIG provided for two thirds fuel, three passengers and baggage in the rear in addition to myself, Larry and co-joe Alan Geldenhuys. Basic operating weight on

53 www.saflyer.com | December 2019

LEFT: With full seats and tanks - the 125900XP still has good runway performance and can handle dirt strips.

BELOW: The basic strength of the HS.125 was confirmed when this one had an engine shot off by a missile over Botswana.

BOTTOM: The first De Havilland DH.125.

the gear up and an unrestricted climb, we turned left onto heading for Lanseria 680 nm away.

A nice feature of the 900XP is that the APU is approved for use on takeoff to maintain cabin pressure. Previous Hawkers required the APU and the bleeds to be off for takeoff which meant there could be an ear popping pressure bump when the bleeds were turned back on, especially if the co-joe was a little slow on the switches.

Twenty two minutes after lift-off, we were level at FL390 and accelerating through Mach 0.7. After four minutes of straight and level the ASI settled at maximum cruise of Mach 0.776. The fuel flows were a tad over 700 lbs per hour per engine and the flight took one hour and 52 minutes from engine start to shutdown at Lanseria. During the flight, the 900XP burned 2,730 pounds of fuel and we landed with 3,340 pounds still in the tanks, or enough to turn around unrefuelled back to the Cape - or go on to Lubumbashi.

The Hawker’s ace in the hole is that it has an automatic power reserve (APR) that you arm for takeoff. If an engine fails during takeoff, the digital electronic engine computers (DEEC) will feed fuel into the operating engine to increase power. The extra power of APR is built into the calculation for every takeoff and requires no action from the crew.

The rudder bias system is so effective that if an engine fails, the pilot flying needs to add very little extra push on the rudder on the operating-engine side to keep the plane flying straight. The DEEC behaves like the full-authority digital engine computers (FADEC) now common on new jets but, like all things in this Hawker, are backed up by the big old-fashioned big red knob manual fuel controls, instead of multiple-channel electronics.

54 December 2019 | www.saflyer.com

CONCLUSION It is a great loss that, in 2013, after 50 continuous years of production, Hawker Beechcraft stopped building the wonderful 125, a late casualty of the 2008 global financial crisis. This is an aircraft that has stood the test of time, becoming at once a classic and yet staying up to date and offering an unbeatable combination of cabin comfort with range and load carrying ability and fuel efficiency.

Despite the last 125 having rolled off the production line six years ago, the jets are still well supported by Hawker Beechcraft and parts are readily available. As Larry Beamish has demonstrated, a pristine low time HS-125 900XP can be had for less than US$3 million, which makes it fantastic value compared to say Embraer’s Praetor 500 or Cessna’s Latitude, both for around US$18m.

Despite the continued development of other midsize cabin rivals, almost no other biz-jet can compete with the 900XP on cabin comfort and load carrying versus price and overall performance.

It is the smart buyers’ choice.

j

HAWKER 900XP SPECIFICATIONS

NBAA IFR Ranges: V2 @ SL ISA, MTOW: 2,790 VREF: 113 Landing with 4 Passengers: 2,280

WEIGHTS (LB): Max Ramp: 28,120

CLIMB:

Max Takeoff: 28,000

Time to Climb/Alt: 17/FL370

Max Landing: 23,350

Engine Out Rate fpm: 428

Zero Fuel: 18,450c

FAR 25 Engine-Out (ft/nm): 194

BOW: 16,500 Max Payload: 1,950

CEILINGS (FT):

Useful Load: 11,620

Certified: 41,000

Executive Payload: 1,800

All Eng Srv: 41,000

Max Fuel: 10,000

Eng Out Service: 21,800

Avail Payload Max Fuel: 1,620

Sea Level Cabin: 22,200

Avail Fuel Max Payload: 9,670 Avail Fuel Exec Payload: 9,820

LONG RANGE CRUISE: KTAS: 402

LIMITS:

Fuel Flow: 1,123

MMO: 0.800

Altitude: FL 410

Transition Altitude FL/VMO: FL290/310

Specific Range: 0.358

Cabin Pressurization (PSI): 8.6 HIGH SPEED CRUISE: PERFORMANCE:

KTAS: 446

T/O (Sea Level, ISA Temp): 4,965

Fuel Flow: 1,745

T/O (5000', @25C): 6,623

Altitude: FL 370

Hot/High WAT: 27,219

Specific Range: 0.256

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55 www.saflyer.com | December 2019

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57 www.saflyer.com | December 2019

ALAN EVAN-HANES

THE GOODWOOD

REVIVAL

Berlinetta SWBs, of similar value. I managed a long and pleasant discussion with Sam Wilson who owns and races an ex-South African Lotus 20, still in Dave Charlton’s livery.

The actual motor racing made the current Formula 1 racing look pedestrian. I could not believe the vigour with which the drivers raced their expensive machines, in particular the Bentleys. The drivers included Rowan Atkinson (more famous as Mr Bean) and Ben Collings (equally ‘unfamous’ as Top

Due to its history, the Goodwood Revival is more a historic motor racing event than an airshow. But Goodwood still is a very pleasant and fully functional airfield and so during the motoring events they also host a spectacular display of flying and static historic aircraft.

Gear’s Stig).

A Blower Bentley can now

fetch more than €7 million! They raced as if their entire future lives would be destroyed if they came second. There was absolutely no quarter given. As a lifelong motor racing enthusiast who no longer watches Formula 1, it’s a treat for the crowds.

It was wonderful to walk around the pits and view the cars from close up. Sadly, much of the exotic machinery was from southern Africa. I wandered across to the manicured grass airfield, filled with aviators’ toys. I saw my first Bucker Jungmiester in the

T

flesh (there was also a perfect Jungmann); HE airfield was built

We arrived early enough (appropriately

Second

in a Range Rover) to be taken to our host’s

World War as a relief

private suite at the Esses for a champagne

landing

breakfast, while overhead a pair of Spitfires

during

the

ground

for

nearby RAF Tangmere near Chichester, West Sussex. After the war

and a Mustang flew an impressive display.

I was back in an era where everyone dressed

smartly,

behaved

well

and

the airfield was returned to the Goodwood

respected others. There was no litter, no

Estate and the perimeter track of the airfield

loutishness and women dressed to be

has been used since 1948 as the Goodwood

admired (which they were!) Alice’s rabbit

Circuit for motor racing.

hole opened into a reflection of beautifully Goodwood

attired crowds, stalls filled with genuine

Revival is a three-day festival for the cars

value-for-money offerings, and a display

and motorcycles from the circuit’s original

of motor and aviation history that has to be

period of 1948–1966. Almost everyone

seen to be believed. My tongue was hanging

dresses up in vintage clothes, ranging from

out in envy all day.

Each

September

the

period mechanics’ overalls to psychedelic

There were unbelievably expensive cars

miniskirts. We dressed up too and the very

on display, I saw three Ferrari 250 GTOs;

few that did not, stood out like a hippo at a

each estimated at around £50M. And then

sheep auction.

there were more than a half dozen 250 GT

58 December 2019 | www.saflyer.com

a

Klemm

KI35;

a

perfect

Beechcraft

Staggerwing; a gaggle of Spitfires and a Spanish built Me109. They also had a Fairchild F24R Argus and a rare airworthy Avro Anson. A full list would border on the unbelievable.

The

award-winning

restorations

on

display was not the surprise. It was the fact that you could walk right up to the aircraft and view them without being yelled at. All the aircraft were airworthy and the public were encouraged to take a closer look.

There were no high visibility vests being worn by officious jobsworths anywhere!

A welcome change and the respect was returned. Viewers looked but did not touch.

At the 2019 event they were celebrating the 75th anniversary of the June 1944 D-Day landings and Hap Arnold’s restored C-47/DC-3

Dakota

was

present

along

with a 500-strong American military camp

FEATURE

The presence of a Beech Staggerwing is always a crowd puller.

Surprisingly modern looking for its years and silver is the perfect colour for a Swift.

Nothing plays the nostalgia strings like a Tiger Moth.

The Fairchild Ranger is a scarce but welcome sight at Goodwood.

The Pitts Special of its era - The Bucker Jungmeister.

Delightfully period (and working) vintage displays are part of Goodwood show week.

A magnificently restored Bristol Scout draws the aviators attention.

The well-mannered crowd observed the unspoken 'look but don't touch' rule.

59 www.saflyer.com | December 2019

complete with cooks, bicycles, American bacon, Texan steak and all the various military equipment

Another Bucker - the Jungmann aerobatic trainer.

that was part of a huge display. And yes, everyone was dressed in period-correct military fatigues.

On leaving we had to walk a fair distance before we could take a ride in a modern farm tractor with a massive trailer to the car park. Everything looked modern and ugly.

j

Quite simply, the event was - bloody wonderful.

Piper J3 C-65 Cub in its new military colours.

It's Goodwood so there were cars too - for all ages.

Sam Wilson owns and races an ex-South African Lotus 20, still in Dave Charlton’s livery.

A bloody marvellous event made all the more so by a well-dressed, well-mannered crowd.

60 December 2019 | www.saflyer.com

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61 www.saflyer.com | December 2019

DASSIE PERSAUD-VAN DER WESTHUIZEN

ISLAND HOPPING IN GREECE Dassie Persaud-van der

Westhuizen thought she

wanted to be an architect – that is, until she discovered flying. She graduated as an

architect from the University of Pretoria – and also made time to be the Rag Queen, before learning to fly at

Wonderboom’s Loutzavia. She took a job as an air hostess

with a middle-eastern airline to fund her flying lessons.

62 December 2019 | www.saflyer.com

T

HE clouds are grey and

in Europe. Two weeks of intense flight

dense. A few small drops of

training around the beautiful Greek islands

rain slide off my windscreen

lie ahead of me, and I’m excited to start this

and towards the Aegean Sea

next adventure.

below as I scan the horizon

for my destination. I see land! Syros Island grows larger... Tower calls me and I can’t

ASSESSMENT FLIGHT The

process

begins

on

a

chilly

help but laugh- despite English being the

April evening with a 4-hour simulator

official aviation language they’re speaking

assessment in which to prove myself to be

to me in Greek.

a competent pilot. The rest of my training

Welcome to the island-hopping life as

will be determined by my performance, so

a pilot in Greece. I’m based in the small

a lot is at stake. I keep my fingers crossed

coastal village of Megara to complete the

and take one last deep breath before

process of converting my South African

starting…

Commercial

Pilot’s

License

into

the

Costa (a retired Greek Air Force pilot)

European equivalent. Like many South

keeps me on my toes from the get-go. He’s

Africans before me, I’m here to broaden

a reserved man – smelling heavily of smoke.

my opportunities by seeking employment

Perhaps our conversation is brief because

FEATURE

of his limited English vocabulary so we

Before my first takeoff Miklos peers at me

stick to the universal language of Jeppesen

with his watery blue eyes from the right-hand

instrument plates instead, diving straight into

seat and reminds me of our objective one

photographs

DME Arcs, sector entries, ILS approaches,

last time. “I know how you instrument rated

scattered across the hills. “Gear down” I call

holdings, engine failures... Costa’s quick

pilots are, always trying to look inside the

out, as I configure the DA42 for landing. The

smiles of encouragement in between each

aircraft. But today I want you to look outside

runway ends abruptly at the edge of a small

scenario helps increase my confidence and

and prove to me that you can fly VFR.” He

cliff and I’m approaching from over the sea.

I choose to hand fly the entire session. “You

didn’t have to tell me twice – after takeoff

It’s my first attempt at a landing under these

fly like the autopilot,” Costa informs me as we

from Runway 26L my eyes were filled with

conditions and I’m a young inexperienced

conclude the session.

a view of the Aegean Sea parallel to the

pilot…

I breathe a sigh of relief. I guess flying like the autopilot means I flew well so I won’t

runway.

GREEK COFFEE IN SYROS I descend for landing while my passenger the

multi-coloured

houses

I cross the runway threshold and

I turned out left over the glistening water

smoothly touch down for my first great

on my first flight around the Greek Islands,

landing! We hop out of the aircraft and drive

It’s late by the time my session ends so

almost reluctant to look at my instruments at

past goats grazing in the green rolling hills

Costa waits with me for my pick-up. “It must

all in my need to soak up the view. I fly from

and into the town centre. Having studied

be challenging being a woman and a pilot?”

one sunny island to the next, looking down

Architecture before moving into aviation,

He tentatively asks me after some small talk.

on the boats sailing across the calm waters

I admire the buildings as we casually stroll

I smile. I didn’t have to prove myself as a

while learning how to use the G1000 and

past busy cafes around the harbour with

need additional training.

female pilot to him during our session. “It’s not so bad in Europe. It’s far more challenging being a female pilot elsewhere in the world,”

Dassie flying a Diamond DA42 Twin Star in Greece for her EASA CPL test.

I reply. My transport arrives and we say our goodbyes. I don’t expect I will ever get to fly with Costa again.

BRIEF TO FLY Before I can fly in Greek airspace I have to complete hours of briefings about the differences between flying in Europe and elsewhere in the world, including measurement conversions and airspace regulations.

On top of that I have no experience flying a Diamond DA42 Twin Star so my school has to ensure my knowledge is up to scratch.

Luckily, I diligently studied the aircraft POH manual before arriving in Greece so my instructor, Miklos and I challenge each other with in-depth questions of the systems, instead of having only a typical class. He’s also a retired Air Force pilot but his heavy frame, grey hair and joyful nature, make Miklos seem more like Santa Claus than a

getting comfortable with my new aircraft.

views of enormous ships. I feel the warm

After practicing some general handling

ocean air blow across my face. Since Syros

manoeuvres, such as slow flight at different

is a popular tourist destination there is lots

students

percentage power settings and stalling in

to see and my young dark haired passenger

introduce me to Souvlaki and we share

various configurations, I find myself back at

is excited to meet her boyfriend here for a

stories to understand the differences in pilot

Megara for touch and go’s. It certainly isn’t

romantic weekend away. I wish I could stay

training across the world. Having completed

my best set of landings, but I have a few

here too...

all my briefings, I’m allowed to plan my route

more flights to improve my technique before

for my first VFR flight and I spend the evening

my final exam.

deadly fighter pilot.

In

between

classes

local

revising the school’s SOP’s so I can perform at my best.

ISLAND HOPPING I awake to blue skies and the ideal flying conditions that you expect in sunny Greece.

Miklos casually orders Greek coffee for the table. Learning how to fly in Europe is

Miklos is care-free as we leave the

important, but so is learning about different

aircraft. Enjoying retirement by instructing

cultures through their food and drinks. I turn

over the islands must be his reason for being

my nose up when the black coffee is placed

so relaxed. While I’m concerned about my

in front of me. “I can’t drink coffee without

landings, his main concern is to find an iced

milk,” I announce.

coffee.

“You can, but you choose not to.

63 www.saflyer.com | December 2019

Everything in life is a choice,” Miklos replies,

he kills both engines. Once certain I would

Out of the corner of my eye I see Demitrius

wisely as usual. He might be an easy-

safely make the field he returns my engines

fiddling with what looks like an instrument

going character, but his insights into life are

and we climb back up to our initial altitude

but I need to focus on judging my landing.

noteworthy. Apprehensively, I sip my black

again.

While completing my checklist I notice that

coffee and a large smile spreads across my face. It tastes wonderful.

EXAMINATION

Eventually, after a gruelling couple of

my landing gear lights don’t indicate three

hours and already on our second flight of

greens, I’m therefore at risk of my gear not

the day, we head back to Megara. But the

being in the correct position so I loudly call

exam isn’t over yet. I’m so focused that

out “go around!” and abort the landing.

After several days of flight training, I

there’s no time to appreciate the spectacular

With no time to waste we proceed with

awake on the morning of the final test. My

view. I only have one engine producing

various challenges such as an engine failure

examiner, Demitrius, is a stern middle-aged

power for my first approach and we still

after takeoff, in the critical phase of flight,

airline Captain with intense dark eyes. His

need to perform touch and go’s in various

below 400 ft. Since our altitude is too low

appearance and demeanour are in stark

configurations. After my first landing I fly a

to safely search for a fault, I give maximum

contrast with that of my instructor. Before we

typical circuit with both engines powered.

power to continue climbing while maintaining

take-off Demitrius concludes his briefing by saying: “Don’t think of me as an examiner.

Landing on Syros.

Pretend you’re flying with your friend and just show me how well you can fly.” I nod, but I’m not entirely sure I believe him.

With just three flight hours in which to examine me, there isn’t a moment to spare.

Instrument flying at high speeds, slow flight at 65 knots, stall recovery past the stall warning, steep turns… all while being questioned on various procedures to follow in emergencies.

“Do you see that open field there in the distance?” Demitrius asks me at one point.

“Yes” I reply. “Go land there,” he says as

The idyllic Megara Harbour.

64 December 2019 | www.saflyer.com

FEATURE my desired speed and heading. Luckily it’s

qualified pilots (both male and female) to find

a chilly day and we’re flying at sea level

jobs in the right-hand seat of Airlines without

so the dense air helps my aircraft’s climb

having to ‘pay one’s dues’ in the bush.

performance… 200ft… 300ft… 400ft... I

be an unforgettable experience.

If you choose to convert your South African license, then perhaps one day we

To those of you looking to convert your

will meet and you can tell me about the

license, I recommend looking at schools in

coffee you drank on your favourite Greek

circuits,

Greece or in other European countries with

Island during your conversion process.

Demitrius is satisfied and we do a full stop

a Mediterranean climate for the practical

landing. With my legs shaking from the

training. I selected Greece because the

physical effort required in asymmetric flying,

prices are affordable and I knew that flying

I climb out of the aircraft. It’s over. I have

around the picturesque Greek islands would

manage this problem okay.

Finally,

after

numerous

You can follow Dassie on her blog as ‘Aviatrix West’.- Editor

j

now qualified for an EASA CPL license with Multi-Engine and Instrument ratings.

“You’re the worst ‘friend’ I’ve ever taken flying. I’m never taking you with me again!” I joke with Demitrius and we laugh as I set off to the school for the very last time.

MY EASA DREAM I am now a qualified Commercial Pilot in South Africa and Europe. With less than three months to go until I start my A320 job training in London for a European Airline, I decided to write about my experience to help others interested in converting their license to EASA. The conversion process is lengthy and expensive, but there are countless opportunities for exciting flying on this continent.

As a female pilot I should also add that the employment opportunities in Europe allow for a fantastic work-life balance, enabling us to advance our careers while having the means to start a family. This is mainly because it is the norm for newly

But it can also be cloudy over Greece.

SA Flyer 2019|02

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65 www.saflyer.com | December 2019

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truly grateful for having had the privilege to do this for

nearly 45 years as a pilot at SAA and Air Mauritius, and

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• SAA • How To Become An Airline Pilot • Accidents & Incidents • Beautiful Pictures

THIS OUR 10TH SPECIAL EDITION! – and in it we bring you the BEST of our Past Nine Special Editions!

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This Special Edition really is a collector’s item that has it all – from the double page spread Opening Shot photographs that capture some of the unique sights of airline flying, to thought provoking articles on the thankfully rare drama of incidents and regrettably painful lessons from accidents.

There are very few of us who have been lucky enough to combine our passion for flying with our careers. I am

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FLYING THE

BIG JETS EVERYTHING YOU WANTED TO KNOW ABOUT AIRLINE FLYING.

truly grateful for having had the privilege to do this for nearly 45 years as a pilot at SAA and Air Mauritius, and in particular for the 15 years that I was the Chief Pilot at SAA. I remain involved in the industry at FlySafair. I trust

Amazing Opening Shots

Becoming An Airline Pilot

that this Special Edition of the Best of SA Flyer’s ‘Flying

All About Airliners

the Big Jets’ articles will inspire many newcomers to the industry and that they may consequently be able to enjoy the wonderfully full life that it has given me.

Flying the Big Jets

Captain Johnny Woods (Ret) SAA Head of Flight Operations & Chief Pilot: 1998 – 2013 Magical Flights

| VOLUME 9

VOLUME 9

R129.00

Plus:

THE BEST OF SA FLYER’S FLYING THE BIG JETS

VOLUME 10

Captain Johnny Woods (Ret) SAA Head of Flight Operations & Chief Pilot: 1998 – 2013

SE 2015 Outside covers 13,5 mm spine.indd 1

reference) Flyer And Aviation Publications First National Bank Fourways Acc #: 6246 558 5118 Branch Code: 251 655 Plus:

• SAA • How To Become An Airline Pilot • Accidents & Incidents • Beautiful Pictures

Issue 9

SE 2015 Outside covers 13,5 mm spine.indd 1

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R129.00

The Challenges

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67 www.saflyer.com | December 2019

FEATURE STORIES BY NOEL OTTEN AS TOLD TO ALAN EVAN-HANES

TEA WITH JOCK

Wednesday afternoons were not for golf, but

for aerobatics. The weather was good, my Pitts

Special gleamed in the sun and I was determined to be the new SA National Champion. So I used every possible moment to practice.

The Baron had maintained Radio silence.

a reasonable view of the runway threshold until rounding out. Then your view forward is at best an informed guess and the runway is only visible if something is dramatically wrong. The view is about as much as Andrea Bocelli sees.

As I kicked straight and simultaneously eased the nose up, I could not only not

Bruce Perkins

see the runway, but the entire airport was blanketed by cowlings and a stroboscopic

T

propeller disc. Normally if you did see any runway you were landing skew.

HE radio in my Pitts had

aware of ‘who was where’.

Something felt very wrong, as if I was

developed a problem that

I did a reasonable sequence or two and

caught in a whirlwind. The Pitts was shaking

required removal and detailed

called re-joining the circuit. I battled to hear

unusually right at the point of touchdown. I

troubleshooting. I had the

anything and was worried about whether

did not like it. I immediately took full power

option of fixing it now and

the radio actually worked. To alleviate this

to climb, maybe do a go around or maybe to

not flying; or flying now and discovering the

I ensured that my calls were loud, textbook

let her settle. As I pulled back the power for

problem when it was fixed, however late that

clear and Charles Fortune perfect. I joined

a second attempt at about 20 feet it all felt

was. Being young, arrogant and determined

downwind, called the turn to base and final

normal, so I let her settle to a good landing.

- I elected to do the right thing. I strapped in

twice.

I could hear the odd tyre squeal, but it felt

for a flight; but took a handheld radio with

A Pitts Special has a bit of a blind spot on

normal. In fact my landing was better than

approach and landing. One has the option of

good, it was a great landing. At the end of the

The problem was not so much the

flying a continuous curved approach all the

runway, much more than I normally used, I

handheld radio but rather that I could not

way to the threshold like a Spitfire, or slide-

slowed to a near stop and turned to taxi back

use a headset with it in an open cockpit. So

slipping one way or the other whilst keeping

to my hangar and attend to my awaiting radio

the quality of my broadcasts was relatively

on track. And a Spitfire lands a lot slower

problem.

unknown and my ability to hear severely

than the 100 mph needed for a Pitts. The

Then I saw it. My Pitts was engulfed by

discounted.

sideslip approach is favoured at airports with

another aircraft, my left wingtip was inches

me.

There was not much of the normal

other traffic as other aviators know where to

away from a Baron’s propeller. It was so close

Wednesday afternoon traffic in the circuit.

look for the very small, high-performance

that I could not taxi to avoid the left wingtip. If

The aerobatic box was within the old

missile, which I choose to fly.

the Baron moved forward I was hamburger.

Baragwanath airfield boundaries and the

The problem with a sideslip is that it

I held my hands up in desperation to signal

circuit traffic could be anything from gliders

blankets a lot of the view in the opposite

him to apply brakes and shut down. I did the

to students doing solo circuits, to the very

direction, that which is not already hidden

same. This idiot had landed so close behind

fast Navajos or even faster Aerostars

behind the wings and interplane struts. So

me it was suicidal. I was reluctant to make

and even the occasional business jets

a sideslip to the left hides the entire airfield

a scene as I was unsure as to whether my

descending into Rand. It was important to be

to the right of the threshold. But it does offer

radio communication was at fault.

68 December 2019 | www.saflyer.com

The Baron’s door opened and two very ashen men emerged. No doubt I was the same ghostly white. I undid my straps and

Bruce Perkins

(PART 3)

Visibility out of the diminutive Pitts Special on final approach was somewhat restricted - a bit of a blind spot.

parachute harness, placed the handheld radio on the parachute and climbed out to move my aircraft out from being the Baron’s lunch.

I was just about to apologise when a voice came from a car that was fast approaching.

It was Jock Germishuys. The Director of Civil Aviation. I feared that my day was about to get worse.

‘Jislaaik Noel! Are you okay?’ he asked.

‘Hi Sir, Yes I am fine,’ but my voice trembled.

‘Don’t worry - I heard and saw the whole thing, let me deal with these guys!’

Now I was in shock. He was not accusing

him, got caught in his propwash and in taking

out, he had failed to make any radio calls. I

me of doing anything wrong – but them! My

power, totally unknown to me, leapfrogged

naturally thought it best not to mention that I

day became instantly better.

the Baron to touchdown a second time right

was probably incapable of hearing anything

It turns out my guardian angel was

in front of him by an even smaller distance.

anyway and quietly kept the handheld radio

putting in her full year’s work in a couple of

The squeals I heard were from his desperate

hidden on my parachute.

seconds. The Director of Civil Aviation just

braking. Luckily this Pitts needed about 100

I went home to my new wife that

happened to be taxiing out to the threshold

mph to start the flare, which was just a bit

afternoon without fixing my radio. I do not

in a Navajo as I called for base leg. Jock

more than the Baron’s touchdown speed.

drink and never have; but celebrated the

Germishuys had heard all my transmissions

Jock was livid at the display of airmanship

gift of life that evening by having a big steak

clearly. But nothing from the Baron, who just

he had just witnessed. He had heard all my

in the JLPC pub. And a big silent prayer to

landed when he saw a runway in front of him.

calls loud and clear; as well as witnessed the

my poor overworked guardian angel. I tried

He was, however, rather surprised by my

low straight in approach of the Baron. Our

to take some of the future pressure off her

sudden appearance filling his windscreen.

near collision and leapfrogging was all over

by doing much more careful lookouts in the

I had failed to see the Baron as it was well

before he could call a warning out on the

circuit, even if it meant lifting each wing to

below me and just happened to be hidden

radio. The Baron’s radios were tuned to an

knife edge in turn.

from my view behind the engine cowling from

incorrect frequency, if they had been used at

Authors Note: Any errors are that of the

base leg onwards. I had landed about a Pitts

all. The pilot was an elderly German wartime

author whose recollection could never be as

Special’s length (all 15 ft 4 inches) behind

pilot who had not only failed to keep a look

captivating as the first-hand accounts.

j

SA Flyer 2019|09

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69 www.saflyer.com | December 2019

OBITUARY

Farewell - Ian Roger Popplewell 15 OCTOBER 1945 – 6 OCTOBER 2019

Ian Popplewell was born in Johannesburg which he called home for his entire life.

off a Bucker Jungmann at 500 ft AGL at the height of the June 1976 riots, with a forced landing into a tiny plot in Soweto. The aircraft took many years to rebuild but its occupants escaped unscathed.

On another occasion, he had his entire family on board a Piper Comanche 400 when he force-landed in the veld gear-up due to a fuel filter blockage. Days after his 70th birthday Ian had a Chipmunk drop a valve with Helen on board, but he was able to successfully fly

H

it to a nearby airstrip.

E attended St Johns College, and then studied engineering for a while but preferred the practical side and became a master craftsman in nearly every engineering discipline.

Ian is survived by Helen; his three daughters Nikki, Cheryl and Kate; and eight grandchildren. His funeral was held at St Johns and included a moving flypast with a missing man formation. Like everything else in his life, it was perfect and first class.

He went into the motor industry and assisted in

building the famous Basil Green Perana cars prior to joining his father Eric at Swimrite pools where he met lifelong friend Brian Zeederberg.

Swimrite premises became a base to restore old aircraft, vintage cars, vintage bikes and for other business ventures, including buying most of the Mozambique Air Force. Ian also manufactured the first double cab bakkie in South Africa by cutting his Hilux in half and welding a section of a Corolla onto it. He then added a fold up tent and toured Namibia in it.

Ian Popplewell and Brian Zeederberg formed a partnership where Brian did the talking and Ian did the walking; a bond which made their union a lot stronger than each individual. Ian married Helen van Vliet in 1969. When Brian Zeederberg decided to learn to fly and broke his leg, Ian cut off the plaster cast with an angle grinder so Brian could take Ian for a flip. This camaraderie set a lifelong tone and Ian started flying at the Johannesburg Light Plane Club at Baragwanath in 1973, soloing in a Luscombe Silvaire in 7.5 hrs. Ian was a member of JLPC from the early 70’s and held the position of Vice Chairman for over 30 years, until the time of his death.

Ian Popplewell competed in the SA National Aerobatic Championships many times, but it was for his support as team manager that he will best be remembered. Ian and Brian were competing in the State President’s Air Race and were running in second place when the aircraft ahead of them force-landed due to propeller failure. They flew a tight orbit around the leader to confirm they were alright. This cost them 27 seconds; and they promptly lost the race. The newspapers headlined, “Nice guys come second”.

Ian had his fair share of escapades including losing the propeller

70 December 2019 | www.saflyer.com

Ian Popplewell - A life well lived.

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71 www.saflyer.com | December 2019

WASSUP

FIRST US QUICK-BUILD SLING 4 TSI

One of the premier South African kit

manufacturers celebrated a milestone

this week when the first Sling TSi built at the company’s Southern Californian

builder-assistance centre completed its 40-hour Phase I flight-test program.

REPORT: OWEN HECKRATH

T

HE four-seat Sling has been available as a kit for some time, but the company has been busy setting up a stateside builder-assist program at its Torrance, California, base. This particular Sling was built by Algen Albritten. Because he’s a newly minted pilot, Albritten

handed flight testing over to The Aircraft Factory’s Jean D’Assonville.

Albritten, described as a ‘serial entrepreneur’ by friends notes; “I wanted something rugged and easy to fly. I’m a new pilot and so wanted a plane that would be simple and stable to fly, as well as get me where I wanted to go – the TSi is already meeting my expectations.”

The four-seat Sling has a claimed cruise speed at altitude of 155 knots from a 141-HP turbocharged Rotax 915is. Kit price with all the quick build options as well as the engine, propeller, avionics, and fully

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Algen Albritten proudly shows his documentation for the first US owner-built Sling Tsi.

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SA Flyer 2019|10

Starting at R235 000 Fully factory built starting at R680 000 depending on engine choice.

72 December 2019 | www.saflyer.com

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The company strives to deliver a safe, efficient and cost-effective service to its customers. Joc-Air Propeller Shop is a certified aircraft maintenance organization that provide propeller services to piston and turbine engined aircrafts. Joc-Air Propeller Shop holds numerous Hartzell approvals consisting of Pitch Change Knob shot peening, Aluminum Hub shot peening, Blade Airfoil shot peening, Cold Rolling, Hub modifications and bushing replacement, Composite Blade overhaul and Erosion Shield replacement. With these Hartzell approvals Joc-Air saves its clients’ money and time that it would take to send their propellers or blades to Hartzell in the United States.

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SA Flyer 2019|08

Joc-Air are approved to carry out maintenance on Hartzell,

73 www.saflyer.com | December 2019

AOPA BRIEFING CHRIS MARTINUS

RUDDERLESS

Aviation authorities the world over have the responsibility of overseeing aviation safety and security as well as developing the aviation industries in their countries.

A

VIATION safety and the

international laws and standards that force

times be protected against terrorist attacks,

development of aviation

regulators to consider paying passengers

hijackings and other malicious interference

are two things that are

to be the holiest of holies, do not apply the

with

mostly at loggerheads with

same standards to GA pilots and aircraft.

interference is unheard of in GA flights.

commercial

flights.

This

kind

of

each other: a terrific safety

Indeed, regulators are not at all required to

Nevertheless, many years ago, prior to

record can be achieved by banning aviation

provide a duty of care towards GA pilots,

the 2010 Soccer World Cup held in South

outright, or simply effectively regulating it

their non-paying passengers or aircraft.

Africa, and under the tenures of Civil

out of existence. On the other hand, little

Regulators need only take steps to protect

Aviation Commissioners Trevor Abrahams

or no regulation or oversight will result

third parties: people on the ground and in

and Colin Jordaan, there was a gross

in unfettered development and growth of

other aircraft.

misunderstanding that aviation security was

ideas, technologies and procedures – but

Nanny states like Australia do not see

some form of national security which could

at greater risk of accidents as new concepts

things that way. People must be protected

be used to oppress those who fly privately.

are implemented and tested.

against themselves and their own actions at

There were major efforts to have the police

all costs. But this is always at the price of

and CAA inspectors conduct warrantless

innovation.

searches of private aircraft and private

International law mandates that the safety of paying passengers on commercial flights is paramount. Trying out even small

Sadly, our own Civil Aviation Authority

new ideas and technologies which may

has been confused about these concepts for

place paying passengers at risk can result

more than a decade.

in disaster, as Boeing recently rediscovered with the tragic Indonesian and Ethiopian 737 Max accidents.

properties which may have an airstrip.

The rationale was that these aircraft and properties were hotbeds of smuggling, terrorism and other nefarious activities. This

GENERAL AVIATION SECURITY? An important aspect is that aviation

culminated in Jordaan’s pious contentions that helicopters were being widely used to

This makes non-commercial general

security is largely irrelevant to GA. Aviation

aviation (GA) the incubator for most of

security deals primarily with that holy of

Despite frantic efforts and a great deal

the new ideas in aviation. Those same

holies, the paying passenger, who must at all

of cooperation from the GA community,

74 December 2019 | www.saflyer.com

poach rhinos.

COLUMNS

there have never been any instances of

had been mandated to force licensing and

– even though the courts and CAAC again

such criminal or hostile activities. However,

registration upon all smaller airfields – and

overturned Ms Khoza’s decisions. There

there were many efforts by the SANDF and

then refuse to licence or “register” them. It

are ongoing similar scandalous groundings

SAPS to create ‘roadblocks in the sky’ and

became quite apparent that CAA’s actions

related to SAA Technical, Comair and some

to ransack private homes, businesses and

once again had nothing to do with their safety

state airlines.

aircraft in the name of national security. It

and security mandate, but more to do with

Khoza and CAA also embarked on a

did not occur to CAA that it had no business

political paranoia and desire for control from

campaign to try to denigrate AOPA South

being

higher up.

Africa and its directors some years ago. Her

crime-fighting

super-heroes

or

defenders of our national integrity.

Bizarrely, CAA applied to the High

accusations are a witches’ brew of racism,

This culminated in a successful lawsuit

Court much later for permission to pursue

dishonesty

brought against CAA and the Minister of

an appeal against the decision of the CAAC

representatives for having had the temerity to

Police shortly before the 2010 Soccer

nearly two years after their judgement.

criticize her and the CAA for their excesses

World Cup. Not only were draconian flight

AOPA appealed to its members and other

and general incompetence.

restrictions already in place, but we sat

interested parties to assist by contributing

She has put a lot of effort into coercing

slack-jawed listening to SAAF generals

towards the legal costs of opposing this new

and intimidating a number of her colleagues

telling us that if a student pilot were to take off

move. The response was overwhelming.

and other non-CAA persons and entities into

and erroneously turn in the wrong direction,

After more years of wrangling and

the Air Force would assume that this was a

obfuscation by the CAA, the Court refused

terrorist attack and immediately shoot down

CAA’s application and awarded attorney and

the hapless student.

client costs against CAA on the basis that

For this reason, they contended, all

and

immorality

against

our

her campaign of disinformation and hate speech.

The time has now come for AOPA to rectify this.

their application was frivolous, vexatious and

flights including training flights would have to be grounded nationwide for the duration of the soccer matches. Fortunately this insanity was averted.

THOSE HATED PRIVATE AIRFIELDS

Basic airstrips are an essential part of general aviation - yet the CAA seems deeply suspicious of them and appears to want to regulate them out of existence.

But the abuse of South African aviation law continued unabated and CAA attempted to achieve their political masters’ ends by trying to establish regulations forcing the licensing or ‘registration’ of any and all places where an aircraft may land or take off.

AOPA

South

Africa

was

deeply

suspicious of these proposed regulations and resisted them at every turn. Our suspicions were vindicated when a GA airfield in the Gauteng area was proposed.

This was to be a public-use airfield catering mostly for light aircraft and as such, AOPA agreed and supported that it should indeed

an abuse of court. The taxation and recovery

be licensed. This was also the view resulting

of those costs was again characterised

AOPA took a decision to remain silent to

from considerable discussion by experts at

by delay and obfuscation, but I’m pleased

give CAA and the various “governing bodies”

the National Airspace Committee.

to advise that CAA paid up and as of this

six months to properly manage the future of

writing, their money is now safely in AOPA’s

non type-certified aircraft, their owners and

account.

pilots since the dissolution of RAASA at the

However, an application to licence the airfield was flatly refused by then Acting

RAASA AND NTCA

Director for Civil Aviation, Ms Poppy Khoza,

Our treasurer is now working on returning

on the basis that it was “unsafe”. A request

those funds to contributors or, if they prefer,

It seems at the time of this writing that the

for reasons elicited no cogent response, so

leaving those funds in our litigation account

whole process is rudderless and in danger of

her decision was reviewed and overturned

for continuing to protect GA from these

crashing and burning. It is now time for AOPA

by the Civil Aviation Appeals Committee. The

ongoing vagaries.

to intervene to protect the owners and pilots

CAAC patiently allowed Khoza plenty of time to make her safety case, but she was unable to come up with anything even vaguely relevant to her purported viewpoint.

This confirmed our suspicions: CAA

end of March 2019.

of NTCA. CAA FIGHTS DIRTY

j

CAA seldom sees success in the courts. This was apparent in the shameful grounding of CemAir airline for nine months

75 www.saflyer.com | December 2019

SPECIAL FEATURE REPORT: OWEN HECKRATH

CAPTAIN SCULLY LEVIN HONOURED AS MASTER AIR PILOT

Captain Scully Levin receives the Master Pilot Award from Malcolm White OBE.

There is little chance of contradiction if you were to say

of SA Flyer’s Lifetime Aviation Achievement

aviation enthusiast in South Africa and also to many around

master aviator, the Honourable Company of

that the name Scully Levin is immediately familiar to every

the world. In his long career he has epitomised the level of professionalism to which most aviation enthusiasts aspire.

C

Award, which he received in 2009.

To add to the accolades presented to our Air Pilots, an international Guild founded in 1929 has honoured him with a Master Air Pilot Certificate. This is “in recognition of long service and consistently high standards” in professional flying.

The certificate was presented to Scully

APTAIN Scully Levin

years. And since retiring from SAA, he has

in London. It is signed by HRH Prince

qualified as a pilot in the

continued valuable contributions to South

Andrew, the Duke of York, who is Grand

South African Air Force

African aviation as consultant and display

Master of the Honourable Company of Air

in 1964 and has since

pilot.

Pilots. Scully’s nomination for this tribute

amassed over 29 600

His achievements in aviation have long

was unanimously accepted by the board of

hours flying time on more

been recognised in South Africa and in 2012

Trophies and Awards committee as meeting

than 180 different types of aircraft. A feat

he was awarded The Order of the Baobab in

the standards of excellence required for this

matched by very few in the aviation industry

Bronze by the Presidency, for his immense

most deserved accolade.

globally. He was a pilot on SAA’s local,

contribution to aviation, both as a pilot and

regional and international routes for over 38

trainer. He is also the only winner thus far

j

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FLIGHT SAFETY THROUGH MAINTENANCE

79 www.saflyer.com | December 2019

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80 December 2019 | www.saflyer.com

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

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

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

Off-site Specialist tests

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On site Specialist tests

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WASSUP

FLYING AT GROUND LEVEL:

BLOODHOUND BREAKS 500 MPH

REPORT: GUY LEITCH

Under the blistering Kalahari

The Bloodhound accelerating across the Kalahari pan - ultimately to a hoped for 1600 kph.

sun, the Bloodhound Land Speed Record (LSR) car

has, at time of writing on 7

November, secured its place amongst the top 10 fastest cars in the world, passing

the 500 mph milestone with a speed of 501 mph (806

km/h) and a successful twin

parachute release to slow the car on the 10 km mark.

1997 by a UK team led by Richard Noble and

Measuring

driven by Bloodhound’s Andy Green.

weighing 90 kg each, they are designed to

900

mm

in

diameter

and

The project at Hakskeen Pan in the

spin at up to 10,200 rpm – more than four

Kalahari is split into two phases. Phase

times faster than wheels on a Formula 1

one’s target is to break the world land speed

car at top speed. The result of 30 years of

HE most recent run was

record (currently 763.035 mph / 1,227.9

research and design, they were created by

not without drama as an

km/h). This is necessary to understand how

an international consortium and forged from

unplanned emergency fire

the car behaves as it enters the transonic

one of the highest aircraft grade aluminium

warning alert went off in the

stage and then supersonic speed. Upon the

alloys in the world: 7037.

cockpit. Pilot Andy Green

successful completion of Phase 1, the team

The wheels have a V-shaped keel

called

Fire’

will review the data and technical challenges

which digs into the alkali playa (baked mud)

over the radio and quickly evacuated the

before embarking on Phase 2, and the

surface by 15 mm when the car is stationary.

cockpit through the hatch. Rescue Trucks 1

challenge of safely reaching 1,000 mph.

As speeds increase, the wheels rise out

T

‘Fire,

Fire,

and 2 were on the scene in seconds. The

The high speed testing will be conducted

of the mud surface and plane in much the

firefighters inspected the rear engine bay

using the car’s Rolls-Royce EJ200 jet engine.

same way as a speedboat rides up on the

and discovered there was no fire.

These engines produce a peak thrust of

surface of the water. At 500 mph (804 km/h)

The alert had been triggered by a fire

20,000 lbs (90 kilonewtons), equivalent to

and above, just a few millimetres of metal will

wire which is designed to burn and break

54,000 thrust hp, or the combined output of

be in contact with the desert surface, and

at 160°C. The afternoon sun was 36°C,

360 family cars.

the giant aluminium discs will act more like

which, combined with the heat soak from

The solid aluminium wheels have been

the Eurofighter Typhoon engine, triggered

specially designed for the desert surface.

the alert. The Bloodhound team says the exercise validated both the fire detection system and fire response processes.

Over 500 mph the Bloodhound LSR car received minor bodywork damage to the rear deltas. These are the aerodynamic panels that cover the rear suspension. At time of going to press, the team is now preparing for the next challenge; 550 mph.

The

Bloodhound

combination

of

fast

LSR jet,

car F1

car

is

a and

spaceship. At full design speed (1,050 mph), Bloodhound LSR could cover a mile (1.6 km) in 3.6 seconds. The World Land Speed Record of 763.035 mph (1,227.9 km/h) is held by Thrust SSC. The record was set in

82 December 2019 | www.saflyer.com

rudders than the wheels on a conventional

j

car.

Pilot Andy Green exits the Bloodhound after hitting 500 mph.

FlightCm African Aviation

WHY DID THE RUSSIANS BRING TU-160S TO SOUTH AFRICA?

SAA GETS A350-900s AVIATION PROFILES GUIDE 2020

Edition 134 | DECEMBER 2019 Image: Morne Booij-Liewes

FACE TO FACE: ASSA CHRIS ZWEIGENTHAL

HUGH PRYOR – PORTER CASEVAC

PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00 www.saflyer.com | November 2019

83

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 2019|12

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Ed's note...

DECEMBER 2019 Edition 134

5 Bush Pilot - Hugh Pryor 7 GIB Events 10 Airlines - Mike Gough 11 Defence - Darren Olivier 17 Chris Zweigenthal

21 China in African Aviation 25 2020 PROFILES GUIDE 30 Back Pages 43 Industry Update - A350-900s

I

am busy with what I hope are the final stages of a PhD study that seeks, amongst other things, to identify the challenges to the African air transport industry and to prioritise them.

I have been surprised by the answers I have received from interviewing some airline CEOs on the challenges faced by the industry. The usual answers I expected include: poor management, lack of skills, lack of access to finance, an uneven playing field with unfair subsidies, high taxes and charges, particularly from airports and on fuel, a poor safety record with concomitant lack of trust from the travelling public, lack of access to affordable finance, foreign airline competition and numerous others.

I was therefore taken by surprise when a CEO shrugged off those ‘challenges’ and said that the problem with the industry was simple – there is a very limited market for airline travel in Africa. The instant I heard this view it resonated as a key reason for the failure of fastjet. This airline was started as an African offshoot of EasyJet with much fanfare as an innovative low cost carrier.

CEO Ed Winter was full of optimism and told a good story, particularly about fishermen from Mwanza on Lake Victoria using fastjet to transport their catches to market in Dar es Salaam. But what everyone seems to have missed was that the market for this sort of service is tiny – and it was probably never going to be profitable transporting subsistence fishermen’s catches.

A CEO I interviewed said it best. He reckoned that the long list of ‘the usual challenges’ are merely ‘irritants.’ He went on to explain, “those things are not constraining growth, they just make it a bit more difficult.

Actual growth in the air transport industry

Publisher Flyer and Aviation Publications cc

SALES: +27 (0)72 900 2023

Managing Editor Guy Leitch guy@flightcommag.com

ADMIN: +27 (0)83 607 2335

Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

3

FlightCom Magazine

Postal Address P O Box 71052 Bryanston, 2021 South Africa

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

is restricted only by the size of the market.

People are not saying they won’t fly to a place because the handling company fees are prohibitive. They will still fly, but the airline will simply be less profitable.”

Was this the reason why the African airline industry as a whole was loss making, while the rest of the world was enjoying unprecedented profits? The CEO surprised again by reiterating that the usual constraints are not challenges to profitability – the challenges to profitability are “market size and affordability. And affordability is about the oil price; when oil comes down ticket prices come down too and more people can afford to fly.”

The questions for any African airline operator are then: “How big is the market?

Can we achieve economies of scale? Are there a hundred people today who want to fly? If the market is there, we will satisfy it. Look at the successful privately owned carriers - if there is the tiniest opportunity they will seize it and make it profitable.”

So the problems faced by the African airline industry seem, at least to this CEO, straightforward: the state must get out of the way and let the private sector get on with it.

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

JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need.

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

SA Flyer 2019|03

For our list of available aircraft head over to our website www.ascendaviation.co.za.

Ray Watts

Industry Update Guy Leitch

SAA GETS IT FIRST TWO

A350-900s SAA is leasing two A350-900s from Hainan Airlines and two from Air Mauritius. The leases are all three year sub-leases and we can only hope that SAA acquired them at singularly competitive rates as the original client airlines no longer wanted them.

5

FlightCom Magazine

B

Y the time you read this SAA should have the first two Airbus A350-900s.

It has taken the airline ten years to get these most modern and fuel-efficient jets as Airbus first started trying to sell them to SAA that far back. They are intended primarily for the Johannesburg - New York route where they are expected to save as much as thirty tons of fuel per sector – albeit still with weight restrictions from OR Tambo on hot days.

It is expected that they will also provide significant maintenance savings over the almost 20 year old Airbus A340-600s, and lower carbon tax costs as well.

The first A350 to arrive in South Africa will be one of the two nine month old handme-downs form China’s Hainan Airlines (and before that, South America’s LATAM).

These two aircraft are Constructors no #226 and #245 and will receive registrations ZSSDC and ZS-SDD. On 28 October #226 was seen in Singapore, where it had been re-finished in SAA livery, by using decals over the Hainan colours. It arrived at OR Tambo on 31 October.

The A350s will seat 339 passengers, with 30 in business and 309 in economy.

This is in comparison to the 317 of the A340-600, which included 42 business and 275 economy seats.

The seat configuration came not from Hainan Airlines, but from LATAM, who were the original customers for these two aircraft. They were then taken up by Hainan, who kept the LATAM business class cabin.

The two A350s ordered by Air Mauritius will be delivered direct from the factory in Toulouse to SAA. The first aircraft is #354 which will become ZS-SDE and will be delivered on 7 November. The second is #365 which will become ZS-SDF and is expected around 30 November. 

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SA Flyer 2018|10

CONTACT:

BUSH PILOT HUGH PRYOR

PORTER PICK-UP It is reputed that the Pilatus PC-6 Turbo Porter was designed by a committee of six Swiss farmers to carry hay into the high Alps, so that they could keep their cattle up there for longer. They knew pretty well what a hay cart looked like but didn’t know much about aeroplanes.

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HE whole point of the Porter was to carry a ton of hay up as quickly as possible, land almost anywhere and get back down for the next load. Speed was not a requirement, which may account for the Porter’s nickname, ‘The SOS’, or Stationary Object in the Sky. Quite apart from being a box with wings, the Turbo Porter has an extremely long nose, as though the designers wanted to get the noisy bit as far away from the pilot as possible. The wings don’t actually fit onto the box very well, so they have to stick a bit of pinked tape over the gap.

So that is the first impression, but on closer inspection this ugly duckling hides some remarkable secrets...you can take the passengers’ seats out of the ‘Box’ and stack them on seat rails hidden down the back, in the tail.

There is even a bomb bay with doors which can be opened and closed by the pilot, in flight. On the current model the passenger cabin has enormous sliding doors on each side which can open the full length of the cabin to the wind, during flight,

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which makes it very convenient for ejecting parachutists, unruly passengers and outsized loads. The cockpit doors are designed to be released during flight, if the pilot decides to go parachuting too.

Then there are some interesting little details: For example, the ailerons, flaps, elevators and rudder can all be built on the same jigs. The massive main undercarriage has almost a foot of travel on its oleos, allowing operations out of places which would destroy most aircraft and if the landing ground is too rough even for them, they are designed to break away without taking any of the other important bits with them...and Yes...I have actually seen that happen!

And then there is the best kept secret of the lot, the engine. The originals had a great big geared, 6 cylinder, 345 hp Lycoming stuck to the fire wall, but the Porter was so slow that the engine would overheat, particularly in the tropics, so, after playing around with the Astazou and Garrett turboprops, Pilatus discovered the legendary Pratt & Whitney PT-6 (‘Pump Turbine No 6’) which had been pumping oil on a pipeline in Canada non-stop for many

years and seemed like an ideal candidate for conversion into an aero engine. It churned out 720 shp and weighed less than half the old piston engine, which is why they had to stick it so far out in front – to balance everything up.

I have spent more than 6 000 hours of my life sitting in the front end of the old girl and I have never ever had my faith in the engine tested. As WW2 American pilots used to say...”Put your trust in God and Pratt & Whitney.”

The old Porter has saved my life on so many occasions that it is difficult to pick out a single example, but just to give you a flavour, I was flying for the Canadian Occidental Oil Company in South Yemen in 1994. They had a production site up in the wild, barren mountains in the Hadramaut Governorate.

The pipeline to bring the oil from the site down to the coast started at 3600 feet above sea level and climbed to 5800 feet before plunging down a 2000 foot escarpment.

The pipeline followed a fault line which formed a kind of ramp down the escarpment at an angle of about thirty degrees down the face of the cliff. The pipeline was accompanied by a dirt track known as the ‘Right-of-Way’, which was approximately twenty feet wide and made the total width of the ramp, with the pipeline, about thirty feet between the face and the drop-off. This provided enough room for a Land Rover, as long as the driver had had a quiet night the night before.

Ken was driving on the day of the incident I describe. There was a loss of pressure on the pipeline. This would involve a pipeline inspection and so he took Ibrahim, a Libyan pipeline engineer (whose father had been ‘disappeared’ under the Ghadaffi regime) and a couple of workers in case it was simply a matter of lifting something.

They drove all the way down to Station

88, which was about halfway to the coast. It was on the way back up the escarpment that the incident took place.

Ibrahim was standing on the tail-gate footrest, so that he could jump off and back on again at each joint. It was as Ken pulled away from one of these joints that Ibrahim’s feet slipped off the footrest and hit the ground, driving his face down onto the step.

Nobody noticed Ibrahim’s absence until they reached the next joint.

Ken initially thought that Ibrahim had just gone to excuse himself, but after ten minutes, he became concerned and started walking back down the right-of-way. He found Ibrahim, unconscious, lying face down in the middle of the track. There was blood on the ground around his head.

Ken suddenly realised that he was facing a career-changing emergency, possibly a fatality.

He ran down the hill, hollow fear punching at his diaphragm. His first worry was whether Ibrahim’s neck was broken.

If it was it was, it would be extremely dangerous to move him. Ken knelt down beside Ibrahim’s head and leaned forward to listen for signs of life. To his enormous relief he detected faint and stertorous breathing. There were teeth mixed in with the blood.

“Can you hear me, Ibrahim?” He said but there was no reaction. “If you can hear me, stay still. We are going to get you back to the clinic.”

Then Ken raced back up the hill to the Land Rover and called Base Camp.

“Hello Base, this is Mobile One.” “Hello mobile one, this is Base. Go ahead.”

“Roger Base, can you call the medic to the radio...urgent.”

“Copied. Stand by.”

Seconds later Jim, the Medic was on the line. “Mobile One, Medic, go ahead.”

Ken explained the situation, including the possibility of a broken neck. “Mobile One, that’s all copied. Keep the patient immobile and we’ll be with you as soon as

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possible.” He then pressed a series of short blasts on the camp siren, which was where I came into the story.

I raced to the Radio Room and Jim filled me in on the details. “I have the vacuum stretcher and the emergency bag ready.

What we need to do is to find somewhere to land as close as possible to the patient,” I nodded, and we were airborne in minutes.

I had often wondered if it would be possible to land on the ‘Right-of-way’ on the escarpment and today we would see.

I had made several approaches on previous occasions and it looked do-able if the wind was quiet. Today there was no wind and I gave Jim an enquiring look. He nodded as he tightened his harness. “Let’s give it a go,” he said.

We lined up just off the lip of the ramp, about three hundred metres below where Ibrahim was lying. I selected ‘Take-off’ flaps and started to climb up, with the ramp just outside my window.

When we appeared to be climbing at the same speed as the ramp, I slid across until we were over the track and kept pulling back on the stick until the Old Girl eventually just gave up flying and sank onto the ramp. The left wing tip was a fairly comfortable two metres away from the cliff face and the right main wheel was locked in the right hand rut of the track, a good couple of metres from the edge of the ramp.

By the time the wheels brushed onto the ground we were almost stationary and I had to add a lot of power to get up to Ibrahim. I closed the engine and electrics and pulled the hand brake cable to lock the brakes, before I jumped out and chocked the wheels. Then I opened up the back and Jim jumped out, grabbed his First Aid bag and went to have a look at our patient.

“Could you bring us the stretcher, Hugh.” Jim shouted.

I lifted it out of the cabin and took it over to where Ibrahim was lying. The ‘Vacuum’ stretcher is like a great big bean bag which assumes the form of the patient. Then it has

a little air pump which extracts all the air and the bag grips the patient firmly enough for him to be manoeuvred without risk of further damage. It took the six of us to lift Ibrahim extremely carefully into the stretcher, pump the air out, strap him in and jump aboard, after quickly checking to make sure that all the important bits were in place.

There was no space to turn the aircraft around without falling off the ramp or banging a wing on the rocks, so it looked like we would have to taxi up to the pumping station, halfway up the escarpment. There was parking for a truck up there and that should give us room to get the old girl facing down the hill again. I started the engine, completed the pre-flight checks and set off up the hill using almost 30 psi of torque just to keep her moving. Eventually we reached the pumping station platform and I swung the Porter round until it was pointing in the other direction. I lined up carefully on the twin ruts of the Right of Way and allowed it to freewheel down the hill. Immediately the Airspeed Indicator needle began to flicker, I raised the tail, increased the engine torque to 35 psi, selected Take-off Flap and it just floated into the air.

It really was that simple.

We got Ibrahim back to base and discovered that his jaw was broken in three places, five teeth were snapped, although none actually came out, his nose was broken and both his cheek bones were driven into his face...but, by some miracle, his neck was not broken and I still get a birthday card from him every year...

Al Hamdu L’lllah, as they would say in Bradford. 

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AIRLINE OPS MIKE GOUGH

KEEPING IT REAL The cargo compartment smoke warning came as a surprise. This was a heavy-weight take-off, well above maximum landing weight and the aircraft was not even through a thousand feet above ground level (AGL). Air Traffic Control were informed of the intention to return immediately.

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HE ECAM (Electronic Centralised Aircraft Monitoring) actions that were displayed were actioned accordingly, with both fire agents being discharged into the aft cargo compartment.

The red warning light, however, stayed ominously illuminated. Passing 1500 feet AGL, with an Auto Pilot (AP) engaged, the crew started the acceleration and clean-up process.

As the Pilot Flying (PF) I called for ‘Flaps Zero’ there was another loud ‘ping’ and the Master Caution illuminated, with

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a new ECAM stating that the leading-edge slats had failed in the take-off position.

The PF had the presence of mind to select the current airspeed, to prevent the AP and auto-thrust system exceeding the maximum speed for slats extended, before calling for the Pilot Monitoring (PM) to complete the latest ECAM actions.

In between all this was the need to position the aircraft through radar vectors onto a final approach for the active runway, and the requirement to brief the senior cabin crew member to prepare for a passenger evacuation immediately after landing.

Despite that damned smoke indication

remaining illuminated, there were several procedures that had to be completed before the approach could be commenced. The slat issue had some important calculations and set-up to be done. If done in the wrong sequence, the abnormal approach speeds would be incorrect, with dire consequences for the landing. Following this would be the Slat / Flap Jammed Checklist.

Then there was that over-weight landing checklist, as this was an A320, which has no fuel dump system.

That cargo fire was still active…how long before it penetrated the cabin? No idea, but best the aircraft lands ASAP.

It took nine minutes of frantic checklist activity before the crew announced to ATC that they were ready for the approach. On the hand-over to the Tower frequency, the crew were informed that emergency services were being positioned near the runway, and to continue the approach.

Fox Tango (FT) Lead was also on the tower frequency. This vehicle co-ordinates the other emergency response vehicles and is meant to assist in the event of a passenger evacuation on the runway.

Sod’s Law is never far away in these situations.

FT Lead had to make the call that an over-zealous fire-tender driver had managed to get his large vehicle stuck on the soft shoulder of the runway, effectively blocking it.

ATC had no choice but to tell the stricken aircraft on short final to go-around.

There would now be vectors for the parallel runway, if, of course, that still-burning cargo compartment didn’t bring the aircraft down…

Thank goodness this was being played out in a Level D Airbus simulator.

Should I really be saying ‘thank goodness’? I’m not too sure.

The nature of simulator training for transport category aircraft has much changed over the past 22 years that I have been flying the big jets. Crew Resource Management and other ‘soft skill’ aspects have come to the fore and have, through the shift to competency based training, enabled a better teaching and understanding of the emphasis we place on the hard skills.

The scenario I have described above has not been a part of any LOE (Line Orientated Evaluation) or even LOFT (Line Orientated

sequence of failures and the way these failures would hugely affect the required decision-making process of the crew, due to the massive time pressure.

The aircraft was heavy, which immediately brings in an additional checklist if an immediate return is required.

Any inextinguishable fire warning has to be the single biggest pressure-cooker in the cockpit. The chance of fudging subsequent procedures is high, vastly affecting the outcome of the exercise. On top of that comes a completely unrelated failure of the slats, which is not necessarily hugely difficult in terms of procedure, but said procedure has to be executed correctly

The 'sweat shop' - Airbus A320 simulator flight deck.

to ensure the appropriate configuration and approach speeds are used.

If the additional checklist for landing with slats or flaps jammed is omitted either due to mental ram capacity being exceeded,

Thank goodness this was being played out in a Level D Airbus simulator.

Flight Training) that I have conducted in a simulator.

Re-looking at this particular sequence of events, it is patently obvious that it is somewhat unrealistic in terms of the

Thus, the scenario that forces a goaround.

As a training exercise with plenty of time available in the simulator and with a suitable de-briefing afterwards, there is probably a lot of value in this scenario, as it covers much of the complex failure combinations of ECAM actions, STATUS page use (this is a list of how broken the aircraft is following a failure) and multiple paper checklists.

The process of getting the sequence of events correct is an exercise in itself – never mind the time pressure and possibly the most complex go-around procedure available to Airbus aircraft.

or through choice due to extreme time constraints, any form of a go-around would undoubtedly go awry, as the non-standard configuration requires very specific actions and airspeeds on the part of the crew.

As an evaluation, I would say this is too much, and it would result in potential substandard procedural performance by the crew, and a parting impression of simulator training being difficult, unreasonable and unpleasant.

So why contemplate such a ‘lesson’ plan?

Generation Three aircraft (Boeing 738, for example) and Generation 4 (Airbus, B787) have such comprehensive design and engineering features that a single failure of even a critical system is generally a nonevent. Having said that, the Boeing 737 MAX has proven to be exactly contrary to this design and engineering philosophy, that a single failure source causes the loss of an aircraft…but I digress.

The requirement for certified redundancy has caused a dilemma for the designers of type rating skills tests and recurrent validation programs.

This coupled with the acknowledgement

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of the need for ‘startle factor’ of the crew, means things have to happen in multiples to both assess procedural proficiency under duress, as well as to create a situation that decisive leadership and decision-making leads to the point of a logical, and safe conclusion.

Our present re-current program is, as always, designed around both Airbus’ requirements of specific systems to be highlighted, as well as current safety trends encountered out there on the line, to be part of the plan.

Systems for this cycle are Electrical Power, Indicating and Recording, and Information Systems.

The first one is a biggie, as the Airbus is very much an electrical beast and one can cause havoc with failures of this system alone. The last two are less critical, and even multiple failures of display screens or information sources, while catching the undivided attention of the crew, would be unlikely to lead to complex decision making.

One of the events noted from normal line flights has been that of Overspeed – specifically when encountering adverse weather conditions that result in a sustained exceedance of the maximum Mach number, or Mmo, at high altitude. Thus, on this cycle we are required to reinforce the correct recovery procedure in this regard.

Generally, all recurrent sessions consist of two simulator sessions on separate days. Day One is training and practice of certain scripted events (where we do the Mmo event), and Day two is the scenario evaluation (LOE), and then the low visibility revalidation requirements.

Each instructor is required to develop their own LOE scenario in isolation of each other, simply to prevent a purely scripted scenario being anticipated by the crew.

The positives of this is some form of startle factor, the negatives being a possibly nonuniform assessment tool.

To counter the latter, there is a mandatory points system in place for creating each scenario. This attempts to ‘even out’ the complexity of each LOE. My scenario, and the logic behind it, is as follows: The flight is operating from Livingstone, Zambia, back to Johannesburg. The crew have a technician on board as per our outstation requirements.

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During start up, the Auxiliary Power Unit (APU) has an Auto Shut-down event as the first engine completes its start cycle.

This causes multiple spurious ECAM warnings as the second engine start valve has no air pressure. Once this has been sorted out, some basic decision making is required.

Can we go without an APU? What needs to be done to be legal? The requirement to consult the Minimum Equipment List is mandatory, and in some instances missed. The technician needs to placard the inoperative APU in the cockpit, if procedures are correctly followed.

A non-normal cross-bleed engine start is now required, and this is a read-and-do procedure from the iPad. This process uses bleed air from the running engine to start the other engine. Once two normal engine starts are accomplished, a review and summary of the situation should be done in terms of risk management.

During taxi-out, as is typical of African ATCs, the departure clearance is received, and I just so happen to give a routing that would take the aircraft straight into a giant thunderstorm, south of Victoria Falls airport. This is simple to manage and is there purely to add to distractions during departure.

After getting airborne and changing frequencies to Vic Falls approach, I would fail the AC Buss 1. This is a significant failure in such an electrically dependant aircraft, and all sorts of cunning stunts happen as it automatically reconfigures the power source for the AC Essential Buss to take power from AC Buss 2.

After the loss of the Auto Pilot, and reconfiguration of cockpit displays, everything is recoverable except Auto Thrust, leaving a relatively serviceable aircraft.

However…

Upon careful examination of the aircraft status it becomes apparent that we are down to a single AC electrical source, as Generator 1 is isolated with the loss of AC Buss 1, and the APU is inoperative from start up in Livingstone. This leaves us one step away from Electrical Emergency Configuration, which is not a happy place to be.

This involves the entire aircraft electrical system being powered by the RAT – Ram Air Turbine, which is a wind-

powered hydraulic pump that pops out near the left main landing gear leg and pressurises the Blue Hydraulic circuit. An Emergency Generator couples into this hydraulic circuit, and produces a paltry 5 KVA, which is just enough to power the absolute minimum systems required to get the aircraft back on the ground.

Should the crew assess the loss of normal redundancy correctly and divert to Vic Falls or back to Livingstone using our latest Decision Making Model (DMM), that’s pretty much the end of the LOE. Should the decision be taken to continue on a single generator, I of course provide an overheat of the remaining generator drive system (IDG), which forces the disconnection of this IDG, and electrical pandemonium ensues as we enter Electrical Emergency Configuration.

This gets fairly close to the first scenario I sketched at the beginning of this article and is a difficult situation to manage well.

The point is to manage the risk so as to not get there in the first place.

It is relevant to point out that there have to be three major failures, all unrelated, to get into this situation. Such is the engineering redundancy of modern aircraft. Therefore, an unlikely and highly improbable situation.

So why do this?

There is certainly value to the traditional “engine bursts into flames and land immediately” scenario, but not a huge amount of the soft skills become involved.

These are: leadership and teamwork, decision making, workload management, communication and situational awareness.

There is a balance between providing a challenging situation that calls for all resources available to be used by the crew and having a ridiculously over-loaded situation that brings out the worst in some individuals and leaves a lasting negative experience of recurrent training.

I am certainly not a human behavioural expert by any means. Luckily, we do have a lot of excellent input available from this area, and it is becoming increasingly involved in this extremely important part of airline pilot development.

Having said all that, here’s to never seeing that ‘Black Swan’ event in my or any reader’s career. 

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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

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Defence D arren O livier

An-122 support aircraft arrived before the Tu-160s from Russia.

THE WHITE SWANS VISIT SOUTH AFRICA To the delight of aircraft spotters and the confusion of most neutral observers, two of the Russian Air Force’s (VVS) Tupolev Tu-160 long-range supersonic strategic bombers touched down at Air Force Base Waterkloof on 25 October.

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U-160 visits outside of Russia are so extraordinarily rare that South Africa is only the second country outside of Russia (or the USSR) to be visited by these secretive aircraft in their entire operational history. The other is Venezuela, which has had three visits since 2015.

So what does this mean? Why South Africa, why now?

First we must understand why Russia

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is so protective of these aircraft. The Tu160, named ‘White Swan’ (Белый лебедь) but given the NATO reporting name of ‘Blackjack’, is the world’s heaviest and fastest operational bomber, weighing in at a whopping 275,000 kg max takeoff weight and capable of reaching Mach 2.05 in level flight. It has a range of around 12,000 km when cruising at Mach 0.77, or an estimated 2,000 km range at supersonic speeds. To be able to achieve those performance figures without compromising landing and takeoff speeds or distances, the Tu-160 is fitted with

the world’s largest swing-wing, along with full-span leading edge slats, double-slotted flaps and a sophisticated fly-by-wire system to control it all.

It is, undoubtedly, an engineering marvel. While visually it bears a close resemblance to the American B-1B, the Tu160 is larger and faster and has a somewhat different purpose as a strategic standoff missile platform rather than as a direct bomber.

Also, unlike the B-1B, the Tu-160 has retained its nuclear launch role and

capability. To this end the Tu-160 can carry 12 Kh-55-type long-range air-launched cruise missiles on two internal rotary launchers, including the nuclear-tipped Kh55SM and Kh-102 and the conventional Kh555 and Kh-101. This gives it a remarkable long-range strike capability, especially as the Kh-101 and Kh-102 are ‘stealthy’ lowobservable missiles capable of flying over 3,000 km and achieving high terminal navigation accuracy.

The 16 aircraft still in service have received a number of upgrades over the years, mostly improving their communication, navigation and onboard electronic warfare self-protection systems. They will be superseded by, and upgraded to, a new Tu-160M2 standard over the next decade, featuring greater use of low-observability technologies and substantial improvements in operational range, avionics and defensive systems.

It’s little wonder that it’s the crown jewel of the VVS and of the overarching Russian Aerospace Forces (VKS). This is the aircraft on which Russia most depends to give effect to its nuclear deterrent, in a way both the first and last line of defence in any nuclear war. It is absolutely crucial for the effectiveness of that deterrent that Western countries do not learn too much about the inner workings of the aircraft, which is in no small part why Russia has been reluctant to show it off around the world.

By the same token, sending a pair of them halfway around the world to South Africa is a powerful signal. Especially as it coincides with another major first in Exercise Mosi, a naval exercise to be held between South Africa, China, and Russia off Simon’s Town at the end of November and reported to include at least one Slavaclass cruiser. That, too, is unprecedented.

At first glance the sudden surge of attention appears inexplicable, as the government of South Africa’s president Cyril Ramaphosa has neither pursued a particularly pro-Russian foreign policy nor actively prioritised Russian interests in the country (in sharp contrast to his predecessor), nor have there been any substantial recent shifts in that position.

The country is certainly on friendly terms with Russia, but not in the same way as Venezuela has been.

However, it can be explained as a combination of Russia’s own near-term foreign policy goals as well as the growing military ties between the South African National Defence Force (SANDF) and the

Armed Forces of the Russian Federation.

During the administration of Jacob Zuma, South Africa prioritised the ‘R’ of BRICS, establishing a range of co-operative measures that were far in excess of those pursued with other BRICS members.

This included a notorious ‘nuclear deal’ reportedly locking South Africa into a dependent partnership with Rosatom, Russia’s nuclear energy corporation, for nuclear power plants as well as personal medical treatment for Zuma after allegations of poisoning.

The SANDF in turn, likely acting at ministerial direction, ramped up cooperation with its Russian counterpart to the point where it acquired a top secret

exercise find a receptive partner amongst the SANDF’s top brass.

That being said, there are no signs that this is anything other than a personal and political alignment, or that it may lead to the acquisition of Russian equipment or the adoption of Russian doctrine or logistical standards.

For its part Russia has made growing its economic, political, and military influence in Africa a key part of its foreign policy agenda. Since 2014 its level of engagement with African countries has grown rapidly, resulting in the signing of military and economic co-operation agreements with over 20 African countries, forgiving Sovietera debt worth around US$20 billion (by its

Huge Tu-160 dwarfs some of its ground crew at Waterkloof.

Russian radar surveillance satellite and sent aircrew and other core technical personnel to Moscow for training. The Tu-160 visit in fact, was first planned for late 2016 at the height of this warming of relations, before being postponed owing to aircraft availability issues. Had it occurred then, it may have coincided with that year’s Africa Aerospace and Defence expo, although that was never confirmed.

All indications are that even though the Ramaphosa administration’s approach to Russia is cooler than that of its predecessor, the military-level relationship has remained strong. None of the training initiatives has slowed down or stopped and senior SANDF officers have been known to express their desire to grow even closer to the Russian military in recent months. Thus actions such as the bomber visit and the planned naval

own claim) and a host of bilateral meetings and visits. This has culminated in the inaugural Russia-Africa summit held during October in Sochi, which was attended by nearly 50 African heads of government.

From a diplomatic perspective, Russia needs to influence Africa’s votes at the United Nations and other multilateral bodies, so it sustains good relations with most of the continent while paying special attention to regional powers like South Africa, Nigeria, Ethiopia, and Egypt. It needs new markets and trade partners to offset the effects of American and European sanctions imposed since its annexation of Crimea and invasion of eastern Ukraine.

On top of that, fully one third of its US$55 billion arms export order book is accounted for by African countries, but it risks losing that market to China, whose

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arms exports have tended to follow its initial economic and industrial programmes in places like Rwanda. And it has a strategic interest in ensuring the United States, European Union, and China do not gain too much benefit from their own African engagements.

Above and beyond all other reasons, the Tu-160 deployment was an impressive demonstration of Russia’s strategic capabilities and a useful training exercise for its Tu-160 crews. The two aircraft, RF94102 ‘02 Red’/‘Vasilii Reshetnikov’ and RF-94112 ‘04 Red’/‘Ivan Yarygin’, flew a mammoth 13 hour mission on a route that took it out over the Indian Ocean and away from land for nearly the entire flight, after refuelling mid-air from an Il-78 tanker over the Caspian Sea. They were supported by an An-124 (RF-82034) and Il-62M (RA-86498) which had arrived at AFB Waterkloof a day or two earlier with the support teams and various diplomats, including the head of VVS Long Range Aviation, Lt General Sergey Kobylash.

Despite a 24 hour delay caused first

by a technical issue and then, reportedly, adverse weather, the VVS was satisfied with the outcome as it proved the unit’s ability to stage to an unfamiliar airfield far from home base.

Given this, we should expect Russian military and diplomatic engagements on the African continent to remain strong.

South Africa is still Africa’s most important diplomatic voice at the United Nations. So as long as its government and military are receptive Russia will seek to gain influence through means like joint exercises and showy demonstrations, as well as diplomatic and economic overtures. In fact, there are strong rumours that a Tupolev Tu-95, its Tu142 maritime patrol variant, may visit South Africa as part of Exercise Mosi largely as a result of Russia’s perception of the Tu-160 visit’s success.

However, strong obstacles to closer integration remain. The South African military does not operate any Russian equipment and is unlikely to do in the near future, both because of low acquisition budgets and its adoption of a NATO-based

logistics system. Mutual distrust has also not yet been overcome. It was notable that when the Tu-160s visited they were escorted by Hawk jet trainers rather than the South African Air Force’s Gripen fighter jets, reportedly owing to concerns over electronic intelligence gathering. Similarly the visit of the Severomorsk task group in 2017 saw both sides observing electronic emissions control protocols.

Hopefully this relationship will be managed maturely. There is nothing wrong with the SANDF growing closer to and learning from its Russian counterparts, provided that does not jeopardise the invaluable relationship it already has with Western armed forces. At the same time the new willingness of Russia to send forces to South Africa for joint exercises can only improve the level of experience and quality of training for SANDF personnel.

And it would certainly be great for aircraft spotters. 

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

SA Flyer 2019|12

Hangar 11, Rand Airport, Germiston, 1401.

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1966 Piper Cherokee Six

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THE CEO SPEAKS: Report: Guy Leitch

AASA’S

CHRIS ZWEIGENTHAL ON AFRICA’S CHALLENGES

In his opening Address to this year’s Airline Association of Southern Africa (AASA) conference AASA CEO Chris Zweigenthal addressed the key question: “What’s stopping us? What’s not?”

This is an edited version of his address presented in a question and answer format.

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CEO ofr the Airlines Association of Southern Africa Chris Zweigenthal.

HOW IS THE AIRLINE INDUSTRY DOING?

The International Air Transport Association (IATA) expects the global airline industry to achieve a US$ 28 billion profit this year. Although down from a US$ 35 billion profit in 2018, it is a positive result.

Contrast this with Africa, where airlines are collectively expected to lose another US$ 300 million in 2019.

It’s a re-run of 2018 and the ninth straight year of losses for the continent. The picture is similar for our sub-region. For almost a decade we have failed to turn the red ink to black.

WHY ARE AFRICAN AIRLINES PERFORMING SO POORLY?

Consider the current status of our region’s airlines: The Southern Africa region comprises 17 states : 16 SADC members and Reunion. It is home to 25 scheduled commercial airlines or which 13 are state-owned, 3 have joint public/private owners and 9 are privately owned. Of these, just 6 are profitable of which two are stateowned. That means 9 are unprofitable.

The performance of the remaining 10 is not known as their financial results are not public. They may be profitable, but most likely only marginally.

WHAT IS AFRICA’S AIRLINE GROWTH?

Globally, passenger growth has slowed from 6.6% in 2018 to 5.6% this year. In contrast in Africa, average growth has accelerated by 2.8% this year, compared with 2.3% in 2018. August 2019 data released on 9 October 2019 reflect a 3.3% growth globally and a 4.1% growth in Africa, slightly below the annual trend.

Over the long term, annual passenger traffic growth is forecast to average 4.4% globally and 5.6% for Africa by 2035.

Regarding airfreight, global trade tensions are unfortunately driving a negative global trend of 3.5% in 2019 with Africa interestingly deriving some benefit with a marginally positive growth of around 2% in 2019. August 2019 data released on 9 October 2019 reflect a 3.9% decline globally yet an 8% growth in Africa, reflecting Africa having the fastest growth worldwide.

WHAT ABOUT LOW COST CARRIERS IN AFRICA?

Low cost airlines are increasing their presence, operating in 28 of the 55 African States. They occupy about 65.4% of South Africa’s domestic market – and growing.

But they only account for 16% of the entire African market, and a 33% market share globally.

THE THEME OF THIS ASSEMBLY IS “WHAT’S STOPPING US?” – WHAT IS?

I am unconvinced that Africa’s leaders fully appreciate aviation’s strategic importance and the benefits it delivers.

AASA, in conjunction with IATA, the Air Transport Action Group (ATAG) and ICAO, persistently draws government authorities, regulators and policy-makers’ attention to these benefits. Our aim is to encourage collaboration and achieve mutually beneficial solutions.

without reciprocity, allowing airlines of one country to fly passengers and goods between two other countries.

Through the African Civil Aviation Commission as the Executing Agency, the AU must convene a meeting of concerned states and airlines (including some that have committed to SAATM), to identify and thrash out the problems. Africa’s credibility is on the line.

IS AFRICA’S AIRLINE INDUSTRY SUSTAINABLE?

Inconsistent policies within and between states must be addressed. A positive development is the African Union’s attempt to establish the Africa Continental Free Trade Area. When fully implemented, it will be the world’s largest single trading bloc.

Aviation, trade and tourism are among its key pillars.

Trade and Tourism will flourish if people and goods can move freely throughout the continent in a visa-free and streamlined customs environment. Visa waivers or visas on arrival are a step in the right direction, but meaningful progress on both fronts is frustratingly slow.

For airlines to be profitable, revenue must exceed costs. In Africa the revenue generated reflects the competitive state of play. Yields are generally higher on regional flights and lower for international flights.

This is a result of the intense competition provided by airlines from beyond Africa.

African airlines unit costs remain high. Many are dollar based, including aircraft leasing and financing, distribution, maintenance, some infrastructure service provider costs, and fuel, which sells at an average 35% premium compared with global average prices.

While African airlines cannot influence currency exchange rates, they must narrow the delta between costs and revenues by increasing aircraft utilisation, raising productivity and reducing other unit costs.

This would enable them to offer competitive services to sell at fares that cover their costs, a move towards sustainability.

WHAT ABOUT LIBERALISATION AND THE SINGLE AFRICA AIR TRANSPORT MARKET?

WHAT IS THE INDUSTRY DOING RIGHT – WHAT; “IS NOT STOPPING US”?

WHAT ABOUT DEVELOPMENTS SUCH AS THE AFRICAN CONTINENTAL FREE TRADE AREA?

Aviation’s most important contribution is to connect markets. In this respect, reforming Africa’s air transport regulatory framework remains critical. The African Union’s Single Africa Air Transport Market (SAATM) initiative, intended to operationalise the Yamoussoukro Decision of 1999, is intended to help governments leverage sustainable economic growth by opening up and connecting trade and tourism markets with expanded air services. For airlines it should reduce unit costs while increasing revenue.

For travellers and shippers it means greater choice and reducing the cost of doing travel and business.

However, there are differing views on SAATM. Most are born out of concerns on the impact of SAATM on their businesses.

In addition, some airlines and regulators fear what they see as uneven playing fields, especially with respect to the process of granting fifth freedom rights, sometimes

Our industry has been dominated by men, but our region is making some progress in righting the gender imbalance. In South Africa, about 52% of all airline employees are women. While most are in the lower management and staff, three of the eight airline CEO’s (38%) are women. Across the SADC region it is 15%. This compares favourably with the rest of the world, where, according to IATA, just 3% of scheduled commercial airlines’ CEOs are women.

However, in the specialist fields, including pilots, aviation engineers and technicians the statistics paint a gloomy picture. In South Africa, women account for just 10% of airline pilots and 10.5% of technicians and engineers. As a high-profile sector, there is much work still to be done.

“What is also not stopping us” is the availability of hungry young talent, ready to take up the positions in our industry. About half of Africa’s 1.2 billion inhabitants are

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aged between 19 and 25. It is why Africa is the continent with the highest growth potential; but this is not something to brag about. It’s a ticking time-bomb. We have to turn potential into actual growth.

Skills development and mentorship programmes must be implemented so we can transfer the necessary knowledge, expertise and skills, knowing, when it is time to pass the baton, that we can place it in capable hands.

IS CLIMATE CHANGE A THREAT?

Climate Change should not hold us back. The Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) was reaffirmed at the ICAO Assembly. Ten African countries, including three SADC nations, have volunteered for the pilot and first phase of CORSIA. All states operating international flights above a certain threshold, must comply with an emission reporting programme to their States. This commenced on 1 January 2019 and generates an awareness and need for carbon emission reduction by airlines.

HOW IS THE CONTINENT DOING WITH REGARD TO SAFETY?

Historically, Africa’s safety record was dire, but remarkable progress was made over the past decade and it should no longer hold us back. 2017 and 2018 were unblemished by any fatalities or hull losses involving scheduled airline operations in Africa.

The tragic loss of the Ethiopian Airlines Boeing 737 MAX this March not only brought this run to an end, but has raised serious questions about aircraft design, technology and certification, pilot training and recruiting standards and human factors on the flight deck across the board. It also prompted a worldwide crisis of confidence in the airworthiness certification model that has been in place and served the industry for decades.

Our entire industry needs certainty from the safety regulators in each state, on how they will recognise airworthiness certification programmes run by authorities in other countries. This is of particular importance in countries, including those in Africa and our region - which until now have relied on their counterparts in the US, Europe, Canada and Brazil (representing the countries where the major airframe and engine manufacturers are based) to

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vouch for the safety of new aircraft and their engines. We cannot have a patchwork situation where commercial airliners and engines are deemed safe and fit for purpose in one jurisdiction, but not in others. Trust must be restored.

HOW DOES THE AIRLINE INDUSTRY ACCOMMODATE DRONES ?

Changes to the safety, regulatory and airspace management systems are also required to accommodate the increasing fleet of unmanned airborne systems as they take on more commercial air transport roles. This is not only about safely sharing airspace, but also how we share the commercial space.

We are no longer talking about gimmicky Christmas toys, but sophisticated aircraft capable of carrying heavy cargo loads over relatively long distances. They are

and make doing business more efficient.

The flip-side is an imperative for vigilance and continual investment in robust protection and data security systems.

Securely preserving the integrity and privacy of data is crucial, especially in the air transport and allied sectors where transactions are done with people and businesses in numerous jurisdictions and covered by various laws.

A case in point occurred this July, when the United Kingdom’s Information Commissioner slapped British Airways and its parent, International Airlines Group, with a record £183 million fine - representing about 1.5% of their turnover. This was a penalty issued under the EU’s General Data Protection Regulation, for a data breach that

Africa is the continent with the highest growth potential but this is not something to brag about about to revolutionise the logistics industry in tandem with a boom in e-Commerce and online shopping. Airbus, Boeing, Embraer, Amazon and numerous start-ups are also developing and testing passenger and cargo carrying UAS concepts. Rwanda and Ghana are global pioneers, hosting sophisticated UAS systems that deliver medicines from the main centres to remote communities.

Visionary airspace design and management ensures they operate safely.

HOW IS AFRICA DEALING WITH CYBERSECURITY?

Data-driven technologies represent additional opportunities for African airlines to unlock additional value, especially if they take the hassle out of travel for passengers

affected 500 000 BA customers browsing and booking tickets online. GDPR applies to any business that processes European citizens’ personal data – regardless of where in the world they may be domiciled and operating.

AND IN CONCLUSION?

I have looked back past state of the industry addresses, which have often concluded that “we need to do something about our situation, but progress is slow”.

We’ve all seen this movie before. It is time we stopped hitting “Repeat” and press “Play” to start a new episode – the one which sees new partnerships and alliances formed, opportunities created (and taken), with a vibrant and heroic Africa emerging. 

2-4 July 2020 Wonderboom National Airport,, Pretoria, Tshwane, South Africa

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China will deliver ARJ21 regional jets into African countries based on its global airline network and partnerships with African airlines.

Jeff Tang

CHINA

A different route to involvement in African aviation China has been a latecomer to African aviation. Ethiopian Airlines started flying to China in November 1973 but there were precious few other air links between Africa and China for 30 years.

R eport : G ordon P irie

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I

MPERIALISTICALLY speaking, African aviation has been a bit of a mixed bag. The involvement of former colonial powers such as the British, Dutch and French goes back to the 1920s; former Soviet bloc countries began to show interest during the height of the Cold War. And in the last 20 years, Persian Gulf Petro-states and their airlines – Emirates, Qatar and Etihad – have become major offshore hubs for a huge range of commercial flights serving Africa.

In a recently published paper, I track how China’s involvement has been different. Official data about the scale and pace of China’s airport projects in Africa are hard to find. In the absence of primary sources, journalistic reporting on current affairs and public projects is the main source of information. These sources can be at variance. And keeping up with developments is evidently difficult.

Despite the absence of accurate, clear and consistent information, the picture that emerged during my research shows considerable Chinese activity directed at modernising, extending and building new airports in Africa. The grandest projects are in resource-rich countries.

CHINA’S APPROACH None of China’s biggest three airlines (Air China, China Southern, China Eastern) are prominent in African skies. It is on the ground that China has been flexing its aviation muscles in Africa. This is consistent with China’s 50-or-so years of infrastructure funding and construction on the continent. Energy, water, road and rail infrastructure projects have been the major spheres of Chinese offshore investment in Africa.

Civil airports there have been a recent addition. China’s experience of planning, funding, constructing and managing airports at home stands it in good stead.

Two 2017 reports noted between US$27 billion and US$38 billion currently being spent on, or earmarked for, spending on 77 construction and associated hardware projects at airports in Africa. China was named in relation to Angola, Ethiopia, Kenya, Nigeria, Rwanda, Senegal and Zambia. The average price for all projects was US$440 million.

At a rough estimate, China accounted for between a quarter and a third of this total airport spending. Excluding unknown expenditure in Ghana, Zimbabwe and the Democratic Republic of Congo, it spent some US$5.7 billion on these airport projects: US$3.8 billion on a new airport outside Luanda (Angola), US$615 million in Maputo, US$360 million in Zambia, US$345 million at Addis Ababa, US$260 million in Mauritius, US$190 million in Sierra Leone, and US$136 million in Mauritania.

Funds from China’s Exim Bank or other agencies are expected to help build a new US$3 billion airport outside Addis Ababa in Ethiopia, and a new US$1.4 billion airport outside Khartoum in Sudan.

The Chinese investment model involves loans and grants, but also, it would seem, part-exchange deals over oil and minerals. These arrangements have more of a resources-for-infrastructure or barter quality.

At the same time Turkish, French, Italian and British contractors have been bidding for airport improvement projects in Africa and for terminal or runway newbuild schemes. These, it would appear, are at a lesser scale and have greater transparency.

WHAT’S NEXT? China’s approach may change in the future. That’s if it can neutralise the pivot of Persian Gulf airports at Dubai, Abu Dhabi and Doha. And if it can out-manoeuvre their airlines in global long-haul markets.

It may be more likely that China’s penetration of African civil aviation will occur via partnerships with African airlines, and taking equity shares. Some of this has already happened. For example, the Hainan corporation in China has reportedly made

repayments (or default loss of control to foreign owners), the unaffordability of unanticipated maintenance charges, and the inappropriateness of prestige and political vanity projects. Concerns about corruption, due diligence, accountability, social and environmental disruption plague transport projects wherever they occur.

Another argument against airport mania in Africa – including one that may be levelled against the seductively shiny steel-and-glass ‘aerotropolises’ touted in

Air China has announced the commencement of its 'Silk Road' in the air nonstop services between Beijing and Johannesburg.

forays into airlines in Ghana and South Africa, and into a Kenyan all-freight carrier.

Sales to Africa of Chinese-manufactured aircraft have also started. Attendant spare parts stocks are being pre-positioned. In addition, there are plans for Chinese-led aviation technical and managerial training schools in Africa. These will reduce risk of wasted physical infrastructure and of any associated reputational damage.

Some African countries are gearing airport capacity planning to a predicted 5% annual growth in continental passenger numbers by 2035. By that time Africa is expected to be home to eight of the world’s 10 fastest-growing aviation markets. Most African countries don’t have the capacity to prepare for this and will need overseas funds and engineering expertise.

But there are concerns. Any arguments against rampant airport investment in Africa could begin with familiar worries about cost overruns in mega-infrastructure projects, the long-term burden of loan

Nigeria and South Africa – is that these opportunist projects are firmly nation- or city-led (indeed, even regime-led). As such, they don’t necessarily fit into any longterm regional or pan-African programme of integrated infrastructure development.

At a time of chronic resource shortages and stress this is irresponsible. What can be accomplished technically is not always what should be done. There have always been white elephants and rogue elephants in Africa.

The economic and political geography of China’s airport consulting, financing, construction, and management programme in Africa is only now beginning to surface.

In future, better statistical information, and richer local information will make for better analysis.

Ed’s Note: Published with permission from The Conversation. Dr Gordon Pirie is an Honorary Research Associate, University of Cape Town 

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Industry Update Owen Heckrath

MORE B737 NG PICKLE FORK CRACKS Both Qantas and Southwest Airlines are tightening their inspection protocols to search for cracks in key structural members of their Boeing 737 Next Generation aircraft.

A

S recently reported, operators were finding cracks in the ‘pickle fork’, a structural member that joins the wing and fuselage of the 737, well short of the design life of the component. Designed for 90,000 cycles, some operators were finding cracks

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in aircraft with as low as 35,000 cycles.

Now, Qantas and Southwest have found 737 NGs with fewer than 27,000 cycles showing cracking of the pickle fork. Qantas will begin inspecting its 33 NGs with more than 22,600 cycles. Southwest’s inspections revealed an aircraft with cracks at 28,500 cycles and will expand its inspections to all of its NG fleet.

The current Airworthiness Directive # AD 2019-20-02, which became effective

early in October, requires inspections of aircraft “prior to the accumulation of 30,000 total flight cycles, or within 7 days after the effective date of this AD, whichever occurs later.” Or, “prior to the accumulation of 22,600 total flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later.”

Reports indicate that Southwest has already pulled three 737 NGs from service to repair the component. 

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INDEX: Page 32: 208 Aviation - Aircraft Maintenance Page 32: Aerios Global Aviation Page 32: 208 Aviation Adventure Air Interior & Exterior refurbishment Page 32: Aero Engineering & Powerplant Engine Overhaul Page 33: Aero Services - Composite Repairs Page 33: Aeronav Academy - Pilot Training Page 33: AES - Electrical & avionics workshop Page 34: AIFA - Flight Training Page 34: Airbus Page 34: Aircraft Maintenance Int'l Aircraft Maintenance Page 34: Alclad Page 35: Alpha One - Aircraft Maintenance, Aircraft Recoveries Page 35: Algoa Flight Club - Flight Training / Hire & Fly Page 35: Alpi Aviation - Pilot Training Page 35: Arengo 31 (Kunkuru) - Fly-in Safaris Page 36: Armscor - Gateway To Defence Solutions Page 36: Ascend Aviation - Aircraft Sales Page 36: Atlas Aviation Lubricants - AeroShell Lubricants Page 36: Avcon Jet - Consulting , Training Page 37: Avdex - Software Maintenance Tracking Page 37: Aviation Rebuilders Page 37: Aviation Direct - Flight Navigation Page 37: Aviation Pilot Training - Aviation Training Page 38: Avisys Page 38: Beegle Tracker - Tracking, flight following Page 38: Benveroy - Fuel Protection and Enhancement Page 39: Blue Chip Flight School - Our Pilots become Captains!

Page 39: Border Aviation - Flight Training and Hire & Fly Page 39: Cape Town Flight Training Centre Page 39: Zandspruit Bush & Aero Estate - Bush & Aero Estate Page 40: Chemetall - Surface Treatment and Coatings Page 40: Comair - Aircraft Charter, FBO & Aircraft Management Page 40: Comet Aviation Page 40: Conveyor and Industrial Supplies (Titanium Air) Page 41: CW Price & Co - Airport Support Equipment Page 41: Dennis Jankelow & Associates - Aviation Insurance Page 41: Diepkloof AMO - AMO, Aircraft Maintenance Page 41: DM Aviation Spares - Aircraft parts and consumables Page 42: Dynamic Propellers - Propeller Specialists Page 42: Emperor Aviation - AMO, refurbishments, rebuilds Page 42: Executive Aircraft Refurbishment - Aircraft Refurbishment

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Page 43: F Gomes - Aircraft Upholstery Page 43: Federal Air Page 43: Fireblade Aviation - All fbo services, tailor made charters Page 43: Flight Training College - Flight Training age 44: Flight Deck Instrument Systems - Instruments, P Avionics & AMO Page 44: Flyonics - Avionics & Installations Page 44: Gemair - AMO Page 44: KZN Aviation - Executive charters age 45: Leading Edge Aviation - Helicopter Fire-fighting & Heavy P Lift Operations Page 45: M and N Acoustic Services Page 45: Merchant West - Aircraft Finance, Engine Overhauls, Avionics Upgrade Page 46: Micro Aviation Page 46: Namagri - Robinson Dealer Page 46: Jemax Aviation (Pambele) - Air Charter Page 46: Out of the Blue Safaris - Charters Page 47: Paramount Aviation Page 47: Par-Avion - Inflight Catering Page 47: Pelican Products - Custom Cases Page 47: Pratt & Whitney- OEM Support Page 48: Propeller Centre Page 48: Rainbow Aircraft (Skyreach) Page 48: Signature Flight Support SA Page 49: Skyhawk Aviation - Flight Training Page 49: Skysource - Quality Maintenance Page 49: Southern Rotorcraft cc - Engine Repair & Overhaul Page 49: Sport Plane Builders - Maintenance & Manufacturing Page 50: Rand Airports Management - Airport Page 50: RAMMSA - Buying & dismantling of any aircraft Page 50: Starlite Aviation Group - Aviation Operations, Pilot training , Aircraft sales Page 50: TAM Aircraft Interiors Page 51: Titan Helicopters - Helicopter Services Page 51: Velocity Aviation Page 51: Wagtail Aviation - Gyrocopter, Wagtail Page 51: Wings 'n Things - Pilot Supplies

208 AVIATION Aircraft Maintenance Established in 2007, 208 Aviation cc is a South African privately-owned company that strives to provide a broad range of maintenance and inspection services.

Now in our twelth year of operation, we have become a key player in aviation operations on the African continent. Our speciality is the Cessna 208 Caravan, Beechcraft King Air series, Quest Kodiak, Daher TBM and Eclipse 500 aircraft maintenance and technical support.

Over the years, we have earned a reputation for providing superior quality and workmanship. Doing things right is how we do business. We consider it our responsibility to go above and beyond when it comes to aviation safety and customer satisfaction.

208 Aviation is also an authorised Quest Kodiak and Daher TBM Service Center as well as a very proud Blackhawk® installation facility.

Contact Ben Esterhuizen +27 83 744 3412 Email: ben@208aviation. co.za

ADVENTURE AIR Interior and Exterior refurbishment Adventure Air was established in November 2010 and operates from the purpose built, positive pressure aircraft painting facility fully refurbished to our exacting standards. Using our own process, paint and quality experts together with state-of-the-art electro-static equipment, Adventure Air offers our customers a reliable and high-quality service.

Adventure Air offers the following services: Aircraft interior and exterior paint repair, Aircraft exterior complete strip and repaint, Aircraft exterior wash, Aircraft Valet and polish We also specialise in 49% building assistance on the VANS’RV range and MPI’s Adventure Air was successfully audited by the CAA in December 2018 and has received their AMO number: AMO1192.

Our vision is to become the market leader and preferred supplier to our partners, our customers, in the aircraft painting and interior refurbishment industry.

Contact Lande Milne +27 012 543-3196 or email l.milne@venture-sa. co.za

AERIOS GLOBAL AVIATION – AGA HELICOPTERS AGA specialises in offshore and land based helicopter operations, providing full flight operations and maintenance support, carrying both passengers and cargo.

AGA operates from its facility at Cape Town Airport and has operated for UN WFP and is OGP (Oil, Gas and Petroleum) Industry APPROVED, with its EC145 twin engined 2x pilot operations, as well as being a member of SAOGA (South African Oil and Gas Alliance).

AGA has over the years serviced a number of contracts in a number of African countries, (Uganda, Kenya, Mozambique, Namibia, South Sudan, Swaziland, Madagascar, DRC, Liberia), as well as in the Middle East and Afghanistan.

AGA operates its own Helistop, in the Port of Cape Town, Customs and Immigration area, which is SACAA Approved for Day and Night VFR operations. This enables them to offer a full OPL (Off Port Limits) service to the Shipping Industry and Emergency Maritime Services (Search and Rescue and Medevac), with our industry partnerships in Cape Town and internationally. AGA’s experienced crews and personnel, supply on deck landing, hoist and cargo slinging services, including Ship Pilot Services, landing on oil rigs, oil and gas tankers, FPSO’s and bulk cargo carriers, while they are still sailing.

AGA provides Flight Operations through our Aerios Global Aviation Part 127 and Part 138 AOC, as well as Maintenance through our FliteTech AMO at our Cape Town International Airport facility, in support of our AIRBUS type helicopters.

Contact: e-mail: malcolmp@aeriosglobal.co.za Cell: +27 76 420 9100 t : +27 21 934 9127

AERO ENGINEERING AND POWERPLANT Engine Overhaul Based at hangar number four, at Wonderboom Airport, Aero Engineering’s services include the overhaul, maintenance, service, and repair of Lycoming and Continental aircraft piston engines and associated components.

Aero Engineering and Powerplant comprises of the following divisions: A) ENGINE DIVISION: • Overhaul of Lycoming & Continental engines, • Carrying out shock-load inspections, • Bench-testing of engines, • Re-boring and honing of cylinders, • Repair on starter clutch gears.

B) COMPONENT DIVISION: • The overhaul of all engine components, including: • McCauley, Hartzell, PCU 5000 and Woodward Constant speed units(CSU), • TCM & Bendix Fuel systems, • TCM, Romec, Fuel pumps, • Marvel Schebler carburettors,

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• Garrett & HET turbo-controllers, • Overhaul & servicing of magnetos.

C) PROPELLER DIVISION: • The supply of new & second hand Hartzell and McCauley variable pitch propellers, as fitted to piston & turbine engine aircraft, • The supply of new McCauley & Sensenich fixed pitch propellers, • Propeller dynamic Balancing.

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

The business was founded in 1996 and was taken over in 2006 by partners Andre Labuschagne and Derek van der Westhuizen. They have seven qualified engineers and a loyal clientele.

Contact Andre Labuschagne on: Tel: 012-543-0948 Email: aeroeng@iafrica.com Website: www.aeroengineering.co.za

AERONAV ACADEMY Pilot Training Aeronav Academy is committed to providing top-level flight training utilising the most modern equipment available. This not only gives our clients an enjoyable training experience but also provides Aeronav the ability to conduct flight training in a manner that ensures that student pilots will be ready and well equipped to enter the aviation industry of the future.

Aeronav Academy is proud to offer a dynamic fleet of aircraft, including Diamond DA20s, Cessna 182s and the Diamond DA42 Twinstar Multi-engine trainer. The Academy’s latest acquisition is the impressive Alsim ALX-65 flight simulator. The amazingly realistic graphics feel of the controls and response make training in this flight simulator a truly first class experience.

The school is based at Lanseria Airport. A controlled airspace provides students with an excellent grounding in procedures and gives them the experience needed to cope with operating in a busy airline orientated environment. Whether you choose to fly for pleasure or wish to make aviation your career, Aeronav can provide you with an approved course tailored to your needs.

Tel No: + 27 11 701 3862 Email: info@aeronav.co.za Website: www.aeronav.co.za

AERO SERVICES (PTY) LTD Composite Repairs Aero Services (PTY) LTD is a SACAA Approved Design and Manufacturing Organization (DMP21) supported by our AMO (1429) specializing in aircraft composite repairs. Our approvals make us uniquely suited to provide turnkey services for your rotor or fixed wing aircraft, whether it be spare parts made per sample (PMA) composite manufacturing and refurbishment or a full supplemental type certificate (STC) Our services include, Reverse engineering and bespoke design, CNC Routing, Pattern making, Vacuum forming, Robotic trimming, FRP molding, PU and elastomer casting for any industry.

Our composite AMO repair processes are supported by highly trained technicians with on wing hot bonding repair capability to assist with AOG situations. To reduce the repair turnaround time we offer a full turnkey repair to include painting of the part if the customer requires it.

Even though our main industries are in Aerospace, Rail and Defence, we provide services to a multitude of other industries.

Please contact us at: sales@aeroservices.co.za Tel: +27 (0)11 395 3587 Cell: 082 601 7376 http://aeroservices.co.za Northern Perimeter Road, Safair Operations Complex, OR Tambo International Airport, Bonaero Park,1619

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AERO ELECTRICAL SOLUTIONS (AES) AES is an Aircraft Maintenance Organisation, AMO1011, established in October 2004 and operating initially from Lanseria airport. The company is growing strongly and has expanded to Cape Town International.

AES prides itself on providing quality and reliable service on most aircraft, including electrical, instruments, avionics, compass systems and all aircraft components.

AES can do your Ni-cad, Lead Acid main batteries, Emergency Batteries, ULB Batteries and ELT batteries at both Branches.

AES has recently acquired the Agency for ACK ELT’s.

AES can do your Inspections and defects away from base at affordable rates.

AES states that the company is committed to the principles of honesty, excellence and dedication.

All staff at AES are committed to provide its clientele with quality service time after time, because flying isn’t JUST flying!

Contact: Erwin Erasmus (Cape Town) Cell: 082 494 3722 Email: erwin@aeroelectrical.co.za or Danie van Wyk (Lanseria) Cell: 083 269 8696 Email: danie@aeroelectrical.co.za Website: www.aeroelectrical.co.za

AIFA Flight Training AIFA is the AVIC International Flight Training Academy (Pty) Ltd AIFA is accredited with both the SACAA and the CAAC (China) as a Part 141 Air Training Organisation. The School provides world-class training from modern facilities on a modern fleet of aircraft, state-of-the-art aircraft simulators and operates from three training bases in South Africa, namely George Airport in the Garden Route, Oudtshoorn in the Little Karoo and Beaufort West in the Great Karoo.

AIFA was formed after the acquisition of the former Cape Flying Services during April 2011. AIFA is backed by AVIC-International, a large scale stateowned conglomerate with aviation products and technology import and export as its core business. Headquartered in Beijing, With its total assets of up to RMB 24 billion and accumulated import and export volume of US $24 billion thus far, AVIC-International ranks among the first 20 of China’s top 500 enterprises for import and export. Test Flying Academy of South Africa (TFASA) is our other shareholder, a company with long and successful business relationships with AVIC-International and COMAC in China.

AIFA combines the experience of world-class instructors, the beauty of our surroundings, excellent South African weather and the passion for aviation of our personnel to afford our students a modern learning experience which will open doors to an exciting career in the aviation industry anywhere in the world. Our commitment to upholding a very high standard of aviation safety is one of the cornerstones of AIFA. Contact: Oudtshoorn Base: Tel: +27 (44) 272 5547. George Base Tel: +27 (44) 876 9217

AIRBUS Airbus Southern Africa is a global leader in aeronautics, space and related services. It has maintained a presence in South Africa since 1994. Last year it registered a wholly-owned local entity, Airbus Southern Africa (PTY) Ltd, which is headquartered at Grand Central Airport in Midrand, South Africa.

As a world-leading aerospace company, Airbus designs, manufactures and supports a range of 100-600 seat commercial airliners, military transport and special missions aircraft, helicopters, rocket-launchers and satellites. It also provides a comprehensive array of aviation, space and geo-intelligence systems and solutions to government and civilian customers.

The Grand Central base is home to the company’s regional Helicopters and Defence & Space businesses. Worldwide, including South Africa, Airbus employs a workforce of around 129,000 people.

Contact: contact.marketing.ahza@airbus.com Telephone: +27 11 266 2600 Fax: +27 11 266 2628 Web: www.airbushelicopters.co.za / www.airbus.com

AIRCRAFT MAINTENANCE INTERNATIONAL Aircraft Maintenance Aircraft Maintenance International has a dual footprint. Based both at Wonderboom’s Hangar 5 and Nelspruit Hangars A7, 8 and 9, they are involved in the scheduled and unscheduled maintenance of single/ twin piston aircraft, turbine aircraft, business jets and rotorcraft.

AMI carries full South African, Zambian, Namibian, Angolan and Kenyan Civil Aviation Authority approval. Furthermore, they have in-house FAA Airframe & Powerplant and Inspection Authorization approved personnel for maintenance and annual inspections on US-registered aircraft based throughout Africa.

The Nelspruit and Wonderboom facility carry out heavy structural repairs and maintenance, including insurance work and recoveries.

Other services include SID & aging aircraft control, piston engine overhaul, refurbishment, group 7 & 9 rotorcraft maintenance, fixed wing and rotorcraft sales.

Their AME’s are licensed on over 200 different aircraft types, over 100 different engines and 85 different helicopters. The client base varies widely from corporates to commercial operators and private individuals throughout Sub-Saharan Africa.

Please contact Aircraft Maintenance International on: Nelspruit Tel: +27 13 741 8221 Wonderboom Tel: 087 943 8573 Email: admin@aminternational.co.za Website: www.aminternational.co.za

ALCLAD Alclad Sheetmetal Services was established in 1987 and was a Lanseria Airport for over 25 years. In recent years Alclad has concentrated on material sales to the African aviation industry.

Alclad’s management team has many years’ experience in African aviation and have been importing and supplying material for more than 20 years. With that knowledge we are capable of locating and supplying the full range of aluminium, stainless, titanium and aerospace alloys. The company’s policy is to provide products and services that meet or exceed the standards set by the aviation industry and which are delivered on-time and at the greatest value.

Alclad has agreements with Sigma Aerospace Metals in the USA, who have multiple machine capabilities for all aerospace metal needs.

All materials supplied are from approved vendors and supplied with full certification and traceability.

Alclad’s commitment to the supply of quality material and knowledge of aircraft materials has made us leaders in supply of aerospace metals to the aviation industry for many years.

Recently we have started stocking material at our warehouse close to Lanseria and have large sheet stock inventories that include: 2024: aluminium alloy.

6061: aluminium alloy.

7075: aluminium alloy.

Visit: www.alclad.co.za or email; ed@alclad.co.za. Or call Ed Knibbs : +27 832514601

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ALGOA FLYING CLUB Flight Training / Hire and Fly We provide all forms of flying training and self-fly hire with the specific goal of making flying accessible to as many people as possible, within a friendly environment where members, students and their guests can relax after their flights.

The Algoa Flying Club, a not for profit organisation of flying enthusiasts with the aims and objects of promoting flying and flying training in all its facets and to the highest standards. It’s the shared experience that helps to make the Algoa Flying Club the right place to earn your wings.

We boast a fleet of Cessna 152’s, Cessna 172’s, a Cessna 172Rg, a Sling 2, a Piper Comanche, a Piper Seminole and an Airvan GA8 and a SACAA Accredited Elite Evolution S812 (FNPT 11) Simulator, which offers Multi Engine Piston based on the Beech Baron B58 and a Single Engine Piston based on the Cessna 172RG. Contact: Telephone +27 41 581 3274 Email info@algoafc.co.za

ALPHA ONE AVIATION Alpha One Aviation is a South African registered company specialising in aircraft maintenance, leasing, charter and cargo operations. In addition, we offer recovery services for aircraft in South Africa as well as Continental Africa.

Our impeccable track record speaks for itself.

Under our South African Civil Aviation Authority approved AMO (Fly High Aviation) we maintain various aircraft types with the ability to offer technical field support to greater Africa and the rest of the world.

Fly Alpha Aviation is our South African Civil Aviation Authority approved AOC. We offer Aircraft Charter, Leasing and Cargo Transport from our base at Wonderboom Airport. We have established bases in Nigeria and Gabon to offer the same outstanding service you have come to expect.

We have formed key alliances with like-minded companies throughout Africa and the World. Through these alliances we have access to a large variety of aircraft to suit any need. This, coupled with our in-depth knowledge of air freight, ensures your cargo will be delivered timeously. No load is too big or too small for us to move, so get in touch with us to start the process.

Hangar 64, Linvelt Road Wonderboom National Airport Tel: +27 11 014 1710 email: info@alphaoneaviation.co.za or visit: www. alphaoneaviation.co.za

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ALPI AVIATION Pilot Training Not ‘just another’ flying academy. A childhood dream and a great passion for all things aviation led to the founding of this company. Alpi Aviation is headed by avid aviation enthusiast, Dale de Klerk, who is an accomplished hangglider, microlight, glider and fixed-wing pilot.

Dale has won several regional and national competitions, becoming world Rally Flying Champion in 2003. Dale also earned his Springbok Flying colours in Rally and Precision flying from 1995 through to 2004, and continues to challenge his considerable aviation capabilities in a wide range of aviation techniques, styles and aircraft.

ALPI Aviation SA was established after the demand arose for an accredited training organisation to cater for those who don’t want to be, ‘just another pilot’. The intention was to build an accredited Flight School, certified to CAA standards, using experienced instructors with an ethos of respect toward all their students.

At Alpi Aviation, we value the individuality of each student, and we will do our utmost to hone their capabilities and enhance their passion.

No one is ‘just another student pilot’. It is with this credo in mind that we invite you to personally experience how our broad background of solid aviation experience and expertise can take your flying career to new heights.

Contact Alpi Aviation on: Tel: +27 82 556 3592 Email: dale@alpiaviation.co.za Website: www.alpiaviation.co.za

ARENGO 31 - KUNKURU SAFARIS Fly-in Safaris Break away to the sights and sounds of the bushveld, fly to Kunkuru Safaris, with six well positioned thatched chalets with en-suite bathrooms and air-conditioned rooms that sleeps two to four people.

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

Fly-in packages start at R500pp, includes one meal and use of lodge facilities. The lodge includes pools and lounge areas with a cash bar.

Game drives can also be arranged at an additional cost.

Airstrip details: 1200m x 20m Gravel strip, with 15m shoulders on each side Approach 05/23 Windsock in centre of runway 25 20’ 53.50” S 27 41’ 44.20” E Elevation 3740ft Contact Andre Tel: +27 72 733 4584 Email: andre@kunkurusafaris.com Web: www.kunkurusafarisco.za

ARMSCOR GATEWAY TO DEFENCE SOLUTIONS Armscor prides itself in meeting the defence matériel requirements of the Department of Defence (DoD) effectively, efficiently and economically.

Armscor’s vision is to become the strategic partner of choice for the local public, private and security community, the rest of Africa and Global partners, whilst, at the core, continuing to optimally serve the DoD. As an Acquisition Agency for the DoD, Acquisition provides cost-effective and safe provision of product systems and logistic support that creates defence capability.

AERO SYSTEMS Aero Systems serves to support Air Operations of the South African Air Force (SAAF) and is responsible for the following: Air Combat Support Capability • Fighter aircraft • Combat Attack Support helicopter • Maritime Patrol aircraft • Unmanned Aerial Vehicle Air Mobility Capability • Fixed wing aircraft • Rotary wing aircraft • Maritime patrol and surveillance capability VIP Air Support Capability • Intercontinental aircraft • Continental aircraft and • Regional Aircraft

ASCEND AVIATION Aircraft Sales ‘Trustworthy Sales, Airworthy Excellence’ With 20 years of experience in aircraft sales Maartin Steenkamp established Ascend Aviation in early 2014.

Aviation sales specialists must not only possess an exceptional understanding of their field and products, but also of the customers’ needs and experience in aviation.

Acquiring an aircraft is an emotive as well as a practical decision.

Maartin’s market knowledge and track record is greatly respected in the industry and Ascend Aviation’s customers can be assured that they are getting the most honest, independent, objective solutions to their present and future requirements.

Ascend Aviation has assembled a team with the experience and abilities to streamline the entire process for buyers, from selection, budgeting and finance, through long-term performance and cost expectations, to ongoing advice and support, thereby making aircraft acquisition and ownership a rewarding and pleasing experience.

Ascend Aviation believes personal attention, relationshipbuilding and integrity is key to service excellence, and provides a comprehensive range of services to the aviation industry:

• Aircraft Sales • Acquisition mandates • Aircraft Valuations • Aircraft Management • Aircraft Finance • Aircraft Insurance • Aircraft Ferry including Importation and Exportation Contact Ascend Aviation on: Tel: +27 (0)11 064 5624 Email: sales@ascendaviation.co.za Website: www.ascendaviation.co.za

ATLAS AVIATION LUBRICANTS AeroShell Lubricants Atlas Aviation Lubricants is the macro distributor for AeroShell Lubricants in sub-Saharan Africa. We distribute AeroShell lubricants, greases and fluids throughout South Africa, Namibia, Botswana Zambia, Zimbabwe and Mozambique, and more recently Mauritius, Reunion and Madagascar. We also supply approved aircraft cleaners and degreasers. Our team offers personalised face to face service and support locally as well as internationally.

Shell Aviation, one of the biggest aviation lubricants manufacturers in the world are constantly investing in research and development to stay the market leaders in advanced Aviation Tribology, by offering world class AeroShell Lubricants to the market. Our offices are in Boksburg, Gauteng, 8 km from OR Tambo International Airport.

Contact Tel: +27 11 917 4220 Email: sales.aviation@atlasoil.co.za Website: https://atlasoil.africa/aviation/

AVCON JET AFRICA Flight Academy, Self-Fly Safaris Avcon Jet is one of the most well know corporate jet management entities managing over 60 Corporate Jets in Globally with approximately 300 employees at our 12 bases across the world. Avcon Jet Africa was established in 2013, to expand Avcon Jet’s reach into another diverse continent whilst also opening a flight school to train the next generation of pilots. This not only gave way to new regions for students to study and train, but also for our professional pilots and airlines to come and enjoy the luxuries of a flying safari.

Avcon Jet Africa’s training division offers PPL to ATPL as well as hour building packages that includes flying safaris through the African bush. The training centre extended its capabilities advanced glass cockpit training on a Cessna 172SP Garmin 1000. Our European partner flight school extends its services into Africa by providing European students a fixed base in Africa to commence with additional flight training as approved by EASA. For further information contact: Tel: +27 11 312 56 76 Email: office@avconjet.co.za URL: www.avconjet.training / www.avconjet.com Facebook: @avconjetafrica

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AVDEX Software Maintenance Tracking Avdex currently renders two leading services: the maintenance tracking of aircraft and management of the administrative functions of any AMO. Our products are user friendly and full training and support are provided.

With more than 25 years of experience in the industry and staffed by committed aviation professionals, Avdex strives for nothing less than service excellence AMP is an online aircraft maintenance tracking service. It has a central aircraft maintenance scheduling system, which means no schedule building required on the client’s side. AMP’s accurate usage tracking means less down time for the aircraft and more productivity for the AMO. AMP offers a variety of helpful features: • Full aircraft status reports based on live maintenance data • Work packs • Tracking of component movement • SBs, ADs and Manual Revisions tracked by Avdex and notified to client when the AMP Schedule is updated • Tracking usage of an aircraft • Online recording of maintenance compliance AMS is a feature rich AMO administration programme, which takes care of the administrative tasks, such as: • Purchase orders, Inventory control and traceability • Labour and time sheet control • CAA and statutory reporting • Tracking cost of sales Contact Avdex on: Tel: (011) 954-1536 Email: info@avdex.co.za Website www.avdex.co.za

AVIATION DIRECT (PTY) LTD Flight Navigation The internet has opened the world, but for many of us it is still preferable to talk to someone who has the experience and knowledge of local conditions, right?

Well, AviationDirect has been around for over 20 years, and we are in the forefront of providing airfield and aeronautical information for Southern Africa within our various products.

We have the most comprehensive database of airfields for this part of the world, receiving first-hand information from active pilots and operators in the field.

Our exciting range of products for pilots flying in Southern Africa are designed to make the pilot’s task easier, safer and more comfortable. Added to that, we provide excellent customer support.

Products that we are particularly well known and respected for are: • The Airfields Directory for Southern Africa and Africa, available in printed and electronic format • EasyPlan, the flight planning software for desktop/laptop PC with Win OS, an easier way to do flight planning, print out

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flight logs and maps • EasyCockpit, Southern Africa’s most used in-flight navigation app for Apple or Android Mobile Devices, there to enhance situational awareness, and, together with Easy-Weather overlays of radar, satellite and winds, to provide additional safety and peace of mind • Logbooks (electronic and printed) which have been devised according to SACAA requirements.

Contact: Andrea Antel on: Tel: +27 11 465 2669 Mobile: (0)72 340 9943 Email: info@aviationdirect.co.za Website: www.aviationdirect.co.za

AVIATION PILOT TRAINING Aviation Training Aviation Pilot Training (APT) is a state-of-the-art aviation helicopter training facility that offers every aviation enthusiast the highest quality training offering full Private Pilot and Commercial Pilot licences based out of Fisantekraal Airfield, Durbanville. APT boasts an impressive fleet of Robinson RH22, RH44, EC120, EC130 and EC135. We are an approved SACAA test centre, thereby allowing you to complete your PPL, Restricted Radio and Night Rating exams online. Our Elite S723 FNPT II simulator based on the AS350 helicopter will be available for full Instrument Ratings based from Cape Town International Airport from February 2020. Aviation Pilot Training is definitely “Your Reason to Fly”. Visit our website or contact our offices to make your first booking.

Contact: Elsabé or Thuli info@aviationpilottraining.co.za www.aviationpilottraining.co.za 021 036 1459

AVIATION REBUILDERS Aviation Rebuilders is an SACAA approved category B and X5 Aircraft Maintenance Organisation, number AMO 188, based in the Showroom right that the entrance to Rand Airport, Germiston. Established in 1997, Aviation Rebuilders is your competitive and reliable option when it comes to of all your sheet metal, welding and flight control cable assembly requirements. No repair is too big or too small for our enthusiastic team who are always keen and up for a challenge. Our highly experienced technicians provide excellent quality and turn-around times for your maintenance requirements.

Our flight control cable assembly facility offers all standard MIL-SPEC cable and end fittings, ranging from 1/16” to 3/16”, with cables 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.

Contact Aviation Rebuilders on: Tel: +27 (0)11 827-2491 Cell: +27 (0)82 872-4117 Email: lyn@aviationrebuilders.com

AVISYS AVIATION SYSTEMS AviSys Aviation Systems is an established Maintenance Organisation (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 handpicked 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 Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Website: www.avisys.co.za

BEEGLE TRACKER Tracking, flight following Designers and manufacturers of Iridium-based satellite tracking solutions since 2002. Our devices are used for a wide range of applications, including aircraft, watercraft, birds, animals, personnel and bespoke equipment. Our customers include government and conservation organisations, charter companies, aviation schools and private pilots.

Beegle X-1 aviation tracker is a battery-powered, fully automatic tracker that is placed on the dashboard and requires no pilot input, turning on/off and adjusting the position update frequency automatically, depending on phase of flight. It operates for approximately 40 flight hours per charge. Ground personnel are kept up to date with real-time flight progress via our online tracking portal and optionally via SMS notifications for events such as take-off, landing and emergencies. This assists customers in effective trip planning and cuts down on time wasted locating aircraft, especially in remote locations.

Beegle X-1 can quickly and easily be transferred between aircraft as needed. www.beegletracker.com info@beegletracker.com +27 (0)21 438 1888

BENVEROY (PTY) LTD – BIOBOR AFRICA Fuel Protection and Enhancement Benveroy (Pty) Ltd, a privately owned South African company, based in Johannesburg, South Africa, focuses on developing environmentally sustainable solutions for fuel consumption reduction, and reduction of carbon footprint.

Benveroy offers a complete fuel enhancement product package and the related implementation of product injection blending and product dosing systems, for individual aviation companies, and airport infrastructure. This includes high level fuel quality management.

Biobor JF ® became the first biocide tested and approved by FAA, airlines, aircraft manufacturers, and aircraft engine manufactures, for the treatment and prevention of microbial contamination in aviation fuels, and aircraft fuel tanks. Biobor JF ® is also the only biocide that not only fights microbial growth, but replaces lubricity lost in ultra-low sulphur fuels. After 50 years, Biobor JF ® continues to be the most recognized and recommended biocide for all hydrocarbon fuels, bio fuels, transmission and hydraulic fluids, etc.

Other aviation products offered are Biobor EB, Lubribor, and Turboline.

Benveroy’s company directors have combined more than 60 years of experience in the Engineering, Petrol-Chemical, and Aerospace Industries.

Contact Benveroy for all BIOBOR family of fuel additives on: Tel: 011 482 3650 / 011 726 7162 ben@benveroy.com / 071 453 1517 vernon@benveroy.com / 079 524 1461 www.benveroy.com

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Tel: +27 43 736 6181 Email: admin@borderaviation.co.za Website: www.borderaviation.co.za

BLUE CHIP FLIGHT SCHOOL Our Pilots Become Captains!

Blue Chip Flight School has 24 years of experience, training professional and recreational pilots from over 30 countries. Situated at Wonderboom National Airport, we provide flight training from PPL to ATPL. Blue Chip has an accredited in-house examination centre, a modern fleet of aircraft as well as an SACAA approved FNPT II simulator.

We offer a web based, paperless electronic booking, authosheet and student file system.

Hour building is with a difference; we host fly-aways and cross country trips that provide unique opportunities to be exposed to unfamiliar environments, and our instructors are always close at hand for guidance.

There is no substitute for a personal visit. Every day is open day at Blue Chip. Better still, talk to people in the aviation industry, former Blue Chip students are in sought after positions worldwide.

Contact Blue Chip Flight School on: Tel: 012 543 3050 Email: admin@bluechip-avia.co.za Website: www.bluechipflightschool.co.za

BORDER AVIATION CLUB & FLIGHT SCHOOL Flight Training and Hire & Fly Border Aviation has been training pilots since the 1940’s.

We offer diverse training, from Weight-shift microlights to Warbirds, historical aircraft and everything in between.

We carry out Ab-Initio Training (PPL and NPL) , Commercial Pilot Training, Conversion to type training, Hour building for Commercial Students, Renewals, Short field landings & take offs, Instrument Flight (IF) Training and Hire & Fly. We now also offer Helicopter Training – PPL to CPL. What makes us unique is that our dedicated team of instructors work with each student on a one-on-one basis, offering them tailored training specific to their needs.

We also offer our Training out of three bases; Our East London Airport base allows for Instrument flight training (IF Training). Our Wings Park base is situated just outside East London and allows for Short field training. Our third base is at Queenstown Airfield which gives our students an opportunity to do Mountain flying.

We welcome any aviation enthusiast from teenaged Ab-initio students to the casual weekend flyer to pursue their aviation passion.

Border Aviation’s fleet consists of a Cessna 150, a modern glass-cockpit Sling 2, a Piper Archer 181, a Mooney M20, a Beechcraft Baron (BE58), a Savannah XL and Helicopter.

We are a non-profit organisation that truly believes that aviation is a career that brings a new adventure over every horizon. If you are interested or would like to find out more, please feel free to contact us on:

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CAPE TOWN FLIGHT TRAINING CENTRE Operating at Fisantekraal airfield since 2003, Cape Town Flight Training Centre (CTFTC) is Cape Town’s Premier fixed-wing pilot training establishment.

Fisantekraal is unique to the area in providing an excellent weather record, a safe learning environment and multiple runways at a location which allows immediate access to the General Flying Area and Cape Town International Airport controlled airspace.

CTFTC is a one-stop-shop on the path to the issue of all SACAA aircrew licences and ratings, up to and including the ‘frozen’ ATPL. CTFTC operates only certified aircraft types. Our fleet currently consists of nine aircraft including four Diamond DA-20 Eclipse ab-initio trainers, three IF equipped Piper Warriors, a Piper Arrow for Complex training and a Piper Seneca for multi-engine training. Instrument flying training is also available on the cost efficient FNPT-1 and FNPT-2 simulators.

Contact CTFTC on: Tel: 021 976 7053 Cell: 084 440 7922 Email: admin@cape-town-flying.co.za Website: www.ctftc.co.za

ZANDSPRUIT BUSH & AERO ESTATE Zandspruit Bush & Aero Estate at the rapidly growing town of Hoedspruit offers 200 stands of which 162 are Bush stands and 38 stands are Aero stands. It is adjacent to the unique landmark ‘Aerotel’ lodge made from a retired Boeing 737.

Surrounded by the majestic Klein Drakensberg Mountains, the stands offer a range of views that include a combination of bush, mountain and river views. Aero stands have the option of building a hangar on site as they are situated along the 1 000m hard-surfaced runway where flying enthusiasts can land and hangar their plane right next to their home.

A myriad of plains game roam freely within the 1 000ha estate. Of the 1 000ha, 650ha is set aside for the wilderness area. An untouched environment that is available exclusively for owners to enjoy.

There are no Big 5 on the estate making it safe for walking, jogging, cycling or horse riding on the Estate An added benefit at Zandspruit is the fabulous weather that is experienced all year round which affords you the opportunity to enjoy outdoor living at any time of the year.

If you have your own aeroplane you can land and park in your very own hangar. Road accessibility to Zandspruit is a mere 4,5 hours drive from Johannesburg. Alternatively, there are twice daily scheduled flights from Johannesburg to Hoedspruit, as well as daily flights from Cape Town to Hoedspruit.

Contact Martin den Dunnen: 082-449-8895 or visit: https://www. zandspruit.co.za/

CHEMETALL Surface Treatment and Coatings Chemetall, the surface treatment global business unit of BASF’s coatings division, is a leading global supplier of applied surface treatments. The company provides proven, high-performance products for aerospace applications such as sealing, cleaning, pretreatment, corrosion protection and non-destructive testing – specially developed to meet the demanding requirements of national and international quality standards.

Globally established products such as Ardrox®, Naftoseal®, and Tech Cool® are well approved by all major aero-engine and aircraft manufacturers. With over 60 years of experience in supplying the aerospace industry, Chemetall can offer customers a complete product portfolio with all essential approvals. The quality performance has not only been documented by numerous QM certifications such as DIN EN 9001, DIN EN 9100, ISO/TS 16949, and NADCAP, but also by leading customers, such as Airbus with their SQIP award.

Dedicated aerospace experts around the world ensure global support combined to local presence for the specific needs of the global aerospace industry. Production and warehouse sites on all continents ensure a fast and reliable supply around the world.

Contact Wayne Claassens: +27 11 9142-500 Mobile: +27 82 5589 924, Email: wayne.claassens@basf.com www.chemetall.com

COMAIR Aircraft charter, FBO and Aircraft management Based at Lanseria International Airport, CFS provides Aircraft Charter, Aircraft Management, Aircraft Sales and FBO Services to a sizeable share of the Southern African business aviation market.

CFS’s modern aircraft fleet includes various aircraft types, ranging from single engine turboprops to large business jets and airliners, enabling them to cater for various group sizes and to meet all their clients’ business and leisure aviation requirements. Whether the requirement is a fly-in safari, getting a project team on-site, attending multiple regional meetings in a day or taking a head of state to a world summit, CFS has the solution, the experience and the aircraft necessary for the task.

In accordance to the company’s commitment to safety, CFS has been accredited with IBAC’s International Standard for Business Aircraft Operations (IS-BAO) Stage One certificate in 2018.

With our modern and stylish FBO facilities, CFS offers clients a unique personalised service and a flawless safety record.

Tel: +27 11 540 7640 (24HR) Email info@flycfs.co.za www.flycfs.co.za

COMET AVIATION SUPPLIES Comet Aviation Supplies Comet Aviation Supplies is located near Rand Airport in Germiston, Gauteng. We are the authorised distributors for Rotax Aircraft Engines in Southern Africa, but also offer a range of aircraft parts and accessories for the light aircraft market.

We stock aviation headsets, ranging from Pilot Communications USA to David Clark, and class leading ANR models from Lightspeed Aviation. Other products include pilot supplies, maps, logbooks, first aid kits, fire extinguishers and portable oxygen systems.

Other products include aircraft tyres, fabric covering materials, AN hardware, handheld radios, panel mount radios and transponders.

Our online shop www.cometaviationsupplies.co.za features secure payment options and countrywide delivery.

We will also source and import any special products you may require.

Contact Tel: 011 825 0048 Email: sales@cometaviationsupplies.co.za

TITANIUM AIR Titanium Air is a private, boutique-style Aircraft Charter and C206 Conversion Training company based out of Lanseria Airport.

Flying with a private charter company offers you complete privacy and luxury, while minimising your waiting time at the airport and have you flying within minutes of your arrival.

Titanium Air has an unblemished safety record and their pilots have extensive knowledge and experience of all types of aircraft.

With one of the finest examples of a C206 in South Africa, pilots looking for conversion training and ratings are eager to get behind the controls of this wonderful aircraft.

Titanium Air caters to corporate and leisure travellers alike and specialises in bush and hunting lodge transfers where small aircraft are needed to land on and take-off from dirt runways.

Titanium Air is dedicated to its clientele and makes every experience a memorable one, from first point of contact to the safe touch-down at your destination. www.titaniumair.co.za

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C W Price & Co C.W. PRICE AND COMPANY Airport Support Equipment 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 ITWGSE (formerly Hobart) 4400 mobile diesel-driven 90 kVA Ground Power Unit (GPU).

Based in Midrand, C.W Price are the appointed agents for airport support equipment from the dependable industry standard ITWGSE (formerly 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 Email: cwp@cwprice.co.za Website: www.cwprice.co.za

DIEPKLOOF DIEPKLOOF AIRCRAFT MAINTENANCE AMO, AIRCRAFT MAINTENANCE With 70 years of experience, Diepkloof Aircraft Maintenance (AMO SACAA 1398) are one of the leaders in aircraft maintenance as well as the preferred choice for many clients. Based at Diepkloof airfield, Malmesbury, Diepkloof Aircraft Maintenance is a South African Civil Aviation Authority approved AMO. It is your one-stop AMO facility that offers a wide range of services that include general aviation aircraft maintenance, Non-Type Certified maintenance as well as specialized services.

General Aircraft Maintenance: • All single engine Piper & Cessna & Beechcraft series • All Air Tractor, Thrush, Dromader, AG Cat, Piper Brave & Piper Pawnee • All Lycoming, Teledyne Continental engines • All Pratt & Whitney -Turbine & Radial engines.

• Robinson R22 & R44 Helicopters • Non-Type Certified (NTCA): • All NTCA Aircraft work - Homebuilt, Ultralights etc…

• Specialist Services: • Hartzell & Mc Cauley Propellers • Licenced for complete rebuilds • Specialised Sheetmetal work • Fabric covering and interiors • Aircraft weighing • Welding • Propeller balance Contact details: E-Mail: diepkloofamo@gmail.com Nick Kleinhans: +27 83 454 6366 Pieter v Aswegen: +27 82 784 7133 Danie Vermeulen: +27 79 248 9188 Jurgens Potgieter: +27 71 672 3007

DJA AVIATION Aviation Insurance DJA Aviation was formed over 40 years ago by Dennis Jankelow and to this day remains South Africa’s foremost specialist aviation insurance brokerage, offering the greatest concentration of aviation insurance experience and expertise on the African continent and continuing to lead the market in the areas of product innovation and technical development.

DJA Aviation creates aviation insurance programmes for its clients that are perfectly balanced in the critical areas of cost, coverage, service and security. In addition, DJA Aviation’s long-standing and close relationships with the insurers who underwrite its products – locally, regionally and internationally – ensure that a DJA Aviation client is in the best possible hands when losses occur.

DJA Aviation is an authorised Lloyd’s correspondent and has conducted aviation insurance business at Lloyd’s for more than 35 years, a relationship that is strengthened by regular visits to the Lloyd’s market by DJA Aviation’s key personnel.

DJA Aviation is an Authorised Financial Service Provider (FSP No 15808) and a proud member of the iCapital Group. DJA Aviation’s social responsibility programme includes on-going support for the South African Guide Dogs Association for the Blind.

Contact DJA Aviation on: Tel: 0800FLYING (0800 359-464) Email: mail@dja-aviation.co.za Website: www.dja-aviation.co.za

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D.M. AVIATION SPARES

Aircraft Parts and Consumables

D.M. Aviation Spares is situated on the north side of Lanseria, based in the Cirrus Hangar, No. 24 (next to Vector Aerospace). The company stocks aircraft parts, aircraft consumables and general consumables.

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 AMOs at the airport by holding fast moving stock.

Daniella goes out of her way to source parts that others say are not available. D.M. Aviation imports parts as well as sourcing hard to find aircraft components. They provide clients with the best prices and service possible.

Furthermore, they are agents for Aircraft Spruce and others.

For more information, contact Danielle Mawson on: Tel: 082 576 8853 Email: daniellamawson@telkomsa.net

admin staff look forward to welcoming you to the Emperor Aviation family!

Contact Emperor Aviation on: Tel: +27 11 824 5683 Email: reception@emperoraviation.co.za Website: www.emperoraviaiton.co.za 100 95 75

DYNAMIC PROPELLERS

Propeller Specialists

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Established in 2008, Dynamic Propellers specialises in the overhauling, repair and maintenance of propellers for commercial and privately owned aircraft.

With a staff compliment with a total of around 130 years propeller overhaul experience, Dynamic Propellers overhaul and maintain all Hartzell, McCauley, MT, Hoffmann, Sensenich and Hamilton propellers and is the only enterprise in South Africa that provides comprehensive repair and maintenance services on Dowty and Whirlwind propellers.

All of which is done to the highest standards as stipulated by the various propeller manufacturers.

Dynamic Propellers’ repair services are performed both in-house in a state of the art aviation engineering workshop, or in the field.

Highly skilled engineers will travel domestically or to neighbouring countries and abroad to cater for customers’ propeller requirements.

Dynamic Propellers is an SACAA Authorised Service Centre, AMO 1150, and is the sole McCauley Authorised Service Centre for the African continent.

Contact Details: Pero Visser Tel: +27 79 492 0592 Email: pero@dynamicpropeller.co.za Andries Visser Tel: +27 82 445 4496 Email: andries@dynamicpropeller.co.za

EMPEROR AVIATION

AMO, Refurbishments, Rebuilds

Emperor Aviation is a fully licensed Aircraft Maintenance Organisation (AMO NR 1226) based at Rand Airport, specialising in the maintenance of Bell and Robinson helicopters. We have a state of the art component overhaul shop and can assist you with any helicopter sales needs. We also specialise in helicopter refurbishments ranging from total refurbishment (interior and exterior) to helicopter rebuilds.

Emperor Aviation is an approved Robinson Service Centre and also the official LORD Distributor for 206B and 206L TT-straps in Africa as well as an agent to supply LORD replacement parts.

If you’re looking at buying a new or used helicopter, Emperor Aviation can assist you to find the helicopter best suited to your needs.

We carry out pre-purchase inspections all over the world to ensure our customers has options of purchases not only in the African market but worldwide. With more than 50 years’ combined experience in the helicopter industry, Paul, Jarrett, Trevor and their team of qualified engineers and

EXECUTIVE AIRCRAFT REFURBISHMENT “Quality is our Passion;” this is the mantra that we live by at Executive Aircraft Refurbishment. We are an Aircraft Interior and Exterior refurbishment facility, based at Lanseria International Airport, quality workmanship and service excellence, combined with knowledgeable staff has earned us the reputation of No.1 Aircraft Interior and Exterior refurbishment facility Complete aircraft exterior paint strip and resprays are done all under one roof, designing paint scheme lines, logos to customer specifications. We also offer a mobile touchup service to our customers ensuring their aircraft stays in mint condition.

Our interior shop also specialises in complete interior refurbishments such as the refurbishment of overhead stowage bins and seating, roof-liners, cockpit glare-shields, cabinets and galleys, wool carpets, textile and nontextile floor covering, refurbishment of seats and foam building in varying modern styles. We manufacture interior window sun-shields and aircraft exterior ground covers. EAR also re-web and re-certify aircraft safety belts.

Executive Aircraft Refurbishment are the right choice for interior and exterior refurbishments of your aircraft from interior refurbishment to exterior spray painting, we do it all.

Entrust your fleet to Executive Aircraft Refurbishment for a new fresh look and we promise to have your aircraft ready and serviceable when you need it.

Tel: +27 (0)10 900 4300 | Mobile: +27 (0)82 547 8379 Info@ earefurbishment.com | Francois@earefurbishment.com Hangar 203 (interior shop) and 31(paint shop) Lanseria International Airport South Africa, Gate 5, North Side

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F. GOMES UPHOLSTERS

Aircraft Upholstery

F. Gomes Upholsters is a family based upholstery company. Established in 1979, the company specialises in aircraft, as well as motor vehicle, boat and furniture upholstery.

F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves. They use only the best quality materials, and their craftsmanship is outstanding. Mr Gomes, the founder of F. Gomes Upholsters, has been in the upholstery business for close on 40 years and as such brings many years of experience and professionalism to the company.

F. Gomes Upholsters provides an expert re-upholstery and upholstery service that caters to any upholstery need. No job is ever too small or too large.

F. Gomes Upholsters is based in Johannesburg. For exceptional craftsmanship at the best prices, contact F. Gomes Upholsters on: Tel: (011) 614 2471 Fax: (011) 614 9806 Email: gomesuph@netactive.co.za

FEDERAL AIRLINES With over 20 years of safari transfer experience, Federal Airlines is known for its premium point to point shuttles that fly guests to the country’s most luxurious and sought after game lodges.

Operating since the ‘90s, they were the pioneers. Their core service provides daily shuttle departures from OR Tambo International Airport and Kruger-Mpumalanga International Airport to various luxury safari lodges throughout the country.

They have since partnered with world leaders in luxury safari experiences as part of their commitment to raise the bar in bespoke aviation. In addition to their shuttle flights, Federal Airlines can provide bespoke, private charter flights to any destination within southern Africa.

For more information contact Federal Airlines on: Tel: +27 (0) 11 395 9000 Email: shuttle@fedair.com Website: www.fedair.com

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FIREBLADE AVIATION

All FBO Services, Tailor Made Charters

Fireblade Aviation (Pty) Ltd is a luxury FBO facility and an aviation department (AOC/AMO). The company started in July 2014, and is located in the Denel Precinct at OR Tambo International Airport. We can provide on-call service to customers and clients 24 hours a day.

We facilitate international arrivals and departures from the Fireblade FBO, with a fully compliant Customs and Immigration service. Fireblade Aviation’s fleet consists of a Bombardier Global 6000, a Bombardier Challenger 350, 2 x PC12s, a AW139 VVIP helicopter and a AW119 helicopter.

Our operations are ideally located for corporate flights and general charters due to the close proximity to the Johannesburg CBD and our location at the Eastern Precinct of OR Tambo International Airport.

We provide various on-site services, namely, hangarage, Jet A-1, aircraft handling, cleaning and catering.

Contact Fireblade Aviation on: Tel: (010) 595 3920 Email: fltops@firebladeaviation.com Website: www.firebladeaviation.com

FLIGHT TRAINING COLLEGE, GEORGE. The worldwide shortage of Professional Pilots is now a reality. Shrinking Defense budgets will ensure that almost all future Airline Pilots will come from the private sector.

Recognizing the challenges, SAA Training Captain, Walter Waldeck founded FTC in 1999 to foster the discipline, passion and professionalism synonymous with the aviation industry.

Sully Sullenberger’s miraculous landing on the Hudson River demonstrated the importance of “Primacy Training.”

Flying must be taught correctly from the start, because in a crisis, there are no second chances. Primacy must be second nature. This type of training can only occur in a highly disciplined, controlled environment led by professional instructors with extensive operational experience.

Just as a doctor takes years to hone his skills, there is no short-cut to becoming an airline pilot. But with the boundless opportunities worldwide, there has never been a better time to start climbing the ladder towards becoming a professional pilot.

For a clearer understanding of what we do, read the career guidance chapter on the FTC website.

Contact: +27 44 876 9055 ftc@flighttraining.co.za www.flighttraining.co.za

GEMAIR CC

FLIGHTDECK INSTRUMENT SYSTEMS

Instruments, Avionics and AMO

Flightdeck Instrument Systems (AMO 999) was founded in 2005 under another well-known name. The company started operating full time in 2008 and the name was changed.

We specialise in all aircraft instrumentation, avionics and autopilot repairs, overhauls and installations, including EFIS installations. We also have a wide variety of loaner units to reduce time on the ground for your aircraft, and all work will come with a free quotation if required.

Flightdeck Instrument Systems currently holds the agencies for JP Instruments (engine monitoring), Alcor (engine management), Aircraft Spruce, EDMO, MGL Avioincs, FDS avionics and Mid-continent instrument company to name a few, with others being added all the time. We are also authorised installers for Aspen Avionics.

Flightdeck Instrument Systems operates out of Tempe Airport in Bloemfontein. We have just moved into new premises which boast a massive state of the art workshop as well as a spacious hangar, so your aircraft can be looked after like it is our own. Give us a call for you instrument, autopilot and avionics requirements.

Contact Andrew Bennetts on: Tel: 073 513 3205 Email: andrew@aibloem.co.za

GEMAIR

AMO

Your peace of mind in aviation maintenance GEMAIR AMO1003 Andries.gemair@telkomsa.net

Gemair was started in 2007 Andries

by Andries Venter, 082 905 5760 a South African Air Force trained engineer with over twelve years of aviation maintenance experience.

Since relocating to Lanseria Internationalâ&#x20AC;&#x2122;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

KZN AVIATION

Executive Charters

FLYONICS (PTY) LTD Flyonics (Pty) Ltd is an avionics design, consulting, servicing, and installation company capable of supporting a variety of aviation modification and certification projects as well as repairs and maintenance of a wide range of general, regional and business aviation aircraft.

The depth and range of its resources enables them to provide optimal solutions for operators, installers and maintainers as well as compliance with regulatory requirements.

Flyonics (Pty) Ltd was founded by Micahel Karaolis out of a need for professional experience in installations and systems integration on many different types of aircraft, complex in-the-field system troubleshooting and servicing, as well as Supplemental Type Certificate (STC) design.

Flyonics (Pty) Ltd is fully capable of working with Original Equipment Manufacturers (OEMs), Design Organisations and customers throughout an entire installation process to ensure that the job is done technically correct and satisfies the intent of the modification.

Hangar 30 Rand Airport Germiston E-Mail: michael@flyonics.co.za

KZN Aviation is an established BEE compliant multi-tasked aviation company, based at Virginia Airport in Durban North. We are licensed in terms of the South African Civil Aviation Authority and the Air Service Regulations.

KZN Aviation own and operate both fixed-wing aircraft and helicopters, offering a range of services that include helicopter and fixed-wing VIP charter work, contract work, tourism flights, powerline and pipeline inspections, aerial photography, vehicle searches, traffic surveillance and patrols to name a few applications.

KZN Aviation has a hand-picked team of professional and dedicated staff who are available 24/7 to offer assistance, advice and provide cost effective quotations. We have vast experience in the charter and contract market and have been actively involved in aviation for decades.

KZN Aviation pride themselves on ensuring that high quality services, tailor-made to meet customer requirements are provided efficiently and effectively without compromising safety. Our rigorous safety standards are maintained by highly experienced flight crews and are constantly reinforced through the highest levels of professionalism and integrity displayed. Our crew receive recurrent training to ensure performance remains consistently exemplary.

Contact KZN Aviation on: Tel: 031 564 6215 Email: mel@kznaviation.co.za Website: www.kznaviation.co.za

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g Edge Aviatio Leadin n ZT-RGA

“Sharing the passion”

• • •

Graphical multimeters Calibrates a wide variety of electrical test equipment Resistance calibrator (decade box), capacitance meters. Loop Testers, Earth resistance Testers Contact M and N Acoustic Services on: Tel: 012-689-2007/8 Email: admin@mnacoustics.co.za

LEADING EDGE AVIATION

Helicopter Firefighting and Heavy Lift Operations

Leading Edge Aviation is an SACAA approved Aircraft Maintenance Organisation (AMO 261) based at Nelspruit Airfield in Mpumalanga.

Leading Edge Aviation (LEA) caters to numerous fields including firefighting, external lift operations, wildlife conservation and refurbishing and restoring of aircraft interiors and exteriors, including fitment of SACAA approved windows.

Utilizing their UH-1H and UH-60 helicopters, LEA are perfectly positioned to meet your utility helicopter requirements. Whether you need supplies moved, wildlife relocated, natural disaster support, construction equipment lifted or fire suppression carried out, LEA are available to assist. With lifting capabilities up to 3000kg’s, we use the latest equipment and vast experience to meet our clients needs.

In addition, LEA has the only SACAA approved painting booth in the Lowveld and carries out all painting using Boeing and Airbus approved products across the Cessna, Piper and Embraer and Beechcraft range. Our interior refurbishment division carries out the finest leather and upholstery work. All painting and leather work includes CRMAs for the applicable aircraft.

Peter, Zeph, Sipho, Alfred and Lucas, along with the team, will ensure all your refurbishment expectations are met and exceeded.

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

M and N ACOUSTICS SERVICES SANAS ACCREDITED LABORATORY FOR ACOUSTIC,

M AND N ACOUSTIC SERVICES (PTY)VIBRATION LTD VIBRATION, HUMAN AND DC/LF M and N Acoustic Services (Pty) Ltd performs SANAS accredited The Following instruments can be calibrated calibrations on acoustic, human vibration, vibration and DC/LF measuring Aces, Vibrex, Honeywell, Rion, Casella, 3M & Svantek equipment.

The laboratory operates according to the ISO/IEC 17025:2005 Specification for the competence of calibration laboratories and also according to the requirements of the South African National Accreditation System (SANAS).

They do accredited calibration on acoustic and vibration measuring equipment and/or transducers, and certificates with usable results for the end user (user specified points).

Our electrical calibration capabilities include but are not limited to: Handheld and bench meters (analogue and digital) up to 6 ½ digits • Thermocouple and RTD Thermometers (simulation) • Process Calibrators (mA and Volt source and measure) • Data Loggers • Strip and Chart Recorders • Watt Meters • Current Clamps and Clamp Meters • Panel Meters • High Pots - Insulation Testers CONTACT • Amanda PowerNaude Supplies 012 689 2007 | e-mail: admin@mnacoustics.co.za

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MERCHANT WEST

• Aircraft Finance • Engine Overhauls • Avionics Upgrade • Finance • Aircraft Purchases • Aircraft Funding • Re-finance • Engine Finance • Engine Funding

Merchant West is one of the largest privately-owned financial institutions in South Africa. We provide alternative business funding outside of the commercial banks.

As an agile business with an entrepreneurial approach, we pride ourselves in structuring flexible and innovative finance solutions that meet the industry requirements of our clients.

Our financial solutions are operated as independent business units headed up by skilled and experienced executives who have surrounded themselves with industry experts.

Merchant West has become a key partner in the Aviation industry in South Africa specializing in Aircraft finance including purchases, avionics upgrades as well as engine overhauls. We pride ourselves in our unique view of the industry, specialised support, knowledgeable staff and the products we offer.

Contact Contact: Shayne Wright shaynew@merchantwest.co.za +27(11)-305-9490 +27(71)-373-8825

MICRO AVIATION SA MICRO AVIATION SA One of South Africa’s most prolific aircraft manufacturers is Nelspruitbased Micro Aviation SA, run by well-known entrepreneurs, Terry and Andrew Pappas.

They have been very active in marketing and selling single engined, New Zealand made B22 Bantam ultralight aircraft and then began designing and manufacturing their own model, the Bat Hawk. The aircraft is powered by the ubiquitous industry standard 100hp Rotax 912, dual ignition, four stroke engine. The Bat Hawk has an all up weight of 540 kgs.

The Bat Hawk has created a niche for itself in providing a uniquely low cost bush aircraft that not only handles very well but is a great platform for surveillance personnel and conservationists. The aircraft can operate into and out of extremely short landing strips and its high engine location allows an almost uninterrupted view from the cockpit.

An active B22 and Bat Hawk owners group often meet to take part in cross country flights and social occasions and the pilot community for these small aircraft is expanding rapidly.

Micro Aviation can be contacted at: 082 828 6706 or info@bathawk.co.za

OUT OF THE BLUE AIR SAFARIS OUT OF THE BLUE AIR SAFARIS

Charters

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 Andries Venter: Tel: 082 905 5760 Email: charters@gemair.co.za

NAMAGRI AVIATION

Robinson Dealer

Namagri Aviation is a privately-owned Namibian company, based in Windhoek since 2008 Namagri Aviation are official dealers and service center appointed

by Robinson Helicopters in Namibia. We provide clients with quality and experienced assistance with the purchase and maintenance of new and pre-owned helicopters.

Our aviation department is divided in a helicopter and fixed wing. We sell new and second-hand helicopters. We deliver Aerial Works services in the Agricultural sector and also offer specialised equipped airplanes to clients for application of de-bushing granules during rainy season. Namagri De-Bushing Services was the 1st legal entity in Namibia that attended to bush encroachment through aerial applications. At Namagri you will find a group who are dedicated, passionate and committed to provide the best service to our customers in making every aviation dream take flight.

Contact: www.namagri.com +264 81 1286821 alex@namagri.com +264 812166910 adri@namagri.com

PAMBELE AVIATION (PTY) LTD

Air Charter

Pambele Aviation is the continuation of Jemax Aviation in a new guise with fresh branding. The company has been operating in the South African non-scheduled air charter market since 2006. The core of the personnel involved with the company since its infancy will perpetuate the business and will continue to provide a reliable and quality air service. We strive to ensure that our customers receive the best possible service with the appropriate aircraft type to suit their needs and budget. The following aircraft types are available for charter: Beechcraft King Air B200; Pilatus PC12; Cessna Caravan 208B and an array of piston engine aircraft. The primary base of operation is at Grand Central Airport, Midrand, with a satellite base located at KMI Airport. However, our airport and route options are as limitless as the client’s air charter transport needs.

Contact: Tel: (+2711) 805-0652 Email: fjoubert@pambele.aero

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Here we believe that personal attention from vastly experienced instructors is the key to producing exceptional pilots who are confident and competent.

Our passion is helping you pursue your passion – achieving a career in aviation.

Our student pilots train to become international airline pilots flying the world and commercial pilots flying for major airlines here in the South Africa. | Call us +27 (0)58 0500493 | www.

Specialisinginfo@flyparamount.co.za in the creation and delivery of bespoke meals to some of Southern flyparamount.co.za

EXECUTIVE IN-FLIGHT CATERING PAR AVION CATERING Inflight Catering Founded in 2000, Par-Avion Catering is now in its second decade of producing and catering to the private charter, discerning individual and corporate world.

Having originally set our as a niche VIP jet caterer at South Africa’s major international airports, Par-Avion has extended its service offerings to its valuable clients both at home and in the office.

Par-Avion offers a full range of complete catering services for both corporate and social occasions. Over the year’s Par-Avion has successfully served heads of state, visiting dignitaries and celebrities alike. Corporate heads use our services on their aircraft, in their offices, and in their private homes. A high level of confidentiality ensures every request is met in detail and with discretion.

Par-Avion provides everything from staged, unstaffed boardroom functions and buffet to complicated event management and product launches requiring full-service co-ordination in design, catering, and logistics.

Contact: Lanseria Telephone : +27 11 701 2600 E-Mail: par-avion@mweb.co.za Web: www.par-avion.co.za Cape Town Telephone: +27 21 934 0058 E-Mail: capetown@par-avion.co.za O.R. Tambo Telephone: +27 11 395 2677 E-Mail: ortambo@par-avion.co.za

Africa’s most discerning aircraft and corporate operators, Par-Avion Exclusive Catering is proud to be considered among the leaders in executive in-flight catering and associated services to the aviation industry.

Our footprints at the international airports of Cape Town, OR Tambo and Lanseria International Airports support our unsurpassed dedication to offering the very latest in niche products and services to our discerning and well travelled clientele.

Years of building authentic client-service relationships has allowed us the opportunity not only to cater to international corporates and global operators PELICAN PRODUCTS Custom Cases but also extend our expertise to include special events and parties, cafés and Since 1976, Pelican is the global leader in design and restaurants, luxury ofcoach catering, boardroom catering and platters. manufacture high-performance case solutions and advanced

PARAMOUNT AVIATION Flight School Paramount Aviation Academy is an exclusive flying school in the town of Bethlehem, nestled in the foothills of the Maluti and Drakensberg Mountains of South Africa.

Here we believe that personal attention from vastly experienced instructors is the key to producing exceptional pilots who are confident and competent.

We are an exclusive flying school in the town of Bethlehem, nestled in the foothills of the Maluti and Drakensberg Mountains of South Africa.

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portable lighting systems, with extensive experience in the

With continued dedication to quality productproducts and service, we strive to give our development of premium products.ofPelican’s are designed and built to last a lifetime and are used by professionals in the most clients the peace of mind and knowledge that we will indeed go to any lengths demanding markets including aviation, police, defence, firefighters and to ensureindustrial. their requirements are met expeditiously and with excellence.

Pelican is the expert in extreme protection, offering standard or customised case solutions for the transport and packaging needs of the aviation and military sector. These rugged cases are watertight, airtight, chemical-resistant, lightweight, durable, impact-resistant and reusable. They have been used in the Military sector for over 40 years, offering the Legendary Lifetime guarantee.

Moreover, Pelican is the world’s largest manufacturer of aviation approved reusable plastic shipping and storage containers. The company offers bespoke case solutions designed by high-qualified engineers specialised in developing containers for UAVs, aircraft engines and for the most sophisticated equipment.

Sanette Nel, Manager Sub-Saharan Africa Tel: +27 83 645 4330 Email: sanette.nel@peli.com Website: www.pelican.com

PRATT & WHITNEY CANADA OEM Support Pratt & Whitney Canada Customer Service Centre provides OEM support to customers in Africa, offering comprehensive services for all P&WC engine models. As the OEM we offer you a unique advantage; the confidence that your engine is in the hands of the people who know it best. Our engine repair and overhaul services and support are

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backed by a global state-of-the-art service network of engine OEMowned facilities.

Pratt & Whitney Canada local Africa support is provided out of Lanseria International Airport, Johannesburg and from our new office at Wilson Airport, Nairobi. The local team provides comprehensive support from technical via Field Service Representatives, sales via Regional Sales Manager and on wing services via Mobile Repair Technicians. Please contact the team for all requirements in support of your P&WC engines from troubleshooting assistance, repair and overhaul solutions, engine sales and rentals or on wing services including borescope and Hot Section Inspections.

Contact Tel: +27 714035247 Email: kaval.shah-emea@pwc.ca Website: www.pwc.ca RAINBOW SKYREACH PTY LTD Light Sport and Recreational Aircraft Rainbow SkyReach is the manufacturer of the BushCat range of light sport utility and recreational aircraft. The first BushCat flew in 2001. There are now 255 units flying in South Africa, Europe, North America, South America and Australasia.

The aircraft’s key selling points are its low purchase price, low running cost, STOL performance and reliability. The aircraft is extremely well suited to an airborne patrol application due to its low/ slow flying ability, its endurance and low noise.

Available in nosewheel, tail wheel and amphibian configuration.

Rainbow SkyReach is based at Springs Airport, Gauteng, South Africa and can be contacted on: Tel: +27 (0)11 817 2298 Email: sales@fly-skyreach.com Website: www.bushcat.aero

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 sons, Theuns (Junior) and Dolf Du Toit.

Propeller Centre focuses on delivering a safe, excellent quality and cost-effective service that meets its clients’ requirements and maintenance schedules. They provide away from base services throughout Africa and as far away as Afghanistan, sending fully equipped teams to refurbish, service, disassemble, assemble, dynamic balance, NDT (Non-Destructive Testing) and repair on-site.

Propeller Centre is an MT Propeller certified service centre and is approved to work on the following propellers: Hartzell, MT Propeller, McCauley, Hamilton Sundstrand, Hoffman, Sensenich and Whirlwind. They have a comprehensive NDT Shop, while inspections provided include eddy current, dye penetrant, magnetic particle inspection and ultra-sonic inspection.

Propeller Centre is approved for the MORE programme to carry out vibration analysis on PT6A engines with the Hartzell approved Micro Vib 2 dynamic balancer. MORE Company has the only FAA STCs issued for complete engine maintenance on PT6A engines, to extend life, improve reliability and safety, and reduce costs.

For any queries contact: Theuns: 071 362 5152 or Dolf: 082 852 8965 or visit: www.propellercentre.com

SIGNATURE FLIGHT SUPPORT Signature Flight Support Cape Town is part of Signature Aviation Services Group Company that provides a distribution network for business aviation services and is part of the world’s largest Fixed Base Operation (FBO).

Signature’s Cape Town FBO has full handling capabilities for aircraft and passengers, customs and immigration assistance, aircraft fuel, catering on-site and other facilities. In addition to standard amenities, there are features such as a VIP lounge and pause areas for the crew. The building has a private conference meeting space that can hold up to 40 people. Signature Flight Support Cape Town has three aircraft processing hangars and the ability to handle all types of aircraft, inclusive of but not limited to VIP and charter class aircraft.

Signature Flight Support Cape Town has a motivated and enthusiastic team who adhere to the group’s nominated values of integrity, responsibility, safety, service, people and performance.

Jet A1 and Avgas are available on a 24 hour basis at competitive prices.

Signature Flight Support has in-house security for vehicles and aircraft left over-night, offers hotel and car bookings and has an on-site restaurant and conference room facility.

Contact Signature Flight Support on: Tel: +27 (0)21 934 0350 Email: cpt@signatureflight.co.za Website: www.signatureflight.com

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SKYHAWK AVIATION Flight Training Skyhawk Aviation was established by Mike Gough (a current SAA Airbus Training Captain) in 2008.

A recent move to Hangar 30, gate 5 is testament to both the growth of Skyhawk as well as the steady uptick in the international demand for pilots.

Aimed specifically at developing the professional pilot, we specialise in both the full turn-key contract clients as well as individuals starting out on the road to flying for a living. Part of our services include accommodation, transport and visa services.

A recent partnership with the Sakhikamva Foundation has introduced a unique program for school goers, which essentially aims to get learners excited about maths and science through aviation.

We are also a COMPASS assessment centre, which is the foremost pilot aptitude assessment method in Europe, used by most airlines. If you want to find out if you have the Right Stuff, come through for an assessment.

Tel: 011 701 2622 Email: mikegough@mweb.co.za www.skyhawk.co.za

SOUTHERN ROTORCRAFT USA Engine Repair and Overhaul FAA Repair Station # D57R025X Rotorcraft, Turbine, Engine & Component Services Southern Rotorcraft USA, is an FAA certified repair station specialising in Rolls Royce 250 Series engine repair and overhaul, as well as Bell component repair and overhaul.

Southern Rotorcraft USA also offers engine and component exchange pool services, pre-purchase inspections, USA export Certificate of Airworthiness, helicopter rebuilds and refurbishment, and disassembly, packing and shipping.

Southern Rotorcraft USA occupies a 25,000 sq. ft facility, which has a state-of-the-art NDT department – additional equipment to its machining department, bleed valve and fuel nozzle overhaul, helicopter spray paint booth and engine test cell.

Our inventory for the Rolls Royce 250 Series engines and the Bell 206B and L helicopters are available to the industry via our website: www.rotors-r-us.com.

Southern Rotorcraft CC, based at Cape Town International Airport, sources and supplies spare parts for Rolls Royce 250 engines and Bell 206 helicopters, and we are also stockists of Avid Air carbon fibre lined compressor cases for the Rolls Royce 250-C20B compressors.

Contact Southern Rotorcraft cc on: Tel no: +27 (0) 219350980 Email: sasales@rotors-r-us.com Website: www.rotors-r-us.com

SPORT PLANE BUILDERS CC

Maintenance and Manufacturing SKYSOURCE INTERNATIONAL

Quality Maintenance

Skysource International South Africa, a Aircraft Maintenance Organisation, situated at Lanseria International Airport, 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 we deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe and sheet metal repairs.

With highly skilled and experienced technicians, we strive to only deliver the best quality service beyond our 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.

Contact: Telephone: +27 10 900 4300 E-Mail: info@skysourcesa.com http://skysourceinternational.com

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Sport Plane Builders cc (AMO 1189) is based at Wonderboom in Hangar 58C, on the south side. Sport Plane Builders cc has the rating A, B, C, W and X (welding). It is mainly involved in the repair service and manufacture of non-type certified aircraft (NTCA), and is also the holder of a Part 148 manufacturing organisation license (M712). Operating since 2005 and run by Pierre van der Walt with his team, they are involved in various initiatives: Running a composite workshop where composite repairs and parts are manufactured, including non-structural and structural repairs on type and nontype certified aircraft. They also model and construct new composite plugs and moulds. Sport Plane Builders cc supply the under carriage and composite components for the new Bat Hawk.

They also have manufacturing licenced for steel and aluminium manufacturing • Assist owners in building RVs, as well as servicing and restoring them.

• Partners in the new PCAD 700 6 seat single turbine aircraft project.

• Building to order the Ravin 500 – full Composite Comanche look alike.

• Building the turbine Compair – a six to eight seat Walter 601D turbine powered tail draggers.

• Maintain and rebuild various Rotax engine powered aircraft.

Contact Sport Plane Builders cc on: Tel: 0872308468/69 Cell: 083 361 3181 Email: pmvdwalt@gmail.com www.sportplanebuilders.co.za

STARLITE AVIATION GROUP

Aviation Operations, Pilot Training, Aircraft Sales, Aircraft Maintenance, Charters

RAND AIRPORT ‘Your friendly general aviation hub’ Rand Airport is a privately owned civil airport, situated in Germiston.

It has a long and diverse history and a visit to the airport will ensure regular classic aircraft sightings. It is known for being home to many of South Africa’s leading aerobatic teams as well as the SAA Museum, which boasts an array of vintage aircraft that are open to the public to experience for themselves, together with historic photographs, aircraft instruments, timetables, and much more.

The airport furthermore houses charter companies, numerous flight schools, aircraft maintenance organisations, aviation supplies, all the major car hire companies and other aviation-related businesses.

The airport is a busy hub for both fixed wings and helicopters alike, private and commercial. If you want to spend a day out with many varied activities to choose from (one of them being planespotting) then head for Rand any day of the week.

Tel: 011 827 8884 Email: info@randairport.co.za Website: www.randairport.co.za

RAMMSA AIRCRAFT DISMANTLING EXPERTS

Aircraft Dismantling Experts

RAMMSA has been in the aircraft dismantling business since 2000. In this time over 85 airliners have been scrapped. This includes the DC-10, 727, 737, DC-9 and MD-80 amongst others. Our clients include Safair, Global, 1Time, and Nationwide.

Being active in the market, RAMMSA has been responsible for cutting up most of the aircraft in South Africa. Our equipment is of top calibre and suitable for any dismantling application, and we take care of all arrangements and necessary permits required by the airport authorities.

Our focus now is on smaller business and corporate aircraft parting out and scrapping. We buy Falcon, Hawker and Citation jets in any condition.

RAMMSA also buys any aircraft engines which are used for re-sale and scrapping.

We pride ourselves in offering our clients an effective and quick solution with regards to dismantling equipment and removal of obsolete aircraft from site. We service all of Africa. RAMMSA – Recycling is an Education.

Contact RAMMSA on: Tel: 083 244-4180 Email: rammsa.sa@gmail.com Website: www.rammsa.co.za

Starlite is a diverse, solution driven company, offering a wide range of aviation services and products. Our 20 year track record is impressive, having operated in over 30 countries on 5 continents in harsh, hostile and austere environments.

We are long term partners to corporate, commercial and military customers and one of the market leaders in: helicopter and aeroplane contract operations, pilot and drone training, charters, aircraft sales and maintenance. www.starliteaviation.com Contact: Starlite Aviation Operations (Contract and Emergency Operation Enquiries) Fiona McCarthy: +27 82 552 3813 fionam@starliteaviation.com

Starlite Maintenance Durban Emmanuel Mhungu: +27 82 402 7117 emmanuelm@starliteaviation.com Starlite Aviation Training Academy Klara Fouché : +27 83 324 8530 klaraf@starliteaviation.com

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

Pilot Training Enquiries +27 31 571 6600 / +27 44 692 0006 train@starliteaviation.com

Starlite Charters Jennifer de Lange: +27 82 977 1847 charters@starliteaviation.com

Drone Training Enquiries Andre Smuts +27 82 868 4435 train@starliteaviation.com

TAM INTERIORS With our team of skilled and creative personnel we offer a bespoke personalized service, TAM Interiors provides a full spectrum of services in aircraft interior design.

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 in 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.

Our services include: • Refurbishing of seats and interior panels • Perforated leather and double stitching

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• Custom foam rebuilding on seats • Cutting and binding new carpets • Fitment of new roof linings • Refurbishing window plastics • Cotton canvas seat covers • Burn tests • and much more For more information contact TAM Interiors: Mynhardt 0834550215 tamaircraftinteriors@gmail.com http://tamaircraftinteriors.webs.com

their customers’ needs and requirements, and maintaining an exceptional level of service has allowed the company to evolve from a local company to global organisation.

Contact Velocity Aviation on: Tel: +27 11 659 2306 Cell: + 27 78 051 6586 / + 27 082 872 3263 Website: www.velocityaviation.co.za

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WAGTAIL AVIATION

TITAN HELICOPTER GROUP Helicopter Services The Titan Helicopter Group (THG) operations provide professional lateral solutions to customer requirements throughout the world, with particular emphasis on safety and efficiency. Creativity plays a key role in the management of our supply chain, logistics, distribution, people transportation and exceptional customer service, both on- and offshore, including VFR and IFR operations carrying from 1 to 30 PAX. Our Vision The Titan Helicopter Group of companies, consisting of various licensed operators, approved maintenance organisations and a technical training centre in South Africa, will continue to offer a diverse service to the Global Market through a culture of safety and excellence.

Our Mission To provide superior equipment with motivated and competent staff, delivering a proficient service. To promote a personalized service by valuing and focusing on client’s needs. To utilize our dynamic and pro-active safety and quality systems in order to maintain the highest standards in the interest of preserving lives, equipment and the environment.

Office Tel: +27 44 878 0453 Email: info@thghelicopters.com www.titanhelicopters.com

VELOCITY AVIATION Velocity Aviation was created in 2007 to deliver exceptional service with regards to Flight Clearances, Ground Handling, and Aircraft Parts.

With the primary focus of creating a service unique to the African continent, the company’s accuracy, efficiency and professionalism are always combined to match and adapt to the client’s needs in order to exceed their expectations.

Whether it’s providing passenger assistance, aircraft charter and management, flight planning or refuelling services or sourcing and delivering parts, Velocity Aviation handles every situation in a positive, professional and personalised manner.

Several manufactures have appointed Velocity Aviation parts division as a direct distributor, agent, or franchisee. The organisation has extensive inventories, including Goodyear Aviation tires and tubes, BP aviation lubricants and turbine filters, new and overhauled avionics and components and general parts and accessories.

Velocity Aviation guarantees the fastest and most efficient response to

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Gyrocopter, Trojan

Wagtail Aviation specialises in the designing and manufacturing of custom-made Gyrocopter to satisfy the end-user requirement. Gyro’s are inexpensive to own and maintain, are stable, easy to operate, has a short take-off and landing, and can fly comfortably at very slow speeds.

Gyrocopter’s uses: • Patrolling of livestock and farm observations • Surveillance, including fire management • Aerial Agricultural application • Support for anti-poaching operations • Recreational • Aerial oversight Our Trojan with its innovating engineering makes rough terrain landing possible and is powered by 260HP Subaru EJ 25 Turbo powerplant. With an empty weight of 420kg, she can carry a payload of 300kg. She has a cruising speed of 120-140km/h and a slow speed of 56km/h. All these features make the Trojan your “bakkie’ of the sky”, you will soon not understand how you ever got around without it.

Contact: Braam Hechter Cell: +27 (84) 697 7703 E-mail: marketing@wagtail.co.za www: www.wagtail.co.za

WINGS ‘N THINGS

Pilot Supplies

Wings ‘n Things is a specialist pilot supplies shop based at Lanseria and Grand Central airports, catering for all levels of aviation enthusiasts and is the preferred supplier to many aspiring and professional pilots.

We are authorised dealers of some of the world’s premium aviation brands, including Jeppesen, David Clark, Bose, and ASA. We are also resellers of Pooley’s, Garmin, Icom, RAM Mounts and many more local and international aviation brands.

So, whether you are a professional or recreational pilot, student pilot, aviation enthusiast, looking for a gift for that someone special or just looking to spoil yourself, visit one of our shops at Lanseria or Grand Central, or shop online, for the widest range of aviation related products and gifts. Visit our website to see the full range of products that we carry.

Contact Wings ‘n Things on: Tel: +27 (11) 701 3209 Email: lanseria@wingsnthings.co.za or info@wingsnthings.co.za Website: www.wingsnthings.co.za

BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

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

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

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

AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za Atlas Aviation Lubricants C. W. Price & Co www.ppg.co.za AES (Johannesburg) Steve Cloete Kelvin L. Price Danie van Wyk 011 917 4220 011 805 4720 Foster Aero International 011 701 3200 Fax: 011 917 2100 cwp@cwprice.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za www.cwprice.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa

info@fosteraero.co.za Dart Aeronautical www.fosteraero.co.za Aerocore ATNS Jaco Kelly Jacques Podde Percy Morokane 011 827 8204 Gemair 082 565 2330 011 607 1234 dartaero@mweb.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com Dart Aircraft Electrical andries@gemair.co.za

Mathew Joubert Aero Engineering & PowerPlant Aviation Direct 011 827 0371 GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel Dartaircraftelectrical@gmail.com Richard Turner 012 543 0948 011 465 2669 www.dartaero.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za

www.aviationdirect.co.za DJA Aviation Insurance www.gib.co.za Aero Services (Pty) Ltd 011 464 5550 Chris Scott Avtech Aircraft Services 0800Flying Gryphon Flight Academy 011 395 3587 Riekert Stroh mail@dja-aviation.co.za Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 www.dja-aviation.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com info@gryphonflight.co.za

Dynamic Propellers www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Andries Visser Donald O’Connor Micky Joss 011 824 5057 Guardian Air 011 701 3862 035 797 3610 082 445 4456 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za andries@dynamicpropeller.co.za 082 521 2394 www.aeronav.co.za

www.dynamicpropellers.co.za ops@guardianair.co.za Blackhawk Africa www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Aviation Helicopter Division

Clinton Carroll 083 514 8532 Tamryn van Staden Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 657 6414 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero tamryn@eaglehelicopter.co.za 083 458 2172 www.aeronautical.co.za www.eaglehelicopter.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School

Aerotric (Pty) Ltd Henk Kraaij Eagle Flight Academy Henley Air Richard Small 012 543 3050 Mr D. J. Lubbe Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 557 6429 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za training@eagleflight.co.za andre@henleyair.co.za www.eagleflight.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Elite Aviation Academy Hover Dynamics 082 552 6467 043 736 6181 Jacques Podde Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 565 2330 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za info@eliteaa.co.za info@hover.co.za

www.eliteaa.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc Jaco Pietersen 012 567 3139 Emperor Aviation Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Paul Sankey Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 082 497 1701 / 011 824 5683 082 927 4031 / 086 528 4234 www.airfincorp.co.za paul@emperoraviation.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.emperoraviation.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje

Opelo / Frik 083 485 2427 Enstrom/MD Helicopters IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Andrew Widdall Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 011 397 6260 08600 22 121 opelonke@aviationatwork.co.za aerosa@safomar.co.za sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.safomar.co.za www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Era Flug Flight Training Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za Pierre Le Riche Gert van Niekerk gm@aminternational.co.za www.chemline.co.za 021 934 7431 082 831 5032 info@era-flug.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.era-flug.com www.iasafrica.co.za Wonderboom Sarel Schutte Thomas Nel 021 934 9499 Execujet Africa International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 516 2300 Steve Wright admin@aminternational.co.za www.zscai.co.za enquiries@execujet.co.za 076 983 1089 (24 Hrs) www.execujet.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Federal Air 011 394 5310 021 934 0257 / 082 821 9013 Nick Lloyd-Roberts Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 011 395 9000 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za shuttle@fedair.com 082 806 5193

www.fedair.com aviation@lantic.net Airshift Aircraft Sales Cape Town Flight Training Centre www.investmentaircraft.com Eugene du Plessis Oraya Laemkaew Ferry Flights int.inc.

082 800 3094 021 976 7053/084 440 7922 Michael (Mick) Schittenhelm Jabiru Aircraft eugene@airshift.co.za admin@cape-town-flying.co.za 082 442 6239 Len Alford www.airshift.co.za www.cape-town-flying.co.za ferryflights@ferry-flights.com 044 876 9991 / 044 876 9993

www.ferry-flights.com info@jabiru.co.za Airvan Africa Capital Air www.jabiru.co.za Patrick Hanly Micaella Vinagre Fireblade Aviation 082 565 8864 011 827 0335 010 595 3920 Jim Davis Books airvan@border.co.za micaella@capitalairsa.com info@firebladeaviation.com Jim Davis www.airvan.co.za www.capitalairsa.com www.firebladeaviation.com 072 188 6484

jim@border.co.za Algoa Flying Club Century Avionics cc Flight Training College www.jimdavis.co.za Sharon Mugridge Carin van Zyl Cornell Morton

041 581 3274 011 701 3244 044 876 9055 Joc Air T/A The Propeller Shop info@algoafc.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Aiden O’Mahony www.algoafc.co.za www.centuryavionics.co.za www.flighttraining.co.za 011 701 3114

jocprop@iafrica.com Alpha One Aviation Chemetall Flight Training Services Opelo Wayne Claassens Amanda Pearce Kishugu Aviation 082 301 9977 011 914 2500 011 805 9015/6 +27 13 741 6400 on@alphaoneaviation.co.za wayne.claassens@basf.com amanda@fts.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemetall.com www.fts.co.za www.kishugu.com/kishugu-aviation

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BACKPAGE DIRECTORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

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

Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za

Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

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

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

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

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

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za

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

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

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

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia 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 Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

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Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

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SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

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

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za