March 2020

FlightCm African Aviation

Africa’s Biggest Selling Aviation Magazine

Edition 293 March 2020

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Edition 294

CONTENTS COLUMNISTS SA FLYER

12 18 20 28 32 38 44 58

Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE Jim Davis - PLAIN TALK George Tonking - HELI OPS

FLIGHTCOM

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

28

Johan Walden - A SLIM LOGBOOK Ray Watts - REGISTER REVIEW Jim Davis - ACCIDENT REPORT Chris Martinus - AOPA UPDATE

FLIGHT TEST

4 March 2020 | www.saflyer.com

DRONE PILOT TRAINING

DY U T S SELF OUND GR OOL SCH ION OPT ABLE L AVIA

Initial RPL • RPL renewal • RPL Instructor Ratings • Online RPAS Ground School

Edition 294

CONTENTS FEATURES SA FLYER

26 Companies: Eagle Flight Academy 26 Letters to the Editor 62 Flight Test: Savannah-S 42 Doc Mark Holliday: I Need a wee 54 A320 MCC/JOC in London

31 REGULARS

FLIGHTCOM

5 19 21 23 31 43

10

Global 6500 Defence: Darren Olivier Companies: Capital Air SAAF Prestige Day Parade Roodewal 2020 Civil Aviation News

54

Opening Shot

39 M&N Acoustics Register Review 41 SV Aviation Fuel Table 47 Market Place 56 GIB Events 52 Alpi Flight School Listing 53 AME Directory 57 Federal Airlines Charter Directory FLIGHTCOM

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POSITION REPORT

L

the

Which brings me to one of the great

many advertisements

mysteries of South African recreational

for aircraft for sale

aviation. A year ago, RAASA was closed

is worrying. It’s not

down,

just the usual crop of

satisfaction of some sectors of the general

planes

OOKING

at

much

to

the

thinly

disguised

people

aviation community. For some reason it was

wanting to trade up.

cool to hate RAASA. It may have been that

There is a far greater

it was considered the unloved spawn of the

proportion of pilots selling everything: their

CAA and it didn’t help that it was prominently

planes, headsets and hangars. In other

staffed by one of South African aviation’s

words, they are done with flying.

dolts. But the idea of RAASA was great and

from

Why? Well one of the oft quoted

in practice it worked well. RAASA was the

reasons is ‘loss of medical’. A common

brainchild of the then CAA commissioner

problem is that since the CAA has tightened

Colin Jordaan, who being a proper pilot

up on hearing requirements it is much

who had participated in all levels of general

harder for Private Pilots to keep a Class 2

aviation, had an enlightened attitude to

medical. My own experience is a case in

recreational aviation and the advantages of

point: I have mild tinnitus which obscures

letting it administer itself.

The reasons for folding RAASA back

high pitched sounds and makes it difficult to pass the hearing test. So, I fly with a top of the range Bose A20

into the CAA have been covered by AOPA’s Chris Martinus in past

ANR headset – and can hear just fine. But you can’t take an ANR

columns. But I believe closing RAASA was to ‘throw the baby out with

headset to a hearing test and so my doctor threatened to ground me.

the bath water’. And now the CAA’s passionless bureaucratic inertia

He recommended I go out and pay R20,000 to buy a hearing aid –

is strangling fun flying. People are selling their planes at giveaway

and just fly with it in my pocket.

prices. Still, for those with the fortitude to endure the bureaucracy –

The reason I tell this story is because it’s a part of what I call

now has never been a better time to buy a plane.

the ‘buggeration factor’ which is strangling recreational aviation. This buggeration list is huge – the problems of getting Authorities to Fly, the endless request for yet more and more documents. Expensive planes sit on the ground and so two or three times a month I am

Guy Leitch

contacted by pilots asking me to recommend an attorney to force the CAA into sorting out their paperwork. Files are still getting lost, despite the move to digital documents.

The bureaucrats have taken the fun out of fun flying. Now it is just an endless struggle to stay on the right side of the law. And so, pilots

EDITOR & PUBLISHER

give up – and sell up.

guy@saflyermag.co.za

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za

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

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

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

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

8 March 2020 | www.saflyer.com

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OPENING SHOT

10 March 2020 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

W

E are in thunderstorm season and this perfectly timed atmospheric shot of a highveld thunderstorm captures the drama.

Corporate bizjet pilot

Brendan Emmenis captured this literally striking image using his iPhone 11Pro of the cloud and its lightning while on approach in a Challenger 350 to OR Tamboâ&#x20AC;&#x2122;s runway 21L.

11 www.saflyer.com | March 2020

ATTITUDE FOR ALTITUDE GUY LEITCH

Wonderboom A CLASSIC SOUTH AFRICAN MESS

The saga of the slow destruction of Wonderboom Airport is reaching one of those points where it will become either just another failure by corrupt and inept government and private sector opportunists, or the airport may be about to turn a corner and be restored to the key national asset it once was – and still must be.

I

T is striking in how many ways the

years ago, when in 2014 the fuel supply at

But still the mess grew. Matters came

saga of Wonderboom is the same

the airport suddenly fell apart. It was the

to a head with the CAA threatening to

classic African Mess that South

usual problem - the junior managers in the

pull the Aerodrome Operator’s Certificate

Africa finds itself in. The whole mix

Pretoria Council appointed crony ‘Preferred

unless

is there, bad guys trying to rape and

Suppliers’ unashamedly put there to rake

rectified. It became clear that professional

loot the asset, good guys trying to

off a percentage of the fuel sales, (on the

airport management was needed, and so

preserve it and a suspicious cast of

basis that it’s “our turn to eat now”). But the

Professional Aviation Services (PAS) was

characters who may have captured the local

preferred suppliers were incompetent, and

appointed. This was a highly regarded

government.

the fuel dried up. The airport ground to a

company, proud of its 40-year track record.

89

outstanding

findings

were

The story is replete with all the key

halt - until private sector operators stepped

PAS signed a contract that required the

ingredients of a dramatic saga, with knights

in. Notable champions in this regard were

CAA’s list of urgent findings to be attended

and knaves – and at Wonderboom the

Wannafly and Skeerpoort Verspreiders.

to and a service level agreement going

hardest thing is to tell them apart. Just who

Fuel was dispensed from trailers and people

forward. PAS CEO Rob Garbett claims that

are the good guys and who are the bad

shrugged their shoulders in the classic TIA

of the 89 findings his company resolved 90%

guys? To find out I asked the key players

(This Is Africa) gesture and tried their best

of them, as evidenced by the CAA continuing

to tell me their sides of the story – and was

to get on with making aviation work despite

to allow the airport to operate.

deluged with over two thousand pages of

bad government.

However, PAS’s appointment did not

accusations and counter accusations. The mudslinging has got so bad that the parties are suing for defamation.

At the centre of the drama is the Wonderboom Airport Interest Group (WAIG).

This is a body made up of airport tenants who are absolutely sick and tired of having their businesses slowly ground down by the airport owner and operator, the Pretoria City Council. Like Eskom and SAA, the rot has turned the once thriving airport into a voracious monster that requires endless bailouts. ANC Tshwane Chairperson Kgoši Maepa admitted, “We are spending about R50-million in terms of maintenance of the airport and the revenue that we get is about R20-million.”

How did the airport get so messed up? The story can best be started six

12 March 2020 | www.saflyer.com

Rob & Christine Garbett - the founders of Professional Aviation Services.

RIGHT: When you don't know what to do - pay consultants to generate 2000 pages of reports.

satisfy WAIG. Within six months it was clear that the problems were

government support

manifold – there was corruption and vested interests from all sides,

or funds. Despite

and a typical bureaucratic inertia from the City Council as the owner

having

of the airport.

appointed in 2017

Meanwhile, as part of its aviation security responsibilities, PAS

been

for an initial 12

announced that all 1000 staff at the airport would have to undergo a

months,

security course and test which would cost R500. Christian Maiorana,

had its contract

of Wonderboom’s famous restaurant Villa san Giovanni, argued that

extended to the

they should at least put such an expensive training exercise to tender.

end

Things came to a head a few meetings later with a big bust-up over

Given

that old bugbear; access control. PAS claims that they explained

rough time they

that they “had to follow the SACAA regulations by making sure that

were

all staff entering the restricted area had to undergo airside induction

from

training and background checks as CAA had raised this as a severe

the

Pretoria

finding.” PAS says that the intervention team headed by the Council’s

City

Council

Nava Pillay, together with PAS, had to even weld aircraft gates closed

and

WAIG,

as aircraft and unknown personnel were entering and leaving the

this

would

restricted areas as they wish.

seem to be

Notwithstanding being a passionate Italian, Christian Maiorana

PAS

of

2019. the

getting both

a surprising

says he tried to remain in the background, but he realised that

decision. But Bob Garbett, the CEO

something had to be done, and he says that they could either choose

of PAS, argues that if they had taken the easy option and walked

to just complain, or he could actually do something about their many

away, “the CAA would have closed the airport down, and the loyalty

problems. By this time, he had already been nominated as WAIG

that we had to Airlink, the City and tenants as well as the hard work

Chairman and was vigorously carrying the fight forward.

we had already put in would have meant nothing. We were continually

One of the other notable accusations about mismanagement was

There was corruption and vested interests from all sides

made promises of support by the City, all of which came to naught.

We walked away when it became clear that the City had their own agenda and that we would never be given the support needed to operate the airport properly.”

The question must still be asked, which of the agreed deliverables did PAS actually provide in terms of their contract? It is argued by Noseweek and other media ran a campaign against the airport and PAS.

that Wonderboom had finally seemed to be going places when Airlink began a service to Cape Town in August 2015. However, in March 2018 this service was closed by Airlink. Many accused the airport management of not meeting its obligations. However, Airlink CEO Rodger Foster tells me that he stopped Wonderboom simply because they couldn’t extract enough revenue from the route to cover the airline’s operational costs. Maiorana claims that this was not helped by the R60,000 per month cost for passenger and baggage screening although they say this was ultimately paid for by Airlink. With 20/20 hindsight this was perhaps inevitable as, for many in Pretoria’s southern and eastern suburbs, it is easier to get to OR Tambo than it is to go around the mountain to the ‘Boom’.

It is alleged that the airport continued to struggle to pass a CAA audit and this became another stick to beat PAS with as it was after all PAS who had contractually agreed to ensure that the airport was fully approved. PAS defends itself by pointing out that audit findings were all due to the lack of investment and support from the City, but “we never failed an audit. If we had failed the renewal audit for example, the SACAA would never have issued the renewal of the Aerodrome Licence.”

So, PAS blames the lack of support from the Pretoria City Council.

Yet here’s the big question: If the City Council was not keeping up their side of the deal – why did PAS not just walk away? – as Vuyani Jarana had done as the CEO of SAA when he did not get the promised

13 www.saflyer.com | March 2020

ATTITUDE FOR ALTITUDE WAIG that PAS did not even deliver the first key requirement which StandardAero | Engine Services

was an Ops Manual for the airport. PAS again refutes this, claiming that “the Airport Operations Manual, and the other key manuals were submitted to the SACAA. The Aerodrome Licence which was renewed twice during the tenure of PAS (and paid for by PAS as the City had made no provision for the payment) would never have been issued without a current Airport Operations manual and the required Compliance Undertakings contained in this manual.”

PAS says, “it is strange that WAIG argues the deliverable regarding the Airport Manual because, when the AERO 2019 show preparations were taking place at Wonderboom the first thing AERO organisers were interested in was the relevant manuals and the floorplans etc so that they were in line with CAA regulations. AERO in fact appointed Christian Maiorana as their consultant to lead the AERO show for them. We had numerous discussions around the safety and security issues and in one instance the AERO management even accompanied us to the SACAA to discuss the show’s layout etc. The SACAA even took a stand at the show. The question is, if the SACAA had severe findings at an airport where management could not meet the basic safety /security requirements, then why would they endorse an event of that magnitude, and even participate at the same event?”

In addition, PAS was accused by WAIG of keeping the access control money it had collected on behalf of the City. Yet another accusation was that, despite their commitments, not one person had been trained. Again, PAS refutes these allegations, arguing that “a great many people were trained including some members employed

by WAIG– and we can produce attendance registers to prove it.”

In the end PAS gave notice in September 2019 and left at the end of the year. Yet the fight continues. In the meanwhile, like Eskom and SAA, and indeed the rest of South Africa, Wonderboom continues to lurch from crisis to crisis.

Matters once more came to the boil when the City, in a classic overaction presumably based on ignorance, closed the entire airport because the grass around the runway lights and PAPI’s needed cutting – and then partly relented by agreeing to just no night flying.

At the same time the City Council, in true cadre deployment tradition, appointed Ntiyiso Consulting, who was clearly unsuitable for the job as they had never run an airport before. In February 2020 WAIG won an urgent high court interdict to get the appointment cancelled. The court even went so far as to consider reinstating a previous (white!) manager.

In the meanwhile, the most urgent problem was to cut the grass. A private contractor offered to mow the entire airfield for about R60,000.

However, the City Council reportedly wanted to employ one of its own tame contractors for a claimed R600,000. WAIG was prepared to pay their own contractor but when it arrived at the gates they were locked out. Eventually a compromise was reached, and the contractor

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descended on the airfield like a military invasion, deploying 26 tractors and 82 troops with bush cutters.

The NOTAM that closed the airport was lifted and normal operations resumed. But then Eskom loadshed and the ATC backup generator didn’t work. The controllers were not prepared to use a handheld radio and demanded aircon, so they went home and filed a NOTAM for an unmanned aerodrome. In the meanwhile, a new manager has been appointed – and – wait for it – all will be fine because he has extensive experience operating drones. The contrast

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14 March 2020 | www.saflyer.com

with the fully functioning, privately owned Lanseria Airport is striking.

j

This is indeed Africa.

guy@saflyermag.co.za

LEADING EDGE PETER GARRISON

LITTLE PIES IN THE SKY The future is almost here

One of the staple features of cities of the future, if we can believe the artists and film makers

who provide us with images of them, is the airborne taxi that whisks people silently from one

strangely shaped building to another, heedless of the – presumably congested – streets below.

T

HESE

agile

and

people-pods

convenient

levitate

like

Marty McFly’s hoverboard, in unspecified ways, and combine

the best features of Manhattan’s swarming yellow cabs and the helicopters that carry a select subset of weekend commuters from downtown to the Hamptons.

The Jetsons had one. Maybe two.

The idea is not new. It occurred to the US Army 60 years ago, and three firms – Chrysler, Curtiss-Wright and Piasecki – produced competing testbeds for a “flying jeep” that was presumably expected to be an improvement over the rolling one.

Two of the resulting designs used a pair of large ducted rotors; the third used four unducted propellers, two on each side of a long beam at the end of which an uneasy pilot perched. Unlike the road jeep, whose 60-hp “Go Devil” engine could propel it 300

Pop.Up the Airbus concept PAV.

in all weather conditions, and would require

The multicopter drone represents the happy

only small areas for takeoff and landing.

convergence of several technologies: GPS,

This sounded a bit like a Piper Cub, but

solid-state gyros and high-energy-density

mph, the flying versions required around 500

NASA had something more innovative in

batteries. All are cheap, because they

horsepower, moved slowly, and could not go

mind. The goal, however, was elusive, and

are incorporated in billions of consumer

far.

a good deal of prize money was squandered

products. Self-stabilizing, aware of location

In 2007, at the prodding of Mark D.

on products and projects that excelled under

and

Moore (who has since gone to Uber, where

one or another of the defining criteria, but

practically any desired degree of autonomy

he is studying an airborne version of the

not under all, or even two or three.

by

miles on a tank of gas at speeds of up to 65

firm’s ride-hailing service), NASA began

Progress came, as it often does, from

being

navigation

endowed and

with

collision-

avoidance software, multicopter drones

outside.

technology,

have opened the door to the realization of

at developing a more or less new class of

developed by industry (with no help from

the PAV dream: The autonomous, pilotless

PAV or Personal Air Vehicle. Originally, the

NASA), is the multicopter drone, which has

aerial taxi that would come when summoned

definition of a PAV consisted of little more

soared into popularity so dramatically that

and whisk you to your destination with no

than the obverse of common criticisms

a whole generation is growing up believing

more effort on your part than it takes to say

of personal aircraft: A PAV would be

that the word “drone” means not a pilotless

(be sure to speak clearly!) where you want

affordable, quiet, efficient, capable of being

jet or an unemployed bee but a spidery

to go.

safely operated by a minimally skilled pilot

plastic radio-controlled Christmas present.

March 2020 | www.saflyer.com

breakthrough

mapping,

of

to fund studies and competitions aimed

18

The

capable

All practical multicopter drones today run

COLUMNS on electric power, which is easily capable

Up but omits the roadable portion and the

propellers, they operate in contrarotating

of the subtle, instantaneous modulation of

fan shrouds (which double, by the way, as

pairs, and so its disk loading is 9.2 lb/sq. ft.

motor speed – the propellers are invariably

people-protectors). It was claimed a while

Its maximum power is 191 hp, for a power

fixed-pitch - by which the platform is

ago that you would be able to hail an EHang

loading for takeoff of 4.2 lb/hp.

controlled. Energy is usually supplied by

184 PAV in Dubai in 2017. I doubt this has

The fact that the EHang needs 50

batteries, although in a couple of instances

come to pass, but, as Pliny would have

percent more power to hoist 40 percent less

hybrid power systems, using electric motors

said, something new is always coming out

weight highlights an inescapable fact about

and an internal-combustion generator, are

of Dubai.

multirotor configurations. One large rotor is

proposed.

A fundamental problem of multirotor

more efficient, within a given footprint, than

Quite a few man-carrying multicopters

designs is the conflict between compactness

several small ones. The multirotor suffers

have been built, some by homebuilders,

and disk loading. The single-seat EHang

additional losses because, unlike the blades

some by industrial firms, even including

fits within a 15-foot square. Compare the

of a helicopter, its fan blades do not change

Airbus. Some achieve flight, and

pitch cyclically to compensate for

relative economy of construction, by

The Chinese EHang 184.

using large numbers – e.g. 18 – of

forward motion. In exchange for the lost efficiency, however, you get the

small rotors. Others use as few as

multirotor’s compactness, cheapness,

four, although it is not clear to me how

reliability, ease of manufacture, and the

a four-rotor system survives the loss of

great asset of electronic management

one motor. Several designs, including

of stability and control.

Airbus’s Pop.Up, provide two motors

A persistent embarrassment, as

and propellers on each of four arms.

with everything electric, is range.

The Airbus scheme is a good

Avgas delivers about 1.8 hp-hr per

example of the ingenuity, not to say

pound to the propeller; the best current

playfulness, that is being brought to this

EHang design to the Robinson R22, its

batteries do a tenth as well. The EHang 184

new technology. It envisions three modules:

conventional-technology

–

claims a cruising duration of 25 minutes at

a four-wheel rolling chassis, a two-seat

bearing in mind that the R22 is a two-seater.

54 knots, presumably including takeoff, a

passenger pod, and an autonomous rotor

The R22’s 25-foot rotor sweeps 497 square

vertical climb to an unspecified altitude,

set. For flight, the rotor module flies itself to

feet and the helicopter’s gross weight is

a vertical descent and landing. The R22

the passenger pod, sinks its claws into the

1,370 pounds, for a disk loading of 2.76 lb/

goes 250 nm at 90 knots, using 100 pounds

roof like the roc of Arabian Nights fame, and

sq. ft. This is on the low end for helicopters,

of fuel. An automotive analogy might be a

carries the pod away, leaving the chassis

but allows the R22, which uses a 360-

Tesla sedan that goes 250 miles between

behind. At the destination, the rotor-roc

cu. in. Lycoming engine derated to 124 hp

charges, using 1,200 pounds of batteries. A

places its prey gently upon another chassis,

continuous, to perform well with relatively

conventional sedan consumes 50 pounds of

and the reconfigured vehicle, about the size

little power. The R22’s power loading for

gasoline for the same trip.

and shape of a Smart car, drives off.

takeoff is 10 pounds per horsepower.

equivalent

Self-flying electric PAVs may not work

A simpler concept from EHang, a

The EHang 184, which is a single-

perfectly – yet – but they do work. Brace

Chinese manufacturer of consumer drones,

seater, weighs about 800 pounds, including

yourselves. We pilots may go the way of

is similar in general configuration to the Pop.

payload. Although it has eight 63-inch

elevator operators.

j

19 www.saflyer.com | March 2020

PLANE TALK JIM DAVIS

Guides or G odd s??

CHECKLISTS 2:

Last month we were able to marvel at the folly of a Bomb-Doors checklist, and the dangers of a minimal one. We were just starting to make progress when the Gleitch cut off my water. So, let’s gird the loins – whatever that means – and steel ourselves as we go in search of the perfect checklist.

T

Boeing's before takeoff checklist only has flaps.

HERE is no shortage of pre-takeoff checklists, but which

checklists

should

I use? The one in the POH

(Pilot’s

Operating

Handbook) is fine up to a

point, but it doesn’t cover everything that the charter-pilot who flies it should do. Mr Piper tells us how to prepare the knobs and switches in his particular aircraft, but he doesn’t mention a whole bunch of operational stuff.

He doesn’t tell me to set the QNH, or the right radio or navigation frequencies.

I could die in the desert just as easily by tracking towards the wrong beacon, as by mismanaging the fuel. He fails to remind me about setting the DG to the compass. Mr Piper’s checklist doesn’t even suggest that I wear a seatbelt.

types, perhaps you should have several.

you do just after takeoff.

So, it seems I must make my own

One checklist for each aircraft? Well, that’s

How about one generic list incorporating

checklists. But then which aeroplane should

fine for say written, pre-takeoff checks, but it

all the features of all the aircraft? I can then

they apply to? If you regularly fly different

could be confusing for the recall items that

simply mutter “not applicable” when I come

20 March 2020 | www.saflyer.com

Is this too little?

21 www.saflyer.com | March 2020

PLANE TALK

A checklist for every eventuality.

aircraft – but there is a set of checklists for

specific, pre-takeoff checklist, and use recall

each aircraft. The set consists of one vitally

checks in the air. But if you regularly fly half a

important pre-takeoff checklist, which is

dozen types the airborne checks start to get

long and comprehensive, and a few shorter

messy, even dangerous, particularly if you

ones to be used in the air.

mix fixed-gear and retracts.

The sensible thing, for single-crew operations, is to read out the pre-takeoff checks, and make the airborne ones recall

Then, as an instructor, I am not sure what I should teach my students.

Let’s look at the pre-landing checks (it’s tempting to call them downwind checks, but

If you keep saying “not applicable” you will one day say it to an item that is very much applicable.

that’s not a great idea – not all landings have a downwind leg). Many of us have found BUMPFF to be a pretty adequate basis for this list. Brakes, Undercarriage, Mixture, Pitch, Fuel and Flaps.

So, let’s say you are training circuits and bumps in a Cessna 172. Every time you do your landing checks, you say “Undercarriage – not applicable”. When you say this five or six times an hour it soon becomes part of your landing routine.

Therefore, when you transition to an RG, a nasty little animal called primacy settles into the new cockpit with you. Primacy is the tendency, when under pressure, to revert to what was first learned. It doesn’t take much imagination to see yourself saying, “Undercarriage – not applicable” when it is very applicable.

The same happens when a 152 pilot moves up to a Cherokee. Do you think her recall checklist will remind her to switch the fuel-pump off after take-off? Absolutely not.

She says the word “Fuel”, because it is part of her after-takeoff checks, and she does nothing about it, because that is what she has been doing for the last 50 or 100 hours.

Teaching a student to recite items that don’t apply is not a great training plan. But it’s equally goofy to expect a pilot who flies five different aircraft to memorise five after takeoff checklists.

So, what’s the answer? First let’s try to figure out which items deserve a place on a checklist and which ones are part of normal

The checklist for a student pilot is very comprehensive.

flying?

Are flaps a flying control, or are they a by-numbers checklist item - 10° downwind, 20° on base and 30° on final approach?

Most of us have been taught that, and for the

to items which are not a component of that

items, which you memorise.

very good reason that you must teach a new

aircraft. No – that’s stupid – it’s what Bomb-

There are pilots who think that all checks

pilot something. You can’t just tell her to use

Doors was doing. You can’t use a Twin

should be read from a list. I can’t go along

flap when she feels like it – so you give her a

Comanche checklist on a Cessna 150. If you

with this. We don’t want a pilot with his head

set of rules which she can modify later when

keep saying “not applicable” you will one day

in the office just after takeoff, or even on the

she has more experience.

say it to an item that is very much applicable.

downwind leg.

Then I have another thought: there is

If you are only flying one or two types I

no such thing as a checklist for a particular

believe the answer is to use a written, type-

22 March 2020 | www.saflyer.com

For an experienced pilot, flaps are a flying control, but to a newbie they are a checklist item.

COLUMNS But wait a minute, how about before takeoff? Surely flaps must be a checklist item at that point. So, retracting them two minutes later – is that also a checklist item?

The same sort of question could be asked of temps and pressures.

Should we be checking them automatically every couple of minutes, or do they only get checked when called for by a checklist? Or should students be taught to treat them as checklist items, while more experienced pilots are expected to keep an eye on them without a checklist?

Are temps and pressures part of a family of checks that should fall under the umbrella of situational awareness? Such a family might include things like checking for carb-icing from time to time. Or when you are approaching the circuit, do you need a checklist that tells you to change to the airfield frequency, and to select the tank with plenty of gas?

Should we teach students to rigidly follow lengthy checklists – so that they don’t forget anything, or should we teach them to rely on situational awareness? Should most items be done because they become part of our make-up – like signalling before you change lanes in your car?

For navigation training some schools I encountered in Australia insist that every ten minutes you do ‘CLEAR OFFS’. This stands for

The accidents were all caused by high-time pilots failing to select flaps for takeoff.

Compass and DI – set. Log – 10 minute markers. Engine – temps,

Perhaps low-hour pilots need checklists, but high-timers develop the habit of checking things automatically all the time. Just like signalling a in car. Learner drivers must be reminded to indicate before pulling out of a park, but experienced drivers do it automatically – without thinking.

With aircraft, the statistics don’t support this argument. I have just been looking at four major airline accidents in the United States. They were all caused by high-time pilots failing to select flaps for takeoff.

I also can’t accept that looking for a forced-landing field is a checklist item. Every student should be taught, from day one, that your bum starts squirming uncomfortably in your seat as soon as you don’t have of one in sight. Having a landing field should be an integral part of your being – it is nothing to do with checklists.

The same surely goes for temps and pressures – you should scan them automatically all the time.

I get twitchy about two other items on that stupid nav checklist – Orientation and Log. Again, these are not checklist items. You should have your chart on your lap with the track pointing along the foreand-aft axis of the aircraft, and your finger tracing your path over the ground. If you do this the chart will be orientated to the ground all the time. Navigation is not an on/off thing – it is meant to happen on a full-time basis.

And the log? You write in the log when you have got something to write – like the time you cross the railway line. I have no idea what the Aussies are meant to write in their logs when the minute-hand ticks

Must all these switches and gauges be incorporated in a checklist?

pressures, mixture and carb-icing. Altitude – OK in relation to controlled airspace, ground and cloud clearance, semi-circular height rule and so on. Radios – correct frequencies, calls, transponder codes etc. Orientation – finding your position or a pinpoint. Fuel – selection, consumption and log. Forced-landing field – in sight. SAR time.

I recoil in horror. Yes, it covers everything. And certainly, it forces the student to check all these good things. But does it teach her to think for herself, to keep her mind on the job, and develop that illusive airmanship that separates amateurs from professionals?

I think it teaches the exact opposite. The student learns, I don’t need to think, because the checklist does it for me. And I only need to look for a forced landing field every ten minutes.

Do you imagine that a cordon-bleu chef runs her pastry-powder fingers down the pages of a recipe-book while she is making a wedding cake? No, she doesn’t need a recipe checklist because she

Which are the memory items?

has her mind on the job.

23 www.saflyer.com | March 2020

PLANE TALK

off another ten-minute interval and there is

Bomb-doors Pidsley look like an amateur.

set as required. Fuel – pump off and watch

nothing noteworthy outside?

So, what should we do?

the pressure for a few seconds. Flaps – up”.

What I say may not sit comfortably with

We can’t take a bomb-doors checklist

everyone. This is exactly why it is impossible

seriously, and one that’s too short might

to come up with a single checklist philosophy

miss a vital item – like the friction nut that

that is good for all general aviation. There

nearly killed me.

are too many differing needs.

What’s the answer? I don’t think there

Out of interest, have a look at the

is one. Whatever you do is a compromise.

747 checklist. Boeing has a very simple

There is nothing that works for both Pupe

checklist philosophy – the only items on the

and ATP, nor for both Cub and King-Air.

list are those that, if omitted, would cause

But there are just too many not applicables for a 152.

A compromise that will apply to most fixed-gear, fixed-prop aircraft, might be Brakes, Fuel and Flaps. And downwind it might be Brakes, Mixture, Fuel and Flaps.

The thing to remember is that a checklist, in the air or on the ground, doesn’t absolve

If you only fly one or two types then,

us from thinking. When you fly several

for takeoff, I’d use a generic like Hatches,

different aeroplanes, you are bound to have

Look at the takeoff list – one item –

Harnesses, Electrics, Trim, Throttle friction,

items that apply to one and not another. This

Flaps. Boeing believes that professional

Mixture, Pitch, Fuel, Flaps, Gills, Gyros,

means that the dreaded ‘not applicable’ is

pilots keep themselves in the loop. They are

Autopilot, Altimeter, Controls. Make sure

going to come up and be part of your life.

aware of what is going on, and what needs

it covers everything in the POH checklist,

Checklist or not you are still obliged to

to be done. Boeing also expects the pilots

plus any add-ons to make it work for you.

THINK.

catastrophe.

It’s like flying a float plane or a seaplane – when you get to ‘undercarriage’ you are going to want it up for a water landing and down for a runway landing. The only solution to that problem is to force yourself to think by adding a couple more words to the list. So, you say ‘undercarriage – we are landing on water, therefore we want it UP.’ Now we are making progress. Let’s apply that same technique to everything on a checklist. Downwind checks will go like this: BRAKES We have pressure in the toe brakes and the park brake is off.

UNDERCARRIAGE Is fixed on this aircraft

The take-off checklist for a Cherokee.

MIXTURE Fully rich PITCH Is fixed on this aircraft FUEL I selected to the fullest tank, and the electric pump is ON

to remember several ‘recall’ items – short

Or perhaps stick with a checklist that you

FLAPS The airspeed is in the green –

checklists which are done from memory.

know and like, but make sure it includes

one notch selected.

I believe we can learn a lot from Boeing’s philosophy, but we don’t fly every day and we are not two-crew operators.

everything in the POH’s one.

If you have been reading to the last line

If you fly a lot of types, particularly

in the hopes that I can offer a magic formula

if there is a mix of fixed-gear-fixed-prop

or checklist philosophy – sorry folks. I have

If we have Mr Boeing at one end of the

types, and CSU/retracts, then you should be

given it a lot of thought over many years and

scale, and Bomb Doors Pidsley at the other,

experienced enough to use a good generic

am still not there. However, I can offer four

then I am more comfortable up near the

checklist and keep your wits about you.

pieces of advice:

Boeing end.

For flying training, although I have

● Make a checklist that suits you

At my own flying school, I would drag

been doing it all my life, I still don’t know

a bunch of instructors into my office from

the answer. I guess it probably should be

●

time to time, to form a panel to help me

a compromise between type-specific and

● Keep it somewhere between a

revise checklists. These meetings would

generic. For instance, the type-specific

Boeing one, and a Bomb-Doors

always turn into bum-saving cessions. Each

after-takeoff checks on a Cessna 152 are:

instructor wanted to add his or her own little

“Flaps – up”. That’s it – there’s nothing more

● Written checklists are for use on

pet item so that if anything went wrong, it

to be done. The generic one for pretty much

the ground. In the air, for single

wouldn’t be our fault.

all light aircraft would be: “Brakes – on and

crew operations, your checklists

I soon learned I was wasting my time. A

off. Undercarriage – up. Power – back to 25

must be memorised.

checklist drawn up by a committee makes

inches. Pitch – back to 2,500 rpm. Mixture –

24 March 2020 | www.saflyer.com

and your own requirements.

Stick to that for every flight.

one.

j

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HELI OPS GEORGE TONKING

Surprises IN THE DARK Night flying can be extremely exciting and rewarding, and many pilots look forward to their first flight at night. But as amazing as it is, it does present added challenges, including reduced visibility, especially on dark nights or in unfamiliar settings. sheer vertical drop-off brings sure death to

So, no, we don’t need headlights on our

the ignorant or foolish transgressor. In other

aircraft.

words, these are rules you break at your peril.

W

ITH many hours of night flying under my belt, I am often asked what it’s like and, in particular,

how you see where you’re going. Most people think that because a car requires headlights to illuminate the roadway at night, it stands to reason that aircraft would also need headlights to light the night sky. Or that we fly helicopters at night solely using flight instruments.

Well, in fact, it’s a little bit of both, minus the headlights. You see, all flying is done in

But we do need a good instructor to teach us how to fly at night.

Many light helicopters are designed to

Part of the Night Rating involves learning

operate in accordance with Visual Flight

instrument flying techniques. These skills

Rules only. This means that the aircraft are

come into play as the instruments act as a

built to be flown with the pilot navigating and

confirmation to the more limited VFR cues

handling the machine in reference to land

that we get outside the cockpit in the dark.

and air features. In short, they are designed

Some years ago the FAA published a statistic

to be flown ‘eyes-outside’ of the cockpit.

around VFR helicopter accidents at night

Night flying, where we use terrestrial and

with deteriorating weather as a contributing

celestial illumination to orientate our path, is

factor, noting a 100% fatality figure. These

no different, except that the pilot does have

fatalities are normally caused by loss

far fewer visual cues outside the windshield,

of visual flight reference and situational

compared to daylight hours. This has led me

awareness leading to either a loss of control

and many other pilots to erroneously line up

of the aircraft or CFIT (Controlled Flight Into

a landing path along a highway, from having

Terrain). Basically, this is where a pilot tries

mistaken highway overpass traffic lights for

to descend under the clouds and flies the

the threshold lights of an airport runway,

aircraft into terrain (the ground, obstacles,

only to see them change from red to green!

or water).

reference to different types of flight rules,

On some full-moon nights it seems

From all accounts, the recent, much-

the two main ones being Visual Flight Rules

almost bright enough to be day. The reason

publicised Kobe Bryant accident in California

(VFR) and Instrument Flight Rules (IFR).

for the brightness is that the pupils of our

seems to be an example of loss of control.

These rules are there to keep us safe – a

eyes dilate in the relative darkness, making

Bryant’s pilot was highly experienced. He

kind of fence before a proverbial cliff, whose

them far more sensitive to any light source.

was flying a sophisticated, twin-engine

28 March 2020 | www.saflyer.com

helicopter at low level, like he’d done many times before, but with low visibility weather and rising terrain in the mix. The postaccident report will take some time to be published and now’s not the time to pass judgment. But what can be said about this tragedy is that, as in the FAA’s report, weather and terrain were clearly significant causal factors.

Weather changes everything around visibility and terrain separation. It’s an inherent risk to fly into obscuring weather under VFR rules. Add night flight to that and you have a deadly risk to manage. This is why it’s so important to familiarise yourself with the terrain before takeoff and to be au fait with your instruments. Experienced pilots will tell you that even under VFR conditions, your instruments cannot be neglected.

My story starts on a deployment to the Piet Retief area of the Lowveld. Most pilots appreciate a change of scenery, especially when it includes a trip to rolling green hills on the border of Eswatini. What makes this place particularly beautiful is the immense tree plantations for miles in every direction, and the sound of the cool breeze wafting through the pine needles. It’s a nice little breeze between the tree compartments, but just 40 feet above, the wind howls. I mean, generally, about 20 knots or more.

The canopy tops seem to invite wind due to their uniformity, perfectly channelling and increasing the wind velocity as through a duct.

Due to the remote location of the operations, our client had accommodated our team in a quaint logger’s house. The rim from the huge wheel of a mine truck seemed out of place buried in the middle of the lush front lawn and we spent our evenings trying to get it to glow red with the unlimited firewood provided. Next to the century-old logger’s house was an old tennis court that we immediately converted to a makeshift landing pad for the FLIRequipped Robinson R44 Raven II. The aim of the week-long deployment was to help

Night time sorties were carried out to test equipment.

found at night. And so, rather than sit around

try to see if we were in cloud, or what. It

the truck rim every night, we planned a few

turned out that we had flown into a stagnant

night sorties to test the system and then

smoke cloud from a fire earlier that day,

hoped to catch some nocturnal arsonists on

about 50 miles away. Not a normal weather

the forest floor in the act.

phenomenon. I eased the collective down

I took time to plan the sortie carefully; many factors needing to be addressed. The

and reduced speed to allow a 1,000 footper-minute rate of descent.

landing and takeoff were critical as they

I was pretty sure of two things. Firstly, that

would be made from a prepared Landing

we were high above the terrain, which meant

Zone or LZ. The terrestrial light offered was

that the probability of flying into the ground

almost non-existent on the ground, barring

was low. And secondly, that the smoke cloud

light from vehicles lined up for the LZ. Moon

also had a condensation level. All I had to do

illumination was good as it was three days

was to remain calm and descend below the

from full moon and the moon trajectory was

cloud level. I flew the helicopter as stably as

high on the horizon with a long moon-glow

I could and in no time (but which still felt like

window. Skies were clear, as expected

an eternity) we were out of the suffocating

for a July evening, which meant that once

mess and in clear air again. I wasted no time

in the air, we were expecting good flying

in cancelling the sortie and headed straight

conditions.

back to the LZ. It was dark but the glow of

My crew and I took to the skies at around

headlights welcomed our craft back down to

23h00, noting very soon after takeoff just

a textbook landing. Being instrument rated

how dark it was, even with a bright moon.

helped me to bring the situation back under

We could see the horizon fairly well, with

control but at no point did I feel comfortable

the lights of Piet Retief in the distance to

flying the Robbie blind.

the west of our position. We had planned to

Night flying is something special. I’ve

rendezvous with our ground team about six

flown many more night hours in many

miles away as they would set a test fire for

different helicopter types. But every so

us to spot to record the results. All was going

often my mind goes back to that night in

well. At about two miles to target and 2,000

the inky Lowveld sky, to the swirling smoke

feet above ground, I suddenly lost all visual

cloud around my plexi-glass canopy, to the

reference outside the cockpit.

feeling of disorientation and helplessness,

“What the hell,” I thought in horror, as my

and to how, subconsciously, I knew what

eyes flitted down to my instrument panel, my

to do. Most flights go as planned but what

brain racing to figure out why I couldn’t see

I learned that evening is when the weather

anything outside anymore.

throws you a curve ball, it’s your planning,

I continued flying ‘inside’ as calmly as I could, and asked my crew, Shaun, to

preparation and constant training that will pull you through.

j

develop a plan to curb arson attempts in the area. The helicopter and crew were there for two reasons – firstly to support the ground teams and secondly to test equipment to deployment readiness.

The strength of the FLIR (Forward Looking Infrared) system’s sensor is that it is able to sense minute differences in thermal signatures, especially in colder environments. Obviously, in the South African context, cooler temperatures are

Away from base operations near Piet Retief.

29 www.saflyer.com | March 2020

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30 March 2020 | www.saflyer.com

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31 www.saflyer.com | March 2020

A SLIM LOGBOOK JOHAN WALDEN

Step p Two BROWN TO BLUE It’s a new year and my next goal is to up-trade my recently acquired PPL for a much-coveted Comm. This leads us into the second chapter towards an aviation career. So, if you want to work towards a CPL or simply want to know what it’s like, buckle up; it’s going to be a long and intense ride…

W

Progress was slow initially and I quickly

that started to spread all over my notepad.

decided it was time to get serious about

He had to explain everything to me twice

beginning my Comm.

before I managed to have a blurry picture of

After visiting a few flight schools, I

how it all worked.

selected one and had a much more in-depth

With my notepad dotted with numbers

chat with them. The CFI went through my

and

logbook checking my hours and experience

HOURS’ notes, we moved onto the exams.

‘DO-NOT-FLY-MORE-THAN-XX-

and we discussed a flying plan. Of the 200

Just as in PPL, there are exams. And I would

hours required for Comm, I had just under

have 18 months to finish all of them from the

100 and no special ratings – I was a ‘vanilla

time I passed the first one. If I didn’t, all my

pilot’. Within the remaining hours, I had to do

exam credits would be wiped and I’d have to

a Night Rating, Complex Rating (an aircraft

start all over again – not an uncommon fate,

HY A COMM? If you’re not familiar with

how

the

licences work; the Commercial

Pilot

Licence (commonly referred to as the CPL or Comm) is the licence that allows you to

I gave some exercises a bash in the simulator.

get paid to fly without being slapped into handcuffs and losing everything. In short, you can get an aviation job – it’s the ‘dream

with retractable landing gear, flaps and a

I’m told. The CFI went over to the cupboard

ticket’.

constant speed propeller). And of course,

to get the textbooks.

Rumour has it that the licence can be an out-of-reach dream – especially if you don’t

maybe even an Instrument Rating. Things quickly became complicated.

18 months… it sounded like plenty of time… until he stacked the Leaning Tower of

have ‘daddy’s chequebook’ behind you.

Logically, an Instrument Rating requires

So, I started a few part-time jobs to build

instrument flying time – 40 hours of it. But

My jaw smacked the floor as I gawped

a cash reserve while I figured it out. I was

so does a Night Rating. So, when adding up

at the towering stack of paper. It was the

also still hour-building whenever possible;

the totals, it’s important to remember that

same feeling that the stack of PPL books

a Morningstar pilot had kindly offered me

instrument time from the Night Rating can

had given me, but in my PPL it wasn’t so bad

the use of his Jabiru 430 – which was much

also count towards the total required for an

after taking it one book at a time and steadily

more affordable than renting from a flight

Instrument Rating – thus reducing cost. This

marking off exams. Somehow, though, I

school.

was just one case in the maze of overlaps

got the feeling that this beast was going to

32 March 2020 | www.saflyer.com

Pisa on the table!

be a different story. The only way to eat an elephant is one bite at a time so I forced myself into a sort of wonderfully deluded, dazed smile optimism.

Bite One was to get the Night Rating exam out of the way – they wanted it done in the first week of January, which gave me about ten days. After this it was PPL ground school refresher for two weeks so that I would be ready to take on the Comm

Instrument scans for night flying.

subjects. Shell-shocked, I went home and got down to studying.

I started by picking my way through the items of the Night Rating exam syllabus.

Most of it was already in my PPL books – which, thankfully, I had been smart enough to hold on to. It covered stuff like hypoxia, night vision, disorientation, icing, nocturnal thunderstorms and lights; mostly from the Human Performance, Meteorology, and Law books. There were also a few extras such as approach lighting systems used to guide aircraft safely down to the runway.

pedals with toe-brakes. Even though I

I shot an overdue glance back at the

would be doing instrument exercises the

AI which showed a shallow bank. The

environment was set to daytime – to help if I

Directional Indicator confirmed I’d drifted off

completely lost it.

heading and when I looked at the stopwatch

I took off from Runway 19 at Cape

and altimeter, I knew that my goal of climbing

Town followed by a gentle left-hand turn. I

1000 feet in 2 minutes with an accuracy of 5

naturally followed the turning horizon with

seconds was hopelessly blown.

my body until suddenly gravity was pulling

After more practice, things stabilised

me the wrong way and I wanted to topple

enough for me to start fine tuning the

over. I quickly looked up at the wall behind

manoeuvre. I’d read that a good technique

the screens and came back to Earth.

for levelling off accurately is to take a tenth

Guess that’s what the seatbelt is for.

of whatever your climb rate is and begin

I re-initiated the climbing turn using the

levelling off that number of feet before you

Attitude Indicator (AI) and did my best to

reach target altitude. By starting the transition

blot out the horizon in my peripheral vision.

to level flight 50 feet before I reached 4000ft,

After I’d got used to flying straight and level

I was able to get my accuracy to within 5 or

at different speeds, I started a climb to 1000

6 seconds.

I studied like hell.

About a week later I took the test and filed away my first exam of the year. In the meantime, I ordered a more comprehensive book on night flying covering instrument scanning techniques, planning and the rest – there’s a lot more to night flying than knowing how many filaments your landing light needs.

The

flight

school’s

new

Redbird

simulator wasn’t registered yet so students were allowed to use it freely. One afternoon I went into the ‘sim’ to have a bash at some instrument flying. The instructor set up the simulator as a standard Cessna 172 and wrote down some exercises for me to do before leaving me to try them: flying straight and level at different speeds, climbing and descending at exactly 500 feet per minute, standard rate turns and finally – mixing them – climbing and descending standard rate turns. Eish!

I found it peculiar that a simulator chair needed a seatbelt, but I got comfy and started the ‘sim’. The three wide screens displayed the view and instrument panel and physical knobs and buttons protruded from the apparatus to give it that real aeroplane feel. I had a yoke, timer and all the standard controls of a 172 plus some extras like a gear lever and prop control. My feet had rudder

feet above my current altitude and started

Standard rate turns are similar in that

the stopwatch. I eased back on the yoke

– if you do it right – it should take exactly

and fed in some power while I watched

2 minutes to turn a full 360 degrees. By

the AI, all the while with a wary eye on the

flashing glances at the turn indicator – and

surrounding instruments. The airspeed bled

the Directional Indicator toward the end of

off until I trimmed it to climb speed and the

the turn – I soon got the hang of it and was

Vertical Speed Indicator (VSI) climbed past

ready to put the two manoeuvres together.

500 feet per minute. To get back to 500 fpm I

The standard rate climbing turn sounded

reduced power a little and lowered the nose

simple enough now that I’d done them

to

85 knots. The VSI swung

individually. But as soon as either the climb

past 500 fpm and

or the turn started to deviate, I would focus

at about

on that to correct it, only to find a moment

maintain

back down settled 300.

The

glo

rio

us

Blu

later that the other had gone astray while I eB

ook

.

was busy – it was an uphill battle. After about four nauseating hours of chasing needles I packed it in and went home to sleep off a headache.

On the other front I’d been having more success. Ground school got me back into the study mindset and helped clean out all the cobwebs. A few days later PPL refresher classes done and dusted and the first few pages in chapter two had been written: Turning Brown To Blue.

j 33

www.saflyer.com | March 2020

COMPANY PROFILES

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up for a challenge. Our highly experienced

We repair a variety of equipment, and

technicians provide excellent quality and

have been in business since 1986. We

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therefore have a wealth of experience in the

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field.

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Through active participation, also within

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overlays of radar, satellite and

guidance of Rieckert, Sr.

composite blades.

winds, to provide additional safety

Avtech Aircraft Services component

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all performed in-house in our state-of-the-art

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The Avtech team have collectively over

We carry a large stock holding of fast

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Tel: +27 79 492 0592

Aviation Rebuilders is an SACAA

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Established in 1997, Aviation Rebuilders is your competitive and reliable option when it comes to all your sheet metal, welding and

CLIFTON ELECTRONICS We are an Avionics Company that

flight control cable assembly requirements.

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No repair is too big or too small for our

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34 March 2020 | www.saflyer.com

Email: pero@dynamicpropeller.co.za Andries Visser

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35 www.saflyer.com | March 2020

COMPANY PROFILES

F. GOMES UPHOLSTERS

INTERNATIONAL FLIGHT

F. Gomes Upholsters is a family based

FLYING (JSF) As one of the oldest flight training

CLEARANCES

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the company specialises in aircraft, as

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well as motor vehicle, boat and furniture

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F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves. They use

They have immense experience

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been in the upholstery business for close

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to date has more than 3 000 graduates.

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www.saflyer.com | March 2020

REGISTER REVIEW: RAY WATTS

JANUARY 2019 I was surprised when I got the amendments from the CAA for January 2020 to see just how many entries there were. January is traditionally a quiet month, but this month has proved otherwise.

ZS-CAT C152 exported to Czech Republic. Taken by Ray Watts.

life when ZS-SNH was ferried to San Bernardino in the USA to be parted out (a nice way of saying scrapped). This is particularly sad as the A340 was still in perfect condition – with not one snag and a relatively low time of 85,000 hours. SAA’s fleet is being thinned out and no doubt we’ll see further cancellations in the near future. This one was leased from AerCap. There was also a tender out for the

W

ZS-APR C182 exported to paraguay.

Taken by Dave Becker.

E have seen a surprising number of new aircraft coming into the country: eleven fixed wing and one helicopter to be exact.

There are two new Cessna 208B Caravans, a

new Air Tractor and two Pipistrel Virus SW121s. The two Pipistrels are for 43 Air School. 43 have also imported two very old Piper Cherokee

sale of the nine A340s that SAA owns – at the time of writing I don’t have any further details, but I’ll let you all know in future articles.

There was also one RV-9A that went to Botswana.

TAIL PIECE The CAA lost its Flight Calibration Cessna 550 Citation in the mountains near George in January and at this stage it is still unclear why. That part of the world isn’t fun in bad weather, please be very

j

careful folks – just be safe.

140s, a 1967 and a 1971 model from the USA. The one Cessna 208 Caravan ZS-AGS takes up the registration that was originally used by an Avro 594 Avian which became SAAF 2003 in March 1940 and didn’t survive the war. The other new C208B is ZS-BAS which takes up the registration of two different aircraft. A Fairchild Argus F24R46A which was written off at Harrismith 18/4/1956 and a Beech B55 Baron which was cancelled off the register 14/11/1977 as having been exported, but I have no idea where to. The Cessna 210 ZS-FFL

ZS-FFL C210 recently returned from Malawi. Taken by Ray Watts.

has been all over southern Africa and has come home after spending the past two and a half years in Malawi.

The NTCA side is still slow with only three aircraft being registered this month. I think this low number is still as a result of the CAA’s tardiness in handling the paperwork since they took over from RAASA. There were another thirty drones added this month.

We are still seeing quite a few aircraft being exported. Ten aircraft

ZS-SML Pilatus PC12 exported to the USA. Taken by Ray Watts.

were exported to countries like the Czech Republic (two Cessna 152s), Paraguay, Mauritius, Australia, Argentina, Guernsey and the USA. This month also sees the demise of two Dassault Falcon 10 aircraft ZS-BDC and ZS-FOX. They have both been scrapped. This means that there are no more of these little gems airworthy in South Africa – a great pity.

We also see one of SAAs Airbus A340s coming to the end of her

38 March 2020 | www.saflyer.com

ZS-SNH Now ferried to the USA for parting out.

Photo taken at OR Tambo by Ray Watts.

M&N Acoustic Services

REGISTER REVIEW - JANUARY 2020 Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-AGS

CESSNA AIRCRAFT COMPANY

208B

208B5548

N703HD

GRANDEX 5275 AVIATION (PTY) LTD

ZS-BAS

CESSNA AIRCRAFT COMPANY

208B

208B5565

N996MM

VAN DER WATERING HOLDINGS (PTY) LTD

ZS-FFL

CESSNA AIRCRAFT COMPANY

T210H

T210-0347

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

ZS-FMM

AIR TRACTOR INC

AT-402B

402B-1412

ZS-LUV

CIRRUS DESIGN

SR22

4828

N482DD

NORTHLANDS CHARTERS CC

ZS-TJP

PIPER AIRCRAFT

PA-28-140

28-23004

N9566W

43 AIR SCHOOL (PTY) LTD

ZS-TJR

CESSNA AIRCRAFT COMPANY

208B

208B2125

N825CM, YV2484

TOPAZ SKY TRADING 256 (PTY) LTD

ZS-TJT

PIPER AIRCRAFT

PA-28-140

28-7125003

N1686T

ZS-TJU

PIPISTREL D.O.O

VIRUS SW 121

VSW1210051

VENTER A JOHNIE SMITH LUGBESPUITING CC

43 AIR SCHOOL (PTY) LTD 43 AIR SCHOOL (PTY) LTD

ZS-TJV

PIPISTREL D.O.O

VIRUS SW 121

VSW1210050

ZS-ZBJ

BEECHCRAFT

1900D

UE-428

C-GMRN, OB-2157, VH-OYV, ZK-EAE, N3188L

43 AIR SCHOOL (PTY) LTD ABSOLUTE FREIGHT SERVICE (PTY)

505

65291

C-GIRG

NATIONAL AIRWAYS CORPORATION (PTY) LTD

ZTR - New Registrations ZT-REW

BELL HELICOPTER TEXTRON

ZU- New Registrations ZU-IPZ

ZLIN AVIATION S.R.O

SAVAGE CLASSIC

246

FLYING FRONTIERS (PTY) LTD

ZU-IRA

KEVERN MICHAEL BROWN

RV-8

83275

BROWN K M

ZU-ROM

ALBERTUS FRANCIOS DUVENHAGE

ENVIROCOPTER EV4

006

DUVENHAGE J A

ZT- RPAS - New Registrations ZT-WIG

UDS

KESTREL

K0020

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WIH

DJI

PHANTOM 4 RTK

0V2DGC9RA30112

DC GEOMATICS (PTY) LTD

ZT-WII

DJI

MAVIC ENTERPRISE DUAL

298DGRE001S6Z2

KORTEC (PTY) LTD

ZT-WIJ

DJI

INSPIRE 2

EA161412559786

ROBOT AIR (PTY) LTD

ZT-WIK

SENSEFLY

EBEE X

IX-12-60947

ROCKETMINE (PTY) LTD

ZT-WTL

SENSEFLY

EBEE X

IX-12-81664

ROCKETMINE (PTY) LTD

ZT-WTN

DJI

MATRICE 600 PRO

M80DGAPR03N8E5

GURYON (PTY) LTD

ZT-WTM

SENSEFLY

EBEE X

IX-12-81664

ROCKETMINE (PTY) LTD

ZT-WTO

DRONE OPS

SCOUT 2

DOS004

DRONE OPS (PTY) LTD

ZT-WTP

DJI

AGRAS T16

0YUDG7R0C504E1

DC GEOMATICS (PTY) LTD

ZT-WTR

DJI

MAVIC 2 ZOOM

0M6CGBPR0A0QSR

DRONE OPS (PTY) LTD

ZT-WTS

DJI

AGRAS T16

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ZT-WTT

DRONE OPS

SCOUT 2

DOS004

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ZT-WTU

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ZT-WTV

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1000070

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ZT-WTW

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PHANTOM 4 PRO

0AXDDBG0AR0558

INTERGRATED AERIAL SYSTEMS (PTY) LTD

ZT-WTX

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0AXDE3D0B30402

BAC HELICOPTERS CC

ZT-WTY

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EBEE

EBEE02

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NIMBUS VTOL

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ZT-WUF

FOXTECH

NIMBUS VTOL

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IX-12-56688

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DJI

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252DFA40010028

PREMIER AVIATION CC

ZS - Deleted ZS-APR

CESSNA AIRCRAFT COMPANY

182T

18281942

PARAGUAY

ZS-BDC

DESSAULT

FALCON 10

148

SCRAPPED

ZS-CAT

CESSNA AIRCRAFT COMPANY

152

152-82831

CZECH REPUBLIC

ZS-CMJ

BEECH AIRCRAFT

1900 D

UE-7

MAURITIUS

ZS-FOX

DESSAULT

FALCON 10

072

SCRAPPED

ZS-KTD

PIPER AIRCRAFT

PA-28-236

28-81111010

AUSTRALIA

ZS-LNY

PIPER AIRCRAFT

PA-34-200T

34-7670184

UNITED STATES

ZS-PIC

CESSNA AIRCRAFT COMPANY

152

152-85204

CZECH REPUBLIC

ZS-SGB

CIRRUS DESIGN

SR22

3183

NAMIBIA

ZS-SHH

RAYTHEON AIRCRAFT

1900 D

UE-36

ARGENTINA

ZS-SML

PILATUS AIRCRAFT LTD

PC-12/47E

1074

UNITED STATES AS N281MV

ZS-SNH

AIRBUS

A340-642

626

FERRIED TO SAN BERNADINO FOR PARTING OUT

ZS-TRJ

MCDONNELL-DOUGLAS

DC-9-87

49829

BAILIWICK OF GUERNSEY

RV-9A

92214

BOTSWANA

ZU - Deleted ZU-PPG

VAN’S AIRCRAFT INC

ZT- RPAS - Deleted ZT-TKE

SENSEFLY

EBEE

EB-03-24717

SCRAPPED

ZT-TXG

SENSEFLY

EBEE

EB-13-14240

SCRAPPED

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

www.saflyer.com | March 2020

39

FUEL TABLE

SA Flyer 2020|03

www.sv1.co.za Fuel Fuel Prices Prices asas at at 02/01/2020 02/01/2020

Fuel Fuel Prices Prices asas at at 03/02/2020 03/02/2020

Prices Prices include include VAT VAT butbut exclude exclude any any service service fees fees Airfield Airfield Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 20,00 R 20,00 Beaufort Beaufort West West R 22,05 R 22,05 R 17,50 R 17,50 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 16,64 R 16,64 R 11,36 R 11,36 Brakpan Brakpan R 20,00 R 20,00 Brits Brits R 18,97 R 18,97 Cape Cape Town Town R 24,75 R 24,75 R 9,78 R 9,78 Eagles Eagles Creek Creek R 19,95 R 19,95 East East London London R 20,34 R 20,34 R 12,68 R 12,68 Ermelo Ermelo R 19,21 R 19,21 Fisantekraal Fisantekraal R 21,90 R 21,90 Fly-In Fly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 21,60 R 21,60 R 15,60 R 15,60 George George R20,79 R20,79 R12,48 R12,48 Grand Grand Central Central R 20,59 R 20,59 R 14,43 R 14,43 Kimberley Kimberley R 16,87 R 16,87 R 11,59 R 11,59 Kitty Kitty Hawk Hawk R 21,30 R 21,30 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 18,63 R 18,63 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 19,40 R 19,40 Lanseria Lanseria R 20,93 R 20,93 R 14,84 R 14,84 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,65 R 19,65 Mosselbay Mosselbay R 22,20 R 22,20 R 16,60 R 16,60 Nelspruit Nelspruit R 22,77 R 22,77 R 15,87 R 15,87 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,11 R 14,11 Parys Parys R 19,80 R 19,80 R 13,05 R 13,05 Pietermaritzburg Pietermaritzburg R 20,90 R 20,90 R 14,70 R 14,70 Pietersburg Pietersburg Civil Civil R 19,20 R 19,20 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 19,40 R 19,40 R 13,05 R 13,05 Rand Rand R 20,93 R 20,93 R 14,16 R 14,16 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,50 R 13,50 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort*** *** Customer Customer to to collect collect R 17,15 R 17,15 R11,30 R11,30 Springs Springs R 18,65 R 18,65 Stellenbosch Stellenbosch R 20,00 R 20,00 Swellendam Swellendam R 19,80 R 19,80 R 12,45 R 12,45 Tempe Tempe NoNo Contact Contact Thabazimbe Thabazimbe R 19,90 R 19,90 R 13,55 R 13,55 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 20,55 R 20,55 R 14,20 R 14,20 Upington Upington R 17,45 R 17,45 R 12,17 R 12,17 Vereeniging Vereeniging R 18,86 R 18,86 R 13,29 R 13,29 Virginia Virginia R 21,45 R 21,45 R 15,00 R 15,00 Welkom Welkom R 18,63 R 18,63 R 13,40 R 13,40 Wings Wings Park Park ELEL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 NoNo Fuel Fuel Avbl Avbl Wonderboom Wonderboom Worcester Worcester R21,00 R21,00 *** *** Helicopters Helicopters only only

Prices Prices include include VAT VAT butbut exclude exclude any any service service fees fees Airfield Airfield Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 22,00 R 22,00 Beaufort Beaufort West West R 22,50 R 22,50 R 17,50 R 17,50 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 16,59 R 16,59 R 11,22 R 11,22 Brakpan Brakpan R 20,00 R 20,00 Brits Brits R 19,20 R 19,20 Cape Cape Town Town R 23,92 R 23,92 R 9,97 R 9,97 Eagles Eagles Creek Creek R 19,96 R 19,96 East East London London R 19,63 R 19,63 R 11,31 R 11,31 Ermelo Ermelo R 19,21 R 19,21 Fisantekraal Fisantekraal R 21,90 R 21,90 Fly-In Fly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 21,60 R 21,60 R 15,60 R 15,60 George George R20,07 R20,07 R12,34 R12,34 Grand Grand Central Central R 20,59 R 20,59 R 14,43 R 14,43 Heidelberg Heidelberg *** *** New New R 20,00 R 20,00 Kimberley Kimberley R 16,82 R 16,82 R 11,45 R 11,45 Kitty Kitty Hawk Hawk R 21,30 R 21,30 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 18,63 R 18,63 R 13,80 R 13,80 Kruger Kruger IntlIntl Nelspruit Nelspruit R 20,00 R 20,00 R 14,70 R 14,70 Krugersdorp Krugersdorp R 19,40 R 19,40 Lanseria Lanseria R 21,28 R 21,28 R 14,84 R 14,84 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,35 R 19,35 Mosselbay Mosselbay R 22,35 R 22,35 R 16,50 R 16,50 Nelspruit Nelspruit R 21,05 R 21,05 R 13,69 R 13,69 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,11 R 14,11 Parys Parys R 18,00 R 18,00 R 12,85 R 12,85 Pietermaritzburg Pietermaritzburg R 20,70 R 20,70 R 14,50 R 14,50 Pietersburg Pietersburg Civil Civil R 19,70 R 19,70 R 13,80 R 13,80 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 18,00 R 18,00 R 12,85 R 12,85 Rand Rand R 20,08 R 20,08 R 14,16 R 14,16 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,50 R 13,50 Secunda Secunda R 21,28 R 21,28 R 14,49 R 14,49 Skeerpoort Skeerpoort*** *** Customer Customer to to collect collect R 15,75 R 15,75 R10,60 R10,60 Springbok Springbok *** *** New New R 20,12 R 20,12 Springs Springs R 18,60 R 18,60 R 11,47 R 11,47 Stellenbosch Stellenbosch R 20,75 R 20,75 Swellendam Swellendam R 20,20 R 20,20 R 12,45 R 12,45 Tempe Tempe R 19,06 R 19,06 R 13,23 R 13,23 Thabazimbi Thabazimbi R 18,50 R 18,50 R 13,35 R 13,35 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 19,15 R 19,15 R 14,00 R 14,00 Upington Upington R 17,40 R 17,40 R 12,01 R 12,01 Vereeniging Vereeniging R 19,47 R 19,47 R 13,27 R 13,27 Virginia Virginia R 21,45 R 21,45 R 15,00 R 15,00 Welkom Welkom R 18,63 R 18,63 R 13,80 R 13,80 Wings Wings Park Park ELEL R 19,90 R 19,90 Witbank Witbank R 19,11 R 19,11 NoNo Fuel Fuel Avbl Avbl Wonderboom Wonderboom Worcester Worcester R21,00 R21,00 *** *** Helicopters Helicopters only only

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March 2020 | www.saflyer.com

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SA Flyer 2016|11

• • • • •

FEATURE

I NeedWEE a DOC MARK HOLLIDAY

“I NEED A WEE.” This was not a calm request from my bride of one year, but more of a command; a brittle tone that I would in

the ensuing years come to fear, then obey without question. Dare I disobey there will be consequences and ultimately I will respond to her bleats with “yes dear”, which is the happy state I enjoy at present.

T

HIS is an emergency not taught at flying schools... a

bladder

emergency

compounded by an irate wife.

I confidently pointed

to the Groblersdal runway 3000 feet below us where we had refuelled four days earlier and told her that I would put down there. The rapid response was “I will only land once more with you in my life, and that is when you get this puddle-jumper back to Lanseria”, swiftly ending the Groblersdal debate.

Four days ago, on Christmas eve, we had packed my Cessna 170, ZS-EUO, full of groceries and gifts for a break with close friends at a private game lodge in the Lowveld. With a fresh PPL and a grand total of 55 hours of experience, I conservatively planned a refuelling stop at Groblersdal, planning to return to Lanseria in one hop.

After overflying the FAGD windsock, I decided to land on runway 05. To my dismay, my long and careful approach was debased by a PIO. EUO’s main wheels contacted the tar on at least seven occasions before she was tamed (more like my inexperience neglected to consider a go-around).

My wife didn’t breathe a word which was completely out of character and worried me.

She rummaged in her handbag for a long time, eventually informing me that she had

42 March 2020 | www.saflyer.com

found her driver’s license and was going

darken the door of this antique again. We

to hire a car for the rest of the journey.

were soon back in the air and EUO suitably

She strode off and left me to attend to the

chastened from being called an antique

refuelling.

puddle-jumper served a greaser at our

20 minutes later she returned to tell

destination. Taxiing to the tie down point

me that there were no car hire companies

content with my skill, I deemed the crisis was

in Groblersdal and that the nearest train

over and sighed with relief.

station was in Marble Hall 30km away. She

I was wrong. Four days later I was now

informed me that she would fly with me to

faced with my irate wife straining with a

the Lowveld, return to Lanseria and never

distended bladder – yet had no mandate

FEATURE

to land for another hour. The only solution I

of her arm and crimped the leak with my

into a vapour cloud creating instant IMC in

could think of came in the guise of a plastic

right hand. She then lifted her leg over the

the cockpit.

shopping packet to be used in case of

back handle and there we were, effectively

all the windows were now wet and obscured

paralysed with all our

from the inside. Quickly she diagnosed the

hands fully occupied.

problem and dislodged the packet, which

airsickness.

She

undid

her

safety

belt,

pulled

down

her

trousers

squatted

and

on

the

passenger

seat

with one handle of the packet in front of her and the other behind.

EUO

had

no autopilot so I had to help stabilise my wife in the light turbulence with my right

hand

keeping

the

while left

hand on the wheel.

All the windows were now wet and obscured from the inside

Boy oh boy, did

“What do we do now?” she yelled over the noisy Lycoming.

When the vapour dispersed,

then swirled around the cabin into the back of my head.

Panic now set in on my side and I

“Open the window,”

shouted at her to take off her shirt so that

I replied calmly, having

I could wipe the windscreen. After what

never done it before.

seemed like forever, I regained VMC and

That set off a minor

turned to my naked wife who had started to

panic, however, she did

laugh uncontrollably.

eventually open it and I

Her relationship with my planes turned at

gave her my end of the

that moment, and although never completely

packet to dispose of.

comfortable with the air, she has gradually

It

was

nervousness sudden

of

increase

her

become easier with flying. She endured

the

many other adventures over the next 30

in

years, always with a sealable Tupperware

noise that prevented her

j

container to prevent IMC emergencies.

from dumping it firmly in the slipstream. Instead she released it

been at least a litre in the packet when I spied

in front of the elbow latch which caught the

a leak in the bottom seam. I hurriedly let go

packet, making it rattle and spray its contents

SA Flyer 2020|03

this bleater have capacity; there must have

INTEGRITY, INTELLIGENCE, ENERGY AT YOUR SERVICE GIB House - 3 West Street, Houghton, Johannesburg Tel: +27 (11) 483 1212 | aviation@gib.co.za | www.gib.co.za | FSP License No. 10406

43 www.saflyer.com | March 2020

ACCIDENT REPORT JIM DAVIS

TRAUMATIC TOMAHAWK Overloaded, Hot & high, Downwind takeoff This report and discussion is compiled in the interest of flight safety not to establish legal liability.

SYNOPSIS The instructor, accompanied by a student, flew from Springs aerodrome to Pietersburg civil aerodrome (180 nautical miles) where

faster. Due to high terrain at end of the runway, he attempted to turn to the right, using the least amount of bank angle for the turn. The aircraft lost altitude, stalled during the turn and struck the ground.

they landed safely and viewed an aircraft for sale. Their aeroplane

Both crew were injured, and the aeroplane was completely

was then refuelled to its full capacity with 100 litres (26.42 US gallons)

destroyed by post-impact fire. The pilot sustained second-degree

of avgas prior to their return flight to Springs. The student lined up on

burns on both arms and parts of his face, as well as two cracked

runway 08, rotated at approximately 65-70 knots and had a climb rate

vertebrae and a broken knee, while the student had two cracked

of approximately 400 ft/minute.

vertebrae and an injured ankle.

The student had control during takeoff. However, the aircraft

The investigation concluded that the aircraft had been overloaded,

began slowing down, so the instructor took over and lowered the

with its permissible takeoff weight being exceeded by 130 pounds.

nose. According to him, the aircraft felt as if it were losing altitude

Also, the aft centre of gravity had increased the angle of attack,

44 March 2020 | www.saflyer.com

resulting in the aircraft losing airspeed and altitude, resulting in a stall.

PROBABLE CAUSE The aircraft stalled during a right-hand turn after takeoff and the pilot was unable to recover due to low airspeed at a low altitude.

CONTRIBUTORY FACTORS: • •

The aircraft was overloaded.

Meteorological Information: Weather information obtained from

the pilot’s questionnaire: Wind direction: West. Wind speed 15-18 kts. Visibility Good.

Temperature 29°C. Cloud cover 1/8. Cloud base: None.

Weather report obtained from the South African Weather Service: Wind direction

The burnt out remains of ZS-KFU.

080° T. Wind speed 9 kts. Visibility >10 km. Temperature 28°C. Cloud cover: A few clouds. Cloud: None at 4 500 feet base. Dew point: 15°C. ANALYSIS Examination of the wreckage revealed no deficiencies, engine failure or aircraft

JIM’S COMMENTS

altitude. The airfield elevation is 4 230 feet

Oh dear, oh dear – chaos in the cockpit

and the OAT was +28- or +29-degrees C.

followed by confusion at CAA. But fear

Relax, I have worked it out for them – the DA

not, once it has all been untangled some

was just over 7000 ft. You would think that

very clear safety messages arise from the

this was just possibly a contributory cause,

smouldering wreck.

wouldn’t you?

system failure. On-site investigation was

First, let’s get the muddled thinking out

And that being so, perhaps it might have

conducted, and it was noted that due to

of the way. Both the pilot and the accident

been a good idea to lean out the mixture

propeller damage and scratch marks, the

investigators need to come to grips with

before takeoff. No mention of this is made

engine had not failed prior to the accident.

the fairly simple concept of wind direction

by the eagle-eyed investigator. Shall we

This is supported by the pilot who stated that

related to runway numbering. Initially, under

call him Lord Elpus? He seems to have a

the aircraft’s systems were normal until the

the heading Meteorological Information, the

permanent job there investigating accidents.

moment that the aeroplane started to lose

CAA say: Fine weather. Temperature: 28°C;

Finally, we get to possibly the greatest

height and speed.

Wind: 15-18 knots. That’s it – a speed but

contributory cause – the poor little aeroplane

The student lined up on runway 08 and

no direction – the mind boggleth. Later, in

was not only taking off possibly fully rich,

took off on an easterly direction; the climb

the body of the report, they change their

and possibly down-wind, from a hot and high

rate was ± 400 feet per minute and the

mind and say it was from 080 (T). To add

runway, but it was also 130 lbs over gross.

aircraft responded normally. The instructor

confusion, the pilot claims that the wind was

Had it been flown by an extremely

said that while in a climb, he looked to the

not easterly, but westerly, and only 9 knots.

proficient and current Tomahawk pilot who

right and felt that the aircraft was slowing

A strange claim, because he took off on

didn’t try to climb at 400’/min just after lift-off,

down and losing height. The instructor told

runway 08.

it is just possible they might have avoided crashing. Unfortunately, no such pilot was

the student that he had control, turned right and the aircraft then stalled and struck the

Confused? It gets worse. CAA claim that

ground. It is believed that the right-hand turn

the accident happened shortly after takeoff

The captain had 2.4 hours on type, two

could have aggravated the stall because the

– outside the perimeter of runway 26 is what

hours of which were consumed by outbound

right wing had already stalled.

they say. But when I plot their GPS position

flight from Springs. And the poor pilot-flying

for the accident: S23° 55’ 19” E29° 30’ 39” I

had a grand total of 9.2 hours.

It would appear that in an attempt to recover from the stall, the instructor took

find it is outside the perimeter of 08.

on hand.

One must concede that disaster was

control from the student but did not have

This means that according to the pilot

enough height and time to recover. The

he took off with a tailwind of 9 knots. Sound

The only other comment I have is to

aircraft stalled about 300 feet above ground

stupid? But possibly true because that would

query the training value of taking the pupil

level and struck the ground with the right-

have saved them backtracking the whole

on a cross-country at this tender stage of his

wing tip first. Post-impact fire broke out,

length of the runway in a sweltering cockpit.

aviation career.

destroying the aircraft.

And the report says nothing about that. If he

According to available information, the instructor and student did not conduct a weight and balance calculation prior to the flight.

did indeed take off with a tailwind that would have been a major contributory cause.

Talking of heat – at no stage does the CAA mention the crucial words density

almost inevitable.

WHAT CAN WE LEARN? I have covered all the main points but here’s a summary of things that they did wrong:

45 www.saflyer.com | March 2020

The GPS location of the accident site.

AIRCRAFT ACCIDENT REPORT & EXECUTIVE SUMMARY

46

Aircraft Registration: ZS-KFU. Date of Accident: 19 February 2007.

Time of Accident: 1250Z. Type of Aircraft: Piper PA38 Tomahawk.

Type of Operation: Training.

Pilot-in-command Licence Type: Commercial.

Ratings: Instrument rating, Night rating, Instructors rating Gr. III Age: 42.

Licence Valid: Yes. Pilot-in-command Flying Experience: Total Flying Hours 8,127.35, Hours on Type 2.4, Past 90 days 70.8.

Student: 9.2 hours of total flying hours and had not acquired a student pilot license.

Previous accidents: Yes. Last point of departure: Pietersburg Civil Aerodrome (FAPI).

Next point of intended landing: Springs Aerodrome (FASI).

Location of the accident: Outside the perimeter of runway 26 at Pietersburg Civil Aerodrome (GPS position: S23° 55’ 19” E29° 30’ 39”).

Meteorological Information: Fine weather.

Temperature: 28°C; Wind: 15-18 knots.

Visibility: CAVOK. Number of people on board: 2 + 0 No. of people injured: 2 No. of people killed: 0 March 2020 | www.saflyer.com

WIND. They possibly took off with at least a 9 knot tailwind. Never underestimate a tailwind for takeoff or landing – is makes a massive difference to the amount of runway you use up.

TECHNIQUE. During takeoff do not try to copy the way airliners do it with an abrupt rotation into the climb attitude. Piston engine aircraft – even the biggest ones – need a very different technique. As you approach takeoff speed you need to lift the weight off the nosewheel and let her gently fly into the air when she is ready. Then, immediately lower the nose so you fly level in ground effect until you reach climb speed. In this accident they claim the aircraft initially climbed at 400 fpm. I can hardly believe that happened, and even less can I believe that anyone was looking at the VSI during a dodgy takeoff.

DENSITY ALTITUDE. Never underestimate the effects of density altitude. In this case the aircraft would have needed about 300 m to takeoff at sea-level on a standard day. But with the conditions at Pietersburg that day the Tomahawk handbook tells me it would have needed 520 m – an increase of about 70%. By the way if you start fiddling around trying to factor in the QNH you shouldn’t take off.

Differences in QNH have no meaningful effect on DA. That’s exam stuff and is not practical.

WEIGHT. Overloading to that extent is just plain stoopit. We have all done it a little bit under favourable conditions. And even that’s pretty boneheaded because, apart from being illegal, it gives your insurance company good reason to repudiate any claims. I have no idea what happened in this case, but it wouldn’t surprise me if they paid out the owner, and then went for the pilot in his personal capacity to recover the costs. And imagine if he had killed his pupe – he would be paying for the rest of his life.

MIXTURE. It always makes sense to lean the mixture for maximum power on a hot and high takeoff. In fact, it doesn’t need to be hot. If your handbook approves leaning for takeoff – do it. An extra 200 rpm can make a huge difference.

FLAPS. Finally, if you are running into trouble clearing rising terrain or wires, grab a handful of flap. Sometimes the extra lift will help you to clear an obstacle, and even if it doesn’t, you are going to crash that much slower.

j

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• Robinson RH44 clipper for sale . 2001 model 1500 hours remaining on Main Rotor gearbox ,M/r blades and engine. 2200 hrs remaining on other components. 4400 hour overhaul just completed R2,7 mill excluding VAT

• Robinson RH22 Beta, 1992 model. 1600 hours remaining 1.6 million excluding VAT

• Robinson RH44 for sale. 2004 model. 1900 hours remaining R3.9 mill excluding VAT For enquires please contact or What’s app 082 376 3156

W N E EW B S IT E

• Accommodation for pilots in Midrand. Self-catering. Transport to CAA. Close to Grand Central Airport. For enquiries: info@ thecottage.co.za or 072 588 7190

ROBINSON'S FOR SALE

SMALL PART 135 AIR OPERATION FOR SALE • Private company holding two Air Service Licenses (ASL’s) and a valid Air Operating Certificate (AOC).

Since 2005 in bush air charters and aerial surveying. Contact ena@ global.co.za or 072 234 9554.

SA Flyer 2019|10

No Runway Required

Southern African dealer for Savage Aircraft www.flyingfrontiers.com Cell: 082 459 0760

47 www.saflyer.com | March 2020

COMPANY PROFILES

ADVENTURE AIR Adventure Air was established in

AEROSPACE ELECTROPLATING Aerospace Electroplating, SACAA AMO

Email: erwin@aeroelectrical.co.za or Danie van Wyk (Lanseria)

November 2010 and operates from the

506, has been operating at Rand Airport,

Cell: 083 269 8696

purpose built, positive pressure aircraft

Germiston since 1980 and has served the

Email: danie@aeroelectrical.co.za

painting facility fully refurbished to our

aircraft industry with distinction and produce

Website: www.aeroelectrical.co.za

exacting standards. Using our own process,

high quality surface finished products.

paint and quality experts together with state-

The company is owned by Mistral

of-the-art electro-static equipment, Adventure

Aviation Services and run by Des Battiss

Air offers our customers a reliable and high-

and a highly professional and qualified team

quality service.

of electroplaters.

Adventure Air offers the following

Our highly qualified team are available to

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 Globally

services: Aircraft interior and exterior paint

advise you on the perfect solution to all your

with approximately 300 employees at our

repair, Aircraft exterior complete strip and

electroplating plating needs and solutions to

12 bases across the world. Avcon Jet Africa

repaint, Aircraft exterior wash, Aircraft valet

perfectly re-finish your aircraft components

was established in 2013, to expand Avcon

and polish

to the manufacturer’s specifications.

Jet’s reach into another diverse continent

We also specialise in 49% building assistance on the VANS’RV range and MPI’s Adventure Air was successfully audited

Our processes are approved by SACAA, Denel, Airbus Europe, Rolls Royce, Pratt & Whitney and Allison Doil.

whilst also opening a flight school to train the next generation of pilots.

Avcon Jet Africa’s training division offers PPL to ATPL as well as hour building

by the CAA in December 2018 and has

We offer a wide range of services for

received their AMO number: AMO1192.

aircraft owners and general industry, and

packages that includes flying safaris through

through our partnership with Mistral Aircraft

the African bush. Build hours whilst gaining

leader and preferred supplier to our partners

Services we can offer engineering and NTD

incredible experiences and enjoying the

our customers, in the aircraft painting and

services.

breath-taking African scenery. The training

Our vision is to become the market

interior refurbishment industry.

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

We look forward to the future with a

centre extended its capabilities with our

range of innovative services to continue

simulator and advanced glass cockpit

servicing the aircraft industry.

training on a Cessna 172SP Garmin 1000.

Tel: 011 827 7535 Email: info@aerospace.co.za

Discover various hour building and training options at Avcon Jet Africa! Contact us today!

AERONAV ACADEMY

Tel: +27 11 312 56 76

Aeronav Academy is committed to providing top-level flight training utilising the most

AERO ELECTRICAL SOLUTIONS

Email: office@avconjet.co.za

modern equipment available. This not only

(AES)

URL: www.avconjet.training / www.

gives our clients an enjoyable training

AES is an Aircraft Maintenance

experience but also provides Aeronav the

Organisation, AMO1011, established in

ability to conduct flight training in a manner

October 2004 and operating initially from

that ensures that student pilots will be ready

Lanseria airport. The company is growing

and well equipped to enter the aviation

strongly and has expanded to Cape Town

industry of the future.

International.

Aeronav Academy is proud to offer a

AES prides itself on providing quality and

avconjet.com Facebook: @avconjetafrica

AVIA INSTRUMENTS Avia Instruments is situated at the Wonderboom Airport. With their experience

dynamic fleet of aircraft, including Diamond

reliable service on most aircraft, including

on most type of aircraft and systems they

DA20s, Cessna 182s and the Diamond

electrical, instruments, avionics, compass

have been servicing South Africa and the

DA42 Twinstar Multi-engine trainer.

systems and all aircraft components.

bigger Africa continent for the past 6 years.

The Academy’s latest acquisition is the

AES can do your Ni-cad, Lead Acid

They offer their clients a comprehensive

impressive Alsim ALX-65 flight simulator.

main batteries, Emergency Batteries,

service that includes not only instrument

The amazingly realistic graphics feel of the

ULB Batteries and ELT batteries at both

,avionic and electrical component repair,

controls and response make training in this

Branches.

but also fault finding on aircraft and aircraft

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

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

with operating in a busy airline orientated

committed to the principles of honesty,

environment. Whether you choose to fly

excellence and dedication.

for pleasure or wish to make aviation your

All staff at AES are committed to provide

career, Aeronav can provide you with an

its clientele with quality service time after

approved course tailored to your needs.

time, because flying isn’t JUST flying!

systems.

Their services also include new installations relating to avionic and instrument systems, as well as sales of new & overhauled instruments and electrical load analysis.

The AMO is registered with the CAA as well as the CAAB (Botswana). Registration number: 1303.

Hangar 2, Wonderboom Airport

Tel No: + 27 11 701 3862

Contact:

www.aviainstruments.co.za

Email: info@aeronav.co.za

Erwin Erasmus (Cape Town)

Email: aviainstruments@gmail.com

Website: www.aeronav.co.za

Cell: 082 494 3722

Tel: 082 464 7130

48 March 2020 | www.saflyer.com

Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certified aircraft, light singles and twins up to turbo propellers and light jets. Gemair also holds electrical SA Flyer 2016|11

and instrumentation approvals Tel/Fax: 011 701 2653 / Cell: 082 905 5760 Email: andries@gemair.co.za Hangar 110, (old Pical Hangar), Gate 13, South Side, SACAA AMO 1003

CAA No AMO 620

AND EXTERIORS Tel: (011) 659-1962 Email: sales@lanseriarefurb.co.za Hangar 107 C and D Gate 13, Lanseria Airport

SA Flyer 2020|03

OUT OF THE BLUE AIR SAFARI’S CHARTERS • Cessna 210 • Cessna 402 • Cessna 206 • King Air B200 HIRE & FLY • Cessna 150 • Cessna 206

CONTACT: Andries Venter (082) 905 5760 Stan Nel (082) 552-8155 011 659 2965 | charters@gemair.co.za andries@gemair.o.za | ootbas@global.co.za

49 www.saflyer.com | March 2020

EMPEROR AVIATION Service & Skills Excellence

If ever clear evidence is required that there will always be place in the market for a business that provides a quality professional service, Emperor Aviation is it.

F Emperor Aviation provides that rare blend of service excellence with highest level skills to give its customers complete peace of mind

Emperor keeps a full range of specialist tools.

OUNDED by the current CEO, Paul Sankey, Emperor soon established a reputation for quality service and skill in helicopter maintenance, thanks to the founder’s many years of experience in the industry.

Attention to detail is one of Paul Sankey’s attributes so he’s not in the least intimidated by the paperwork aspects of running a large Aircraft Maintenance Organisation (AMO). His commitment to perfection is evident in the hangars with spotless floors, prepared sections for parts and special tool storage units. His administration facility is laid out to include an equally spotless reception area, board room and visitor’s lounge.

The company specialises in maintenance and service on the Bell and Robinson product line. A core value behind Emperor’s professionalism is that the founders believe strongly in giving their engineers the opportunity to undergo factory training at both Bell Helicopter/Textron and Robinson Helicopter in the USA. Emperor have managed to strike a balance between absolute professionalism and the staff feeling as if they are part of a larger family.

Running a helicopter maintenance facility requires a wide range of specialist equipment that includes tooling, manuals and health & safety protocols. This requires a continual update of the full set of manuals for Rolls Royce/ Allison engine maintenance data.

Emperor have built up an extensive network of suppliers, allowing them to provide their customers with the best way to maintain their helicopters in the most competitive and cost-effective manner. Thus, Emperor is the only official LORD distributor on the African continent for 206B and 206L TT-straps, and as well as an agent for all LORD replacement parts. In 2018 Emperor Aviation became the first company in Africa to install and fly the revolutionary Van Horn composite main rotor blades on the Bell 206B Jet Ranger.

Emperor have earned an outstanding reputation for helicopter refurbishments, whether for exterior or interiors – to a complete rebuild. As an additional service, for those in the market for a new or used helicopter, Emperor will assist in locating the helicopter best suited to their needs.

Emperor will carry out pre-purchase inspections anywhere in the world to ensure the customer has peace of mind when they eventually commit to a purchase.

Emperor Aviation has been based at Hangar 8 on Rand Airport’s Hurricane Avenue since inception. Contact Paul Sankey at +27 082 497-1701.

j

50 March 2020 | www.saflyer.com

Paul Sankey - Accountable Manager paul@emperoraviation.co.za 0824971701

SA Flyer 2020|03

Jarrett Burisch - Maintenance Manager jarrett@emperoraviation.co.za 0832987155

Emperor Aviation â&#x20AC;&#x201C; for helicopter maintenance that combines world class skills and experience with unmatched customer service.

Based at Rand Airport, Emperor Aviation provides Bell and Robinson helicopter maintenance as well as helicopter refurbishment and sales.

With a combined total of more than 50 years in specialised helicopter maintenance, Emperor provides customers with a level of professional service that provides complete peace of mind.

www.emperoraviation.co.za 51 www.saflyer.com | March 2020

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FAX NO

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Ab-Initio Training

LEARN TO FLY WITH US

Turbine - GS Training

Cell: 082 556 3592 Email: dale@alpiaviation.co.za

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LEARN TO

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

FLY WITH

FROM NPL

THROUGH

US

TO CPL

SA Flyer 2019|02

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

Other countries

E-MAIL

EASA registered

TEL NO

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FIRST NAME

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53 www.saflyer.com | March 2020

“Don’t touch that button!” Ordered my instructor, Tom. “But I’m not touching it. My hand is at the Flight Control Unit (FCU) because I’ll need to push the vertical speed shortly to level off,” I replied.

“It’s not your button to press. It belongs to the Pilot Monitoring,” explained Tom. Oh. I see… kind of.

W

Guillaume Grandin

DASSIE PERSUAD-VAN DER WESTHUIZEN

From I to We A320 MCC/JOC in London ELCOME to the world of multi crew flying, where all previous training on how to fly an aircraft as

a single pilot is thrown out the window and learning how to work together with another crew member is enforced. With only three weeks in which to complete the Multi Crew Cooperation and Jet Orientation Courses (MCC/JOC)-which includes 32 hours in an A320 full motion simulator, the learning curve is steep and my time off to explore London is limited.

TECHNICAL TRAINING

Multi-crew operations with PF and PM.

Despite longing to dive straight into the Airbus simulator, our training commences with a three-day course of technical aspects

FLOWS

of the aircraft. Nothing in depth enough to

With technical training behind us, all

And this is all squeezed around full days

compare to a type rating, but thorough

hope of exploring London disappears, since

of classes to bridge the gap between

enough to operate the Airbus-including

I’m faced with the challenge of learning the

flying piston aircraft and jets (which is

control laws of the fly-by-wire system,

A320 flows from cold and dark to shutdown.

geared towards the Jet Orientation part

information on how to insert data in the

Instead of appreciating art at the Tate, my

of the course). The theory behind flying in

MCDU and the flight control systems.

eyes are glued to an A320 flight deck poster

a two crew environment is also presented,

Tom notices my confusion as I try to

on my bedroom wall. Instead of raising

introducing the concept of pilot flying

make sense of the information. With his

a beer in my hand for a toast in the local

(PF) versus pilot monitoring (PM) which

offbeat sense of humour and in an attempt

pub, I raise my hands to the push buttons

instructors keep reminding us is important

to raise my spirits he says: “On every flight,

on my poster while practicing my flows.

in the Airbus since the aircraft has a mind

the pilots should constantly ask themselves;

And instead of admiring the London skyline

of its own along with in-depth discussions of

‘what should I do next?’ to be ahead of

from the top of the London Eye, I motivate

topics such as CRM.

the aircraft. But Airbus pilots always ask

myself to continue persevering with dreams

Finally, with all the theory boxes ticked,

themselves ‘What’s it doing now?’ because

of the view’s I’ll soon see from the flight deck

we can progress to the practical part of the

an Airbus has a mind of its own. So don’t

window.

course.

worry, you’re not alone in your confusion! No

The flows feel endless but are soon part

one knows what an Airbus is really doing…” I

of my daily routine. Flows with my morning

crack a smile and bury my nose in my books,

coffee, flows for afternoon tea and flows for

My British simulator partner (Jake) and

determined to understand the A320.

dessert. Repetition, repetition, repetition.

I walk into the full motion A320 simulator for

54 March 2020 | www.saflyer.com

A320 SIMULATOR

the first time. The day to finally fly the Level D simulator has arrived! Each simulator session is 4 hours long to give each student 2 hours in which to practice the role of PF and PM. “I’ve changed my mind. You fly first,” says Jake at the last second as he makes his way to the Captain’s seat to fulfil the role of PM. With butterflies in my stomach, I settle into the right-hand seat for the first time.

I take a deep breath to calm my nerves.

I can do this…

The flows I practiced come out naturally and I notice how rewarding it feels to operate efficiently with a second pilot. During my two years as a cabin crew, I watched the pilots busy at work on the flight deck, wondering what they were doing. And now I am doing it.

The first flight focuses on general

A320 Level D simulator.

handling since you command an Airbus, instead of flying it in a traditional sense.

to perform, and none of them include asking

Climbing, descending, turning, steep turns…

the cabin crew for tea and snacks.

of the aircraft.

We work well together and help each

With all the laws governing the aircraft, it is

“Hey, Jake! Why are we suddenly

other perform at our best, then return to

wonderful and flies smoothly. Having a co-

decelerating? What’s the bus doing now?’ I

practice single engine landings and go-

pilot to operate the radios, flaps and landing

ask during one of our sessions when I am the

arounds; all the challenging items we will

gear takes some getting used to, and I

PM. We take corrective action immediately.

need for our Type Rating in the near future.

must resist the urge to reach for the levers

“I told you an Airbus has a mind of its own,”

NEXT STEP

myself. We return for our first ILS approach

says our instructor from the back seat.

and I remind myself not to over control the Airbus. Unlike any aircraft I’ve flown before,

By the end of the three weeks I have barely done any sightseeing in London, but all the progress made in the Airbus

FAILURES

the Airbus maintains a constant trajectory

Once confident in both the PF and PM

was worth the sacrifice. The learning curve

so only small corrections are occasionally

roles, and having a good understanding of

was steep but making the switch from “I” to

required. “50, 40, 30, RETARD,” announces

the A320, we progress to working together

“We” while flying is a major milestone in my

the bus. I close the thrust levers and land

to manage failures such as engine failures

aviation career and very rewarding.

the aircraft. “That was really well done.” Tom

after V1. The duties of the PM and the PF

There are no sad goodbyes with Jake

informs me.

differ in abnormal situations because of

after completing our last session together,

ECAM

We switch seats and do the entire

Aircraft

since we are still paired together for the next

exercise again, but this time I am the Pilot

Monitoring) actions, which requires one

phase of our airline training-the A320 Type

Monitoring.

pilot’s full attention. Although the ECAM lists

Rating. Hopefully this head start will put us

actions to take to manage the failure, the

in a good position during our type rating

flight crew still have to work together to make

training, so we can avoid having to ask

TEAM WORK

(Electronic

Centralized

After getting a feel for the Airbus, we

appropriate decisions after considering all

ourselves “What’s the Airbus doing now?”

shift our focus away from purely flying to

the options for the safety of the flight, assign

And maybe, if I’m lucky, I’ll be able to see

the multi-crew aspect of the course which

tasks to each pilot and the cabin crew, and

more of London before I am moved to a new

involves working together effectively – with

constantly review the situation to stay ahead

base in mainland Europe.

clear communication. Gone are the days of self-briefing, making decisions alone while

j

Airbus A320 cockpit.

flying, or performing actions without having another pilot crosscheck it. We must adjust to an interactive briefing style, and ensure we have confirmation from the other pilot for anything from setting an altitude on the FCU to activating an approach through the MCDU. Contrary to my original idea, being the PM is not an opportunity to sit back and relax with a latte in hand while passively monitoring the aircraft. I have several duties

55 www.saflyer.com | March 2020

SA Flyer 2020|03

EVENTS CALENDAR PROUDLY SPONSORED BY GIB INSURANCE BROKERS SAC KZN REGIONALS 7 – 8 March 2020 Ladysmith Airfield Annie Boon chung@mweb.co.za

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We are for the journey57 www.saflyer.com | March 2020

AOPA BRIEFING CHRIS MARTINUS -

PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION – SOUTH AFRICA

HOW AEROPLANES FLY When I was young I loved reading comics, just as all my friends

did. Back then, Disney characters were all the rage for us kids.

Mickey Mouse, Donald Duck, Goofy and the rest of the gang. But

my favourite of all was Gyro Gearloose, Disney’s anthropomorphic

G

chicken who was a prolific inventor.

YRO invented all kinds of gadgets, gewgaws and chemical marvels. He was often hired by Scrooge McDuck to come up with

devices and ideas that would advance Scrooge’s

many

businesses

and

help

acquire greater and greater wealth.

One

of

Gyro’s

many

inventions

really had me pondering. At a sale of his inventions, Gyro was selling a light-bulblike device which was labelled a ‘dark light’.

Supposedly, this invention would work in the opposite way an ordinary light bulb works.

Instead of spreading light when it is switched on, it would spread darkness.

Of course, the fallacy inherent in such a concept is that there is really no such thing as darkness – there is only an absence of light.

I suppose that it would be theoretically possible to have a device that detects light and emits light waves of the same amplitude and frequency, but 180 degrees out of phase – and thereby spread darkness – in much the same was that popular noise-cancelling headsets create silence. But that is a mental exercise for another time.

In reality, darkness is just the absence of light¸ silence is the absence of noise, and vacuum is the absence of pressure.

However, we often think of darkness, silence, and vacuum as ‘things’ in themselves, particularly since they even have words that describe them.

However, all these terms

only describe the absence of other things.

Language thoughts.

can

badly

mislead

our

Take the word ‘empty’ as an

example. An empty box contains an infinite amount of ‘not-things’. That box contains not-apples, not-stones and even not-Boeing 747s. The crazy thing is that we can prove

58 March 2020 | www.saflyer.com

COLUMNS

the most amazing ideas and theories if we

one stops pushing, the door will move in that

2nd law, which states that force equals mass

factor those ‘not-things’ into the equation.

direction. But the door moves not because

times acceleration. Therefore, it follows that

That is the core of many fallacies.

the person who stopped pushing ‘pulled’ or

the mass of air that has been accelerated

‘sucked’ the door in that direction. The door

backward or downward by the prop or rotor

moved because the other person continued

will create an equivalent force that moves the

to push it.

aircraft forward or the helicopter upward.

WHERE DOES LIFT COME FROM? In a recent Scientific American article, author Ed Regis maintains that ‘No One Can

Even the term ‘pressure’ is misleading.

This is quite simple, but it is also rocket

Pressure is force times area. Sure, Bernoulli

science.

He quotes John Anderson, curator of the

describes differing pressures on differing

equal to the force it uses to accelerate the

Air & Space Museum, who says: “There is no

parts of the wing, but this is about as relevant

mass of exhaust gases out the back.

simple one-liner answer to this”. He goes on to

as analysing whether the people pushing

The fact of the matter is that the air is

describe the various popular ideas based on

the door are exerting more force with their

very soft floppy stuff. You cannot stand on

Bernoulli’s theorems, arcane mathematical

fingertips or with the palms of their hands.

it. It tends to get out of your way. But is does

formulas, portions of Newtonian physics and

It doesn’t matter, because we are only

have mass and accelerating that mass will

even some contemporary academic ideas

interested in the total force, which we call lift.

exert an opposite force.

that try to use air’s viscosity and ‘circulation’

Yet another misleading thing is the way

Explain Why Planes Stay In The Air’.

There are usually

A rocket obtains forward thrust

to explain the mysteries of something that

textbooks describe lift.

appears superficially so simple: merely that a

pictures of an aerofoil showing lines which

The Newtonian aspects are quite easily

wing that moves through the air with an angle

depict the air flowing over the wing. Similarly,

understood and demonstrated, but how the

of attack thereby generates this mysterious

we see videos showing smoke streams

heck does a wing accelerate a mass of air

upward force that we call ‘lift’.

flowing around a wing mounted in a wind

downward in order to get an upward lifting force?

HOW A WING ACCELERATES AIR

to

tunnel. But the reality is that air is static and it

Bernoulli’s ideas, such as the ‘equal transit

is the wing that is moving through that static

There are two aspects to this. The first

time’ theory which supposedly explains why

air that is generating lift. It is true that this

aspect is accepted by most theorists. A wing,

the air flows faster over the top of a wing, thus

is technically irrelevant, the relative speed

even a flat board, which is pitched upward

giving credence to Bernoulli’s idea that this

of wing and air being the generator of lift.

a few degrees, will deflect the mass of air

will cause reduced pressure (or increased

However, these depictions lead to fallacious

ahead of it downwards as it moves forwards.

vacuum) thus ‘sucking’ the wing upwards.

thinking about non-things rather than the

Nothing clever about this.

Even Albert Einstein fell for this fallacious

things that matter.

has nowhere else to go. The higher leading

There

are

various

corollaries

edge of the wing ‘splits’ the air, and that

idea and designed his infamous ‘cat-backed’ humped aerofoil that was an utter failure.

The air simply

static mass of air ahead and below the wing

NEWTON AGAIN

is accelerated downwards, thus producing

also

Almost all theorists nevertheless give

propound various ideas about how low

grudging credence to Newton’s 3rd law,

pressure above a wing draws the wing

stating that for every action there is an equal

upwards. But all of these ideas hang onto

and opposite reaction.

Depictions of a

the mass of air ahead and below the wing

the absurd idea that ‘non-pressure’ above

person jumping off the front of a trolley – and

has been displaced downwards, it leaves

the wing somehow ‘pulls’ the wing upwards,

the trolley rolling in the opposite direction are

a void above and behind the wing. No, the

as though there are tiny strings or rubber

usually used to demonstrate this important

Bernoullian ‘vacuum’ above the wing does

bands

Some

more

modern

theories

some lift.

But that is not the end of it. Because

together

law. The force of the person’s legs pushing

not ‘suck’ the wing upwards. Remember, air

which somehow attach themselves to the

the person forward equally push the trolley

has no tensile strength, nor is it particularly

top surface of the wing and yank the wing

backward.

‘sticky’.

holding

air

molecules

upwards as those molecules go howling past.

This is an example which most people

What actually happens is that the

Note that, unlike the

atmospheric pressure of the air above that

like air has zero tensile strength. You can’t

Bernoulli protagonists, we are not concerned

void forces that air downwards to fill that

pull anything with air. If you don’t believe

about the pressure in psi or kg per square

void.

me, try sucking a candle out. However, it

centimetre which may be exerted by the

above the wing has also been accelerated

is easy to blow a candle out. This simple

jumper’s heels, toes or foot arch. We are

downward and thus seeks to exert an equal

demonstration

only interested in the total force.

and opposite force upon the top of the wing.

These ideas are nonsense. A thin fluid

shows

that

words mislead our thinking.

those

non-

There is no

easily understand.

This brings us closer to a simple

The effect is that the mass of air

The air below the wing is still pushing upward

‘suck, ‘suction’, ‘pull’, ‘vacuum’ or even ‘low

understanding of lift.

Anyone who has

due to atmospheric pressure, but the air

pressure’. Those words merely describe the

stood close to a rotating wing, a spinning

above has gone, and the air above the void

absence or partial absence of pressure.

propeller or helicopter rotor can easily feel

is pushed and accelerates downwards, but

Here is another example: take two

that the static air has been accelerated in

behind the trailing edge of the wing. If the

people pushing on either side of a door. If

one direction. Which brings us to Newton’s

top surface was still in the way, the wing itself

59 www.saflyer.com | March 2020

AOPA BRIEFING

would block the downward flow. But the air takes a few moments to

1 2 3 4 5

accelerate and get to where the wing was, the wing has moved on.

VOID

So, the downward air flow blows past the trailing edge.

This is similar to the example of pushing a door and one person steps aside and stops pushing.

To put it simply, the underside of the wing deflects air downwards,

1 2 3 4 5

and then ‘sidesteps’ the air above the void it leaves behind and is gone when the air above accelerates downwards to replace the displaced air.

By the time the still air above has moved downwards enough to

1 2

3

equalise the atmospheric pressure above and the below the wing, the wing has left and is deflecting another mass of air downwards.

45

1 2 3 45

NEXT TIME So, the nutshell explanation of lift is that the underside of the wing accelerates air downwards and gets out of the way of the air above the void it leaves behind before atmospheric pressure can fill that void.

1

There are many other effects and issues. The air under the wing

2 3 4

5

spills around the wing tips and will do the same at the trailing edge, driven upwards by atmospheric pressure. This results in tip vortices and stalls. Smooth aerofoil designs, clever wingtip designs and other contrivances minimise these effects.

But that is now an area beyond the scope of this explanation.

12 3 4 5

j

admin@aerotric.com or richard@aerotric.com

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60 March 2020 | www.saflyer.com

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61 www.saflyer.com | March 2020

They say that if a plane looks right it will fly right. The corollary must be that if it looks funny it must fly funny.

But thereâ&#x20AC;&#x2122;s always an exception to the rule.

The Savannah-S is it.

Out of its element - the Savannah is designed for low and slow ops.

62 March 2020 | www.saflyer.com

FLIGHT TEST - GUY LEITCH

The wing is big and thick - and has replaced the fi xed slats with vortex generators.

63 www.saï¬&#x201A;yer.com | March 2020

A

the

reckoned that he could improve on Chris

the simplicity of the design, the Italian agents

Savannah looks funny

Heintz’s basic 701 design, so he revised it to

decided they could do it themselves, so they

– like one of those

become the MXP740 with a longer wing and

set up their own factory, which became the

marvellous

planes

larger cockpit. The most obvious difference

ICP Aircraft Company that produces the

knocked together out

though was that the wing profile continues

Savannah components today. The Italians

T

of

first

scrap

glance

corrugated

iron sheets you sometimes see in African townships. Its utilitarian looks makes the Savannah’s Italian background all the more surprising. After all, the Italians are known for doing things with style above all, (except eating spaghetti, you can’t eat spaghetti and be stylish).

DEVELOPMENT The Savannah comes from Italian plane builder ICP at Castelnuovo Don Bosco near Piedmont. Except that it doesn’t. The origins of the Savannah are confusing, but if imitation and plagiarism are the hallmarks of a good design, the Savannah is that, because it has countless ‘pirate’ versions.

And for those who think they have seen the Savannah tested in this publication before – not so – the version flown by the late John Miller and John Waterson had a very different wing – with a large fixed leadingedge slotted flap.

The object of our flight test comes from

Large nosewheel has proven hard to break.

With a limited speed envelope a ground adjustable prop is all that is needed.

the Eastern Cape and is called the ICP Savannah-S. The origin of the Savannah can be traced back to the Sun n Fun airshow in Florida USA in 1983. There Chris Heintz and Max Tedesco sketched an all-metal ultralight STOL aircraft. The key design attributes were that it had to have really great slow flying characteristics and had to be built out of aluminium so it could be left out in the weather, unlike the then-current fashion for composites.

Max Tedesco is a Colombian who studied mechanical engineering in Italy and then as a postgrad at MIT and Aeronautical Engineering

at

McGill,

specialising

in

monocoque aircraft construction. Returning

took one of Max’s 740s apart and copied its

over the cockpit.

to Columbia, Max started a factory to build

Perhaps to Chris Heintz’s annoyance,

a number of different aircraft types under

Max was increasingly promoting his own

licence.

design, so it was natural that there was a

components for manufacturing by a CNC machine.

This naturally soured the relationship

With Chris Heintz’s design from their

fall-out. One of Max’s many innovations was

and so ICP broke away from Max.

Sun n Fun meeting the previous year largely

to use a bolt-on turbocharger of his own

design

finalised, Max worked up plans and kits and

design on the Rotax 912. That may have

purloined/copied twice from its original –

began selling them under licence to aircraft

forced Rotax’s hand in developing their own

first by Max Tedesco from Chris Heintz the

builders in Columbia. They did a number of

914 Turbo.

original designer, and then by ICP from Max

‘one-week build’ publicity promotions at the

Having

had

by

then

essentially

The been

140

Tedesco. But Heintz didn’t give up and so

Sun n Fun airshows, to show how quick and

completed aircraft to Italy, Max was having

brought out his own version – he got into bed

easy it is to build the 701.

great success exporting his 740 for the

with Zenith and relaunched his design as the

European market. Perhaps impressed by

Zenith STOL CH 701 “Sky Jeep”. Testimony

Being an aeronautical engineer, Max

64 March 2020 | www.saflyer.com

shipped

more

than

to the quality of the original design is that the variants are hard to tell apart.

Drag reduction not a priority - so no fairings over draggy intersections.

WALK AROUND On the ground the Savannah looks the part – a tough compact little bush plane, although some argue that it looks better modified as a taildragger. I’m not so sure.

The first Savannah I got to see up close was ZU-IIY owned by Mike Taylor and based at Morningstar Cape Town – this aircraft is the subject of our air to air photo shoot by Justin de Reuck. A quick once over revealed that this is an honest to goodness ‘blik’ plane – with lots of rivets and angles and unabashed skin lap-joints. Not for this plane the svelte lines and composite curves of the fantastic plastic speedsters. The Sky Jeep name was get it.

Up close, for a 600 kg light sport aircraft it is surprisingly bulky – far more so than say a Sling 2 with a 700 kg max all up weight.

The tail in particular appears substantial with the horizontal stabiliser being at eye height and the generous sized dorsal fin and rudder stretching above it.

The Savanah has a sleeker nose than its progenitors, but still houses the ubiquitous 100 pony Rotax 912 ULS, driving a ground adjustable three blade prop. Given its limited speed envelope the weight, the cost and complexity of a constant speed prop is not easily justified.

Full credit to ICP and the South African agents is that they have done a proper job with the fuel supply to the engine. The main tanks feed a 7 litre header tank behind the seats and there is a fuel return line from the

from the earlier versions was the realisation

almost anywhere – except the larger airfields

that the elaborate fixed leading-edge slat

– where the Savannah doesn’t really belong

was not that important. The aerofoil is a

anyway. The wing is high and you cannot

thick and surprisingly high aspect ratio slab

stand on a strut to check the tanks, so it’s

of aluminium that was more than enough to

best to have a set of steps with you to refuel.

cope with slow speeds without the added

Empty weight of ZU-KAH is 325kg,

drag and complexity of leading-edge slats.

leaving 275 kg for people, fuel and stuff.

So, it was given a neat row of stick-on plastic

With the full 144 litres in the tanks, being

vortex generators (VGs) which serve to keep

108 kg, there is still a very useful load of 165

the airflow attached to the wing at the very

kg. Interestingly, the POH says that with two

high angles of attack the wing is capable of

crew of 150 kg, the maximum weight must

sustaining.

be 500 kg, so the rest must be fuel - like an

With the popular option of long-range

airliner’s Zero Fuel Weight.

fuel tanks, each wing has two tanks, feeding

The doors open upwards and access to

the small header tank behind the seats.

the cockpit is easy as the door openings are

Standard fuel is 70 litres, but most opt for the

wide, so you don’t have to hook your knees

long-range tanks, giving a total fuel capacity

behind your ears to get your legs in. You can

of 144 litres – giving a very liberating eight-

just slide your butt onto the seat and then

hour endurance. And the Rotax is happiest

swing your legs in. Behind the seats, above

on forecourt car petrol, so fuel is available

the header fuel tank, is a reasonable sized Guy Leitch

a good one – it’s a pity the Savanah didn’t

carburettors to vent percolated fuel back to the tanks if the plane has been parked in the hot sun. Many otherwise excellent Rotax 912 powered aircraft in South Africa have been plagued by fuel vaporisation problems – sometimes leading to engine failure after takeoff. but the Savannah’s fuel return line and high wing have cured that.

Unliked the rest of the airframe, the cowling is composite, with only limited access to the engine for a prefight without undoing the cam-lock fasteners to remove the whole cowling. The oil tank is set low with a throttle cable above it so checking the oil is tricky – and its really hard to check the coolant level – not great for a utility bush plane. But at least the cowls are relatively easy to remove.

Full span flaperons are split to enable differential aileron effect for control harmony.

The wing’s the thing. The big step up

65 www.saflyer.com | March 2020

Most owners prefer a simple cockpit with old fashioned 'steam gauges'.

On the floor directly behind the pilot’s feet is a small fuel selector – that Bruce reckons is vulnerable to being kicked into the off position – so he has safety wired it to the ‘On’ position in his three Savannahs.

Between your legs is a largish flap lever – electric flaps are a popular option, but Bruce likes his planes simple and mechanical.

Being able to fly with the doors off or on is always a great option with this class of aircraft. For photography or surveillance, the doors are easy to remove, and Bruce has a simple clear plastic wind deflector that can be bolted on to keep the propwash, noise and turbulence out of the cabin when on long patrols.

baggage compartment – limited to 20 kg, but then this is not a cross country touring

IN THE AIR

machine.

From cold, with a bit of choke, the engine

The Savannah has its two wing struts

starts easily with a typical Rotax whirr and

attached to the fuselage behind the cabin

clunk from the gearbox. After a warm-up to

doors, so the view down and forward is not

get the coolant to 50 degrees, we taxied to

obstructed. But don’t let a passenger get out

the threshold of Hoedspruit’s Runway 17.

with the engine running as there is nothing to

Despite the simplicity, the Savannah

stop them walking forward and into the prop.

Access

to

the

cabin

is

designers happily avoided the temptation

helped

of a castering nosewheel. The rudder pedal

immeasurably by the simple expedient of

driven nosewheel steering works in all soil

having just one control stick – in the middle of the cockpit floor with a ‘Y’ shaped control column. Cabin width is okay for two large males. Whilst I’m not a great fan of central control sticks, in a smallish cabin they have

conditions. I particularly appreciated the toe Y-shaped control stick and wide doors makes access easy. Toe brakes a welcome feature.

a lot going for them, and the Savannah’s falls easily to hand, allowing your arm to rest on your leg whilst flying. As the left-seater flies with his right hand, there are two throttles, one on each side of the panel. I am always surprised at how little friction there is in the system when you push one in and the other

power and the acceleration was impressive.

Rotation was at just 40 mph and the stick

the 3 o’clock position to be safely flying. In

forces are light. The nose popped up and

other words, you don’t have to stop and read

the rest of the plane followed immediately.

the numbers on an EFIS display ribbon.

The first time I flew it I was surprised by its

more like a Land Rover Disco. The cloth covered seats are very comfortable. The instrument panel is entirely at the discretion of the owner and most go for EFIS glass.

But the example I flew in Hoedspruit, which is owned and operated by the SA Wildlife College, has good old fashioned ‘steam gauges’, as that’s what Chief Pilot Bruce MacDonald likes. Somewhat irritatingly for my preferences – the air speed indicator is marked in mph, so that’s what we will use for

so only a quick glance may be taken to read

66 March 2020 | www.saflyer.com

We selected one notch of flaps. After a

you just have to see that the needle is past

Despite the Sky Jeep image, the interior

poaching patrols you need your eyes outside,

centre and this takes a bit of getting used to.

the air speed indicator, and with a round dial

of ZU-IIY is surprisingly well finished, perhaps

Bruce says that when flying anti-

sport plane. The pedals are off-set to the

taxi to the displaced threshold I opened the

follows.

this review.

brakes - always welcome in this class of light

Manual flap lever requires a heave - but electric flaps are an option.

Fair sized baggage bay rated for 20 kg.

response to the controls. We had the right side door off and the wind deflector installed, and the yaw required constant right rudder.

The Y-stick did not a first feel intuitive and I was all over the sky. But after some upper air work it soon began to feel more natural.

With a fixed pitch climb prop the temptation was to continue to climb at a Vx of just 44 mph indicated, but the nose angle was uncomfortably high and going that slow just feels odd. So Bruce recommended a climb out at Vy of 62 mph. Retracting the flaps produces a marked nose up trim change.

There is a trim switch above the throttle and it is best to use it.

Designed for runways less than 100m, the Savannah’s astonishing takeoff performance is matched by its nimble handling. Yet that big fat wing is wonderfully docile. These features handle all but the biggest plonkers.

make the Savannah ideal for anti-poaching

Landing is different to normal light sport

patrols. It can loiter comfortably at 60 mph.

aircraft and thus requires some specific

Cruise is normally at 4800 rpm, which

techniques. Whilst the Savannah does not

some

provides a stupendous 80 miles per hour, or

require any special skills to fly, the airframe’s

them towards maximum performance short

78 knots if you prefer, so this is not a plane

low inertia and in particular, the fuselage and

landings. Until skill is gained, the best way

for long cross-country flights. However, ZU-

thick wing’s high drag mean that short field

to arrive is to maintain a 60-mph approach

KAH has a climb prop and this may be great

landings with full flap, especially power-off,

carrying one notch of flap through the flare

for takeoff, but it limits cruise power and

can quickly turn into high sink rate arrivals that

with a small amount of power. For my first

thus speed. I have flight tested Light Sport

will test the sturdy main undercarriage. With

landing I tried to flare a few feet above the

Aircraft which will cruise at their Vne, which

power on the Savannah will fly at remarkable

surface and let it settle onto the runway. But

seems absurdly dangerous. Fortunately, the

angles of attack. But remove the thrust close

it thumped down embarrassingly hard, and

Savanah S has a happy margin between its

to the ground and the speed will vanish very

because of the yaw from the missing door we

maximum speed of around 100 mph – with a

quickly. A Cessna C172 type landing with the

were going sideways as well. It needs active

cruise prop – and its Vne of 144 mph.

power off across the threshold, when tried in

feet.

Those new to the Savannah will require experienced

instruction,

to

lead

Stability in all axes is good and even tight

a Savannah, can lead to you just stopping in

Bruce recommended rather flaring high

turns at lower airspeeds show little inclination

the sky at whatever height you cut the power.

and holding off as long as possible. He

for the Savannah to depart into anything that

Fortunately, the gear is robust enough to

says that its best to fly the Savannah as a

may raise your blood pressure. We did clean stalls, and then with one notch of flap and then full flap stalls with power on. And guess what – at one stage I saw absolutely nothing on the airspeed indicator – but the maker’s name. It just mushes. Truly extraordinary.

Again, a great feature for poaching patrols.

With just one door off we need to be careful of a deep full-flap stall as Bruce reckoned it would definitely drop a wing quite briskly.

For those used to flying with the stick in your left hand and power in the right, after half an hour the transition to a central stick seemed more natural. Control inputs are responsive enough to encourage rolling the nose across the horizon in all directions for the simple enjoyment of seeing the little aeroplane respond sharply to every control movement. There is minimal adverse yaw, thanks to a break in the full span flaperons to provide a differential aileron effect.

Savannah has proven itself ideal for anti-poaching and game tracking ops -as evidenced by radio finder aerial.

67 www.saflyer.com | March 2020

Engine: Rotax 912 ULS 100hp Propellor: 3 blade ground adjust Length: 6.60m Height: 2.58m Wing Span: 9.0 m Aspect Ratio: 6.3:1 Cabin Width: 1.09m Long capacity range tanks: 144 litres Empty Weight: 340 kg Max Weight: 600 kg Useful Load: 260 kg Structural load: 4G Pos and Neg Cross wind limitation: 30 mph PERFORMANCE Climb Rate 600 kg: 900 ft/min Vne144 mph: 144 mph Vso full flaps: 35 mph Cruise (5000 rpm): 90 mph Consumption (5000 rpm): 18lph Take off distance @MSL: 40m Landing distance @MSL: 50m Max operating Altitude: 14000 ft

Arguably - it looks better as a nose dragger than as a taildragger.

taildragger – a tail dragger with a nosewheel.

Two notches of flap are available

often operates out of in the Kruger Park. The

A further trick to landing the Savannah is to

but is really only needed under the most

POH says that for a short field landing, aim to

make sure it has some extra nose up trim to

demanding circumstances — like perhaps

flare at just 44 mph.

help keep the nose up on the hold off.

dropping into the soccer field that Bruce

Remarkably – and testimony to the powerful control surfaces the max crosswind component is 30 mph. At that speed you could land like a helicopter by just landing directly into wind across a runway.

Full flap speed is limited to 60 mph and even at this slow speed, applying two notches needs some heft on the lever on the floor under the pilot’s knees. I guess that’s why electric flaps are a popular option.

One of the three Savannahs operated by the SA Wildlife College in Hoedspruit.

CONCLUSION Although the Savannah might not appeal to the regular long-distance flyer, it easily makes up for any shortfall in speed by its sheer utility, amazing handling and very high fun factor. Perhaps more than any other current ultralight on the market, it begs its owner to explore the big outdoors. It is tremendous fun and rewarding to fly – and wonderfully versatile.

Imitation really is the sincerest form of flattery and all the imitations and variations of Chris Heintz’s original design attest to the desirability of this great little plane. Anyone who just wants to fly around the patch for pure enjoyment should at the very least make an effort to sample its amazing handling and

j

ultra-short rough field performance.

68 March 2020 | www.saflyer.com

SAVANNAH S KING IN CONSERVATION

The all aluminium, 100mph, STOL aircraft for Africa.

Production built M716.

SACAA NO: M716

Touring. Training. Photography.

Surveillance. Game Management.

Ph:+27 (63) 691-8696 Email: dave@savannah-aircraft.co.za Website: www.savannah-aircraft.co.za

SA Flyer 2020|03

136 in Southern Africa Traildragger now available!

The best connections are made without wi-fi.

Morningstar Flight Academy, Cape-Town, 2019

Where will the Sling Aircraft lifestyle take you? +27 (0) 11 948 9898 | www.slingaircraft.com | sales@slingaircraft.com | AMO 1264 | Manufacturing Organisation M677 PAMBELE FONT: ITC Avant Garde Gothic PAMBELE FONT COLOUR: 60% Black

PANTONE: Cool Gray 9c

Formerly known as JEMAX AVIATION License # N892D

LIGHT AIRCRAFT CHARTER OPERATOR

www.pambele.aero c = 90 m = 50 y=0 k=0

SA Flyer 2020|03

Pantone 285c

info@pambele.aero TEL: (+27 11) 805-0652 / 82 | FAX: (+27 11) 805-0649

70 March 2020 | www.saï¬&#x201A;yer.com

COMPANY PROFILES

LOUTZAVIA FLIGHT TRAINING CENTRE Loutzavia Flight Training Centre is a professional, highly regarded flight school established in 2004 by Jannie Loutzis (Chief Operating Officer/Grade 1 Designated Flight Examiner for South African Civil Aviation Authority) and his wife Maria (Chief Executive Officer).

Loutzavia has no less than 19 aircraft in the fleet - ranging from Cessna 172s, Piper Warriors and Archers, to the Beechcraft Baron BE55, BE58, Piper Cheyenne II and King Air 90.

Strategically situated at Wonderboom National Airport, Pretoria, known for its excellent weather conditions and busy airspace which will allow students to obtain the experience they require.

Loutzavia prides itself on providing top quality, airline and safety-orientated pilot training.

Career orientated, full time / part time students, as well as recreational pilots will be trained by highly competent, full-time instructors and ground support staff.

Jannie, started flying when he was 17 and has been a pilot for 33 years. He has accumulated in excess of 8000 hours in a variety of aircraft ranging from the 2-seater Cessna 150 to various Beechcraft King Air’s and private jets.

Loutzavia’s flight instructors are monitored by Jannie Loutzis, this ensures that students are continually receiving the highest standard of training. Flying courses are presented to students on a one on one basis, guaranteeing that they receive the full attention of their instructor.

PPL ground school is offered every Saturday, Commercial ground school three times a year in the evenings and there are quarterly safety evenings.

Loutzavia’s services include, but are not limited to: •

Private Pilot Licence

•

Night Flight Rating

•

Instrument Flight Rating

•

Commercial Pilot Licence

•

Multi Engine Rating

•

Flight Instructors Rating – Grade 1,2 and 3.

•

Airline Transport Pilot Licence

•

Turbine Ratings

•

Turbo Jet Ratings

•

English Language Proficiency

•

Restricted and General Radio Telephony Certificates

•

Examination Centre

•

Loutzavia is affiliated with Pilots and Planes (Main Terminal Building) for all your flight training

•

Supplies and gifts.

Please call Lilian on 012 567 6775 or email customerservices@loutzavia.co.za to set up an appointment for more information or a free simulator session. We would gladly welcome you and take you for a tour of our Flight Training Facilities.

71 www.saflyer.com | March 2020

COMPANY PROFILES

M AND N ACOUSTIC SERVICES

•

Strip and Chart Recorders

same type protector cases in the market,

(PTY) LTD

•

Watt Meters

Peli™ Air 1506, 1556, 1606 and 1626,

•

Current Clamps and Clamp

are built in a sports bag style form factor

Meters

making them perfect for storage of longer and deeper type equipment.

M and N Acoustic Services (Pty) Ltd performs SANAS accredited calibrations on acoustic, human vibration, vibration and

•

Panel Meters

DC/LF measuring equipment.

•

High Pots - Insulation Testers

The laboratory operates according to

•

Power Supplies

the ISO/IEC 17025:2005 Specification for

•

Graphical multimeters

the competence of calibration laboratories

•

Calibrates a wide variety of

grown to be the trusted expert in ATEX

electrical test equipment

lighting products, complying with the latest

Resistance calibrator (decade

Directives. Peli offers a broad range of

box), capacitance meters. Loop

handheld torches, headlamps, right-angle

Testers, Earth resistance Testers

flashlights and lanterns.

and also according to the requirements of •

the South African National Accreditation System (SANAS).

They do accredited calibration on acoustic and vibration measuring

Contact M and N Acoustic Services on:

equipment and/or transducers, and

Tel: 012-689-2007/8

certificates with usable results for the end

Email: admin@mnacoustics.co.za

PELICAN PRODUCTS PELI Products the Expert of Protective

(analogue and digital) up to 6 ½ • • •

Cases and Lighting Sytems for Aerospace Peli Products the global leader in

Thermocouple and RTD Thermometers (simulation)

the design and manufacture of high-

Process Calibrators (mA and Volt

performance cases offers a wide range

source and measure)

of Peli™ Air Case Sizes. As part of the

Data Loggers

innovative design and 40% lighter than

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

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

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

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

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

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

Starters

•

Alternators

•

Fuel Pumps

•

Magnetos

•

Strobe Boxes

•

Aircraft electrical wiring installation and repairs

•

Electronic components

72 March 2020 | www.saflyer.com

To illuminate larger work areas,

lights (Remote Area Lighting System) with

include but are not limited to:

digits

https://www.peli.com/eu/en/products/ flashlights/atex-lights

proudly introduced its wide range of Work

Our electrical calibration capabilities Handheld and bench meters

Throughout the years, PELI also has

confined spaces or hazardous zones, PELI

user (user specified points).

•

https://www.peli.com/eu/en/products/ cases/air-cases

a special focus on the 9455 ATEX Zone 0 certified for highest hazardous areas. https://www.peli.com/eu/en/product/ remote-area-lights/9455

Guardian Air is a trusted aircraft management, maintenance and VIP air charter company.

Providing a suite of specialised services to meet the discerning needs of aircraft owners, global business travellers, tourists and adventurers.

GUARDIAN AIR, operating from Lanseria International Airport in South Africa, offers Global VIP charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies.

Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary, Guardian Air Asset Management, have international and domestic operating licences issued by the South African Department of Transport as well as a non-scheduled Aircraft Operating Certificate which is endorsed for aeromedical transfers.

As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on the operating licence: Beechcraft King Air 200 Hawker 700A/800A Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Please contact our 24/7 operations team for VIP charter, air ambulance services or any other enquiries.

Guardian Air lives by this motto: “Throughout the company, there has been a big push in being transparent.”

Guardian Air is a trusted VIP air charter and aircraftmanagement company, providing a suite of specialised services to meet the discerning needs of global business travellers,tourists and adventurers.

We work closely with clients to find the best solutions for their needs.

loc Lanseria International Airport Tel +27 11 701 3011 27/7 +27 82 521 2394 Web www.guardianair.co.za 73 lic CAA/I/N283, AMO1401GUARDIAN www.safl yer.com | March 2020

Quote of the month:

The logic of killing off the victim as opposed to dealing with the abuser is bizarre to say the least, but understandable in the climate of zero accountability in South African politics.

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

Fly-in packages start at R500.00 per person. Includes brunch and use of the lodge facilities. The lodge includes a pool and lounge areas with a cash bar. Game drives can also be arranged at an additional cost.

AIRSTRIP DETAILS

Gravel airstrip 20m wide with 15m shoulders on each side 1200m long threshold to threshold Approach 05/23 Windsock in centre of runway 25 20’53.50” S 27 41’44.20” E Elevation 1140m (3740ft) SA Flyer 2019|05

Writing in his monthly column about SAA for the first time in more than ten years, SAA Captain Mike Gough thinks the following about calls to close down SAA:

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

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

GENERAL MAINTENANCE & REFURBISHMENT ON LIGHT AIRCRAFT COMPONENT WORKSHOP

We specialize in CSU’s, carburettors and TCM Fuel System overhauls and repair of Continental and Bendix .

SA Flyer 2019|03

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

NOW APPROVED FOR BENDIX (PRECISION) FUEL SYSTEM OVERHAULS &REPAIRS Hangar 6, Wonderboom Airport. AMO1208 Tel: Riekert (SR) 082 555 2808 | Riekert (JR) 082 749 9256 | Andre (Proppie) 082 974 9713 avtech1208@gmail.com | proppie@avtechcomp.co.za

74 March 2020 | www.saflyer.com

DART AERONAUTICAL

® ®

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

GFC 500

New Garmin Autopilot Options

D2 Delta Series

75 www.saflyer.com | March 2020

SA Flyer 2019|04

GFC 600

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

rugged and user friendly for aircraft

model, the award-winning Sling TSi, a high-

has more than 30 years’ experience in

maintenance engineers, giving fast

performance variant of the Sling 4.

design, and Manufactures Ground Handling

solutions, saving time and flying costs.

Sky-Tech Ground Support Equipment

For more information, contact Sky-Tech

Wheels, Helicopter dollies, Tow bars and Towing tugs for all types of helicopters.

We specially design the wheels to be rugged for Africa.

We convert Hydraulically operated

The company is currently finalising the design of their all new Sling TSi High Wing, a 4-seat, high wing aircraft, powered by the

on: Tel: 082 720 5210

new Rotax 915 iS engine. The Sling TSi

Email: sky-tech@telkomsa.net

High Wing is due for release in 2022. Sling

www.sky-tech.za.com

Aircraft is represented globally across six

wheels to Mechanically operated wheels on

continents via their distributor network and

the Airbus, Eurocopter and Bell helicopter

to date has sold more than 450 aircraft.

Website: http://www.slingaircraft.com

range.

We also represent Aces Balancing Equipment from Knoxville Tennessee USA. With the equipment Sky-Tech does

Email: sales@slingaircraft.com

SLING AIRCRAFT Based in Johannesburg, Sling Aircraft

propeller balance, helicopter track and

designs, manufactures and markets the

balance, and engine vibration. It is the

highly acclaimed Sling range of light aircraft

approved equipment for: CFE Company,

and light aircraft construction kits. The

General Electric, Honeywell, McCauley

company’s first aircraft, the Sling 2, is a

Propellers, Pratt & Whitney Canada,

2-seat light aircraft which the company

Robinson Helicopter Company, Rolls-

spent 4.5 years developing and is currently

Royce, Allison, Williams International and

available in three models: Sling 2, Sling

Turbomeca.

LSA and Sling Taildragger. Following the

We provide on the job Training and

worldwide success of the Sling 2, the

Consulting on the equipment and on all

company developed a 4-seat variant, the

balancing.

Sling 4, which was launched in 2011. More

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

76 March 2020 | www.saflyer.com

Telephone: +27 (0) 11 948 9898

is a Manufacturing Organisation which

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

AMO 1011

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

SA Flyer 2015|05

COMPANY PROFILES

recently the company launched their latest

The equipment is designed to be

SKY-TECH

COMPANY PROFILES

STARLITE’S DRONE ACADEMY – MEETING THE GROWING DEMAND FOR DRONE OPERATOR TRAINING

S

TARLITE was granted a

highly skilled lecturers and trainers, and

Remote Operating Certificate

course material is continuously updated

(ROC) by SACAA last year,

and based on real life operational

to provide professional drone

experience.

across South Africa. The Academy opened

RPL minimum requirements:

in November last year, to meet the demand

•

18 years of age

for drone operator training where aspiring

•

Class 3 medical certificate

students can obtain their Remote Pilot

– obtained before the

Licence. In addition, the Academy handles

commencement of the course •

RPL Instructor ratings. The association

•

skills test with a designated examiner Starlite Aviation Group’s safety management safety systems (SMS) are strictly adhered to across the company. It is therefore not surprising, that Starlite is committed to educating the general public around the rules and regulations governing the lawful operation of drones, whether for

A certificate in English Language

Students who register for training are assured of receiving the highest level of technology transfer to operate unmanned aircraft safely in a commercial capacity.

Contact: Durban: +27 571 6600 Mossel Bay: +27 44 692 0006 Email: train@starliteavition.com Website: www.starliteaviation.com

Proficiency

with Starlite, makes pilots who trained through Starlite Drone Academy, extremely

Certificate in Radio Telephony – this is incorporated in the syllabus

the SACAA and offers RPL renewal and

Successful completion of a

hobby or commercial use.

operations at key centres

all RPL paperwork processed through

•

•

Successful completion of practical flight training syllabus

marketable.

Starlite offers full time courses and is

•

Successful completion of

the only academy in South Africa offering

theoretical training and

RPAS online ground school. They employ

examinations

SA CAA AMO 188

ASSEMBLY OF FLIGHT CONTROL CABLES • SHEET METAL REPAIRS • APPROVED AIRCRAFT WELDING

VISIT THE SHOWROOM @ RAND AIRPORT, GERMISTON

011 827 2491

082 872 4117

78 March 2020 | www.saflyer.com

FAX

100 95

E-mail: andries@dynamicpropeller.co.za pero@dynamicpropeller.co.za Tel: +27 11 824 5057 Fax2mail: 086 548 2651 Pero: 079 492 0592 Andries: 082 445 4496

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.

Dynamic Propellers cc is an Authorised Service Centre for MT-Propeller and Whirl Wind. Dynamic Propellers cc is also appointed as the sole McCauley Authorised Service Centre for the African continent.

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

Africa's aircraft handling and clearance company

24 HOUR CONTACT DETAILS +27 11 701 2330 | +27 76 983 1089 flightops@flyifc.co.za Website: www.flyifc.co.za Unit 32, Falcon Lane, Lanseria Business Park, Lanseria Ext 26, Johannesburg, Gauteng

Flying in Africa ?

That’s what we love...

©Nico Kohne Spitzkoppe Namibia

Tel. +27 11 465 2669 • 072 340 9943 email: info@aviationdirect.co.za

www.aviationdirect.co.za

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

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

SAF 08 | 2011

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

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

80 March 2020 | www.saflyer.com

 Office: 083 446 0066

SA Flyer 2018|10

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

AMO 246

BC315 Starter

BC410 Alternator

NEED A STANDBY ALTERNATOR? CALL US FOR A QUOTE!

BC410-2 BC425-1

STC’s - Beech Bonanza, Piper PA-32 TC’s - Mooney Ovation, Beech Bonanzas Cirrus SR20, SR22, Piper PA-28 TC’s - Quest Kodiak Mahindra (Australia)…. Airvan STC - Cessna 210

Lycoming Lightweight Starters in Stock

SA Flyer 2017|03

ALTERNATOR AIRCRAFT BC410-1

Come fly with us!

As one of the oldest flight training academies in South Africa,

Astwood is the agent/distributor for B&C in South Africa.

We sell and service the BC315’s and BC320’s Starters as well as the BC410-1’s and BC425-1’s Alternators.

Johannesburg School of Flying (JSF) is also one of the largest. JSF has been

Astwood Aircraft Electrical CC · All electrical work on: Light Aircraft and Helicopters Spares available, Work on site, Components, Servicing Repairs and Overhauling

training world class pilots since 1981 from all around the globe and to date has more than 3 000 graduates.

Shaun Chibnall 083 263 6413 Tel: 011 315 9605 Fax: 011 315 0094 astwood@mweb.co.za Grand Central Airport, Midrand, Johannesburg

Whether you wish to fly for pleasure SA Flyer 2020 2020|03

or pursue a career in aviation, JSF will ensure you reach your full potential.

011 827 9827 info@jsf.co.za | www.jsf.co.za Johannesburg.School.of.Flying

81 www.saflyer.com | March 2020

COMPANY PROFILES

With more than three decades of

with a comprehensive, professional report.

experience in repairing and overhauling

L&A are accredited members of the Flight

largest independent providers of engine

P&WC engines, StandardAero has

Safety Foundation Basic Aviation Risk

maintenance, repair and overhaul (MRO)

developed a reputation for quality

Standard (BARS) Association.

services, providing OEM-authorized

workmanship, industry leading turn-around

support for leading aeroengines and APUs,

times, exceptional customer service and

CLASSROOM TRAINING: L&A is

including the AE 3007, APS 2300, CF34-

competitive pricing.

an official SACAA accredited training

STANDARDAERO StandardAero is one of the world’s

3/-8, CFM56-7B, GTCP36, JT15D, PT6A,

organization, undertaking classroom

PW100, PW150A, RB211-535 and RE220.

training in Cape Town, Johannesburg and around the world. In-house training

StandardAero’s facility at Lanseria International Airport near Johannesburg is

LITSON & ASSOCIATES

is our specialty. Our highly experienced

a fully authorized Pratt & Whitney Canada

FROM PLANNING TO LANDING: Litson

facilitators train delegates in courses

(P&WC) Designated Overhaul Facility

& Associates conducts its worldwide turn-

including Safety Management System,

(DOF) for the PT6A engine family, and the

key Aviation Safety service from its offices

Quality Management System, DG, CRM

world’s only independent service provider

situated in Somerset West, Cape Town,

and Occurrence Investigation.

authorized to overhaul the PT6A-140

South Africa. From the first concept of an

For further information on the above

variant. In addition, the facility provides full

aviation service in a country, identification

please visit our webpage on www.litson.

support – up to and including overhaul – for

of suitable aircraft operators, pre-contract

co.za, email us at enquiries@litson.co.za or

41 other variants of the engine.

audits / pre-start-up safety reviews,

alternatively phone us +27 (0)21 8517187.

on-going Operator operational reviews and

We look forward to hearing from you!

The Lanseria facility also offers service centre and mobile repair team (MRT)

aircraft, airfield, on-shore helipad and off-

support for the PW100 turboprop and

shore heli-deck inspections, L&A will be

JT15D turbofan.

able to assist, including providing the client

ICE accretion

on the spinner of a turbofan.

82 March 2020 | www.saflyer.com

FlightCï&#x192;¼m African Aviation

Global 6500

Edition 137 | MARCH 2020

- the biz-jet for africa SAAF ROODEWAL WEAPONS DEMO

SAAF DENIES ITS 100TH BIRTHDAY

HOW TO READ THE AIP S WHAT HAPPENED TO DENEL PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00

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

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

AERO ENGINEERING AND POWERPLANT Aero Engineering and Powerplant is one of the foremost aircraft engine overhaul facilities in South Africa. It was founded in 1997 and in 2006 highly qualified aircraft engineers Andre Labuschagne and the late Derek van der Walt took up the reins. Andre continues to lead his dedicated team to date.

A

ERO Engineering and Powerplant (AEP) is situated in Hangar 4 at Wonderboom Airport, just off the main apron, making access to this world class facility a breeze. They specialise in the maintenance of aircraft engines and propellers â&#x20AC;&#x201C; basically anything forward of the firewall.

With their vast product range and specialised knowledge on both Lycoming and Continental piston engines of all power and thrust categories AEP are the perfect partners for maintenance, service and repairs of your engine and all associated components. In addition AEP have earned

a reputation for expert non-destructive testing inspections as well as cadmium plating.

AEP has four divisions: Engine Shop, Component Shop, Propeller Shop and Non-destructive testing.

The Engine shop caters for the complete engine overhaul of both Lycoming and Continental engines to the highest standards. Fully equipped with an advanced engine test bench, they carry out shock-load testing when and if necessary, re-boring and honing of cylinders and can repair damaged starter clutch assemblies.

The Component shop specialises in the overhaul of constant speed units, including McCauley, Hartzell, PCU 5000 and Woodward. They also overhaul and

repair fuel systems, carburettors and turbocontrollers as well as complete overhauls of magnetos.

The Propeller shop supplies and overhauls Hartzell, McCauley and any fixed pitch propellers. In addition, they are experts in dynamic propeller balancing.

The Non-destructive testing shop offer many forms of testing including: Eddy Current, Ultrasonic, Magnetic Particle, Fluorescent Penetrant and Borescope/ visual methods for complete peace of mind.

AEP has over the years built up a large client base which includes many clients Botswana, Zambia, Zimbabwe, Namibia and as far as the DRC. These clients either ferry their aircraft or ship engines and propellers to AEP for the required maintenance work. Many of the local insurers also rely on the professional workmanship and competitive pricing delivered by the relatively small AEP team of twenty-one dedicated personnel.

Aero Engineering and Powerplant strives to be a pace-setter in the aviation industry and to always render quality and cost effective services to their clients. With AEP the client is always first.

Contact AEP on 012 543 0948/51 or Mobile Number: 082 334 6153 ď&#x192;ź

Ed's note...

MARCH 2020 Edition 138

5 Bush Pilot - Hugh Pryor 9 Airline Ops - Mike Gough 13 Leagle Eagle - Prof. Salazar 17 Defence - Darren Olivier 19 Companies: Capital Air 21 SAAF Prestige Day Parade 23 Roodewal 2020 31 Subscriptions 40 AEP AMO Listing 41 Civil Aviation News 43 Back Pages 44 Global 6500

I

T’S hard to know what to make of the much-vaunted claim that the pilot shortage has finally arrived.

On the one hand we have reams of evidence of airlines increasingly struggling to find pilots – yet on the other hand I get reports of qualified pilots finding it almost impossible to break into an airline job.

In this editorial I will briefly look at some of the evidence of the pilot shortage and offer some conclusions as to why pilots are struggling to find airline jobs.

The evidence for the pilot shortage is overwhelming: In Europe Flybe and Ryanair have been cancelling flights. Three years ago Norwegian, one of the industry’s fastest expanding carriers, described crewing issues as a fundamental problem for the business and the airline group has already had to cancel flights at peak times in summer 2017 due to lack of human resources. In the USA the airline industry is facing a shortage of pilots for both cargo and passenger aircraft.

Estimates suggest that there will be 1,600 unfilled pilot positions in the USA by end 2020. According to the FAA, the U.S. needs to train 87 new airline pilots every day for the next 20 years to meet the demand.

FedEx, the world’s largest airline by freight tonne-kilometres flown, acknowledges a still impending pilot shortage. The Memphis-based carrier is expected to lose 150-200 of its 4,500 pilots this year and a similar number each year for the foreseeable future.

In Asia the appetite for pilots seems insatiable. Yet IndiGo, India’s largest passenger airline, reportedly grounded ten brand new Airbus A320-neos and has cancelled 30 flights per day partly due to the

pilot shortage. Australian airlines reportedly cancelled more than 10,000 domestic flights in 2019.

Yet the airlines are being cautious about taking on new pilots. Perhaps because of the threat of a global Coronavirus contagion and trade wars pushing the world into recession, airlines are choosing to cancel flights and delay aircraft deliveries, rather than employ and train-up new pilots. Thus, a passionate South African pilot who funded his own ATPL by being a building contractor and even paid for a A320 conversion, is finding it impossible to get an airline job.

And then there is the looming overhang of pilots from the failure of non-sustainable airlines – particularly SAA. If as may well be the case, SAA is forced to close, there will be approximately 600 highly trained pilots dumped into the market. And global airlines are still being hesitant about making offers to these highly regarded pilots. A Senior SAA Captain with 900 hours of A330 command was apparently declined an interview with a far eastern carrier as it had a minimum requirement of 1000 hours PIC – yet this captain had many thousands of hours of command on the A340.

I can only conclude that the pilot shortage is here, yet the airlines are still being very selective about who they take on.

Guy Leitch

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

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Aircraft Profile G uy L eitch

GLOBAL 6500: THE RIGHT BIZJET FOR AFRICA

In May 2018 Bombardier unveiled the Global 5500 and 6500 developments of its hugely successful Global 5000 series. The 6500 entered service in September 2019 and, as reported in FlightCom last month, the company’s demonstration Global 6500 paid a flying visit to Africa in January.

From Lagos the Global 6500 can reach almost anywhere non-stop.

B

OMBARDIER have steadily developed their range of highend business jets into world leaders.

The key components of this success are the supercritical wing, latest generation engines and industry leading cabins. The 6500 is typically fitted with three cabin zones, including crew, club, conference, private, and en-suite. An in-flight accessible baggage compartment is also integrated into the cabin.

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Communication connectivity is essential. The 6500’s Ka-band technology is approximately 35 times faster than other aviation internet systems and uses the latest satellite technology. It facilitates inflight streaming, video conferencing and downloading. The aircraft’s onboard cabin management system is supported by fibreoptic technology. It provides an ultra-highdefinition entertainment experience for passengers.

Speed and range are the key performance requirements. The Global 6500 features a transonic optimised wing for a Mach 0.90

top speed, and updated Rolls-Royce BR710 Pearl engines with up to 13% lower fuel burn for better range and operating costs.

Most relevantly for Africa, the engines provide better hot and high performance and 600 nm of additional range over the Global 6000.

Range is an important concern for those seeking the security and convenience of non-stop flights. The Global 6500 can connect Lagos non-stop to almost anywhere else in the world, other than far-east Asia and the US west coast.

Passenger comfort is a key ingredient

and the Global 6500’s high wing loading gives it a smoother ride through turbulence than its rivals. Yet runway requirements and slow speed handling is not compromised.

Despite the wing area being smaller than the Gulfstream G650ER and having a 11% higher MTOW, it has lower V speeds and better runway performance due to the high-lift system with leading-edge slats and doubleslotted flaps for a similar power loading.

The cabin is the best in class, featuring the recently unveiled Nuage chaise: unique seating that transforms from a chaise longue into a flat surface for sleeping or to banquetstyle dining around a table. The cabin height is a full 1.88m with a flat floor, and width is a spacious 2.41m so passengers can pass without bumping. Like its bigger brother, the Global 7500, the 6500 has a crew rest area forward, across from the galley, leaving the cabin undisturbed. Aft is the private suite with a natural-light-filled bathroom, optional shower and large closet.

In the cockpit, Bombardier’s Vision flight deck avionics suite offers a combined vision system, which merges enhanced and synthetic images into one view, increasing situational awareness. Controls are full fly by wire, as developed for Bombardier’s C-series airliners, providing better efficiency, comfort and envelope protection.

Bombardier’s biz-jets have proven to be the company’s jewel in the crown, with the problematic civil airliner and even train businesses being sold off. The Global 6500 lists for $56 million. For more information contact Mr Omar Kuwatly, the MEA Marketing Manager for Bombardier Business Aircraft. Mobile: +97156696030. 

The first Global 6500 to arrive in South Africa touches down at Lanseria.

Cabin can accommodate three zones - with en-suite shower and toilet.

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Morné Booij-Liewes

USAF B-52H SEEN OVER SOMALIA

A B-52 over Somalia.

On 15 February a United States Air Force B-52H bomber was photographed flying low over the Somali island of Koyama, about 42km south-west of Kismayo.

W

HILE it sowed panic amongst local residents the purpose of the flight was not immediately clear until the U.S. Africa Command posted a statement on Twitter acknowledging the bomber mission, stating that “in concert with partners, a B-52 training mission occurred in East Africa. This longrange, unarmed training mission showcases the global reach and agility of U.S. forces. It also reflects our versatility and continued commitment to our partners.

B-52Hs are currently forward-deployed to Diego Garcia, America’s outpost in the Indian Ocean and it is thought the bomber was operating from this base.

In 2017, President Donald Trump’s Administration designated the southern part of Somalia, as an “area of active hostilities”. This led to a significant expansion in U.S. military activities aimed at combating Al Shabaab, including an increase in airstrikes against members of the terrorist group.

While this particular flight was described as a ‘training mission’ it is also perhaps a veiled warning to the terrorist group based in Somalia. On 5 January the group launched a brazen attack on an airstrip that U.S. military personnel and contractors use in neighbouring Kenya known as Manda Bay and nearby forward operating location, known as Camp Simba. The attack killed one US military serviceman and two American contractors as well as destroying fixed and rotor wing aircraft. 

FORMER BRAZILIAN MI-35MS FOR LIBYA? Reports in the French media indicate a possible sale of at least six former Brazilian Air Force (Forca Aérea Brasileira - FAB) MiL Mi-35M attack helicopters to the Libyan National Army (LNA).

The helicopters were sold back to Rosboronexport and the purchase will be funded by the United Arab Emirates, which backs the LNA.

T

WELVE Mi-35Ms (called the AH-2 Sabre in FAB service) were ordered in 2008. Deliveries were halted after the first six arrived due to serviceability and quality issues. They were all finally delivered by 2015 and were operated by 2°/8°GAv ‘Poti’ from Porto Velho, Rondônia state, in the middle of the Amazon for border protection and anti-narcotic duties.

The LNA is a military organization formed in 2014 by Marshal Khalifa Haftar with the aim of overthrowing the Islamist leadership in the country. This faction has been trying to take control of the capital Tripoli over the past few months after expelling Islamic groups from Bengazi, Libya’s second largest city.  .

Boeing Max ungrounding/Undelivered Boeing Maxes fill car parks in Seattle.

A Brazillian Air Force Mi-35 Hind - going to the Libyan rebel group.

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Marcelo Lobo da Silva

Defence

Global 6500

Smooth ride into service Longest range | Largest cabin | Smoothest ride

The Global 6500 aircraft has the largest cabin, longest range and smoothest ride in its class. Please see businessaircraft.bombardier.com for more details or speak to your sales representative.

Bombardier, Global, Global 6500 and Exceptional by design are registered or unregistered trademarks of Bombardier Inc. or its subsidiaries. Š 2020 Bombardier Inc.

FlightCom Magazine

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BUSH PILOT HUGH PRYOR

UGLY IS PRETTY As you might well know, when you go to a party where you don’t know anybody...always go for the ‘ugly’ girl, because she will be so happy that you chose to spend time with her.

M

ORE than likely, you will enjoy a splendid evening together filled with great conversation and laughter.

Chances are, that should you meet again, you will once again enjoy each other’s company. There is none of the hassle that you get when escorting a racy blonde bombshell.

The ‘Piper Super Cub’ is hardly ‘sexy’ but is fun and a great friend in difficult circumstances.

The Lear 25 on the other hand, looks racy and sexy, but like many beauties she can be cantankerous and occasionally extremely dangerous.

Based on a failed Swiss jet fighter, it was born in the days before supersonic flight became the norm for fighter aircraft.

People still did not fully understand the problems associated with ‘compressibility’ in transonic flight. The pilots of the day did not appreciate that, as the wings approach the speed of sound, a shock wave builds up above and below the wing, rather like the bow-wave of a ship.

As the speed increases, the shock wave moves back across the chord of the wing.

The problem is that the lift in the subsonic air behind the shock-wave is much greater than the lift in front of it and eventually at precisely .87 of the speed of sound (Mach .87) the horizontal stabiliser loses the authority to keep the nose up. When

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the Lear 25 stalls, it is so vicious that the subsequent nose-over imposes negative ‘Gs’ on the airframe powerful enough to eject the passengers and crew through the roof with their seats and for the wings to fail downwards. For this reason, they installed a ‘Mach Limiter’ to pull the nose up at Mach .84 in order to prevent the plane from nosing over into ‘Mach tuck’.

During the year when I was a co-pilot on the aircraft, seven Lear 25s fell out of the sky under similar circumstances.

The violence of the destruction spread the remains over such a wide area that it was difficult to identify the primary reason for the disintegration. It was not until investigators recovered two of the primary circuit breaker boards that they discovered the probable cause of the disasters...on each of the circuit breaker boards, the Mach limiter circuit breaker had been pulled.

On further investigation, after talking to other Lear 25 crews, it turned out that there was an ongoing competition among Lear 25 crews to see who could get from San Francisco to Las Vegas the fastest.

By pulling the circuit breaker, they could operate at Mach .86 with literally a couple of knots between ‘winning’ and losing everything.

There were several other details which I found vaguely annoying about the Lear 25. The type-rating involved a course in gymnastics so that the flight crew could access the cockpit, without breaking any switches or bones.

Question: if you see a Lear 25 crew walking down the street, how would you know which one is the Captain and which is the 1st Officer? The Captain will have his head resting on his right shoulder and the co-pilot’s head will be on his left shoulder, because that is how they must sit on the flight deck.

The fuel tanks are installed like torpedoes on the tips of the wings and when refuelling an empty aircraft, it is necessary to half fill one tank and then fill the other one, before topping off the first one, because if you fill one tank with the other one empty, the plane will fall over!

Then there are the leading-edge deicing strips on the wings. In order to work efficiently, they have to be spotlessly clean.

There was a joke among the engineers...”

What has more fingerprints than the FBI?” And the answer was the Learjet de-icing strips.

And did I mention the windscreen?

They are made from Perspex, more than an inch thick and are difficult to polish without introducing distortions and scratches, so it was tempting just leave it until it was virtually opaque and then cleaning and polishing it would take an age.

Okay, the Lear may turn heads with its sleek lines and sexy figure, but give me the good old Super Cub any day! We go back a long way and she gave hours of trouble-free friendship and fun.

Maybe I am just an old Bush Bumkin, but I prefer to fly aeroplanes which can take me places where there are no officials trying to justify their existence by giving me a lot of ‘up-hill’, through airspace molested by unintelligible controllers and air-traffic-jams of enormous flying hotels, flown by ‘pilots’ who spend their lives being told what to do by computers.

I don’t know about you, but I would prefer a Cub over a Learjet any day. 

AIRLINES MIKE GOUGH

TO NOT FEAR THE REAPER My first encounter with South African Airways was in 1979, when I was ten years old. Our family was travelling from Salisbury, Rhodesia, to London, and it was an adventure of epic proportions for this kid.

W

E had flown with Air Rhodesia to Johannesburg in a Boeing 720. This was a shorter-range development of the B707 and three of these variants were acquired by the Rhodesian government under a cloak of secrecy from Germany, in 1973.

Our flight to London, via Ilha do Sal, was in a Boeing 747-200, ZS-SAN. I had seen a Jumbo Jet before, but had not flown in one, and was completely beside myself with excitement at the prospect of the flight ahead.

During the cruise to Sal, a request to visit the flight deck was happily accommodated.

My brother and I were duly stunned by the complexity of the flight deck, and the clever trick the Flight Engineer did with the light test that seemingly caused everything to light up with a wave of the hand.

I remembered the registration as I asked what the letters meant, and my childhood fantasy of flying such an impossibly complicated aircraft became reality when I operated as a crew member in that same aircraft in 1998.

On the ground in Sal Island, we were all obliged to disembark while the aircraft was refuelled. As we filed out of the cabin, we walked past a middle-aged lady lying across a row of economy seats, in desperate medical distress, being attended to by multiple cabin attendants armed with oxygen bottles and first aid kits. I was

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horrified at her obvious gasping for life, and it is an image that has been etched forever in the mind of the younger me.

She died whilst on the ground at Sal, and for whatever reason, accompanied us on the next sector to London, wrapped in blankets and secured on the last row of seats at the rear of the aircraft. We did not land at Heathrow as planned, but diverted to Gatwick, and I have no recollection as to why this happened.

Overall, an eventful introduction to long range flying.

I joined SAA on the 3rd of November

1997 and commenced training on the 747 Classic a few days later, as a third pilot.

The company, the aircraft and its complex type rating course, combined with the personalities involved completely redefined my outlook on aviation.

Part of the induction course saw our intake of seven (me being the most junior, and the only non-SAAF pilot in the group) being taken to each division of the operation, and the capability of the company then was truly remarkable.

The need to fly around â&#x20AC;&#x2DC;The Bulgeâ&#x20AC;&#x2122; of Africa (as I did on that memorable flight 17

years earlier) had been politically re-negotiated a few years prior to my joining, and direct Europe and UK flights were then the norm.

However, while this was in effect, the need to push Boeing’s products to the absolute limits of performance resulted in some significant innovation and technical prowess being developed at the company. This was further compounded with the ‘hot and high’ conditions of our home base of Johannesburg, as well as the embargos and sanctions that had previously been in effect on the Nationalist government.

As a result, we could do complete overhauls of all the jet engines on the fleet and had a fully functional test rig for post-maintenance

FROM DAY ONE, ZUMA OPENED THE SPIGOT OF ‘ACCEPTABLE CORRUPTION’ engine certification. This capability extended to modifying the 747’s engines to Gold Star standard, which allowed ‘Bump Thrust’ for extreme heavy-weight take-offs. This essentially allowed us to legally over-boost the engines for a few minutes at take-off, and I remember seeing on a few occasions all four red warning lights illuminate on the EGT (Exhaust Gas Temperature) gauges.

We had approval from Pratt and Whitney as well as Rolls Royce to weld-repair high pressure fuel lines – which is a big deal. Our welding, structural fabrication and repair capabilities were legendary world-wide.

Component and sub-assembly overhaul and repair covered everything from generators to the massive landing gear assemblies of the Boeing and Airbus A300 fleets.

I recall the tour of the instrument and avionics sections, housed in the only ‘tremor-proof’ building in the country. This allowed complete rebuild and calibration of the highly sensitive flight instruments and INS units (Inertial Navigation System), used by the long-range aircraft. Any seismic activity could adversely affect these calibrations, and through a complex design of the structure and foundations of this building, nothing short of a significant earthquake would register within it.

The training section was (and I will confidently say – still is) a globally acknowledged centre of excellence. I was initially completely overwhelmed as to the depth of experience of the individuals involved, which was the daily norm for the classroom and then the Full Flight Simulator (FFS) phase. This twin-turbine greenhorn had to suddenly find his A-Game just to keep up.

Innovation and self-reliance were evident in the simulator section. In the early ‘70s, the quality of Eskom’s product was not to the liking of the engineers in this department. I suppose then there was at least a reliable supply of it…

In the basement beneath the building a device was built to smooth out the spikes and frequencies of the incoming power, which

consisted of a huge electric motor driving a generator, which in turn powered the 747 simulator. Ironically, this now fairly ancient device still powers the modern A320 FFS, which resides where the Classic sim used to be.

With so much innovation, technical and flying expertise, why has the place gone to hell in a handbasket?

Originally, as part of Transnet, independent financial reporting was not required and did not happen. The earliest ‘independent’ financials I can find are from 2001, which indicates performance back to 1998.

However, this report is then contradicted with the 2003/4 annual report, and the practice of re-stating financials seems to be a recurring theme in just about every subsequent report.

Unbundling from Transnet happened at the end of 2006, and the ‘new’ SAA was immediately saddled with a R7bn fuel hedging loss, despite this happening under Transnet’s watch. Fingers were pointed, and a few heads rolled, but the impairment remained on SAA’s balance sheet.

This period (2007 to 2009) was characterised by some serious political turmoil, from which the entire country has taken political, economic and reputational blows from which we are all still reeling.

This, of course, was the beginning of the Zuma era, and the same year of his inauguration (at which I crewed one of the fourship A340 fly-past), was the same year the ruinous Dudu Myeni was installed at the SAA board. From day one, Zuma opened the spigot of ‘acceptable corruption’ and almost without exception, the entire deployed ANC cadre body joined in with wild abandon.

The apparent pre-disposition to outright criminality exhibited

by South African politicians, their minders and minions, has been showcased to the world ever since.

There was actually a turnaround plan in action at SAA during this time that yielded positive results. Three years of profits, 2009 to 2011, ensued. The rest is a horror story, as good people were hounded out of the organisation, and completely unsuitable individuals were placed in positions that they had no chance of coping with.

When Myeni became chairperson, the financial collapse gained momentum.

SAA Annual Financial performance: 2010/11 782m profit 2011/12 843m loss 2012/13 1.2bn loss 2013/14 2.6bn loss 2014/15 5.6bn loss 2015/16 1.5bn loss 2016/17 5.6bn loss 2017/18 5.7bn loss Over this period, the entire country simply looked on in morbid fascination, and the ANC government when not actively looting, looked the other way.

Now, there is a strong call within civil society to shut the airline down. The ANC, as ideologically and factionally conflicted as ever, cannot as usual, speak with consensus on this.

The logic of killing off the victim as opposed to dealing with the abuser is bizarre to say the least, but understandable in the climate of zero accountability in South African politics. Frustratingly, even the official opposition would like us buried, instead of uniting with civil society groups (such as OUTA) and with our pilots’ association SAAPA, to take the corruption on head-first.

The government guaranteed a raft of loans to SAA as well as

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doling out a few small cash injections.

These overlap and replace each other and therefore are difficult to assimilate in a factual manner. Actual debt has been bandied about as anywhere between 25 and 40 billion by the press, although additional debt taken on to pay off historical debt, combined with rolling some debt over, makes it a murky picture.

It has emerged in the past few weeks that only 12 to 18 billion of SAA’s debt is actually guaranteed, with around 9 billion being paid off in the next three years by government.

Arguments that money spent on keeping SAA alive could have been better spent elsewhere is simply laughable in terms of how our government works. The very recent 3.5 billion from the Development Bank would not have built schools or hospitals as some may fantasise. It would just find its way into back pockets through other nefarious schemes. Get real. This is South Africa.

That money will have been burned through by the time you read this.

Which brings us to our current and very real, dire situation – Business Rescue.

Having conversed with people close to the process, things are indeed desperate.

There are a few options available, with the first always top of mind.

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1.

utright Liquidation. Creditors O will get nothing, and the government is the biggest one.

2. Structured Liquidation.

Creditors to line up and hope for a few cents on the Rand.

3. Downsize, reduce and retrench.

Government is adamant that no jobs shall be lost. Typically, in line with socialist thinking, and impossible to achieve.

4. Hang in for further government guarantees, as this is to be announced in the State of the Nation Address, but we will financially starve to death before this materialises in July.

5. Restructure and open up to an equity partner. Not as fanciful as some may think – some serious players want a piece of us, but our conflicted government won’t let us go.

The actual BR process currently underway is not a restructuring or turn around in any way. It is a slash-and-burn exercise. Actuaries are looking at cold numbers, dividing cash by days ahead to calculate the moment when the lights will be switched off. Flights dispatched daily depend on cash up front for fuel.

It’s not a pretty thing at all.

The very reason that South Africa punches way above its weight in aviation globally is due, by no small measure, to having a national airline of our capability that turned 86 years old this month, and the second oldest Airforce in the world, that turned 100, also this month.

The cross-pollination of skills from these two entities have positively affected every other aviation operation in southern Africa and has literally sown the seeds of our own success in this most complex field of human endeavour.

The loss of either or both will broad side the entire industry in ways that the average detractor or politician would ever be able to comprehend.

What the current level of management, both within government and the airline, has done to the once proud institution of South African Airways, is criminal.

Around the time this is being printed, The Plan is supposed to be released, and anything and everything could change between now and then.

I am reminded of that desperately ill passenger during our stop in Sal Island.

The situation is dire and the chance of not making it is real.

I am not ready for Last Rites. 

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PROFESSOR PHILIPPE-JOSEPH SALAZAR

LEGAL E AG LE:

GETTING TO GRIPS WITH THE DETAILS OF AIPS If you think the weather may be below limits, what should you do? The first thing would be to check what the limits actually are.

Y

OU start by checking the latest changes to rules, regulations and all the stuff that is still part of the ‘Integrated Aeronautical Information Package’. I say “still” because a proposal was made to take out “Integrated” from the list of Definitions at the beginning of the Civil Aviation Regulations (CARS).

Anyway, integrated or not, the Aeronautical Information Publication (AIP) is fascinating reading, especially when parliament is caught in the turbulence of political grandstanding, and aviation legislation lies in the proverbial doldrums.

Let’s take a look at a type of document related to the AIP that general aviation pilots tend to disregard, the Aeronautical Information Circulars (AICs). What is an AIC? “An AIC is a notice containing information that does not qualify for the origination of a NOTAM or for inclusion into the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters . . . AICs are classified into the following subjects—General, Operation of Aircraft, Personnel Licensing, Air Navigation Services, Aerodromes and Airworthiness” (see my Air Law, section 2.5.2).

Quite important, don’t you think?

AICs are organized in alphabetical order with sub-categories: A for General (admin, legislation, registration, training, reports, events), B for ops, medical, safety, navigation and landing aids, equipment, military, C for licences, D for air navigation services, E for aerodromes. You begin to realise why they are important to safe flying.

Here is an interesting AIC recently posted that might have gone unnoticed: AIC Series A 001/2020, 27 FEB 2020 (That is the proper reference style).

It provides a list of aerodromes and helistops, updating AIC 007/2019. A slate of helistops have been removed (mostly at hospitals) as their licences expired, and a whole lot have been updated, usually at industrial, mining or resort venues. BTW: “licence” and not “license” as this AIC says erroneously. Refer CARS: “licensing” as in “personnel licensing, licensing authority”, but “licence” as in “pilot licence”. Oddly there is no definition of a “licence” in CARS 1.01.1. And another BTW: Licentious takes a ‘t’.

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Back to this new AIC. It has practical implications: if on a nav you want to land somewhere, first check the list and see whether your intended airfield is legit. Surprise! It is not there! Has it vanished into thin air?

You think I’m being funny? Negative. FANY has disappeared!

You thought, let’s stretch my legs at Nylstroom. Well, you still can, provided that you make sure you are allowed to land and you reconnoitre the strip before putting wheels to the ground – it is no longer licensed, so you have to take precautions to cover yourself against liabilities. That is the practical implication of this little unnoticed AIC. My personal dream is not FANY but FAME – I don’t mean fame, but Marion Island added to my logbook.

But how could you have missed the vanishing of FANY? Perhaps the diligent club member-in-charge had better things to do (buying beer), but to make his, or your case worse, a notice by way of a recent Amendment (AMDT) to the AIP should have alerted you: AIP AMDT 1/20 of 15 JANUARY 2020 (that is the other, proper reference style) states, unequivocally (typo included), that “FANY AD license withdrawn”.

This brings us to take a look at how to read and use Amendments to AIP, and to AMDT 1/20.

AIP Amendments come up on the CAA website on a dedicated page, http://www.caa.co.za/Pages/Aeronautical Information/ Aeronautical Information Publication.aspx On that page you’ll find a Control sheet, AIP AMDT, which is published every 15th of January, April, July and October, and the relevant documents, all in PDF. The Control sheet only lists changes.

How do you navigate that information? First, you read the Control sheet, then you select what interests you, finally you access the relevant updated section of AIP. Where is it? On the CAA website, on the page mentioned. Now you have in front of you the updated AIP section. Simple! … But wait. Don’t taxi yet.

Let us look at the AMDT 1/20 effective 15 January 2020.

First change of note (among many others): it indicates a change of frequency for FAD 183 (AD: danger area), in plain English the Johannesburg Helicopter General Flying Area (caps as in the AIP).

The Control sheet says, “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”, but it does not tell you what the new frequency is. To get it you have to access the relevant PDF of the updated pages, in this case ENR (ENR= en route) 5.1.

And at 5.1-30 (“30”, you find out when you look at the page itself), voilà: FREQ: 124.4 MHz. Not so fast. How do you spot the change on the updated page ?

Easy: on the new page itself a vertical black line, alongside the boxed text, alerts you to the change. However that marking is not always very intuitive. In this specific case, because it is set against the entry “Lateral limits -The area bounded by lines drawn as follows” you might think, rashly, “gosh! they’ve changed the lateral limits!”.

No, my chopper friend, it only relates to FREQ, as you will see if you first look at the AIP Control sheet, which says: “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”.

But again, it can be quite confusing. In short: look for the black line, then read again what the Control sheet says, and look back at the updated page.

Under normal circumstances, an AMDT should have found its way into the relevant section of the AIP books owned by your club, school or yourself, the new pages of which should have been inserted in those heavy blue volumes that are gathering dust on top of the bar fridge where the mascot cat surveys the lay of the land.

The Control sheet is actually helpful, spoon feeding you even: it explains exactly what pages are to be inserted or replaced in the AIP and how to do it. If you check in the books themselves, do make sure you are looking at the updated page : check if in the footer of the page there is the mention AMDT 1/20 and in the header the date 15 JAN 20 (in this quoted AIC). Or just read it online as mentioned, where it should be correct.

What to do with old pages, in those blue books? Make sure they are put away, and marked, in red, DISUSED. Accidents can and will happen if a student or a club member uses old information.

For now you are good to go, but remember to check again on 15th April, July, October.

Staying up north and with this latest AMDT 1/20, the Control sheet itemises changes to “ENR 2.1: Revised FAKN TMA, revised Johannesburg North East airspace” and to “ENR 2.2: FAKN Special rules area, Johannesburg North East frequency”. But the Control sheet is somewhat confusing.

At a closer look the amended pages for ENR 2.2 (in effect 2.2-13) do not reflect a frequency change but a significant airspace change:

Let us see whether you can spot the difference between previous and current rules (if you do, you win a transparent, untethered windsock courtesy of SA Flyer): Previous: The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500FT ALT, which falls below the Kruger TMA, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. Current (effective 15 January): The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500 FT ALT, which falls below the Kruger TMA excluding FAKN TMA E, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. However there is a frequency change, affecting Johannesburg North East but it falls under ENR 2.1 (2.1-39, to be exact) and not,

as listed by the Control sheet, under ENR 2.2. The new frequency is 134.40 MHz:

Again, note the black line and do not get more confused than necessary.

But the AMDT 1/20 phraseology is correct in signalling a (massive) change with regard to airspace under “ENR 2.1: FAKN TMA, Johannesburg North East airspace”: a Class C airspace has been added to Johannesburg Northeast, as reflected in the updated section 21.1-40:

All of this reminds us, both seasoned and unseasoned pilots, to apply the golden rule given to me by a highly respected airline pilot, ex SAAF, and handed down to him by a WWII aviator and instructor military: “In God we trust, the rest we check”.

And on this note, till next time, check the rest, please – and fly safe!  Postscript: From a Personal Communication to Prof Salazar from Dr Sifiso Eric Ngesi, Researcher, Portfolio Committee on Transport, SA Parliament: The Civil Aviation Amendment Bill [B44-2018] is currently before the Portfolio Committee on Transport (of the National Assembly). The call for submissions (comments) commenced on 26 November 2019. By 15 January 2020, nine submissions had been received by the Portfolio Committee and the tenth one missed the deadline. Public hearings on the Bill have been scheduled for 4 March 2020.

The two other aviation Bills that were revived and referred to the Portfolio Committee on Transport in the 6th Parliament by resolution of the National Assembly on 29 October are the Airports Company Amendment Bill [B5-2018], as well as the Air Traffic and Navigation Services Company Amendment Bill [B6-2018]. The Portfolio Committee on Transport deliberated on these two Bills on 11 February 2020 and recommended that the National Assembly pass the Bills.

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Defence D arren O livier

DENEL

What will it take to save it – and the SAAF?

Frank Boekkooi

If Denel does not get the bailout it needs, the Rooivalk will be grounded, despite its proven combat success record.

In the first part of this piece, published in the January edition, I explored the tragic fate of Denel’s aerostructures business as a result of State Capture, along with the impact on the rest of the company. This month I’ll look at what options exist to rescue Denel in a way that it no longer requires direct government support and can become sustainable in its own right.

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N 10 February, the ratings agency Fitch removed Denel from its Rating Watch Negative (RWN) list and gave it a ratings outlook of ‘Stable’. While it reaffirmed Denel’s long-term credit rating as B(zaf), unchanged since it downgraded the company from AA-(zaf) a year ago, this still represents a sharp improvement in the

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way Denel is perceived by the investment community.

Fitch based this decision on the combination of the restructuring that has already occurred under the new executive team, led by Danie du Toit, as well as the R1.8 billion capital injection by the South African government late last year that allowed Denel to finally emerge from its crippling cash crunch and begin resuming

deliveries. However, Fitch’s statement noted that many challenges remain, mentioning Denel’s weak short-term capital structure, a year on year decline in revenues from R5.8 billion to R3.8 billion, ongoing liquidity constraints, and an inefficient operating setup.

They’ve essentially stated that unless Denel can restructure itself over the next few years to substantially reduce its cost base, improve cash flows, cut non-core businesses and refresh its product lines it’ll be stuck in a short-term loan and liquidity cycle that’ll bring it right back to the same point in a few years. A more permanent solution is needed.

To this end Denel provided a dramatic turnaround plan to both the government and Parliament. In it, the company announced plans to shut down (or sell) its aerostructures, properties, satellite, gear manufacturing, foundry, demining and canine training, in-house insurance, and Land Mobility Technologies divisions.

Aerostructures was already closed at the time of writing. Divisions and business areas that are regarded as non-core and will be spun off into joint ventures or strategic equity partnerships, as Denel did in the past with Optronics and RDM, are the Rooivalk MkII, the MRO business within Denel Aeronautics, UAVs, armoured vehicles, small and medium calibre munitions, infantry weapons, optronics, mechatronics, and maritime MRO. Then only listed core business areas are infantry systems, artillery systems, missiles and precision-guided munitions (PGMs), integrated systems, cyber systems, and the Overberg Test Range. The remaining stake in Hensoldt Optronics will be sold.

underinvesting in its UAV product line, a joint venture in this area might be a net positive from a SAAF point of view.

Yet this all must be done if Denel is expected to be a sustainable standalone business. The company’s operating structure has never truly made sense, being organised along the lines of a conglomerate of mostly independent subsidiaries and divisions that for the most part don’t share technologies, facilities, or projects. It was formed in 1992 not with much thought to operating efficiencies and synergies but only as a way

at the time, as it merely postponed the reckoning and prevented Denel from being made self-sufficient earlier. It also left Denel acutely vulnerable to the effects of State Capture during the Zuma era thanks to its precarious cash flow and reliance on bridging finance.

It’s vitally important that the same mistake is not repeated this time around.

First, Cabinet must decide which capabilities within Denel it considers to be so critical and sovereign that they cannot be lost, and it should commit to keeping those operational

to remove all manufacturing from Armscor, allowing the latter to focus on procurement, project management, and defence-related research.

The first real effort to rethink its structure was in 2006 under the leadership of Shaun Liebenberg, which resulted in selling off majority stakes in Denel Optronics (now Hensoldt Optronics) and Swartklip, Somchem, and Naschem (now Rheinmetall Denel Munition) and some internal re-organisations. It was mostly effective, but incomplete: While it meant that Denel was able to make a profit by 2011, it did not go far enough, and it did not remove the company’s dependence on shortterm financing.

The biggest reason for this failure was that, even though it had approved Liebenberg’s turnaround plan and its required funding, the government never provided a R1.7 billion capital injection required to complete the restructuring and renew old manufacturing equipment. It also blocked some joint ventures, such as an attempt by MBDA to buy part of Denel Dynamics. In hindsight this was foolish short-term thinking on the part of Cabinet

with direct and ring-fenced funding if necessary. It’s unreasonable to expect Denel to maintain those capabilities even at a loss while at the same time insisting that its executive team must make the company profitable. That funding does not have to be in the form of direct subsidies, it can be done via a guaranteed regular stream of production and R & D orders, as is done

by European, Asian, and North American governments in support of their critical defence industries.

Second, the second tranche of the agreed-upon cash injection, amounting to a further R1 billion, must be made available in this month’s budget. Without it the restructuring will stall part way, leaving Denel in more or less the same state as before. This is not the time to focus only on the short-term, the objective must be to solve the problem for good.

Note: The first part, published in January, contained an error that crept in during the publishing process. It contained a reference to ‘Denel Aerospace’, which of course does not exist, when it should have said ‘Denel’s aerospace divisions’. We regret the error. 

Denel's divestment plans.

Therefore, if Denel’s proposed restructuring goes ahead, and is completed as planned, the only aerospace business that will definitely remain a core part of Denel is the missile and PGM side of Denel Dynamics and the Overberg Test Range.

Everything else might be sold or spun off, depending on the outcome of case-by-case evaluations.

The implications for the South African Air Force (SAAF) are broad. As the MRO side of Denel Aeronautics is the OEM for the Oryx and Rooivalk, as well as for the C-130BZ upgrade, if it shuts down it will likely force the SAAF to retire those types from service. Moreover, as Denel Aeronautics also performs critical maintenance on other aircraft in the SAAF’s fleet, such as the A109s, a folding of the business could make the ongoing support of all those types prohibitively expensive by requiring outsourcing to foreign MROs. In short, the South African Air Force will be utterly crippled if the repositioning of Denel’s aviation MRO side into a sustainable business fails and must shut down. The possibility of this happening has been keeping SAAF planners up at night, yet with the force’s limited budget they’re largely powerless to affect the process.

Similarly, whatever happens to the Rooivalk MkII business will affect the SAAF deeply, as it’ll determine whether there is any upgrade path from the present Mk1 Block 1F standard as used operationally. Denel has proposed a Mk1.1 upgrade to the SAAF, which would include refreshed avionics and a few modernisation steps to sharply reduce operating costs, but the capabilities to carry out those upgrades might be spun off into the Mk2 business.

Denel’s goal of course would be for the Rooivalk Mk2 business to become a joint venture with a cash-rich defence company in another country that could provide the funding to complete development and industrialisation, but that seems an ever more distant possibility as the years go past. It also means that while the SAAF might benefit from not having to fund future development itself, it would also lose any control over the direction of that development.

UAVs, too, will be a concern as Defence Intelligence operates a number of Denel Dynamics Seeker 400s, and the SAAF still has a standing requirement for which the Seeker 400 was downselected. However, given that there are no other local UAV manufacturers producing systems in the same class, and that Denel has been

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Companies

CAPITAL AIR

is now a BLR representative Rand Airport based helicopter specialist, Capital Air, has been named

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BLR’s newest FastFin® System Service Centre.

ITH performance enhancing products on more than 5,000 helicopters and fixed wing aircraft world-wide, BLR is committed to providing excellent field support and backup by providing worldwide training on their systems. To this end they carefully select product support and installation partners.

For Southern Africa, BLR has selected Rand Airport based Capital Air as their newest certified service centre for BLR’s FastFin® Systems and Dual Tailboom Strakes.

Mike Carpenter, President of BLR Aerospace says, “We expect great things from our partnership with the experienced technicians at Capital Air and are thrilled to bring all the performance and safety benefits that come from our systems to South Africa.”

BLR TAILBOOM STRAKES BLR’s Dual Tailboom strakes have been conclusively shown to provide more performance, with less pilot fatigue. They have been shown to be the most costeffective, multi-functional, value-added modification ever developed for single-rotor helicopters with enclosed tailbooms.

BLR Tailboom strakes work by organising and controlling rotorwash,

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FlightCom Magazine

reducing undesired sideways lift on the left side of the tailboom. By reducing turbulence under the tailboom, Dual Tailboom Strakes reduce tail rotor pedal reversals by up to 38 percent. Performance Highlights for the Bell 206L include up to 150 lbs of additional out of ground effect hover performance.

FASTFIN® TAIL ROTOR ENHANCEMENT BLR has developed and certified its FastFin® Tail Rotor Enhancement and Stability System for installation on Airbus H125 helicopters. The system is available for all models of AS350, and certified performance is available for the B1, B2, B3 and H125/B3e.

FastFin uses advanced airflow management to increase the effectiveness of the H125 anti-torque system for significant increases to hover load and stability. The FastFin is comprised of an Advanced Tailboom Aerodynamic Cowling (ATAC), a Tailboom Strake and Vortex Generators.

The H125 (AS350 Series) FastFin System is

ABOVE: How the tailboom strake works.

LEFT: The BLR Tailboom strake on a Squirrel.

available to the aftermarket and as a factoryinstalled option on new H125 helicopters and most of the Bell 200 and 400 series helicopters.

CAPITAL AIR Capital Air is an experienced helicopter and turbine engine sales and support company with over 200 employees. Based at Rand Airport, Capital Air Ltd, Capital Control Centre Ltd, and Capital Air Security Operations Ltd, functions as one to provide a complete professional and effective inhouse aviation solution.

For more information visit BLR’s website at www.BLRaerospace.com and Capital Air’s website at www.capitalairsa. com. 

Feature G arth C alitz

SAAF PRESTIGE DAY PARADE Not a Centennial Celebration

The South African Airforce has historically celebrated its birthday on the Friday closest to 1 February. All the major milestones were deemed worthy of a special badge or emblem. But not this year, which many old SAAF members thought should have been the greatest of all milestones - the centenary of its founding – its 100th birthday.

A

S the SAAF geared up for their Centenary Celebrations an order came from up the chain of command that no mention of the word Centenary or the numerals 100 were to be used in any form regarding the SAAF. The exact origin of this order is not known, it does however appear to be political, so it is considered likely that it originated from ANC headquarters

at Luthuli House. The slogan “Embrace our collective heritage” was then chosen to represent the day. Many consider this ironic as the opposite appears to have been the case, in that a strong attempt was made to expunge the initial 75 years of SAAF history.

On the day, the ‘Prestige Parade’ was on a much larger scale than has been seen any time in the past few years, with many current operational aircraft taking part, despite severe budgetary constraints. In the past the fly-pasts were made up of

A 21-ship helicopter formation opened the 'centenary celebration'.

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FlightCom Magazine

predominantly of SAAF Museum aircraft with a few operational aircraft thrown in the mix.

On arriving at AFB Swartkop, guests could feel the anticipation in the air with the apron full of aircraft and the excitement at levels that haven’t been seen for many years.

Once the parade had been brought to ease, the sky was filled with a multitude of parachute canopies from the Golden Eagles Parachute display team, Special forces and the Pretoria Defence Skydiving Club. The huge 85kg South African National flag was part of the drop.

Lieutenant General Fabian “Zakes” Msimang Chief of the Air Force then made his way to the podium, amid a 15gun salute provided by members of the SA Army Artillery. Once the CAF and revue officer for the parade had taken his place, a two-ship flag formation of Agusta A109 helicopters flew past proudly flying the National and SANDF flags.

A mass flypast of SAAF assets followed with the CAF proudly saluting the waves of aircraft that passed overhead. The first flight, a twenty-one ship helicopter formation was made up of both current and museum aircraft. The next flight was a twoship formation of a SAAF Museum Cessna C185 and an Atlas C.4M Kudu. They were followed by a five-ship formation of North American T6 Harvards, “the school master of the skies.” The Harvards were from

Flying the flag - Agusta A109s.

the SAAF Museum and the Harvard Club of South Africa.

A transport formation followed. Led by a now rarely seen TP-47 Dakota, three Cessna C208 Caravans from 41 Squadron and two Casa 212s from 44 Squadron completed the six-ship formation. This was followed by a tight eight-ship formation of four Saab JAS 39 Gripen fighters and four BAE Hawk MK120s. Both types are based at AFB Makhado in the Limpopo Province.

“Inkwazi” the SAAF’s Boeing 737-7ED (BBJ) used as a presidential aircraft led the next flight. The BBJ was joined by a Dassault Falcon 50, and accompanied by the “Silver Falcons” aerobatic display team in their Pilatus PC7 MkIIs. Lt-Gen Msimang then called upon the officer Commanding Air Force Base Ysterplaat, Col Moatshe, to join him on the podium and receive the trophy for the Prestige Base of the Year, this is the second year in a row that AFB Ysterplaat has won this award.

Lt-Gen Msimang, despite the political limitations placed on him, delivered an inspiring speech highlighting the formation of the SAAF by Gen Jan Smuts and Gen Pierre van Ryneveld, a process that started in 1917. Gen Msimang referred to himself as the 21st Air Chief in the pre and post 1994 history of the South African Airforce and said “My prayer today is, as we acknowledge the history of our Air Force and as we celebrate 25 years of a democratic SAAF” in those few words he acknowledged the 100 years of proud SAAF history.

Gen Msimang addressed the increasing threat of terrorism, ethnic nationalism and fundamentalism known as TENF. “As our Armed Forces modernise and become more technologically advanced, careful attention must be

given to having a balanced and broad enough suite of capabilities that can address the challenge of TENF. Developing a common understanding of the extent of the threat is the first step in coordinating a national and integrated regional counterterrorism response,” he said.

“Our borders are the physical manifestation of our national sovereignty. Yet we experience unprecedented illegal cross-border migration, human trafficking, the smuggling of small arms and light weapons, trafficking in stolen goods and property and the illegal harvesting and transfer of natural resources. Similarly, we are also challenged by maritime crime in our Exclusive Economic Zones, piracy on the high seas, the illegal exploitation of maritime resources and the uncontrolled movement of people and goods at sea. The international response thereto has seen Multi-National Joint Task Forces being formed and deployed to high-risk areas. One of the difficulties such task forces face is reliable shared-maritime domain awareness.”

Gen Msimang concluded his address with a passionate plea; “Ladies and gentlemen, I present to you: Your Air Force – The Peoples Air Force which is here to serve and defend you unconditionally. Nurture it and keep it relevant. Let us Love, Respect and Protect our beloved country.”

A group of young children were brought onto the parade ground, they released a flock of white doves and balloons printed with “SAAF 2020”.

A mass Harvard shutdown and a flypast by the SAAF Museum’s De Havilland Vampire brought an end to the celebration. 

Gripens and Hawks.

Presidential Boeing and Falcon lead PC7-Mk72s.

Lt-Gen Msimang hands Col Moatshe best air base trophy.

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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

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SA Flyer 2019|03

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

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COMPANIES

SKYSOURCE INTERNATIONAL Quality is our Passion

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KYSOURCE INTERNATIONAL South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of mind in a job well done.

Specialising in turbo prop aircraft Skysource International SA deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs.

With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International Group is a family owned and operated business that takes great pride and puts great emphasis on instilling family values into how it conducts business.

Skysource International SA also offers; aircraft pre-purchase inspections, aircraft maintenance management, aircraft recoveries, and aircraft re-weighing. Contact South Africa Manny Farinha: +27 72 036 3433. Telephone South Africa +27 10 900 4300 Contact USA Luke Overstreet: +1 406-698-2413 E-Mail: info@skysourcesa.com

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Aero Services

A

ERO 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

SA Flyer 2015|07

C W Price & Co Aircraft Headsets For over 50 years, Peltor has led development in protection and communication for anyone who spends time in noisy environments. All headsets in the Aviation 8000 series have ambient noise compensated differential microphones. The earphones have a broad frequency range for good sound reduction in Fixed Wing Aircraft and Helicopters.

Ground Power Unit You can depend on Hobart for full support of your aircraft’s power requirements AC or DC. Hobart has earned the reputation of being the “standard” in the industry, trusted for the superior power quality and excellent durability.

The Red Box RB Series These man-portable GPU’s use the latest in dry lead acid military / aviation technology which offers many valuable features. Very rugged, they can be operated, stored or transported in any orientation, even inverted. Safely transported in aircraft, land or sea, they produce massive power for comparatively low weight and small size. They hold their charge for long periods when on standby or in storage.

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C W Price and Co Tel: (011) 8054720 Fax: (011) 3156275

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FlightCom Magazine

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COMPANIES

Mistral Aviation SPIDERTRACKS Services A LEADING PROVIDER OF Mistral Aviation was founded in 2002 with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers.

(OEM).

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T Mistral we believe that by utilising the favorable labor rate and local expertise within South Africa, the cost of importing the spares can be offset whilst producing a product comparable to that of the European and US

facilities.

Mistral Aviation is an independently owned company and has always traded as Mistral Aviation Services.

We are in no way linked with Mistral Aviation, based in the DRC, orany other companies with similar names.

S

PIDERTRACKS, a leading provider of satellitebased real-time flight tracking, active flight following and communication solutions, recently announced the launch of their nextgeneration hardware - Spider X. Built on the advanced functionality of its predecessors, it makes flight data monitoring (FDM) accessible for general aviation as a simple, easy to install, lightweight and affordable solution.

Expanding on the power of Virtual FDR™, it introduces an attitude and heading reference system (AHRS) - data is transmitted over the air, providing simple & easy access to information about an aircraft’s orientation and position. Designed in-house, specifically for aviators, it’s packed with forward-thinking tech such as WiFi, Cellular, Bluetooth, USB-C, and serial port interface capabilities.

Spidertracks are carving out a unique opportunity for digital transformation within a traditionally analogue industry. They’re looking to redefine the way data is accessed & received from an aircraft, delivering more usable insights & solve problems the industry faces.  SA Flyer 2017|07

Contact Details Telephone: (27) 011 397 7 478 Fax: (27) 011 397 1143 E-Mail: Peter@mistral.co.za Website: www. mistral.co.za Address: Unit 2B,46 Kelly Rd, Jet Park Gauteng, South Africa 

SATELLITE-BASED REALTIME FLIGHT TRACKING.

WE OFFER THE INDUSTRY INTEGRITY, RELIABILITY, EXPERIENCE AND A DEPTH OF KNOWLEDGE

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

SA Flyer 2020|03

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1968 Piper Cherokee PA28-140

2002 EC 120

2007 Bell 206-L IV

AFTT: 7,040 Hours MPI Done: 28.03.2019 SMOH: 1,375 Hours

AFTT: 9,157 Hours Cycles: 11,887

IFR Panel, Pilot Toe Brakes, 625 Hours Rem on Engine.

AFTT: 3,200 Hours Total Landings: 7,526 SMOH: 102 Hours Well Equipped, Well Maintained, Freshly Overhauled Engine, Re-Painted in 2017.

Composite Baggage Door, Van Horn Tail Rotor Blades, FDC/AeroFilter Barrier Filter.

Price: R 325 000.00 +VAT (If Applicable)

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1981 Beechcraft King Air B200

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FlightCom Magazine

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Defence G arth C alitz

ROODEWAL 2020 SANDF Armed Forces Day 2020 - Weapons Capability Demonstration The SANDF Armed Forces Day commemorates the sinking of the SS Mendi in the English Channel on February 21, 1917 which resulted in the deaths of over 600 soldiers from the South African Native Labour Corps.

The demonstration also commemorates all South African soldiers that paid the ultimate price to defend freedom‚ peace and justice.

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AnFlightCom Oryx deploys troops to protect 'a downed airman'.

Magazine

O

VER the years the Armed Forces Day has been extended to a week of activities hosted by one of the four branches of the SANDF, namely the SA Airforce, SA Navy, SA Army and the Military Medical Health Services.

The weapons capability demonstration section of Armed Forces Day is probably the most anticipated event of the week. This year the spectacle was held at Roodewal Bombing Range, 63 km north of the

Limpopo city of Polokwane Roodewal is the official bombing training range of the South Africa Airforce and as a result this year’s demonstration, despite being hosted by the SA Army, was rather “SAAF heavy”. For the benefit of the large crowd of military personnel, foreign military attaches and some fortunate members of the public, large screens were erected that showed live footage taken from the SAAF’s Koiler system that linked from a circling Cessna Caravan.

The action began with a Para drop

LEFT: A CASA 212 unloads supplies to the ground troops.

MIDDLE: A SAAF Caravan with an Optronics sensor provides Telstar coverage.

BELOW: A Gripen pulling hard.

of Special Forces from a SAAF Oryx helicopter. The â&#x20AC;&#x153;path findersâ&#x20AC;? were to simulate the clearing of the intermediate area to allow for the mechanised unit to move in. The SANDF displayed their mechanised vehicles ranging from the tiny Gecko to the mighty Olifant Tank.

Two Gripen JAS39 fighters then intercepted a lone BAE Hawk Mk120; a rather unfair fight, as the Hawk was quickly eliminated by the superior Gripen fighters.

The air then filled with the sound of rotorblades as the SAAF created a scenario of a downed aircraft. Oryx helicopters carrying troops from 500 squadron inserted their troops using various methods from fast roping to fast landing and evacuation.

The troops on the ground then prepared the injured crew members for casualty evacuation. One was hoisted into an Agusta A109 LUH by means of a sling, the other more seriously injured member was lifted in a stretcher into an Oryx. The remaining troops were then extracted by

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the long rope method whereby the soldiers attach themselves to a long rope and are lifted out the battle area dangling from the rope. A 16 Squadron Rooivalk Helicopter was providing top cover throughout the operation, firing with both rockets and cannons.

During the mock battle a CASA 212 from 44 Squadron replenished the ground forces by means of a cargo drop. Four pallets were released, each being brought gently to the ground with individual parachutes.

Enter the fast jets, four BAE Hawks entered the theatre releasing four 120kg bombs exactly on target. The Hawks then doubled back and again ran in on their target, this time for a strafing run with their 30mm cannons. The Gripens entered the range for both a bombing and strafing run, performed with impressive accuracy.

The SAAF Gripens are equipped with two Mauser BK 27mm cannons and 120kg bombs. Before the dust had cleared the Rooivalk AH2 entered the arena letting loose with its 70mm rockets. The Rooivalk is celebrating its thirtieth birthday.

The flying demonstration closed with a beautiful flare drop by the Gripen, Rooivalk and Oryx helicopter followed by a massive wall of fire. The SAAF, in spite of their limited budget, still manages to inspire confidence in the citizens of South Africa and has always executed their mandate to protect the republic from any airborne threat. ď&#x192;ź

A Hawk Mk120 uloads its 4 250 kg bombs.

Celebrating its 30th, year a Rooivalk shows off its devastating rocket salvos.

The spectacular finale - a Oryx discharges its 'angel flares'.

33

FlightCom Magazine

COMPANIES

BNT International to support Honeywell Wheels and Brakes in Africa

The five-year agreement ensures that regional customers have access to 100% genuine Honeywell parts and reliable, local maintenance services.

B

NT INTERNATIONAL was selected by Honeywell to provide Africa-based airline operators with wheel and brake maintenance services.

The agreement enables BNT International to provide maintenance, repair and overhaul (MRO) support in Africa to airline operators that fly Boeing 737 Classic and NG aircraft fitted with Honeywell’s

Cerametalix wheels and brake technology.

Cerametalix wheels and brakes average an amazing 5.5 million aircraft landings a year. Proven to reduce operating costs while providing improved performance and reliability, Cerametalix brakes are particularly well-suited for quick-turn applications due to their superior energy absorbing capability.

“Having effective maintenance, repair and overhaul service is imperative to the reliability and performance of operators’ wheels and brakes technology. With inregion capabilities, we can provide support to Africa-based operators in a much more cost- and time-efficient manner,” said Paulo Mateus - Managing Director, BNT International.

BNT International offers Africa’s

airlines a trusted in-region MRO capability to maintain their Honeywell wheels and brakes, improving Turn-Around-Time (TAT), reducing maintenance cost per flying hour and providing the peace of mind that installating 100% genuine OEM parts brings.

Honeywell Channel Partners are carefully-selected companies chosen to provide customers with an authorized source of parts, support for components, installation, maintenance, repair, service, warranty and special program applications.

BNT was selected based on our proven ongoing high standards of performance, our track record in terms of integrity and compliance and our investment in a new and growing facility in Johannesburg, plus planning to establish a repair shop in Ghana.  AMO 1288

Your one-stop-shop for repairs and overhauls of aviation rotables and special processes.

BNT International (PTY) Ltd. Unit D3, Denel Industrial Park, Denel North Entrance (off Atlas Road), Kempton Park, Gauteng, South Africa, 1619 Tel. +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za

• Quality • Safety • Service Excellence • Honest Pricing

SA Flyer 2020|03

SA Flyer 2019|05

Aviation Services • Composites & Aircraft Structures • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Fire Extinguishers • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382

FlightCom Magazine

34

COMPANIES

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.

C

URRENTLY, AviSys is equipped to cater for our clients’ needs as per the SA CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA CAA Component • Release to Service (Authorised Release Certificate) on the following OEM Makes; • ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

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

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked staff members.

AviSys looks forward to 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 

35

FlightCom Magazine

Morné Booij-Liewes

Companies

Valentine’s Day Maiden Flight for G700

The best kept secret - Gulfstream's G700 maiden flight.

Gulfstream Aerospace’s new flagship G700 ultra-long-range business jet took to the air on its maiden flight on Friday 14 February from the company’s base at Savannah-Hilton Head International Airport in Georgia USA.

T

HIS is in a remarkably short four month period since the aircraft’s launch in October 2019. The flight, lasting two hours 32 minutes, was flown using a 30/70 blend of sustainable aviation fuel. The flight test programme will use five airframes – all of which have already been built, to gain certification and begin customer deliveries in 2022. All structural load tests have already been completed.

Gulfstream plans to wrest back the crown of ‘longest range bizjet’ from Bombardier’s Global 7500 with the G700. The G650, Gulfstream’s current flagship model, has seen more than 400 units delivered around the globe since the type’s entry into service in December 2012.

A full-scale cabin mockup of the G700 was unveiled at the NBAA during October 2019. They showed video footage of the first test aircraft taxiing under its own power, having managed to build the aircraft in near total-secrecy.

Gulfstream claims the G700 has the longest, widest and tallest cabin fitted with 20 signature Gulfstream oval windows and up to five living areas. The aircraft introduces many all-new interior differentiators, including an ultra galley with more than 10 feet of counter space and a crew compartment or passenger lounge; the industry’s only ultra-high-definition circadian lighting system; speakerless surround sound; and a master suite with shower.

It is powered by a pair of Rolls-Royce Pearl 700 turbofans while the 31.39m span wing features an all-new winglet. The G700 can fly at a high-speed cruise of Mach 0.90 for 6,400nm (11,853km) or 7,500nm (13,890km) at its long-range cruise of Mach 0.85. The aircraft also includes the Gulfstream Symmetry Flight Deck with the bizav industry’s only electronically-linked active control sidesticks, extensive use of touchscreen technology and Gulfstream’s awardwinning Predictive Landing Performance System.

The G700 will have a maximum takeoff weight of 48,807kg, carry 22,407kg fuel. It measures 33,48m in length and stands 7,75m high. The finished cabin measures 17,35m in length with a width of 2,49m and height of 1,91m. The G700 is 3,07m longer than the G650ER. The new Rolls-Royce Pearl 700 engine was specifically designed for Gulfstream’s G700. The engine has a brand-new low-pressure system, resulting in an 8% increase in take-off thrust at 18,250lb compared to the BR725 engine.

The engine offers a 12% better thrust-to-weight ratio and 5% higher efficiency. 

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

www.aerosouthafrica.com

The African Show For General Aviation AERO Friedrichshafen and Messe Frankfurt South Africa have joined forces to bring you AERO South Africa, the largest general aviation trade show on the continent.

The event will expose visitors to the latest advances, developments, products and services from exhibitors in the aviation industry.

Why exhibit at AERO South Africa?

AERO South Africa gives your company the opportunity to: Interact with industry professionals and buyers Generate new sales leads Nurture relationships and interact with your customers Create brand awareness Launch new products and services to the industry

Organised by

In co-operation with

FlightCom Magazine

36

Defence Morné Booij-Liewes

KENYA DEFENCE FORCE STEPS UP DELIVERIES

37

The Kenya Defence Force (KDF) has bolstered its transport and light attack capability with the recent delivery of two new Leonardo C-27J Spartan transport aircraft and six MD530F Cayuse Warrior combat helicopters. These are part of bigger orders for three C-27Js and 12 MD-530Fs placed to better equip the KDF in its fight against Al Shabaab insurgents. Later this year the KDF will also take delivery of three C-145 Skytruck light transport aircraft.

and is primarily used to assist Aviation Foreign Internal Defence (AvFID) missions of the Air Force Special Operations Command (AFSOC) in numerous theatres of operation, including East Africa. The aircraft are equipped with a modern Honeywell Bendix King avionics suite. The Skytruck is powered by two Pratt & Whitney PT6A-65B turboprop engines rated at 1,100shp. It operates at a service ceiling of 25,000ft while its STOL capability confers excellent rough-field capabilities.

CAYUSE WARRIORS The Cayuse Warrior helicopters are part of a 12-aircraft order placed in 2016. The U.S. State Department had, in May 2017, approved the sale of these helicopters to replace Kenya’s ageing fleet of MD500 aircraft. The $253 million sale included 4,032 M151 high-explosive warhead rockets, 1,536 2.75-inch M274 smoke signature warhead rockets, and 400,000 rounds of .50 calibre ammunition.

The order is supplied by the United States Government as part of a 150 order by the US Army under a five-year $1.4B contract for allies and partner countries.

The helicopters were handed over to the KDF at a ceremony held at Embakasi Barracks on 23 January and attended by some 100 guests including U.S. Army MajGen. Michael D. Turello, Commanding General of Combined Joint Task Force-Horn of Africa (CJTF-HOA) and numerous KDF officials. The ceremony underscored the strong US-Kenya partnership and ongoing efforts to combat terrorism in the region.

CJTF-HOA supports the Kenya Defence Force in its fight against the Somaliabased al-Shabaab Islamist militant group.

Kenya contributes to the African Union’s AMISOM mission against the group.

The helicopters are capable of performing a variety of scout, attack and close air support missions, which will enhance KDF operations. Included

C-27J SPARTANS The first two C-27J Spartan transport aircraft were delivered to Jomo Kenyatta International Airport in Nairobi on 30 January where they were welcomed by President Uhuru Kenyatta and numerous military officials. These aircraft will most likely replace the ageing fleet of DHC-5 Buffalo transport aircraft in KDF service.

These aircraft were part of a larger order placed with Leonardo in 2017 but only announced in mid-2018, for the delivery of three C-27Js and an undisclosed number of Agusta Westland AW139 utility helicopters.

Kenya joins Morocco, Chad and Zambia in operating the C-27J on the African continent. 

FlightCom Magazine

with the purchase of the helicopters is a multi-year sustainment package, which will ensure the longevity of the aircraft.

C-145A SKYTRUCK The KDF had, in December 2017, requested the supply of three C-145A Skytruck transport aircraft from the United States under the Excess Defence Articles (EDA) programme. The C-145A Skytruck is a variant of PZL M28 Skytruck light twin-engine aircraft manufactured by Polskie Zaklady Lotnicze (PZL) Mielec, a Sikorsky owned company, based in Poland.

The C-145A Skytruck was specifically manufactured for the US Air Force (USAF) Kenya is taking delivery of its first C-27J Spartans.

W

SA Flyer 2019| 07

N ond W EW er e b h TE oom ave L: m +2 Airp ov 7 or ed 12 t , to 56 Han 7 gar 00 1 46 7

AviSys Aviation Systems is an established Maintenance Organization AMO 1089 with SA-CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our Clients needs as per the SA-CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA-CAA Component Release to Service (Authorised Release Certificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

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

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver Service Excellence and Quality Workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked Staff Members.

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

 '

7 ;

Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Web: www.avisys.co.za

Civil Aviation News Morné Booij-Liewes Bell's EDAT electric tail rotor system.

BOMBARDIER

to only do bizjets

Bombardier’s future as a bizjet manufacturer was called into question by recent media reports of a possible sale of its business aircraft unit to Textron.

BELL TESTS A REVOLUTIONARY ELECTRIC TAIL ROTOR SYSTEM

B

ELL has revealed that it has been developing and flight-testing a revolutionary new electric anti-torque tail rotor system for its commercial helicopter line. This innovation, Bell says, will enhance safety, lower operating costs and reduce the noise footprint versus conventional tail-rotor equipped helicopters. The manufacturer has installed its prototype Electrically Distributed Anti-Torque (EDAT) system on a Bell 429 demonstrator at its Mirabel, Quebec facility. Flight testing commenced in great secrecy on 23 May 2019 and to date, has logged about 25 hours of flight time.

EDAT is composed of four small fans within a tail rotor shroud in an offset two-by-two pattern. Each of the rotors has four blades, and are powered by four separate motors, with the electrical energy provided through generators driven by the turbine engines. The blades are fixed pitch but constantly change their RPM as required.

This system removes all of the conventional tail rotor components including the tail rotor hub and blades, driveshaft and associated gearbox. This not only reduces complexity, weight and cost but has other benefits to operators and passengers - especially with regard to safety. When the aircraft is on the ground the fans are stationary while redundancy ensures the helicopter remains controllable in flight with only three fans operating.

The system’s anti-torque fans are controlled through pedals, as on a traditional helicopter, but the link between the pedals and the motors is entirely electric “fly-by-wire” without any of the conventional mechanical linkages and the control tubes. Removing conventional components such as lubricated gearboxes and greased bearings will also reduce operating costs. The electric fans also make the helicopter a friendly neighbour with much reduced noise levels.

Bell points out this is a proof-of-concept design that is still early in its development and has therefore not given any indication of a timeline for the commercialisation of this new technology. 

D

ENYING any sale of this unit was pending, Bombardier hopes to have quelled these rumours, at least temporarily, with the recent announcement of the proposed sale of the company’s Bombardier Transportation (BT) train manufacturing unit to Alstom in a deal valued at $8.2 billion. This move will see the company dramatically reduce its debt burden of $9.3 billion.

In February Bombardier revealed plans to sell its share of the Airbus A220 airliner programme (formerly known as the Bombardier C Series) to Airbus for $600 million. It had already concluded agreements, in the latter part of 2019, to sell its training business to CAE for $645 million and its Q400 program to Viking Air for $300 million. These sales followed announcements earlier in 2019 of its intention to sell its aerostructures business in Belfast as well as the CRJ program.

Bombardier’s Business Aircraft unit will be the sole remaining manufacturing concern in the Group. This unit currently employs some 18,000 staff and has a healthy $14.4 billion order backlog.

Bombardier plans to deliver at least 160 aircraft in 2020, including a ramp-up of its flagship Global 7500, and sees strong growth coming from the large-cabin sector of the bizav market. 

Flying the brand - the Global 7500.

39

FlightCom Magazine

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FlightCom Magazine

42

Civil Aviation News

EgyptAir's first A320neo.

Morné Booij-Liewes

EGYPTAIR TAKE DELIVERY OF ITS FIRST A320NEO

E

GYPTAIR has become the first north African airline to take delivery of the Airbus A320neo with the handover in mid-February of the first of 15 ordered by the carrier.

The order comprising eight A320neos and seven A321neos was announced in 2017 as part of a lease agreement with AerCap. The aircraft is finished in a two-class configuration with 16 business and 126 economy-class seats. The carrier has been a longtime Airbus client operating many of the European manufacturer’s commercial jets. EgyptAir’s remaining four legacy A320 passenger jets will be retired during 2020. 

MANGO WITHDRAWS FROM LANSERIA

Mango is stopping Lanseria flights.

Nigeria’s Green Africa signs for 50 A220s Nigerian start-up carrier Green Africa Airways has signed a Memorandum of Understanding with Airbus for 50 A220-300 airliners, making this the largest commitment to date for the type on the continent.

T

HE carrier obtained its Air Services Licence (ASL) from the Nigerian Ministry of Transport in mid2018 and is now in the process of obtaining its Air Operator’s Certificate (AOC) from the Nigerian Civil Aviation Authority (NCAA).

Green Africa plans to start operations by August this year with three A220-300s leased from GTLK Europe pending the finalisation of the 50-plane order signed with Airbus.

Green Africa was founded by Babawande Afolabi, a former investment banker for Morgan Stanley who started planning to launch the carrier in 2014. Green Air first hit the aviation news headlines in December 2018 when it announced a commitment for fifty firm, and fifty optioned B737-MAX8s but there is no clarity on the current status of this order in light of the lengthy worldwide grounding of the Boeing 737 MAX. 

I

N a surprise move, low cost carrier Mango has announced it is to stop all scheduled flights from Lanseria International Airport effective 31 March.

The carrier offered scheduled flights from Lanseria to Cape Town, Durban, Zanzibar. It is thought that the carrier’s decision was motivated by the decision of the SAA Business Rescue Practioners to halt all domestic flights by SAA except those between Johannesburg’s OR Tambo International Airport and Cape Town and Mango being tasked to fly the former routes and honour SAA tickets sold on these routes after March 2020.

Some sources also indicate that the carrier had not renewed its lease on two Boeing 737-800 jets, resulting in a loss of capacity forcing the consolidation of its Gauteng operations at OR Tambo International Airport. 

43

FlightCom Magazine

Green Africa is yet to start flying.

BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za C. W. Price & Co www.flyingfrontiers.com AES (Cape Town) Aref Avionics Kelvin L. Price Erwin Erasmus Hannes Roodt 011 805 4720 Flying Unlimited Flight School (Pty) Ltd 082 494 3722 082 462 2724 cwp@cwprice.co.za Riaan Struwig erwin@aeroelectrical.co.za arefavionics@border.co.za www.cwprice.co.za 082 653 7504 / 086 770 8376 www.aeroelectrical.co.za

riaan@ppg.co.za Atlas Aviation Lubricants Dart Aeronautical www.ppg.co.za AES (Johannesburg) Steve Cloete Jaco Kelly Danie van Wyk 011 917 4220 011 827 8204 Foster Aero International 011 701 3200 Fax: 011 917 2100 dartaero@mweb.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa Dart Aircraft Electrical info@fosteraero.co.za Mathew Joubert www.fosteraero.co.za Aerocore ATNS 011 827 0371 Jacques Podde Percy Morokane Dartaircraftelectrical@gmail.com Gemair 082 565 2330 011 607 1234 www.dartaero.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com DJA Aviation Insurance andries@gemair.co.za

011 464 5550 Aero Engineering & PowerPlant Aviation Direct 0800Flying GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel mail@dja-aviation.co.za Richard Turner 012 543 0948 011 465 2669 www.dja-aviation.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za

www.aviationdirect.co.za Dynamic Propellers www.gib.co.za Aero Services (Pty) Ltd Andries Visser Chris Scott Avtech Aircraft Services 011 824 5057 Gryphon Flight Academy 011 395 3587 Riekert Stroh 082 445 4456 Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 andries@dynamicpropeller.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com www.dynamicpropellers.co.za info@gryphonflight.co.za

www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Eagle Aviation Helicopter Division Donald O’Connor Micky Joss Tamryn van Staden Guardian Air 011 701 3862 035 797 3610 082 657 6414 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za tamryn@eaglehelicopter.co.za 082 521 2394 www.aeronav.co.za

www.eaglehelicopter.co.za ops@guardianair.co.za Blackhawk Africa

www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Flight Academy

Clinton Carroll 083 514 8532 Mr D. J. Lubbe Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 557 6429 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero training@eagleflight.co.za 083 458 2172 www.aeronautical.co.za www.eagleflight.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School

Aerotric (Pty) Ltd Henk Kraaij Elite Aviation Academy Henley Air Richard Small 012 543 3050 Jacques Podde Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 565 2330 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za info@eliteaa.co.za andre@henleyair.co.za www.eliteaa.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Emperor Aviation Hover Dynamics 082 552 6467 043 736 6181 Paul Sankey Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 497 1701 / 011 824 5683 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za paul@emperoraviation.co.za info@hover.co.za

www.emperoraviation.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc

Jaco Pietersen 012 567 3139 Enstrom/MD Helicopters Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Andrew Widdall Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 011 397 6260 082 927 4031 / 086 528 4234 www.airfincorp.co.za aerosa@safomar.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.safomar.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje Opelo / Frik 083 485 2427 Era Flug Flight Training IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Pierre Le Riche Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 021 934 7431 08600 22 121 opelonke@aviationatwork.co.za info@era-flug.com sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.era-flug.com www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Execujet Africa Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za 011 516 2300 Gert van Niekerk gm@aminternational.co.za www.chemline.co.za enquiries@execujet.co.za 082 831 5032 www.execujet.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.iasafrica.co.za Wonderboom Sarel Schutte Federal Air Thomas Nel 021 934 9499 Nick Lloyd-Roberts International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 395 9000 Steve Wright admin@aminternational.co.za www.zscai.co.za shuttle@fedair.com 076 983 1089 (24 Hrs) www.fedair.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Ferry Flights int.inc.

011 394 5310 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 082 442 6239 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za ferryflights@ferry-flights.com 082 806 5193

www.ferry-flights.com aviation@lantic.net Airshift Aircraft Sales Capital Air www.investmentaircraft.com Eugene du Plessis Micaella Vinagre Fireblade Aviation 082 800 3094 011 827 0335 010 595 3920 Jabiru Aircraft eugene@airshift.co.za micaella@capitalairsa.com info@firebladeaviation.com Len Alford www.airshift.co.za www.capitalairsa.com www.firebladeaviation.com 044 876 9991 / 044 876 9993

info@jabiru.co.za Airvan Africa Century Avionics cc Flight Training College www.jabiru.co.za Patrick Hanly Carin van Zyl Cornell Morton 082 565 8864 011 701 3244 044 876 9055 Jim Davis Books airvan@border.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Jim Davis www.airvan.co.za www.centuryavionics.co.za www.flighttraining.co.za 072 188 6484

jim@border.co.za Algoa Flying Club Chemetall Flight Training Services www.jimdavis.co.za Sharon Mugridge Wayne Claassens Amanda Pearce

041 581 3274 011 914 2500 011 805 9015/6 Joc Air T/A The Propeller Shop info@algoafc.co.za wayne.claassens@basf.com amanda@fts.co.za Aiden O’Mahony www.algoafc.co.za www.chemetall.com www.fts.co.za 011 701 3114

jocprop@iafrica.com Alpha One Aviation Chem-Line Aviation & Celeste Products Fly Jetstream Aviation Opelo Steve Harris Henk Kraaij Kishugu Aviation 082 301 9977 011 452 2456 083 279 7853 +27 13 741 6400 on@alphaoneaviation.co.za sales@chemline.co.za charter@flyjetstream.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemline.co.za www.flyjetstream.co.za www.kishugu.com/kishugu-aviation

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FlightCom Magazine

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BACKPAGE DIR DIRECT ECTORY ORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za

Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za

Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

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Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

FlightCom Magazine

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

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