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Edition 297 September 2020
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Edition 297
CONTENTS COLUMNISTS SA FLYER
12 16 20 28 32 34 54 62
Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE
FLIGHTCOM
6 8 22
Bush Pilot - Hugh Pryor Airlines - Mike Gough Defence - Darren Olivier
Jim Davis - PLANE TALK George Tonking - HELI OPS Ray Watts - REGISTER REVIEW Dassie Persaud-van der Westhuizen Jim Davis - ACCIDENT REPORT Johan Walden - SLIM LOGBOOK
38
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Edition 297
CONTENTS FEATURES
32
SA FLYER
18 MEET THE CEO: Atlas Oil 38 Microsoft Flight Simulator 40 Flight Test: SIAI Marchetti S.205 48 AOPA BRIEFING 52 Evening flight in a Tiger 59 Book Review 60 OUTLANDINGS 3: Mark Holliday 65 TRAINING & CAREER GUIDE
FLIGHTCOM
12 19 20 26 34
Companies - SANSA
REGULARS 5 GIB Events Calender 10 Opening Shot 26 SV Aviation Fuel Table 33 Bona Bona Register Review
Industry Update Cape Town Airport Update Savage Barn Find in Uganda - Part 2 Nico Bezuidenhout Leaves Mango
FLIGHTCOM
30 Alpi Flight School Listing 31 AME Directory 32 AEP AMO Listing 37 Aviation Directory 39 Atlas Oils Charter Directory 6 September 2020 | www.saflyer.com
KINGJAMES 51058
You are here.
Your drone is way up here.
At altitudes like these, a lot can happen. And whether you’re a professional or recreational drone pilot, there are a number of risks that can lead to the damage of your drone. Which is why you need the right expertise to protect your drone from the risks that are obvious and the ones that aren’t. Santam. Insurance good and proper. For more information, visit www.santam.co.za or speak to your broker. Santam is an authorised financial services provider (licence number 3416).
POSITION REPORT
T
African
A key challenge is that the glamour of
has
flying as a career has long gone and few of
SAA
the disadvantaged youth of today aspire to
to
becoming a professional pilot. The air force
exist, partly because
no longer has the capacity to train pilots, the
it fulfils a development
maths and science requirement is beyond
HE
South
government decided must
that continue
role in advancing the
the capability of many poor schools and the
previously disadvantaged. A key objective
working conditions of a junior pilot does not
is to have more non-white and non-male
have the prestige or office hours or security
South African pilots.
(or opportunities in procurement) of being a
For
this
objective
South
manager in government.
African
taxpayers are required to pay R1 billion to
Yet there is already a plethora of
R6 billion per year to subsidise the airline.
private and public sector pilot development
This makes the cost of developing what very
schemes. A quick count revealed nine such
few non-white pilots there are, absurd. And
programmes, of which many rely on corporate
even more absurd is that this noble ideal
or donor funds, while others use tax-payers’
is already served by many other agencies
money.
which have developed their own ‘cadet’
little attempt to harness and coordinate their
There is much overlap and very
pilot schemes. The glaring shortage of non-
efforts. This is because each one is ‘owned’
white and non-male pilots in SAA cannot be
by a particular entity or association, all under pressure to prove their individual Corporate Social Responsibility and
ascribed to a lack of trying. Our airline columnist Mike Gough makes a valid point when he
transformation credentials.
says that far from reducing the expected pilot shortage, the Covid-19
This creates a wonderful opportunity. Instead of funnelling billions
pandemic will aggravate it – although it will be delayed by a few years.
into the black hole of SAA, why not harness and co-ordinate the ten
A key fact underlying this conclusion is that the FAA expects that as
or so pilot development programmes, so that the disadvantaged
many as 40% of US ATPL holders will retire before 2025. On top of
really can have a fair shot at becoming a pilot. We will certainly need
that, the current pile of Covid furloughed employees will cause many
them in the future.
to give up on professional flying and turn to other industry sectors. So, in Mike’s words – there is an oncoming ‘train smash’ of a pilot shortage. Despite their current flattened condition, South African airlines
Guy Leitch
EDITOR & PUBLISHER
are not immune to this looming pilot shortage. Which creates a
guy@saflyermag.co.za
tremendous opportunity. If the pilot body is to be transformed to be more racially representative, the key question that must be addressed is “How many youngsters still want to be pilots and how many of those are non-white and non-male?”
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 ACCOUNTS accounts@saflyermag.co.za SUB EDITOR Suzanne Rautenbach
8 September 2020 | www.saflyer.com
Important
pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2020 All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
AV I AT I O N AV I AT I O N
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OPENING SHOT
T
HIS Opening Shot taken by Adam Barnard has a wonderful ‘in your face’ impact. It is the second Opening Shot we have used from Adam. Adam describes himself as a keen recreational pilot but “not a professional photographer at all. I take pride in my photography and am very “picky” when it comes to sharing and printing my photos. This Thrush crop sprayer (ZS-NMR) in this image operates out of Marble Hall in the Limpopo province. On this day he was operating right next to the main road between Groblersdal and Bronkhortspruit. Unfortunately he was spraying in a north-south and southnorth direction, so a clear prop-disc was not possible.” Adam used his Canon 50D with 55-250mm lens at 208 mm. the ISO is 100 and a shutter speed 1/160 was used to blur the propeller.
10 September 2020 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za
11 www.saflyer.com | September 2020
ATTITUDE FOR ALTITUDE GUY LEITCH
CALCULATED RISKS & BLIND STUPIDITY The Saratoga parked at the end of a short sandy strip that we still had to get out of.
In the annals of South African aviation history
calculating the exact runway requirement. I
the crash of the two Albatrosses into the
in the pilot’s operating handbook carefully
mountains of Tzaneen nine years ago still casts
a proper weight and balance and found that
a long pall over all of us who love flying.
F
poured over the takeoff performance graphs plotting all the inputs. I also made sure I did it was comfortably within limits. I don’t often get the chance to fly with other family members but I expected there to be three of us and half tanks. The airstrip is a high 5500 amsl and although it was winter, it
is
blithely trusted me not to do anything stupid.
particularly close as it was
Stupidity lurks like a banana peel ready to
only by a minute and a string
trip up anyone. If I hadn’t had a fair dollop
of insignificant events that I
of luck every reader of this magazine would
was not on one of those
have been sucking their teeth and shaking
planes.
their heads in incomprehension as to how I
OR
me
the
tragedy
But for the many friends who knew
could have been so stupid.
could still be a hot ISA plus 10 degrees day. We had a fair amount of baggage and cooler boxes, which the Toga is great at swallowing, plus a dachshund puppy. At our expected weight of 3,350 lbs, which is 250 lbs below MAUW, we would need 500 metres – and the runway is 850 m long. I didn’t take my sister’s word but double-checked the length
the pilots involved this double tragedy
The flight I nearly killed us all in was
was incomprehensible. How could vastly
so straightforward as to be innocuous. A
experienced and skilled pilots fly into
simple 100 nm north-east to a game farm in
the side of the mountain? For those two
the Waterberg. I had already flown there a
interminable days that the Albats were
number of times so the route was not new.
I was comfortable that while there was an
missing I could not believe that they had
There was however an interesting new
element of risk in taking off from a shortish
obliterated themselves on the implacable
twist this time. Previous flights had been
dirt strip in a heavy ‘Toga, I had calculated
rock faces of the Drakensberg.
in ZS-FPI the Cessna 182. This was in our
the risks and was comfortable with them.
of the airstrip on Google Earth and then even measured the fall of the runway and calculated in the downhill component. Then I ignored it as an additional safety buffer.
And then the other day I could have so
Saratoga ZS-OFH. Very conscious of the
Then all my planning threatened to
easily made the same mistake, and with
fact that the Toga needs more runway than
become pointless when a few days before I
almost my entire family on board having
the C182, I made sure I managed the risks by
was due to leave for the weekend in the bush,
12 September 2020 | www.saflyer.com
I discovered that the Toga’s engine was not
in the rearmost seats was feeling queasy
and if I had delayed descending by just a
producing full power. The highest manifold
so I climbed to flight level 85 which was in
few more minutes I might well have flown
pressure it would produce fluctuated around
smooth air above the morning convection.
into the mast or even more inexplicably,
31 in Hg and full boost is 38 inches. I
As we flew south the clouds began to
splattered us all across the northern face of
wondered how that would affect the takeoff
build up beneath us. From a few scattered
the Magaliesberg. So much for maintaining
performance from the farm strip and then
balls to three then four octas. Surprisingly
situational awareness. It was far too close
realised that it was a non-question. It was an
quickly it became a thin layer with a few
for comfort.
unknown and so I could not calculate the risk
holes. I didn’t want to descend early as it
of a reduced power takeoff. That was more
would probably make my queasy daughter
risk than I could take.
sick, so I decided to stay above the cloud
The grey clag reduced visibility all the
build up as long as possible but making sure
way to Lanseria so the airport was IMC.
I could still see the ground in the few holes.
They made me orbit over the Coves Airpark
So the day before we were due to fly I took a precious hour out of my workday to
My wife and the others sitting in the back thought it was all ops normal.
take the plane to the Approved Maintenance
There was the distraction of the two
outside their CTR for a scheduled flight and
Organisation that was conveniently in the
Pretoria General Flying Areas and suddenly
then cleared me inbound Special VFR. On
hangar next door. This AMO has earned himself a solid reputation at Lanseria and
The risk of being 'VFR on top' is that you get trapped above.
has done much work for me in the past. I trust his workmanship. I was hoping he would just be able to lubricate the turbo’s wastegate, which had shown signs of being sticky, and all would be well. With all the cowls off it turned out it wasn’t the wastegate but some of the exhaust clamps that were loose. With everything tight and a new gasket installed, the plane was ready for an early start the next morning. I did a full power run up and was pleased to see the full 38 inches. And then of course things never work out as expected. Emily, our eldest daughter and the wonderful layout artist of this magazine was also coming with us – and I had a bit more than the half tanks I had originally planned for. What’s that about the only time you have too much fuel is when you are on
the holes below were getting small. I
the base leg the sky was already clearing
fire? Not in this case – for the short airstrip
informed the area controller that I was top
and by the time we had taxied in and shut
and the 100 nm return flight I wanted as little
of descent and dived into the crack that was
down there was not a cloud to be seen.
fuel as possible. Yet I had put about fifty
all that remained of one of the last holes.
The morning sun had burned away the
litres more than ideal in at the pumps.
The cloud layer was indeed as thin as it had
thin layer of cumulus. If we had smashed
I consulted the POH’s graphs again and
looked from above. But as I dropped into
into the north face of that range of hills
they said we should be off the ground 250
the hazy grey sky beneath, I suddenly saw
on a cloudless day my friends and fellow
metres before the end. Trouble is there are
the large concrete red and white radio mast
pilots could not ever have imagined how
a few two metre high trees beyond the far
looming ahead, and it looked pretty much at
on earth I could not have seen the mast or
threshold. But there was a bit of headwind
our altitude.
the mountain face. And they would all have
and the downhill slope. I was happy with the calculated risk.
Because we had been cruising serenely
solemnly sworn that I was a careful pilot.
in the bright sunshine above the congealing
It was humbling and has moved a
And so it proved to be as per the book.
cumulus, I had had no idea we were
quantum of experience out of the luck
Despite a patch of soft sand and a slight
already almost at the northern ridge of the
bucket. And I know never to judge another
rolling start to protect the prop, we were off
Magaliesberg. I had to alter course to pass
pilot who has made a seemingly inexplicable
the ground in 500 metres, the promised 250
the mast. I had a lead weight in the pit of
decision. I learnt about flying from that.
m before the end. Although tight, we cleared
my stomach.
the trees okay. A gentle wave goodbye to
I could not believe how stupid I
our hosts on the ground and I set course for
had been. That despite all my care and
home.
calculations to manage the risk of the
There beginning
were to
few
form
cumulus
and
the
clouds air
j
takeoff I had nearly had what could so easily
was
have been a complete brain failure. If the
surprisingly bumpy. My youngest daughter
cloud base had been another 500 feet lower
guy@saflyermag.co.za
13 www.saflyer.com | September 2020
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Specializing in turnkey
LEADING EDGE PETER GARRISON
THE PASSION OF MIXTURE A reader, incensed by a parenthetical remark of mine that, contrary to
widespread belief, a leaner-than-peak-EGT mixture reduces cylinder head temperatures, wrote:
M
AYBE I am missing
reciprocating engines, expansion moves
air contain a potpourri of components, a
something, but it is
pistons, which drive a crankshaft.
lot of other chemistry goes on in the high-
The heat that is essential to all these
temperature environment of the cylinder.
physics that a leaner
operations is generated by a rapid chemical
Burning, furthermore, is not a pure and
mixture can run
reaction
molecules
instantaneous process; it is affected by
cooler, as the more
dismantle hydrocarbons and reassemble
spark timing and flame propagation rate
dense the mixture, the cooler the chamber
their components into carbon dioxide (one
and quenching by the relatively cool cylinder
is, thus EGT rises when lean’d, so how can
carbon and two oxygens) and water (one
walls and various other things. Nevertheless,
this be “contrary to widespread belief”?
against the laws of
in
which
oxygen
oxygen and two hydrogens). We call this
a few general statements about mixture and
He adds an apocalyptic postscript:
combustion, or simply burning. Energy, in
engine health can be made. They are not the
PS We all know that lean mixtures can
the form of heat, is released in the process.
ones offered by Thomas.
melt valves, crack seats, melt heads, destroy
The temperature of everything in the cylinder
We can’t weigh the air and fuel entering
plugs, crack cylinders, burn valves, cause
rises, including that of the other gases,
the cylinder while we’re flying, so we measure
premature destruction of all metals the “hot
mostly nitrogen, that compose nearly 80%
the mixture by the exhaust gas temperature
spot” touches!! Now some of Peter’s readers
of atmospheric air and do not take an active
(EGT) instead. You might expect that an
will think lean is good -- what about the idiot
part in the combustion process. The gases
excess of either fuel or air would dilute the
that overleans cuz Pete says is good cooler
expand, and off we go.
heat released by combustion and thereby
and “OK”!! Liability?
If you took high school chemistry, you
lower the EGT. So it does. You might also
my
may recall, if nothing else, that chemical
assume that the highest power output and
impassioned correspondent Thomas. His
reactions involve atoms matching up in
the highest cylinder head temperature
views are those of a great many pilots,
certain definite numerical relationships,
(CHT) would coincide with the highest EGT,
though his Shakespearean spelling (“lean’d”)
like dancers at a prom -- at least the old
but there you would be wrong, because of
endears him to me above most others.
type of one-male-to-one-female prom. If
some of the aforementioned complications
The subject of mixture is not very
more oxygen atoms are present than there
of combustion. Different engines will have
complicated in principle; where it gets
are hydrogen and carbon atoms for them
slightly different characteristics, but a typical
complicated is in practice. Let’s start -- since
to link up with, they remain, at the end,
Lycoming chart shows that power output
dueling Thomas has chosen the heaviest of
wallflowers. Likewise the hydrogens and
peaks when EGT is about 125º F on the rich
weapons, the Laws of Physics -- with the
the carbons. When the amounts of oxygen
side of peak (ROP). Cylinder temperature
physics.
and hydrocarbon molecules present are
is highest at 25º ROP. Efficiency -- power
a
exactly matched, the mixture is called
produced per pound of fuel burned -- is
“working fluid”, usually air, is heated and
“stoichiometric” -- stow-icky-oh-MET-rick.
greatest at about 40º on the lean side of
expands, and its expansion is used to
The stoichiometric ratio of air and avgas is
peak (LOP). These figures vary somewhat
produce some kind of motion. In a jet, the
about 15.2 pounds of air to one pound of
with power setting and among different
working fluid itself shoots out one end of the
avgas -- which may be visualised as a six-
engines, but the general trends remain the
engine, propelling it the other way. Turbines
foot cube of air and a four-inch cube of fuel.
same.
Since
In
he
doubts,
I
internal-combustion
will
call
engines,
place a windmill in the path of the escaping
That is the idealised picture. Reality is
That Lycoming chart and others like
gas to convert its energy into torque. In
more complicated. Because both fuel and
it have the fuel-air ratio as their baseline.
16 September 2020 | www.saflyer.com
COLUMNS
Their perspective is that of a researcher, not
running rich -- in effect, cooling with fuel.
Furthermore, many engines, including
a pilot. Since pilots can measure that ratio
There arose, consequently, an association
most carburetor-equipped ones found in
only by EGT, EGT should be our baseline.
of lean mixtures with possible heat damage,
trainers, do not lend themselves to LOP
With this in mind, I have redrawn the chart.
and rich ones with safe, conservative engine
operation because of unequal distribution of
management.
fuel to the cylinders. If one cylinder becomes
Mixture, measured in degrees Fahrenheit below peak EGT, grows leaner from left
The story of Lindbergh teaching fighter
so lean that it begins to miss while another is
to right. The colored lines show how fuel
pilots in the Pacific theater to increase their
still running at maximum temperature, LOP
flow, speed and cylinder head temperature
range by leaning the mixture and reducing
cruise is impossible.
change as the mixture becomes leaner.
rpm illustrates that belief. You would
These changes are expressed as ratios to
suppose that when cruising long distances
vacillated on mixture, with Lycoming usually
the values at peak EGT; that is why all the
over open water one would naturally lean
taking
lines converge at the peak EGT point. For
the mixture out of concern for one’s own
GAMI, the manufacturer of custom injectors
example, at 100º F on the rich side of peak
skin. But pilots were apparently not doing it,
designed to ensure that all cylinders get
The
engine the
more
manufacturers conservative
have stance.
EGT fuel consumption is 20% greater than at peak EGT. That is, if you burn 15 gallons an hour at peak EGT, you will burn 18 at 100º
EGT EFFECTS
ROP. In a graph like this, the steeper the slope of a line is, the larger and more rapid is its response to the controlling variable -in this case, EGT. Lines that are relatively flat reveal small, probably inconsequential variations. You can see at a glance that fuel consumption (blue) is very sensitive to mixture. Speed (yellow) varies little on the rich side of peak. It falls off more rapidly on the lean side, but not so rapidly as fuel flow is falling, so fuel economy continues to increase. The
most
interesting
line,
in
the
context of Thomas’s prediction of a general deflagration within the engine, is that of CHT (red). CHT rises gradually as the mixture is leaned, hits its maximum a little on the rich side of peak, and drops thereafter. It drops much more steeply on the lean side than it rises on the rich side. Many pilots, trained to shun an overly lean mixture, would find this hard to believe, but pilots who regularly fly on the lean side of peak know it well: Cylinder
I suppose because they believed that richer
the same mixture, strongly advocates LOP
heads run noticeably cooler LOP.
was safer.
operation, and as far as I know has not had
So how did Thomas, and others like him,
That belief filtered down through flight
to pay for a lot of melted engines. My own
get the idea that LOP operation would fry an
instructors to their students. When fuel was
practice is to lean my TSIO-360 Continental
engine?
cheap, flight schools didn’t mind using it for
to about 50º LOP immediately after takeoff
I suppose it may be due to a number
cooling. Proper leaning also requires EGT
and stay there, climbing and cruising at 65%
of factors. One is historical. Much of the
instrumentation that trainers seldom had,
power or less. As you may guess, I am not
science of high-performance aviation recipe
and an attention to engine management
uninfluenced by the price of avgas.
was developed before and during World
that students -- not to mention most pilots
Thomas would -- no doubt -- call me “the
War Two and was applied to supercharged
-- did not care to pay. With fixed-pitch props,
idiot that overleans”. He wouldn’t be the first.
engines whose design goal was a high
furthermore, the most salient effect of
But my cylinders are cool, my valves are
power-to-weight ratio. These engines were
leaning -- only up to a point on the rich side
intact, and my fuel bills are – relatively – low.
difficult to cool and prone to detonation
of peak -- was to increase power and speed,
at high power, but could be protected by
and that was what pilots liked.
j 17
www.saflyer.com | September 2020
GUY LEITCH
MEET THE CEO:
ATLAS LUBRICANTS Atlas Aviation Lubricants is one of those fundamentally strong and well-run family enterprises that is quietly getting on with the business of recovering from the Covid-19 Pandemic.
R
OBERT BLIGNAUT is
Atlas Lubricant's duo of Rob (L) and Steve make the perfect partnership of client service - yet never forgetting to have fun.
the Chief Executive and, together with his Sales of flying therefore affected the business
Director Steve Cloete,
Rob soon approached Steve Cloete
they form a formidable
who was the Sales Manager for rival Italian
hard, particularly in April when everything
team that is rapidly
oil company AGIP. Their respect for each
came to a complete stop. Rob reports that
becoming the dominant player in the multi-
other was mutual and Rob and Yvonne
in May business received a boost when the
million Rand aviation lubricants market.
soon started pestering Steve to join them
CAA began to allow maintenance – which
at Atlas. After a few years they succeeded
meant that AMOs had to buy oil. They report
Boksburg 52 years ago by Rob’s grandfather
in persuading Steve to move across to
that since May there has been a steady
Abie Mulder, supplying lubricants and oils
Atlas Oil, and since then the business has
improvement in sales – but there is still
primarily to the manufacturing and transport
flourished.
a long way to go to get back to previous
Atlas Oil & Chemical was started in
industries. Abie passed on the reins to his
In 2009 Atlas Aviation Lubricants was
levels. And unfortunately, the international
daughter Yvonne Tait who took over running
born and became the Macro Distributor for
travel ban is still hitting their cross-border
the business, “with an iron fist” according
Aeroshell Lubricants in Southern Africa.
business hard.
to her son Rob. Yvonne soon invited her
They grew the client base from 43 active
brother in-law Lionel Kenney to join her.
clients to over 200, who have remained
growth prospects. In a business where
remarkably loyal to Atlas, thanks to their
customer service is key, they have steadily
great customer care ethos.
won over customers who are loyal to other
By 2004 Rob had completed his Articles for Chartered Accountancy and was on a sabbatical working as a barman on the Isle
Atlas has steadily enlarged its area
They are both optimistic about future
brands, supported by AeroShell continually
of Man, then he received a phone call to
and now covers from the DRC southward
developing new and better technologies,
tell him that three of his family members,
and eastwards to include Mauritius and
such as the oil specifically formulated for the
including Lionel Kenny, who was the CEO
Reunion Islands. Steve comments that the
industry standard Rotax 4-stroke engines.
of Atlas at the time, had been killed in a car
aviation side of the business is an important
accident. So Rob took the next flight home
component, accounting for around 25% of
continuing to grow the civil and military
and assumed responsibility for the business.
their turnover. The lockdown and grounding
demand for their products and services.
18 September 2020 | www.saflyer.com
Both Rob and Steve look forward to
j
PETER GARRISON’S NEW BOOK! Acclaimed SA Flyer (and Flying magazine) columnist Peter Garrison has just released a book of noteworthy accident analyses, and lessons to be learned, from his ‘Aftermath’ series. He writes: “I’ve put a bunch of slightly used but still serviceable Aftermaths into a book called “Why? Thinking About Plane Crashes”, which is for sale on Amazon Books as both a Kindle ebook and a paperback.” Guy Leitch highly recommends it; “I downloaded it for just US$5.75 on kindle and the profound insights to be gained from these accidents will make us all better pilots. From the risks of ‘taking a look’ at dubious VFR conditions, to showing-off in front of our friends, there are 32 invaluable lessons. This book should be part of every pilot’s prescribed reading list.”
PLANE TALK JIM DAVIS
THE PERFECT CIRCUIT Sorry but there’s no such thing. It could be a flawlessly accurate one that gives you 100% in a flight test, or a precision flying competition – both almost impossible. Or maybe it’s one where the only thing that matters is getting safely on the ground. I’ll tell you about both.
M
on my final approach, the tach time showed .95 hours. I know I am being watched, so I stuck to the rules. Do you suppose that means he doesn’t normally stick to the rules – it’s only when he is being watched? Actually no – Karl is a great rule sticker, he has been flying both Boeings and baby aeroplanes for about a century so he understands the wisdom of flying by the book. My guess is that Karl’s circuits were
Y mate Karl WhatsApp’ed
aluminium has almost been rubbed through
about as perfect as they can be.
me the other day, he
in places.
was in a state of much
ME: I don’t know where you went or what
a chance to fly a Tiger. Wally, my other
jubilation because the
you did, Karl, I would have done circuits
mate (yes I have two) came along to work
government had kindly
and bumps for an hour - I just love them.
the wireless and make sure I didn’t break
Then, a couple of weeks ago I got
allowed him to break lockdown and fly for
anything. That’s right – old aircraft had
one hour. Karl has the shiniest Cessna 170
KARL: Only allowed to take off and
wirelesses which morphed into radios in
in the world. I say shiny because it’s one of
land back at the departure field. On 3
the 1960s. Then, twenty years later, the same scratchy pieces of equipment became avionics. How is it that you have clearer comms on a cheapie cell phone than you get on a lump of modern avionics that costs as much as a Bentley, and breaks if you taxi over rough ground? Now, where was I? Ah yes the Tiger. Wally asked what I would like to do. I considered making it go upside-down, or taking it for a breezy low level joll along the beach, but then I decided the thing I would enjoy most is… yep, you’ve got it.
The one of a kind Bergwind that caused Jim to break his principle of not flying in someone else's experimental plane.
I have hardly flown a Tiger this century, and the wind was strong and gusting fiercely across the runway, so I ditched the thought of accurate circuits. I was going to aim for the ones you live through. Now, I am not making excuses, but
those you got cheap because they ran out
approaches, there were runway incursions
the concept of circuit perfection is largely
of green paint just after they had put the
by birds that required a quick reaction to
based on numbers. Wally explained during
stripe on it. The rest sparkles because Karl
go-around after touchdown. No Jim, I didn’t
the preflight that such a concept didn’t really
attacks it with a Brasso rag so often that the
waste the opportunity to do just that. Sadly
apply to this aeroplane. It seems the ASI in
20 September 2020 | www.saflyer.com
21 www.saflyer.com | September 2020
PLANE TALK
the front cockpit was inclined to stick and
while ago. Luckily, we retrieved them after
who send me rude PMs saying the SAAF
be erratic between 30 and 130 knots. Below
landing – they had wrapped themselves
isn’t the only place that does top class
and above these figures he speculated that
around the rudder cables.
instruction. Well these attack dogs can go
it might be worse. He also pointed out that
I would much rather have flown from
and boil their bums. I have not seen better
the altimeter had a similar problem between
the rear cockpit, but that’s the one with the
basic training anywhere – ever. So there.
mean sea level and around ten thousand
dodgy avionics. It seems that to transmit
This means I am going to talk about
feet – above which he deemed it to become
to the other cockpit you need to hold this
how the military wants you to fly the perfect
less accurate. Of course there was no DI
switch down while turning that knob but
circuit – yes, even in a civvy aeroplane, so
or serviceable compass. In other words, I
if you want to receive other traffic then
you can try it at home. I can promise you
was left with an oil pressure gauge and a
you have to push this button but only if…
it’s not easy. If you aim to get yours half that
wandering rev-counter.
I thought I had better let Wally handle that
good, you will be an exceptional pilot. During South Africa’s disagreement with the naughty communists on Namibia’s
One of Carel van Aswegen's helicopters - now reduced to a shell on a pole.
northern border, I was detailed to get a motley bunch of super enthusiastic Commando pilots up to scratch for their Wings renewal tests. They were all competent by civvi standards, but the Air Force expected greater things from them. Much greater. Not to put too fine a point on it, we spent two sweaty days in the classroom at Ondangwa discussing a simple takeoff, circuit and landing before they were ready to climb into an aeroplane. If you are wondering how a briefing about a circuit and bump could possibly take so long, consider this – no one – not a single pilot knew the best rate of climb speed for his aircraft at the different weights at which he might be flying. They didn’t even know the correct IAS to lift off – and frankly, neither did I. You should be able to get these speeds from the handbook if you search carefully. But that’s only the beginning – once you’ve worked out the speeds, they need further adjustment for density altitude. For this, the rule of thumb is to add one knot per thousand feet of DA to find the correct Vx. But – and this is counter intuitive – you subtract half a knot per thousand feet from
On the plus side Wally assured me that the tin-and-spring ASI mounted on
while I worked the pedals and levers. As I said, I am not making excuses but
the Vy. Okay, that will give you an idea of
the interplane struts was dead accurate.
what with the young gale and a cockpit full
the sort of stuff the Air Force insists we
This would have been lovely if I could see
of unserviceable instruments…
understand. In fairness why not dig out the
the bloody thing. No, my eyes are fine for
In short, I haven’t had so much fun in a
correct figures and use them? Once each
seeing trees and houses and things like
hell of a long time. If perfect circuits were
pilot had agreed on the climb and approach
that, but this instrument was painted with
measured in units of enjoyment then mine
figures for his aircraft under specific
some sort of grubby material that made it
were all superlative. For millennials that
conditions, then we discussed exactly how
appear blurred to the naked eye.
means awesome.
the circuit was to be flown, and exactly what
As a side issue, don’t be tempted
Now I had better get serious before the
checks and procedures were to be done
to wear glasses in a Tiger. If you peer
Gleitch starts bitching that there is nothing
while flying within “fives”. That means five
outside to see what’s going on, they will
for the new young pilots in my column.
knots, five degrees of heading, five degrees
instantly be whipped off your face. In fact, that happened to a passenger of mine a
22 September 2020 | www.saflyer.com
Before I mention perfection in training, there is a mob of cyber thugs on Avcom
of bank and 50 feet of altitude. And then there are the checks and
COLUMNS
procedures. During your engine runup there is no such thing as “engine instruments – in the green”. You must sing out the temperature and pressure numbers at which the needles are currently pointing. And you must know the actual figures for the
how was he meant to know what I was doing? Quite correct. Anyhow, enough of the technically correct circuits – they are what we should aim for all the time. So now let’s look at the other form of perfect circuit. It’s the
green, yellow and red arcs. Do you see why SAAF pilots don’t often
one where you make a safe takeoff and landing when the chips are
swap aircraft types?
down. It doesn’t have to be square – the speeds don’t have to be
Let’s look at just one item on the downwind, pre-landing,
right, the height doesn’t matter as long as you don’t hit anything and
checklist. Fuel. When you get to this, here’s what you will say and
your checks and procedures are unimportant. All that matters is that
do in a Cherokee. FUEL – we are selected to the left tank (your
you land safely.
hand must grab the selector and make sure it is seated in its indent )
The Gleitch says I am not allowed to tell stories from the days of
which contains 17 US gallons (you touch the gauge for the left tank).
the Boer War - so these three incidents all happened last week. And
The right tank contains 10 US gallons (you touch that gauge). The
if you think I have told them before, you are mistaken.
fuel pressure is 4 psi (again touch the gauges). The fuel pump goes
The first happened in perhaps the most famous Twin Comanche
ON (switch it on) and the pressure has increased to 5 psi (touch the
in the country, Echo Victor Bravo. She belonged to Mike van Ginkle
gauge).
and has probably won more air races than any other aircraft.
All this while maintaining “fives”, maintaining situational
It was a training flight – I was giving Steve Heunis his first multi-
awareness of other traffic, making your downwind call and keeping
engine conversion at George Airport, and I had forgotten to give him
your eye on your pax (testing officer) to make sure he is not fiddling
an important lump of information during the briefing.
with anything.
We had been messing around shutting down engines,
Okay, so that gives you an idea of checks and procedures. Now let’s think about the physical flying of the aircraft. We all fall into bad habits. If you happen to know the handbook IAS for lift-off under prevailing conditions, I will bet you, right now, that you probably
Remarkably, Carel van Aswegen's homebuilt helicopters actually flew.
exceed this figure by at least 10 knots every time you take off. We are talking about the speed at which the wheels smoothly leave the ground – not the speed when you start hauling on the pole. I guarantee you miss it by a big margin – we all do. You can courier my Bells to the Gleitch who has promised to pass most of it on. The last SAAF flight test I did was at Ysterplaat – I was being
I haven't had so much fun in a hell of a long time
feathering props and restarting them at 4000 feet over the sea south of the field. Engine failures after takeoff had been a high priority. When you are at 4000 feet you can take your time identifying and feathering – and so you should. But the reality is that an EFATO calls for prompt and accurate action. No, you must not hurry the
tested this time. I was particularly current as I had been testing other pilots recently. It was also in an aircraft with which I was
procedure, but there is no time for heel dragging. What I had failed to tell Steve was that we would NOT do
very familiar. The test had gone well until we came to the very last
any actual single-engine work in the circuit, and I would not even
item. The Major who was testing me said “Okay – one more touch
simulate it close to the ground.
and go.” The only thing we hadn’t done was an engine failure after
So we return to the field for Steve’s first session of circuits and
takeoff, so I knew it was coming, and I also knew exactly which field
bumps. A nice smooth landing on one-one. I retract the flaps, reset
I was going to use.
the trim and open the gills before telling Steve to smoothly go to full
It went perfectly. I lowered the nose, maintained airspeed, headed for my field, checked fuel selection and pump, and used flaps to get in. During the debrief the Major asked me how I thought the test had gone. I told him I was comfortable with it. His reply was that he should fail me because of my EFATO. I was much puzzled. I had
throttle for the takeoff. It all goes beautifully until that point where you say to yourself, “I really wouldn’t like an engine failure here”. At that exact moment everything goes wrong – the bloody aircraft swings to the right, stops climbing and starts making silly noises. My first thought is, “what the vok has Steve done?” I look at
stuck exactly to SAAF procedures – Speed, Field, Fuel, Flaps. He
him to see what he is playing at, and find him looking at me with a
agreed, but said the problem was that I didn’t call out the checks –
doff expression on his dial. Each of us suspects the other of foul
23 www.saflyer.com | September 2020
PLANE TALK
play – we don’t remotely imagine that the
had probably never been serviced since the
circuits, happened at Plettenberg Bay in
machinery has actually chosen this precise
aircraft was new.
Carel van Aswegen’s little homebuilt. It’s
moment to mutiny. So, instead of swinging smoothly into the routines we had just been practicing, we become suspicious and resentful of each other. Although neither of us can find anything out of place in the cockpit, it takes valuable seconds for us to recognise that our mistrust of each other is unjustified. The bloody machinery has broken. I take control, get everything cleaned up and the prop feathered while I wallow round a vaguely curved left hand circuit. I
You get at the filters through a small hatch under the belly. The filter for the left engine is right there in the centre of the
an open-cockpit single-seater thing that he calls the Bergwind. I broke one of Zingi’s sacred rules
At that exact moment everything goes wrong
am heading for one-eight, a grass runway which is the closest to hand. hole, but the right hand one is a bastard to
of survival, ‘never fly someone else’s
to stay close to the airfield in case the other
It’s not fun because, much as you want
get at, so guess what? The left filter was
homebuilt’, and almost perished for my
engine gives notice, you don’t want to find
spotless and the right one was waiting to kill
foolishness.
yourself tightening your turns, or doing a
someone.
hammerhead on your final turn. You also want a decent amount of height on your
The next scrappy circuit was also in a Twin Comanche – Foxtrot Alpha Whisky
Before I go on I should tell you about Carel van Aswegen – he was a most remarkable man. He owned a brickfield on his farm near the airport at Plett. He built his own airfield and hangars on the farm so he could get on with his lifelong passion for messing around with flying machines. Messing around is perhaps the wrong term – creating magic is more accurate. Carl had no engineering training and yet he designed and built two
The excellent Vansin made from a Twin Commanche - now restored to flight by the equally incredible Prof Grotepass in Cape Town.
excellent aeroplanes and, unbelievably, a helicopter. The first was the Bergwind – which nearly
final approach. The plan is to only chuck
– converting Peter Anderson at Knysna
out the gear and flaps when you can easily
from the Brummer’s Kraal strip. As we were
make the field with minimal asymmetric
climbing above Leisure Isle to do some
project – a fast four-seater which he
power.
upper air work the right engine stopped
christened the Vansin. He bought the
without warning or apology. No sooner had
engine and cowling from a pranged
good as long as you are current. If you are
I taken control and headed towards the field
Twin Comanche. It was so pretty that he
not, your mind is inclined to get tunnel-
than the left engine joined its mate.
mounted it on a couple of trestles against
The adrenaline is pumping. But that’s
vision and you can get things badly wrong. I tell Rassie in the tower what’s going
With both props stationary the
killed me. The second was a far more ambitious
the white wall of his hangar and then
aeroplane is wonderfully quiet and peaceful
pencilled in an aircraft behind it. This was
on. He also suffers from the skrik factor and
– but the occupants are not. Anyhow we
the start of the project, and the finished
asks me to repeat everything. Of course it’s
make a very non-standard circuit and
aircraft was almost exactly what he had
all okay, I even remember to put the wheels
landing.
drawn on the wall.
down before landing. The problem was caused by rust, gunk
Maintenance is again the problem. I
Of course there wasn’t internet in those
find that both air filters are swimming in oil
days, sorry I meant last week, so every bit
and water blocking the right hand fuel
– despite a red notice on each saying DRY
of information about aircraft design and
filter. The steel spring inside had almost
FILTER – DO NOT OIL.
construction was painfully gleaned from
completely rusted away. The truth is that it
24 September 2020 | www.saflyer.com
The last of these unhappy, but perfect
magazines and library books.
COLUMNS
I only flew the finished aircraft once and it was a very impressive little aeroplane. The stall speed was around 45 mph and it would
borrowed from a Cub, and taxied out. All went well until I lifted off the ground. The nose immediately
cruise at about 180. It was too cramped for my liking, but then I am a
pitched way up. I eased the stick forward and nothing happened. A
lengthy bastard.
bit more – still nothing. More. More. More. Still nothing.
No sooner was the Vansen flying than he built his most
We are now at 30 feet and about to stall. Suddenly the nose
ambitious project yet - a young helicopter. And when that was
slams way down. I ease back and it’s as if the cable has broken.
complete he taught himself to fly it, by tying it to a lump of concrete
There is no resistance and nothing happens until the stick is almost
and playing around until he got the hang of it. Carl never received
fully back. Then suddenly the nose is way too high again.
any helicopter instruction.
I later read that this condition has a name – it’s called a stick
Lunacy and brilliance all in one basket.
neutral something, and it’s caused by the C of G being too far aft –
And now to the bloody Bergwind. Carl kept badgering me to fly
as when you move the driver back four inches.
it, and I kept finding excuses not to, but eventually he cornered me.
To keep it brief – this was the most terrifying circuit of my life. It
It was a peachy day at the Plett airfield and my next pupil hadn’t
was a series of violent swoops up and down and I knew it was going
arrived yet. Carl landed in the Bergwind and begged me to take his
to kill me.
little aeroplane for a circuit. What could I say? I preflighted with him and then as I resigned myself to flying someone else’s homebuilt I had a sudden reprieve – I couldn’t fit in the horrible little thing. My knees were jammed up against the
Somehow it didn’t. By chance I managed to get one of the down swoops to level out just where the runway happened to be. I was extremely lucky. After that I started to take C of G very seriously So, in its way, that horrendous series of oscillations around the
bottom of the panel. What a bastard. Unfortunately Carl spotted and
airfield at Plett turned out to be the most perfect circuit I have ever
rectified the problem in one swift movement. There was a four inch
done...
seat back behind me. He yanked it out and I slid back just enough for my excuse to evaporate. I started the clattering little 65HP Continental that Carl had
I guess I am suggesting that we should aim for perfection, but
j
be satisfied with safety.
25 www.saflyer.com | September 2020
FUEL TABLE www.sv1.co.za
SA Flyer 2020|09
FuelFuel Prices Prices as atas 29/06/2020 at 29/06/2020 Pri ces Prii ces nclude i nclude VAT VAT but exclude but exclude any servi any servi ce fees ce fees Ai rfi Ai eldrfi eld Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 19,50 R 19,50 Beaufort Beaufort WestWest R 21,20 R 21,20 R 14,85 R 14,85 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 15,34 R 15,34 R 6,60 R 6,60 Brakpan Brakpan R 19,50 R 19,50 BritsBrits R 16,85 R 16,85 CapeCape Town Town R 21,53 R 21,53 R 7,50 R 7,50 Eagles Eagles Creek Creek R 16,45 R 16,45 East East London London R 15,59 R 15,59 R 5,58 R 5,58 Ermelo Ermelo R 16,68 R 16,68 Fi santekraal Fi santekraal R 21,50 R 21,50 Fly-In Fly-In No No Contact Contact Gari Gari ep Dam ep Dam R 19,00 R 19,00 R 10,50 R 10,50 George George R18,54 R18,54 R7,04 R7,04 Grand Grand Central Central R 19,32 R 19,32 R 13,57 R 13,57 Hei delberg Hei delberg R 18,30 R 18,30 Ki mberley Ki mberley R 15,57 R 15,57 R 6,83 R 6,83 KittyKitty Hawk Hawk R 16,10 R 16,10 Klerksdorp Klerksdorp R21,64 R21,64 R14,74 R14,74 Kroonstad Kroonstad R 14,38 R 14,38 R 9,98 R 9,98 Kruger Kruger Intl Nelspruit Intl Nelspruit R 20,00 R 20,00 R 14,80 R 14,80 Krugersdorp Krugersdorp R 16,98 R 16,98 Lanseri Lanseri a a R 18,29 R 18,29 R 14,05 R 14,05 Margate Margate No Fuel No Fuel AvblAvbl Morningstar Morningstar R 17,50 R 17,50 Mosselbay Mosselbay R 19,00 R 19,00 R 11,25 R 11,25 Nelspruit Nelspruit R 21,05 R 21,05 R 13,68 R 13,68 Oudtshoorn Oudtshoorn R 18,40 R 18,40 R 14,11 R 14,11 Parys Parys R 16,00 R 16,00 R 9,90 R 9,90 Pietermaritzburg Pietermaritzburg R 17,30 R 17,30 R 14,30 R 14,30 Pi etersburg Pi etersburg Ci vi lCi vi l R 18,50 R 18,50 R 11,00 R 11,00 PortPort Alfred Alfred R 23,17 R 23,17 PortPort Elizabeth Elizabeth R 17,83 R 17,83 R 13,27 R 13,27 Potchefstroom Potchefstroom R 16,00 R 16,00 R 9,90 R 9,90 RandRand R 18,71 R 18,71 R 9,82 R 9,82 Robertson Robertson R19,50 R19,50 Rustenberg Rustenberg R 16,50 R 16,50 R 12,20 R 12,20 Secunda Secunda R 18,98 R 18,98 R 12,19 R 12,19 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 13,70 R 13,70 R7,60 R7,60 Springbok Springbok R 21,00 R 21,00 Springs Springs R 18,60 R 18,60 R 12,79 R 12,79 Stellenbosch Stellenbosch R 18,50 R 18,50 Swellendam Swellendam R 16,50 R 16,50 R 8,50 R 8,50 Tempe Tempe R 16,40 R 16,40 R 11,35 R 11,35 Thabazimbe Thabazimbe R 16,50 R 16,50 R 10,40 R 10,40 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 17,20 R 17,20 R 11,10 R 11,10 Upington Upington R 16,15 R 16,15 R 7,41 R 7,41 Vereeni Vereeni gi nggi ng R 19,47 R 19,47 R 13,37 R 13,37 Vi rgiVinirgi a ni a R 16,92 R 16,92 R 10,35 R 10,35 Welkom Welkom R 14,38 R 14,38 R 9,98 R 9,98 Wi ngs WiPark ngs Park EL EL R 18,75 R 18,75 Witbank Witbank R 16,25 R 16,25 No Fuel No Fuel AvblAvbl Wonderboom Wonderboom Worcester Worcester R 19,70 R 19,70 *** Heli *** copters Heli copters onlyonly
Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015
Co-ordinates: S25°50’37 E27°41’28 26 GPS Import/Export no. 21343829
September 2020 | www.saflyer.com
FuelFuel Prices Prices as atas 03/08/2020 at 03/08/2020 Pri ces Prii ces nclude i nclude VAT VAT but exclude but exclude any servi any servi ce fees ce fees Ai rfi Ai eldrfi eld Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 18,50 R 18,50 Beaufort Beaufort WestWest R 18,85 R 18,85 R 14,85 R 14,85 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 14,09 R 14,09R 7,61 R 7,61 Brakpan Brakpan R 19,50 R 19,50 BritsBrits R 16,65 R 16,65 CapeCape Town Town R 22,32 R 22,32R 7,88 R 7,88 Eagles Eagles Creek Creek R 16,40 R 16,40 East East London London R 18,24 R 18,24R 8,22 R 8,22 Ermelo Ermelo R 18,40 R 18,40 Fi santekraal Fi santekraal R 21,50 R 21,50 Fly-In Fly-In R 17,80 R 17,80 Gari Gari ep Dam ep Dam R 19,00 R 19,00 R 13,00 R 13,00 George George R19,34 R19,34R9,26 R9,26 Grand Grand Central Central R 19,32 R 19,32 R 13,57 R 13,57 Hei delberg Hei delberg R 18,50 R 18,50 Ki mberley Ki mberley R 14,29 R 14,29R 7,81 R 7,81 KittyKitty Hawk Hawk R 17,10 R 17,10 Klerksdorp Klerksdorp R21,64 R21,64R14,80 R14,80 Kroonstad Kroonstad R 15,58 R 15,58R 9,98 R 9,98 Kruger Kruger Intl Nelspruit Intl Nelspruit R 17,39 R 17,39 R 15,70 R 15,70 Krugersdorp Krugersdorp R 16,98 R 16,98 Lanseri Lanseri a a R 18,29 R 18,29 R 11,96 R 11,96 Margate Margate No Fuel No Fuel AvblAvbl Morningstar Morningstar R 17,50 R 17,50 Mosselbay Mosselbay R 19,00 R 19,00 R 11,25 R 11,25 Nelspruit Nelspruit R 18,86 R 18,86 R 13,05 R 13,05 Oudtshoorn Oudtshoorn R 17,10 R 17,10 R 10,66 R 10,66 Parys Parys R 16,30 R 16,30 R 11,30 R 11,30 Pietermaritzburg Pietermaritzburg R 17,30 R 17,30 R 14,30 R 14,30 Pi etersburg Pi etersburg Ci vi lCi vi l R 18,50 R 18,50 R 11,00 R 11,00 PortPort Alfred Alfred R 23,17 R 23,17 PortPort Elizabeth Elizabeth R 17,83 R 17,83 R 13,67 R 13,67 Potchefstroom Potchefstroom R 16,30 R 16,30 R 11,30 R 11,30 RandRand R 19,47 R 19,47 R 11,60 R 11,60 Robertson Robertson R18,25 R18,25 Rustenberg Rustenberg R 16,50 R 16,50 R 12,20 R 12,20 Secunda Secunda R 18,98 R 18,98 R 12,19 R 12,19 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 14,10 R 14,10R9,00 R9,00 Springbok Springbok R 21,00 R 21,00 Springs Springs R 18,60 R 18,60 R 12,79 R 12,79 Stellenbosch Stellenbosch R 18,50 R 18,50 Swellendam Swellendam R 16,50 R 16,50R 8,50 R 8,50 Tempe Tempe R 16,22 R 16,22 R 11,16 R 11,16 Thabazimbe Thabazimbe R 16,80 R 16,80 R 11,80 R 11,80 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 17,50 R 17,50 R 12,50 R 12,50 Upington Upington R 14,79 R 14,79R 8,31 R 8,31 Vereeni Vereeni gi nggi ng R 19,47 R 19,47 R 13,37 R 13,37 Vi rgiVinirgi a ni a R 18,18 R 18,18 R 10,35 R 10,35 Welkom Welkom R 15,58 R 15,58R 9,98 R 9,98 Wi ngs WiPark ngs Park EL EL R 18,75 R 18,75 Witbank Witbank R 16,25 R 16,25 No Fuel No Fuel AvblAvbl Wonderboom Wonderboom Worcester Worcester R 17,70 R 17,70 *** Heli *** copters Heli copters onlyonly
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HELI OPS GEORGE TONKING
WHEN THE BUBBLE BURST (and other braaivleis anecdotes)
Robin Malherbe
I’m sure I don’t need to remind you that we find ourselves in unprecedented times in the aviation sector. We all understand intimately the effect that the Covid-19 pandemic has had on our personal freedom and safety. And how, by robbing the industry of its most important contributor, the passenger, the pandemic has absolutely devastated the aviation sector.
In the early days of lockdown I became used to seeing only my own shadow below.
I
T’S been sad to see how many of
own SAA and SA Express, the pandemic
vertical lift niche. The helicopter is young
my peers have become jobless,
is driving the final nail into their waiting
by technological standards and was first
especially as the huge commercial
coffins.
envisaged, not because of a romantic
aviation industry for years seemed to promise financial job stability for pilots. The Boeing 747, once the
“queen of the skies,” is all but gone to an
In the helicopter industry a precursor
desire to fly like the airplane, but rather for
to the Covid-19 chaos was the international
a real-world need for vertical rescue and
oil price drop, which led to many oil and
industrial aid in inaccessible places. To this
gas sector employees, including helicopter
end, it has done what we as crew should
early retirement, and the Airbus A380 is set
pilots, being retrenched. But not all is lost.
always try to do, and that is, made itself
to roll off the assembly line for the last time
There remains a need for helicopters,
indispensable. We just can’t live without
in 2021. And for struggling airlines, like our
and none more so than in the specialised
helicopters anymore.
28 September 2020 | www.saflyer.com
LEFT: Me in my bubble in the sky.
Robin Malherbe
BELOW: A SAAF Gripen receding into the distance (fast).
a little wider in the girth than the R44, but
In this time, although most passenger
with a bit more grunt because of her turbine
work has all but vanished due to the lack of tourism or business trips, the helicopter has continued to be used in many other other parts of the country, but in Gauteng and its immediate neighbours, Helicopter Emergency Medical Services (HEMS), Law Enforcement (SAPS) and the private
A couple more suspects hurtled across
engine, just what I needed for that particular
the veld as we thundered overhead, while
job.
the vehicles tore off in opposite directions After completing the transfer, we
roles in South Africa. I can’t speak for
Game on!
down the dusty tracks. We radioed ground
headed back to base in Midrand. On the
teams and chose one of the getaway
way, I pointed out one of our crime hotspots
vehicles to pursue, after taking note of
– a cellphone tower close to Krugersdorp
the other’s registration. This was more
that had been broken into too many times
excitement than I’d had in weeks, and my
We managed to corner the vehicle.
blood was fairly pumping. Keith, my crew, was beside himself. The chase finally ended not far off, as we managed to corner the vehicle and guide the ground teams in to make the arrest. The other vehicle was eventually apprehended a few weeks later in a similar high-speed chase, with my partner, Stewie, the lucky pilot on that
to count. And lo and behold, as we flew
security industry have all been kept busier
over, we noticed two vehicles, with a
than normal. Despite that, our airspace was eerily quiet, what with the cast-iron ban on
from the A-Team, “I love it when a plan
shenanigans around the base. I flew on
comes together!”
activity, while whistling off in a wide arc.
the first weeks and months of lockdown
One of the lookouts, in a dayglow safety
became decidedly tiresome very quickly.
jacket, wasn’t fooled and pulled a runner …
Normally, we get to indulge in arbitrary
In the words of John “Hannibal” Smith
cluster of men seemingly up to nefarious casually, pretending not to notice the
general aviation. As a result, flying in
occasion.
The second incident involved a different type of bandit … As I mentioned, the early days of the lockdown had been an awkward time for
banter with the air traffic around us, not unlike chatting to fellow patients in a waiting room. Sometimes we share a joke or two or maybe an enthusiastic greeting when we recognise the voices of pilots we’ve come across before. But during lockdown’s early days there was none of that. And that leads me to the real gist of this month’s column, with two incidents coming to mind. After a few weeks of flying my regular security routes alone, one chilly Autumn morning I invited a ground-crew colleague personnel to another town. My normal ride is the Robinson R44, but on this particular day we got to take a R66 for a burn. She’s
Robin Malherbe
to accompany me to transfer two security
29 www.saflyer.com | September 2020
LEFT: My regular ride at the Ultimate Heliport, in Waterfall, Midrand, during lockdown.
the southern ridges of the Magaliesberg, making a beeline for a saddle, I noticed a shadow coming from behind. Normally a shadow doesn’t alarm me much as it’s generally a large airliner flying overhead. But under lockdown, airliners
Robin Malherbe
have been scarcer than hen’s teeth, and so
most flying because of the government’s
clearing one such muffled voice through
strict stance on non-essential travel. In
their airspace. I announced my arrival
fact, along with most commercial and
promptly and asked the controller what
all recreational flights being grounded, it
type of military traffic I was facing, as I had
became almost impossible to maintain
missed the part about the type of craft or its
competency. Sure, our licenses had been
intended flight path.
validated automatically past their renewal date by the South African Civil Aviation Authority (SACAA). This, however, had
“It’s an Air Force Gripen,” the controller pronounced. I came back on the radio immediately
no bearing on the fact that we needed
with a report of my exact location and
to remain competent with Operational
intentions. After all, things can go pear-
Proficiency Checks (OPCs), the kind of
shaped awfully quickly when faced with
dual-check rides with an instructor, which
high closing speeds. But we never saw
were outlawed. In this Catch-22 situation,
each other. Not even from a distance.
few people were breaking the flying ban,
Booooooooooooring!
what with the credible threat of enforcement
Little did I know then, though, that I
How close we came to a catastrophic collision with a fire breathing beast from the authorities. Every now and then I would see another aircraft, but on many days, I could fly
would be regretting those thoughts all too soon. Some weeks later, still in the quiet
without hearing a single radio call to startle
of lockdown flying, and this time with a
me from my little bubble. Interestingly, one
different crew-member on board, I flew a
of the calls that usually gets my attention,
sortie to northern Gauteng. It had been
and generally gets what it asks for, is a
one of those flights that required a lot
muffled one: from a military fast jet. One
of explanation to the newb about all the
morning I was flying a Bell 407 between
procedures. He’d been very responsive and
Grand Central and Rustenburg, which
enthusiastic during the flight, as most are,
took me straight through Lanseria’s CTR
but I was spent. Our route home took us
(control zone). We usually call up the ATC
from Hartbeespoort to Ultimate Heliport in
in a CTR a minute or two before entering
Waterfall, Midrand – a peaceful, pretty VFR
their boundaries. As I switched the radio
routing I know like the back of my hand,
over to 124.0 Mhz for Lanseria, and before
through the winding, undulating landscape
I could get a call in, I heard the controller
of the Highveld. As we were traversing
30 September 2020 | www.saflyer.com
I glanced around and above to see what it might be. Which is when I saw a jet tail-pipe flash over us, less than 40 feet above my blades. It was a Gripen! And it made my blood run cold! The pilot was probably just enjoying the sensation of cruising through the saddle as much as we were, perhaps with Top Gun’s “Danger Zone” thumping through his mind at 1,000 km/h, possibly anticipating an encounter with a stray eagle or vulture, but never a helicopter. My crewman thought it was cool. I certainly didn’t share his enthusiasm, knowing how close we came to a catastrophic collision with a beast breathing fire from its arse, which surprised us with its 400-knot closing speed! I tried in vain to raise the bandit, but he was out of sight (and radio contact, apparently) in a flash. Shaken, I got in touch with the closest military controller to ask if they had been expecting a jet in the area, and to give a verbal report of the incident. Later, I managed to make radio contact with the aircraft’s back-seater and promptly asked what they were thinking flying so fast in a speed-restricted Special Rules Area and if they had even seen us. I could practically hear him shrug nonchalantly behind his oxygen mask, as he admitted that they had, incredibly, seen neither us nor our shadow. We made it back to base, and I made a few enquiries with people who know people … And then some serious shit hit some seriously big fans I suspect, because in no time I received a call from the squadron – the aforementioned back-seater nogal – to apologise. But as terrifying as the incident was in the moment, I choose to look at the fact that we all made it out unscathed, there was no lasting damage to reputations, and I could file the incident at the top of my list of fantastic flying anecdotes with which to regale my friends around a braai fire. Unprecedented times indeed.
j
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31 www.saflyer.com | September 2020
REGISTER REVIEW: RAY WATTS
JULY 2020 A330 ZS-SXM has not flown since 19 March.
at OR Tambo and there are still three A320s around. ZS-SZA is parked up at SAAT and ZS-SZI and ZS-SZJ are reportedly being used by the United Nations as freighters in Central Africa. A330 ZSSXM hasn’t flown since 19 March 2020 and is parked at SAAT. The two A350s leased from Air Mauritius are still here and there is no indication yet as to when or if they’ll be going back to their owners or lessors. I know the business rescue practitioners have said that all leased aircraft had to be returned by 31 July 2020, but it looks as
This national lockdown has caused
absolute havoc with our civil aircraft register and, although I have quite a few contacts all over the world, no
South African registered aircraft have
though this deadline has slipped by. There are the eight A340s that SAA owns still left from our once mighty fleet and I am led to believe that ZS-SXD, the multi-coloured one, may soon be scrapped.
ZS-SBA, a Boeing 737 freighter, has been returned to its lessor but is still at OR Tambo.
been reported as being exported during July.
T
HERE have also been no reported imports that I can track down and with my contact at the CAA working from home, I am not getting any luck from there either. We are seeing the demise of SAA as we know it.
By the time this is read we will hopefully have a brand-new version of our once proud airline emerging from the ashes. I spent the last ten years of my working life as a team manager in the SAA Reservations Call Centre and was proud to be associated with the airline. I have decided to have a look at the SAA fleet this month and I must sadly admit that there’s not much left of it. The table shows all the aircraft and where they are or what has happened to them. In
I am not usually one for political commentary but I think that most of my readers will agree that ANC cadre deployment, corruption and mismanagement have been the downfall of SAA and many other SOE’s and the corruption doesn’t seem to be ending. This is very painful. Next month I will have a look at the fleets of the other airlines in SA. TAIL PIECE: Finally, some good news – competition flying is being allowed again, subject to certain restrictions like wearing a mask and not more than fifty people attending the competition. The first competition will be held at Brakpan on 13 August 2020. All thanks to the Aero Club of SA and other bodies who persisted with their representations to the CAA which have resulted in these restrictions being lifted. Enjoy yourselves and be safe.
j
Baby-bus Airbus A319 ZS-SZJ is reportedly doing freight work in Africa.
the table you may come across one or two abbreviations that you are not familiar with: WFU means “withdrawn from use” which is a polite way of saying they are retired. RTS is “reduced to spares” which is the polite way of saying broken up. At the time of writing three of the leased A319s are still parked
32 September 2020 | www.saflyer.com
ZS-SXD May be in the process of being scrapped.
REGISTER REVIEW
SAA Fleet as at 23/07/2020 Reg ZS-SBA
Manufacturer BOEING
Type 737-3YO
Year Reg 1992
Con No 26070
FLY IN for breakfast, spa or stay-over. We boast a 1300m tarred airstrip
Leased / Owned Leased
Status
Leased from GECAS - Returned 5/2020 - WFU - parked at SAAT
ZS-SBB
BOEING
737-3YO
1992
26072
Leased
Leased from GECAS - Returned 5/2020 - WFU - parked at SAAT
ZS-TGG
BOEING
737-300F
2016
24278
Leased
Leased from Star Air Cargo Ltd - Returned
ZS-SFG
AIRBUS
A319-100
2004
2326
Leased
Leased from Castlelake Wilmington - Ferried to Shannon Ireland 9/6/2020,
ZS-SFH
AIRBUS
A319-100
2004
2355
Leased
Leased from Genesis Ireland - Ferried to Lithuania 5/6/2020,
ZS-SFI
AIRBUS
A319-131
2005
2375
Leased
Leased from Castlelake Wilmington - Ferried to Cuidad Real, Spain 9/6/2020
ZS-SFJ
AIRBUS
A319-100
2005
2379
Leased
Leased from Marlborough Finance
ZS-SFK
AIRBUS
A319-131
2005
2418
Leased
Leased from Castlelake Wilmington
ZS-SFL
AIRBUS
A319-131
2005
2438
Leased
Leased from GY Aviation Lease
ZS-SFM
AIRBUS
A319-100
2005
2469
Leased
Leased from Stellar Aircraft Holdings - Ferried to Tarbes France 9/6/2020
ZS-SZA
AIRBUS
A320-232
2013
5637
Leased
Leased from Celestial Aviation Trading
ZS-SZB
AIRBUS
A320-232
2013
5680
Leased
Leased from Celestial Aviation Trading. Ferried to Ljubjana Slovenia 14/7/2020
ZS-SZC
AIRBUS
A320-232
2013
5956
Leased
Leased from Celestial Aviation Trading. Ferried to Ljubjana Slovenia 14/7/2020
ZS-SZD
AIRBUS
A320-232
2013
6007
Leased
Leased from Limpopo Aviation Leasing / Goshawk Management Ireland. Ferried to Ljubjana Slovenia 15/7/2020
ZS-SZE
AIRBUS
A320-232
2014
6147
Leased
Leased from Oriental Leasing Co. Ferried out 23/7/2020
ZS-SZF
AIRBUS
A320-232
2014
6189
Leased
Leased from Pembroke Aircraft Leasing. Ferried to Nimes France 22/7/2020
ZS-SZG
AIRBUS
A320-232
2014
6200
Leased
Leased from Oriental Leasing Co. To be returned 15/7/2020. Ferried to Tallin Estonia 14/7/2020
ZS-SZH
AIRBUS
A320-232
2014
6306
Leased
Leased from Zimbani Aviation Leasing / Goshawk Management Ireland. Ferried to Nimes 22/7/2020
ZS-SZI
AIRBUS
A320-232
2015
6439
Leased
Leased from Letaba Aviation Leasing / Goshawk Management Ireland.
ZS-SZJ
AIRBUS
A320-232
2015
6478
Leased
Leased from Natixis
ZS-SXI
AIRBUS
A330-343
2016
1745
Leased
Leased from Athena4 Aviation Leasing. Ferried to Nimes 22/7/2020
ZS-SXJ
AIRBUS
A330-343
2016
1754
Leased
Leased from Avalon / Oriental Leasing Co. Ferried to Tarbes France 16/7/2020
ZS-SXK
AIRBUS
A330-343
2016
1757
Leased
Leased from AC Finance MSN1779 Ltd. Ferried to Nimes France 22/7/2020
ZS-SXL
AIRBUS
A330-343
2017
1779
Leased
Leased from Metal 2017-1 Leasing XV Ltd (Aergo Capital Holdings). Ferried to Bergen op Zoom Netherlands 16/7/2020
ZS-SXM
AIRBUS
A330-343
2016
1792
Leased
Leased from GECAS
ZS-SXU
AIRBUS
A330-200
2011
1271
Leased
Leased from Avalon / Oriental Leasing Co. Ferried to Teruel Spain 10/7/2020
ZS-SXV
AIRBUS
A330-200
2011
1249
Leased
Returned to lessor 12/3/2020. Ferried to New Quay England 12/3/2020, Now VP-CGI TC Skyward Aviation Ireland
ZS-SXW
AIRBUS
A330-200
2011
1236
Leased
To be returned to lessor Air Castle 16/5/2020. Ferried to USA 16/5/2020
ZS-SXX
AIRBUS
A330-200
2011
1223
Leased
To be returned to lessor Air Castle 16/5/2020. Ferried to USA 16/5/2020
ZS-SXY
AIRBUS
A330-200
2011
1210
Leased
To be returned to lessor Air Castle 16/5/2020. Ferried to USA 16/5/2020. Now N618AC
ZS-SXZ
AIRBUS
A330-200
2011
1191
Leased
To be returned to lessor Air Castle 16/5/2020. Ferried to USA 16/5/2020
ZS-SXA
AIRBUS
A340-300
2004
544
Leased
Leased from Natuxis . Flown to Tarbes France 10/6/2020
ZS-SXB
AIRBUS
A340-300
2004
582
Leased
Leased from Natuxis . Flown to Tarbes France 10/6/2020
ZS-SXC
AIRBUS
A340-300
2004
590
Leased
Leased from Natuxis . Flown to Tarbes France 10/6/2020
ZS-SXD
AIRBUS
A340-300
2004
643
Owned
For Sale
ZS-SXE
AIRBUS
A340-300E
2005
646
Owned
For Sale
ZS-SXF
AIRBUS
A340-300E
2005
651
Owned
For Sale
ZS-SXG
AIRBUS
A340-313
2000
378
Owned
For Sale
ZS-SXH
AIRBUS
A340-313
1997
197
Owned
RTS
ZS-SNA
AIRBUS
A340-642
2002
410
Leased
RTS
ZS-SNB
AIRBUS
A340-642
2002
417
Leased
RTS
ZS-SNC
AIRBUS
A340-600
2002
426
Owned
For Sale
ZS-SND
AIRBUS
A340-600
2003
531
Owned
For Sale
ZS-SNE
AIRBUS
A340-642
2003
534
Leased
Leased from Aercap. Ferried to the USA and scrapped Feb 2020
ZS-SNF
AIRBUS
A340-642
2003
547
Owned
For Sale
ZS-SNG
AIRBUS
A340-642
2003
557
Owned
For Sale
ZS-SNH
AIRBUS
A340-600
2005
626
Leased
Leased from Aercap. Ferried to the USA and scrapped Feb 2020
ZS-SNI
AIRBUS
A340-642
2005
630
Leased
Leased from Aercap. Ferried to the USA and scrapped Feb 2020
ZS-SDC
AIRBUS
A350-900
2019
224
Leased
Leased from Hainan/ Avalon. Ferried to Teruel Spain 14/7/2020
ZS-SDD
AIRBUS
A350-900
2019
245
Leased
Leased from Hainan/ Avalon. Ferried to Teruel Spain 10/7/2020
ZS-SDE
AIRBUS
A350-900
2019
354
Leased
Leased from Air Mauritius
ZS-SDF
AIRBUS
A350-900
2019
365
Leased
Leased from Air Mauritius
General Info & Bookings: T: +27(0)18 451 1188 / 071 674 9969 www.bonabona.co.za E: info@bonabona.co.za www.saflyer.com | September 2020
33
DASSIE PERSAUD-VAN DER WESTHUIZEN
OSCAR AWARD WINNING BULLSHIT
'Simulator assassins' can end a pilot's career - before it has even started.
A320 Type Rating in the UK. “How was your A320 skills test?” I asked my colleague Brian over dinner. “Tragic!” Brian replied.
A
LL
my
already
shaky confidence fled as I heard the his
tremor words.
in “We
messed up and I completely failed!
I hit rock bottom - we had trained for years to get to this point and then I blew it,” Brian said, shaking his head miserably.
So it really was possible to fail a type
now - all the lemons had been thrown!
rating. And that meant I might fail my
That realisation set me free and took the
upcoming course…
pressure off. So after that, I had another
Brian saw the terror in my eyes. “Don’t
try at the simulator, but this time with
worry. It’s not all bad,” he tried to reassure
new confidence (and who knows maybe
me. “Others have it far worse. As we
Chlamydia). And you know what? After a
were leaving my sim buddy told me his
bit of retraining, we passed!” Brian looked
girlfriend had just broken up with him. And
pleased with himself.
OUR INSTRUCTOR HAD BEEN PART OF THE AVIATION INDUSTRY SINCE THE WRIGHT BROTHERS
My grip around my fork tightened and my stomach knotted as the truth hit home. Brian had said the forbidden word: F-A-IL-E-D. My exotic Thai dinner was suddenly tasteless and the strings of noodles in my mouth were as rubbery as elastic bands.
34 September 2020 | www.saflyer.com
on top of that – he thought he might have Chlamydia!” “I couldn’t stop myself from laughing,” Brian continued. “There was no way life could get any worse for either of us right
“Do many pilots fail their skills test?” I asked after somehow swallowing a mouthful of noodles, wincing as I pronounced the unspeakable word. “More often than you’d think. People
just don’t talk about it.” Brian said. I swallowed hard with a biltong dry tongue. What had I gotten myself into? STORY TIME Francis, our instructor, greeted us in
rolled out to the tip of his tongue my fight or
The pace of the sessions was
flight instinct took over, and before I knew
unprecedented in my short aviation career
it I was standing safely in the corridor,
and the level of complexity increased as
shielded from the sound waves by the
rapidly as the Coronavirus conquered
classroom door.
Italy. One day we were dealing with
“You South Africans have an unfair
simple failures only requiring ECAM
his soft monotone voice. With his grey hair,
advantage! It’s as if you have spent your
actions, and what felt like the next we
wrinkles and lengthy career, I suspected he
entire life escaping from wild animals in the
were managing dual hydraulic failures
had been an active member of the aviation
streets,” teased my classmates when they
and landing the Bus in direct law. We
industry since the days of the Wright
caught up with me.
simulated emergencies of every type -
brothers. It was Francis’ job to keep us on
We somehow managed to cram in
unidentified smoke in the cabin, fires, dual
track for our technical exam and to use
enough Airbus information to pass our
engine failure over mountains, emergency
his hawk-like hearing to drill SOP’s into us
theoretical exams. The first major obstacle
descents, pilot incapacitation, rejected
through flat panel training sessions - “The
in our training was now behind us. We were
takeoffs, emergency evacuations, electrical
standard call out is ‘clear’ not ‘cleared’,”
one step closer to being type rated, and on
failures… And then before we knew it – or
Francis pointed out before we were even
track to avoid banishment to China.
felt we were ready, it was exam time.
allowed to enter to the simulator.
We were not, however, oblivious to the
His strategy was simple and based
fact that Covid-19 was now threatening
entirely on provoking fear; “If you don’t
the Italians at an alarming rate. We just
SHOW TIME “How you feeling?” Brian asked over
learn your SOP’s you’ll have to look for a job somewhere else – like China. And then you’ll die from Coronavirus!” He constantly reminded us how much work there was to do, and how sorry he felt for us, but unfortunately that’s not where his lectures ended. Like a grandfather telling stories to his grandchildren, he had entered his ‘anecdotage’ and we often lost Francis as he wandered off on tangents reminiscing about his career. Our lessons dragged on due to story time with his favourite tales told on repeat. I wondered how we would make it through the technical exam at this pace. After all, the short five week course was not designed for the faint hearted. We needed less story time and more CBT
The outcome was binary - pass or fail.
time if we were to pass the technical and memorise our SOP’s well enough to avoid China and the deadly Coronavirus.
dismissed any concerns – because Italy
Although sometimes I wondered whether
was, in our minds, a safe distance from the
succumbing to Coronavirus would be a
UK. And we had more pressing problems to
the flight ahead of me. In a few hours I’d be
more merciful fate than the eternal shame
deal with in the upcoming sim sessions to
tackling various failures in the full motion
of failing a type rating...
qualify as airline pilots.
simulator, trying to prove myself competent
We both tried to hurry Francis’ stories along to maximise our time for actually learning. My strategy one day was a version
the phone. “Fine,” I lied. I didn’t want to overthink
as an Airbus pilot. THE OSCARS One month had passed since Jake (my
I thought back to the night over dinner when Brian told us about failing his skills
of the vanishing act - after the lesson
British sim buddy) and I had last flown the
test and I shuddered at the possibility of
concluded I slowly inched my way to the
Bus, but an onlooker would never have
failing mine. I had come so far and had no
exit, one centimetre at a time, careful not to
suspected this - we were both on form,
back-up plan. This exam was the only thing
make any sudden movements while Francis
nailing the exercises with standard callouts
standing between me and my flight booked
carried on with yet another flying story we
flowing from our mouths like well-rehearsed
back to South Africa for a quick visit after
had heard before.
actors. Despite our confident appearance,
being away for two and a half months.
When the story ended, I could tell by
both Jake and I were inexperienced and
By now we were all on Coronavirus
the excited look in his eyes that he already
arrived at each simulator session masking
alert in the UK. Anyone who dared sneeze
had the next story lined up … and it was
our inner confusion with (in the words of
or cough in the bus was punished with
making its way up his throat. As the story
Francis) “Oscar award winning bullshit”.
death stares. Even our examiner - a beefy
35 www.saflyer.com | September 2020
Would passing my A320 rating require an Oscar winning performance?
man with a thick moustache and
landing. I dealt with pilot incapacitation
Francis’ threats and learning our
resulting in a rejected takeoff (in
SOPs) Coronavirus came to us. With
which I forgot to stow my reversers
travel bans in place to limit the spread
on the first attempt), and all the usual
of Covid-19, the aviation industry in
TCAS resolution advisories (RA’s),
Europe all but stopped, and all of us
test exam (which was
windshear, SIDs, STARs etc. But my
cadets lost our jobs. Hopefully this
supposed to be the
euphoric feelings after completing my
is the worst that will happen in my
highlight of my aviation
exam were short lived and wore off as
personal apocalypse.
a healthy level of fear for the virus - refused to shake hands. The actual flight
journey) turned out to be a non-event – compared to what happened when I
quickly as the supermarket shelves
While it’s crushingly disappointing,
were emptied by panic buyers of toilet
I’m grateful to have received world
paper in preparation for the Covid-19
class training. Will I ever fly a real
landed back in South Africa.
apocalypse.
Airbus? No one knows.
Yes, I had to deal with an
UNFORTUNATELY CORONAVIRUS CAME TO FIND US…
engine failure on takeoff, flown all the way to the hold, a single engine ILS approach followed by a single-engine go-around due to deteriorated weather (with my leg shaking from the fear of not applying sufficient pressure to keep the Beta target within acceptable limits, despite trimming). I flew a
APOCALYPSE NOW My permanent contract for my
Hopefully I’ll at least find a charter pilot position in South Africa when
airline job had been signed and my
the lockdown ends, and this will all be
single engine 2D
A320 skills test was behind me! I was
part of a successful life-long aviation
approach and a
just four days away from receiving my
journey. At least for now I can spend
airline uniform, hopping into the real
my time during lockdown teasing Brian.
Airbus, and making all my dreams
After all, I didn’t fail my A320 type
come true.
rating. Even if I’m the one who might
raw data two engine ILS all the way down to
w w w.saflyer.com 36 September 2020 | www.saflyer.com
And then (despite listening to
j
not get to use it anytime soon.
SA Flyer’s former Deputy
Editor and columnist Owen
OBITUARY
OWEN HECKRATH
Heckrath sadly lost his battle with cancer on 20 August.
O
WEN fulfilled an invaluable role as Deputy Editor and my right-hand man at SA Flyer
for a number of years. He had a wealth of flying experience from selling Cessnas for
Comair to flying the big jets. Owen contributed a regular column called Hangar Tales under the pen name Sara Lima and added humour to the magazines with his LOLs
(laugh out loud) memes. Owen was also responsible for bringing two now regular columnists on board:
George Tonking for helicopters, and Johann Walden, who he was mentoring through the early stages of learning to fly professionally. His excellent IT skills
also contributed much to getting SA Flyer production systems into the cloud.
j
He will be much missed by the flying community.
C
ESSNA’S development of its twin engine high wing cargo carrier the SkyCourier is making steady progress. The second flight test aircraft
for the SkyCourier programme flew in Wichita on 11 August. Cessna anticipates certification
SECOND SKYCOURIER FLIES
in 2021. The 1h35m flight reached an altitude of 14,200 feet and a maximum airspeed of 210 knots—above the planned maximum cruise speed for the twin turboprop. “This flight is another important step for the Cessna SkyCourier program as it will be used primarily for testing aircraft systems like avionics, environmental control and anti-icing,” said Chris Hearne, Textron Aviation’s senior vice president, engineering and programs. “Since the debut flight for the prototype aircraft, the team has rapidly moved through testing and has accomplished its goals of initial envelope expansion and handling, including stalls. When you consider they have achieved all these milestones despite the many disruptions caused by a global pandemic, it’s quite remarkable,” Hearne said.
j
37
The two flying Cessna SkyCouriers.
www.saflyer.com | September 2020
GARTH CALITZ
A TBM flies into the photo-realistic sunset.
Microsoft Flight Simulator 2020
– IT’S HERE! Ever since the first version of Microsoft’s Flight Simulator was released way back in November 1982, the platform has been known for its realism, from the aircraft appearance and handling, to the flight performance and the geographical world around it.
N
knew then where it would go from there. And
300 in earlier versions. This major increase
maybe they had a point - it is claimed that
in scenery production was attributable
the 911 World Trade Centre attackers made
partially to inclusion of the content from
use of Flight Sim to plan their 2001 attacks.
previous standalone scenery packs, as
As a result Microsoft disabled the visual
well as new contributions by MicroScene,
damage effects in all future versions.
a company in San Ramon, California who
The huge band of dedicated MS Flight Sim followers looked forward to an upgraded version every 2 to 4 years, with
had developed several scenery expansions released by Microsoft. And then Microsoft announced that it
each version improving the graphics and
was going to stop developing Flight Sim
realism experience, even if they did strain
and there was a 12 year drought. Until
the hardware of the day – at times to a jerky
2020, when after rigorous closed alpha
or grinding slowness as it struggled to cope
testing Microsoft’s Xbox Game Studios and
with detailed scenery.
Asobo Studio announced that the next-gen
With the release of Windows 95, a new version (6.0) was developed for that platform. Although this was more or less
Microsoft Flight Simulator 2020 would be launched on 18 August. FS2020 is available in three editions,
just a port from the DOS version (FS5.1),
Standard ($59.99), Deluxe ($89.99) and
OW, after a long wait,
it did feature a vastly improved frame-
Premium Deluxe ($119.99), with the more
Microsoft have released
rate, better haze and additional aircraft,
expensive versions featuring more planes
the 13th version and
including the Extra 300 aerobatic aircraft. It
and hand-crafted international airports. The
have once again
also featured 3-D detailing, which could be
default edition features 20 aircraft and 30
exponentially raised the
noticed in many places such as Manhattan.
hand modelled airports, while the deluxe
bar.
To highlight the change Microsoft decided
edition increases that up to 25 aircraft and
to rename the new version “Flight Simulator
35 airports and the high-end version comes
Version 1.0 which was released as
for Windows 95” instead of using the version
with 30 aircraft and 40 airports.
“Microsoft Flight Simulator” exclusively for
number in the title.
It all started with Flight Simulator
the IBM compatible PCs, and featured an
Flight Simulator 98, released in
Microsoft Flight Simulator 2020’s show stopper is its mapping data pulled
improved graphics engine, variable weather
September 1997 sported major expansion of
from Bing Maps. This photo-realistically
and time of day, and a new coordinate
the in-box scenery including approximately
re-creates the Earth, converting 3D scans
system. The marketing slogan used at the
45 detailed cities, as well as an increase
of the environment into the SIM world.
time was “If flying your IBM PC got any more
in the modelled airports to over 3000
Other applied sources include terrain data
realistic, you’d need a license.” If they only
worldwide, compared with the approximately
for landscaping, foliage density mapping
38 September 2020 | www.saflyer.com
A wonderfully authentic apron on a rainy day.
data and air traffic updates. The team has also bundled 37,000
“Your fleet of planes and detailed airports, from whatever edition you choose, are all available on launch day as well as
manually edited airports, with their own air
access to the ongoing content updates that
and ground traffic. These allow Microsoft
will continually evolve and expand the flight
to recreate environments down to the
simulation platform,” Microsoft says.
individual tree. FS2020 has effectively
All this processing requires powerful
made it possible to fly true VFR anywhere
hardware. Microsoft Flight Simulator 2020
in the world day or night.
will require, at minimum, a Windows 10 PC
Microsoft’s partnership with weather
with either an Intel i5-4460 or AMD Ryzen
data firm Meteoblue powers the advanced
3 1200 processor, an Nvidia GTX 770 or
weather models, and their legacy in
AMD Radeon RX 570 GPU, 8 GB RAM,
prediction and historical records have been
2 GB VRAM, 150GB of hard drive space
utilised to the full. The temperature, wind
and support for DirectX 11. According to
speed, humidity, pressure and other data
Windows Central, Microsoft recommends
all factor into the simulation, visualising the
an Intel i5-8400 or AMD Ryzen 5 1500X
climate, with corresponding aerodynamics.
CPU, Nvidia GTX 970 or AMD Radeon RX
There’s also the traditional day-night cycle,
590 graphics, 4GB of VRAM, 16GB of RAM
spotlighting new lighting systems to better
and a 20Mbps download speed.
represent cities after dark, and a seasonal
its efforts toward authentic solo flight,
snow.
multiplayer also plays a crucial role in its vision. Virtual pilots can join an online
the shape, density, and fluffiness of
game populated with players from all
the cloud types through 32 layers. The
backgrounds, or configure private sessions
accompanying aero-dynamics system
alongside friends.
considers air mass, airflow, and the impact
The new Flight Simulator experience
of the surrounding terrain, and even
comes divided across several modes, with
rainbows are possible under the correct
its “live players” set-up representing the
conditions.
full realism you’d expect. Those lobbies
The reworked systems fully account
and regulations, with real-time live weather
buildings all filtering into advanced back-
and air traffic reflected at all times. There’s
end algorithms. Microsoft and Asobo are
also the choice of more casual free flights,
constantly working on cloud technology to
with precise control over conditions and
stream some of the more detailed scenery
flight variables. Microsoft has also discussed various
content updates for these various editions
technologies to ensure multiplayer handles
will be available periodically.
as expected, including smooth flight
The aircraft have been extensively
animations that eliminate any form of
upgraded and modelled in far more detail
judder. The game servers automatically
than in previous versions. This is true
optimise to only show planes within 200
for the handling as well as the graphics.
Online multi-player options make the pleasure of sharing the experience possible.
recommend players to abide by all rules
for the environment, with hills, trees and
to your computer on demand, so regular
Incredible photo realism in the cockpit.
While Microsoft has primarily focused
rotation from blazing summers to heavy The new cloud systems fully replicate
An A320 on a rainy JFK runway.
Microsoft
billions of trees, real-time meteorological
kilometres, limited to the 50 closest pilots. The Flight Simulator 2020 developers say their most frequently asked question is, “Have you flown over your house?” and the answer is a resounding YES! Most of them elaborate on flights to their childhood homes or visiting areas that they have not yet had the chance to visit in person. The return of MS Flight Sim has lived up to the expectations of the millions of
j
loyal Flight Sim pilots.
Special detail has been given to flight modelling, making the aircraft as realistic
The right light and weather conditions will generate a rainbow.
as possible. The latest aircraft models subdivide into thousands of surfaces, each affected by pressure, humidity and speed. Real-time three-dimension calculations help the plane handle realistically, with Microsoft detailing examples of wind turbulence, or support for more advanced aerobatics. Stalls and spins have been largely improved over earlier editions, partly due to the software engineers all having to have real-life flying experience.
39 www.saflyer.com | September 2020
FLIGHT TEST - GUY LEITCH
SIAI Marchetti
S.205
The Surprising Italian Thoroughbred
Italian plane maker SIAI Marchetti may be best known for its beautiful SF-260 aerobatic trainer, which means the more staid S.205 may seem to be a disappointment. Some say the S.205 looks like a bloated Cherokee Arrow, so we flew it to find out if the Italian’s true qualities and pedigree are there, but hidden, or are they just not there at all?
T
HE S.205’s lineage goes as far back as 1915, when SIAI, the ‘Società Idrovolanti Alta Italia’ (Seaplane Company of
Northern
Italy)
was
founded. After World War
I it was called Savoia, when it acquired the Società Anonima Costruzioni Aeronautiche Savoia. The name Marchetti was added when chief designer Alessandro Marchetti joined the company in 1922. After World War 2 work began on a new family of all-metal four-seaters, the S.205, under head designer Alessandro Brena. With a strong focus on cost and the economies of large scale production, SIAI Marchetti’s engineering and design team were well aware that their new design had to be cheap to build and inexpensive to maintain. The resultant S.205 featured a cavernous fuselage and it was designed for a range of engines from Lycoming’s basic four-cylinder 180hp O-360 to Continental’s ‘big-six’ IO520. A modest production target of 100 aeroplanes a year was set and the S.205 was first offered with both fixed and retractable gear.
To
achieve
the
sales
number
necessary to gain the economies of scale, SIAI Marchetti knew it had to penetrate the
40 September 2020 | www.saflyer.com
The SIAI Marchetti is a rewarding alternative to less capable Pipers and Cessnas.
John Miller
This beautiful S.208 is the same as a 205 but with a larger engine.
41 www.saflyer.com | September 2020
Practical features - the rudder and elevators are interchangeable.
Under the large cowl is the smooth 220 hp Franklin 6-cylinder.
42 September 2020 | www.saflyer.com
American market so Commercial Director, Ado Bonuti set about finding a US distributor. A deal with Allied Aero Industries’ Alexandre Berger was struck, who would assemble the Italian built planes in the USA. Realising that SIAI Marchetti was largely unknown in the USA, Berger decided that an American name was needed, and as he already owned the WACO brand he marketed the S.205 as a ‘WACO S.220 Sirius’ and the five-seater as the ‘WACO S-220-5 Vela’. Allied Aero Industries sold the SF-260s
The 4 sections of the flaps are also interchangeable with the ailerons.
under the name ‘TS-250-3 Meteor’. Berger also owned the Franklin Engine Company and so it was inevitable that a Franklin powered version be developed using the company’s 220hp 6A-350-C1 engine, which
WALK AROUND
the plane look like a less than svelte, middleaged, pasta-fed, Italian mama.
had originally been developed for light
The subject of our test is a S.205-/22R,
helicopter applications. This engine provided
owned by inveterate plane collector Willie van
During the pre-flight I’m impressed by
more than enough performance until the
der Walt, who bases ZS-EYT at Phalaborwa.
the high build quality. Panel fit and finish is
1967 appearance of the S.208 with its 260hp
I first met his plane on the ground at
excellent and there is a feeling of at least
Lycoming O-540.
Hoedspruit Civil airfield. The first thing that
Beechcraft Bonanza solidity in the doors and
stands out is the high roofline. Legend has
fittings. Notably, like a Baron/Bonanza, the
Continental
it that Alessandro Brena designed it so he
main cabin door has a single lever that works
who, through aggressive pricing, had their
could fly wearing a top hat, however it makes
both the side and the top latch.
The Franklin engine may have been outsold
by
Lycoming
and
Somewhat
engines selected as original equipment in
surprisingly,
bearing
in
the Cessna, Pipers and Beechcraft rolling off
mind the Italians innate sense of style and
the production lines. But it’s a good engine
presumed desire for drag reduction, the nose
– with many loyal followers – and most
is blunt, with a loosely cowled engine. But
importantly parts are still readily available.
the big cowl does make it possible for the
It is a 220 hp, 350 cu in, six-cylinder engine
wide range of engines to be dropped in with
with a relatively high 10:1 compression ratio,
minimal changes to the exterior.
(so it can only burn Avgas). It weighs in just
The clear sign that, despite its carthorse
35 lbs more than the clunky four-cylinder 200
looks, this is still a thoroughbred design,
hp Lycoming O-360. The Franklin is best known for its smooth running and has a distinctive roar. In the
Neat features like lockable fuel cap covers are a hallmark of the practical Italian design.
without the heft and higher fuel consumption
Alessandro Brena embraced
the latest technologies by using a beautiful laminar flow, double-tapered wing made of honeycomb filled aluminium panels glued
S.205 it burns only about 10.5 gph at 130 knots, a speed similar to a Cessna 182 yet
is the wing.
Baggage bay is big enough to hold a fifth seat and can take a hefty 170 lbs.
together, instead of riveted. The wing’s honeycomb structure creates a smooth
of the Cessna. And it has some great
surface without rivet heads and, unlike most
features such as sleeved cylinders which
US-made light aircraft, pushing a thumb
hugely simplifies maintenance and parts
against the skin makes no impression on the
availability as there are no oversize pistons
smooth surface. This creates a feeling of heft
or rings needed for re-bores. In addition,
and solidity and produces an aerofoil which
there is a nifty inspection hatch on top of the
manages laminar flow in cruise for at least
crankcase to examine the crankshaft and big
the first two-thirds of the wing surface. Yet
ends without having to take the whole engine
the wing is still thick enough to have space
apart. Like modern car engines, the valves
for two 110 litre fuel tanks, for usable fuel
have hydraulic lifters, making for smooth
of 55 USG. The wings have five degrees
running and lower maintenance.
of dihedral and two degrees of washout
Franklin fell on hard times in the 1980s
between the root and the tip.
and there was poor support for the engines
The S.205 excels at lifting a good
in use. This changed when PZL of Poland
load and taking it far. Unlike its American
took over the tooling for Franklin engines and
competitors, SIAI claims that you can fill all
American distributors began importing their
four seats, then fill the tanks and the baggage
parts.
bay, and still be below the 2976 lb (1,300 kg)
43 www.saflyer.com | September 2020
Unlike a Cherokee, the door top latch engages with the single door lever.
series located in the tail cone. The cowl is top-hinged and opens wide for great access to the entire engine compartment. Inside is the beautiful six cylinder Franklin 350 cubic inch engine which is good for 220 horsepower, albeit at a highish 2800 RPM. The engine is mounted on a tubular dynofocal structure attached to the firewall, which shares its lower mounting point with the nosewheel mounting box. It’s a sturdy arrangement and keeps the nose gear out of the engine bay. However, without the complexity of gear doors the lower half of the wheel protrudes when retracted and does little for the S.205’s speed. With short main undercarriage legs, it’s easy to step up onto the wing, yet there is still a step welded in place. It strikes me that it would be easy for a Roy Lopresti to clean up the design with a tight cowl and control surface gap seals to find another 15-20 knots, as he did to create the Mooney 201. Like the Cherokees and Bonanzas it competes against, there is only one cabin door, and it’s on the right hand side, but it opens wide enough to make access easy. Once seated, the generous space of the 44.5 inch wide cockpit is evident. Despite the low seating position, the view over the nose is fair and, whilst there is an abundance of shoulder space, much of the cabin volume is in the Excellent prop clearance and decent rough field capability.
max all-up weight. I was sceptical, but a
the weight of the engine between the nose
quick calculation reveals that this is indeed
and main wheels, unlike the retract Cessna
possible for ZS-EYT. A further calculation
singles where the nose gear leg is mounted
confirms an equally impressive potential still-
on the firewall. Particularly useful is that the
air range of over 600 nautical miles, making
nose leg is long, and on ZS-EYT with a well
it an eminently practical tourer.
pumped oleo, the prop clearance was at
Brena loved the simplicity of parts
least 25 cm, protecting it from much of the
commonality and one of the more noteworthy
stones sucked up on dirt runway run-ups.
characteristics of the S.205 is that, in order to
However, looking at the photos, the main
reduce both manufacturing costs and spare
gear oleos may have been quite low and the
parts inventories, the rudder and elevators
nosewheel’s extended.
are interchangeable, and the flaps are in four
A commodious baggage bay rated for
sections, which are also interchangeable.
a very useful 150 lbs is accessed through a
Mechanically actuated by a large Johnson
large door on the right side. Unlike a Mooney
bar in the cockpit, the flaps have four
with its steel tube frame, the S.205’s baggage
positions: 0, 15°, 30° and a dramatic 43°.
bay door is set at floor height, making heavy
The short and sturdy undercarriage
bag loading easy. Like a Bonanza, the
is electrically driven, with a large back-up
baggage bay is large enough for a fifth seat,
lever to pump them down on the cockpit
and this is an optional extra.
side wall. If the emergency gear extension
In keeping with this particular aircraft’s
is used, the wheels cannot be raised in
Non Type Certified status, the electrical
flight.
The nosewheel is steerable and
system has become a mix of 12 and 24
retracts rearwards into the fuselage. I prefer
systems – but it all works well. Feeding the
this forward mounted nosewheel as it puts
system are two 12 volt batteries wired in
44 September 2020 | www.saflyer.com
height. The windows are expansive, giving a great view out. When I first sat down it reminded me of the Alfa Romeos of my youth which you drive with squashed legs and long arms. The large rudder pedals were far too close – but the seat slid back more than far enough, and comfort was restored. Like the rest of the aircraft, the non-adjustable rudder pedals are big, beefy and built to last. The top of the pedals pivot to operate the hydraulic disc brakes, but only on the pilot’s side. The
S.208
panel
is
conventionally
American – similar in size and shape to a C182. ZS-EYT is a simple VFR machine with minimal avionics, so the generous space for two stacks of avionics is largely covered over – and like so many aircraft, it simply has a Garmin 296 perched on the glareshield. Tucked away almost out of sight in the far-right side of the panel are the engine health instruments and fuel gauges, but Manifold Pressure and RPM are at least on the pilot’s half of the panel. Running along the lower edge of the panel is the electrical switchgear. Scattered somewhat haphazardly across the panel are
the fuel pump switch, with a nice to have
FLYING THE S.205
were just two up with no baggage and about
amber warning light when it’s on, EGT and
I had the pleasure of sampling the
half tanks, so we were around 400 lbs below
suction gauges. The ammeter, CHT, oil
delights of the S.205 from my new home
gross. There was a 5-10 knot quartering wind
temperature and left and right fuel quantity
base at Hoedspruit Civil Airfield. Start-up is
and we accelerated briskly. The airspeed
indicators are on their own panel to the far
a conventional carburettor without needing a
indicator is in mph and rotating at 70 mph we
right. Above them is a strange looking gadget
prime as it was still warm from its short flight
were off the ground by the windsock about
with holes arranged around a light. This is an
from Phalaborwa.
250 metres down the runway. One of the
airflow driven (pneumatic) stall warning horn.
We were still enduring the vicissitudes
considerations of a laminar flow wing is that it
In the centre are the power control
of the absurd lockdown regulations, so
flies only when ready, so it’s not a great idea
plungers for the throttle, propeller and
Willie had to file a flight plan. After a radio
to try pull the aircraft off the ground. Simply
mixture. The big ‘Johnson Bar’ for the flaps
call to nearby Hoedspruit Military, we taxied
raise the nose at 70 mph (60 KIAS), then let
is between the seats, and behind it is the fuel
to the north end to takeoff from 17. A pair of
it fly itself off.
selector, pitch trim wheel and trim indicator.
warthogs were crossing the runway, having
It was a gusty day so our climb speed
burrowed under the fence, so we kept a wary
was roughly the best rate (Vy) of 93 mph and
eye on them.
we headed up at around 700 fpm. Retracting
The landing gear knob is a wobbly looking wheel-shaped switch on the centre console. There is a gear unsafe warning
Taxying out reveals the S.205 to have
the flaps required an unaccustomed heavy
light and a clever innovation is a neat red
excellent ground-handling. The nosewheel
heave of the long flap handle. Unlike electric
ZS-EYT has a basic instrument panel with plenty of space for two stacks of avionics.
rod about 10 cm long, with a white end on
steers through the rudder pedals and is
flaps, the manual flap lever retracts them in
top, which protrudes from the floor at the
positive without being twitchy, the brakes are
a single brisk movement and I was caught
base of the centre console. It is operated
effective but not ‘grabby’ and the view out is
out by the sharp nose-up pitch. But once you
by the nose gear leg and goes up and down
great.
know to expect it, it is easy to anticipate and
vertically, which is why you can’t see it in the
The fuel selector between the seats
pictures when the wheels are down. If you’ve
is a delight as it is in an L shape - to show
The undercarriage has a low 109 mph
selected the gear down but the red rod is
where the fuel is coming from and where
operating limit, so it’s good practice to have
still up, the emergency extension system is
it’s going. However, unlike modern fuel
the wheels tucked away as soon as possible.
operated by the large red handle next to the
selectors, there’s no safety catch to stop you
At 300 feet, the propeller is brought back
pilot’s left knee.
inadvertently selecting ‘Off’.
to 2500 RPM and the power to 24 inches.
Pre-takeoff checks are standard. We
not shake up the pax.
Thanks to good sound proofing, the cockpit
45 www.saflyer.com | September 2020
Fuel and flap trim between the seats. Fuel selector shows where it's coming from - and where it's going to.
noise level – even without a headset, was better than most equivalent Cessnas or Pipers. The view out is excellent as the wraparound windscreen is large and curves upwards towards the roof, while the windscreen’s centre post is not obtrusive. The
thoroughbred
Italian
breeding
becomes evident in the air. The controls are light and well harmonised, with low breakout force and minimal ‘stiction’. ZS-EYT does not have an autopilot but it was easy to maintain heading and altitude in the light turbulence of a Lowveld midday. Stability is strongly positive longitudinally, neutral laterally and hands off, very positive directionally. Hand flying long distances should not therefore be tiring. If the S.205 is built for comfort rather than speed, the sizeable fuel capacity provides decent range,
and optional tip tanks are
available for another two hours endurance which gives it long legs. With just wing tanks the POH describes a typical long range cruise as being 2500 RPM at 20 Hg, giving 59% power and a fuel burn of 10.4 USG/h for 149 mph (130 Knots) for just over five hours and 688 nm to tanks dry. Willie van der Walt says in the lowveld he flies ZS-EYT for a cruise of 140 knots at 2600 RPM with 24’ Hg. It then burns 48 litre per hour (12.7 USG/h). The big question is whether it really is that rare aircraft that you can fill all the seats, carry real bags and fill the tanks. Like most middleaged planes ZS-EYT has put on a bit of weight from the factory’s optimistic empty weight of 1700 lbs, to tip the weight and balance scales at 1775 lbs. With a max all up weight of 2976
46 September 2020 | www.saflyer.com
S205 designer, Alessandro Brena, photographed during his tenure with Italy's Department of Civil Aviation in the nineties.
lbs, this leaves a very useful 1200 lbs. Full tanks is 330 lbs of fuel, leaving enough for four x 180 lb people and 150 lbs of bags. So yes – it’s true – the S.205 will indeed do full tanks and full seats and real baggage. You can’t do that in a C182 or Cherokee 235. The
low-speed
handling
and
stall
characteristics of laminar flow wings have a reputation for being interesting. Despite its laminar flow wing, Alessandro Brena wanted his aeroplane to have a docile stall so he built in two-degrees of washout to the outer wing sections. SIAI Marchetti’s manufacturing quality
means
a
minimum
of
surface
irregularities, precluding the need for stall strips. With 30 degrees of flap the stall came at just 55 mph, with a plaintive hoot from the circular stall warning whistle vent. The break was entirely predictable with a gentle pitch down and no wing drop. Recovery requires simply a relaxation of back-pressure and a gentle increase in power. For the descent you need to plan ahead to both go down and slow down as the S.205 does not have cowl flaps to keep the engine warm and the undercarriage and flap limiting speeds are both relatively low. Full flaps can
Siai Marchetti S205 Specifications:
SPECIFICATIONS & PERFORMANCE Engine: Franklin 220hp 6A-350-C1 Propeller: 2-blade constant-speed Hartzell Electrical system: 24 volt Seats: 4 Wingspan: 10.86 metres Length: 8 metres Height: 2.89 metres Max takeoff wt: 2,976 lbs Empty weight: 1776 lbs Useful Load: 1200 lbs Fuel capacity: 55 US gallons Cruise speed (75% pwr): 135 knots @ 2000 ft Stall speed (dirty): 55 mph Ceiling: 21,000 feet
only be deployed below 102 mph and the gear below 109 mph. In the circuit the S.205’s wonderful
than a foot above the runway.
CONCLUSION
visibility helps in seeing the other traffic,
As we crossed the fence before the
The S.205 is a wonderful plane. Once
but this was academic as we had the sky to
threshold of 17 there was a tricky wind
you get past its slightly bulbous looks on the
ourselves. We joined a very long final and I
shear that required full control deflection
ground and into the air, its qualities shine. It
much nicer handling than the American spam cans
has much nicer handling than the American spam cans – and is much more capable. Sure, it sacrifices maybe 5 knots to a Piper Arrow, but the cabin space and great handling more than make up for the extra five or ten minutes that extra speed might have saved you on a typical medium length mission. Simply put, it is an absolute delight to fly. Most surprisingly, it is a really capable plane. Any light four-seater that can load four adults, baggage and full fuel and cover more than 500 nm is a design and engineering achievement. ZS-EYT has two additional wonderful advantages – it has the Franklin’s 6A-350-C1
found it intuitive to set it up at 17 Hg and 2500
to stay lined up with the runway, but the
engine with its smooth operation, and
RPM at 300 fpm down. The speed settled
responsive ailerons, even at that low speed,
it’s a non-type certified aircraft, as it was
on the desired 95 mph and it was smooth
made it easy. There is also plenty of elevator
registered as a veteran. This makes its
and stable. Across the fence the speed is
authority at slow speed so the touch down
maintenance much more affordable.
85 mph (74 KIAS) with flaps usually at the
can be in a classic nose-high attitude.
second notch. Maximum flap is an air brake
With full flap and a touchdown speed of
like 43-degrees but this needs a large pitch
around 60 mph the S.205 must be capable of
change at the flare and the speed disappears
being stopped within about 100 metres, but
with the power all the way off, risking an
we just let it roll out so I could hop out to get
unceremonious dumping if you try that more
some pictures midway down the runaway.
For those looking for just such an aircraft – ZS-EYT is for sale – you can contact its
j
owner Willie on 083-580-5703.
47 www.saflyer.com | September 2020
AOPA BRIEFING CHRIS MARTINUS -
PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION – SOUTH AFRICA
GASLIGHTING, HALF-TRUTHS & THE $100 HAMBURGER
Back in the 1950s,
through to about the
end of the 1980s, light aircraft manufacturers
targeted businessmen as
the main market for their aeroplanes.
Are private aircraft redundant playthings of the rich?
But something went wrong. The vast majority of private pilots today do not use aircraft as a tool for travel any more. For some reason, flying has become an end in itself. Most private aircraft owners fly around the patch on weekends, flying themselves and maybe a friend or two to a fly-in or airshow. Then there is the proverbial $100 hamburger. Pilots fly to some airport within about 100 miles or so for breakfast or lunch. They may take a look at other aircraft parked there, or watch others flying in and out for a bit - and then they fly back home
T
again. What has happened is that private HE products from Cessna,
It did, however, prove to be a bit difficult
aviation has been trivialised. This has had
Piper, Beechcraft, Mooney
for the average person to take the time to
and many others were
learn to fly, navigate, deal with weather and
designed to provide speedy
generally operate an aircraft safely. Aircraft
take the trouble to learn to fly. He or she
personal transportation
a number of adverse effects. One of these is that an individual may
ownership did not achieve the popularity
may even buy an aircraft. But after a few
for the busy entrepreneur, professional,
that the manufacturers hoped for and was
breakfasts, lunches, a visit or two to a fly-in
salesman and anyone else who needed
therefore limited to those individuals who
for a chat with the same guys who hang
to travel regularly in the pursuit of their
were more enthusiastic and adventurous
out at the home airport, the lustre begins
interests.
than the average car owner.
to wear off. Soon thereafter, licences are
These aircraft would serve an additional
Today’s modern avionics, GPS
not renewed and aircraft stand in hangars
purpose of providing transport for the
navigation, real-time weather displays and
family, whether it be on holidays, visiting
synthetic vision have made it much easier
distant relatives, delivering the kids to
and safer for the average Joe to own an
professionals flew themselves around to
schools and universities, as well as any
aircraft, to fly around the countryside for
visit their clients, every town would build
other need to travel quickly and without
business, take the family to the coast or to
an airport to cater for this important part
being restricted to the timetables of
see granny and to visit a distant friend for a
of their economic infrastructure. Today,
commercial airlines.
game of golf.
those airports are disappearing for no other
48 September 2020 | www.saflyer.com
gathering dust. In the days when businessmen and
COLUMNS
reason than that they are not being used for the purpose for which
Cooperative Governance and Traditional Affairs (COGTA), under
they were built. No more do families fly in to spend their money
the controversial Minister Dr Nkosazana-Dlamini Zuma (NDZ), may
locally, no more businessmen fly there to bring commerce and
make actual regulations through a defined process.
prosperity. Only a few die-hards inhabit our airports today. The enthusiasts.
This is where a peculiar psychology manifested itself. Pilots presumed that, since commercial air travel was proscribed by the
But even the aircraft they fly serve little purpose other than flying
regulations, surely the ban must extend to private aviation as well.
itself. Sure, most newer light aircraft have spectacular performance,
How could it be that professional airline pilots are grounded, but
but they are seldom used for business travel, and nor are they
amateurs who just fly their planes around the patch on weekends
particularly suitable for it. They fly around a bit on the weekend, and
are not? The mentality of thinking that flying is an end in itself,
then they return to their hangars before dusk.
rather than being a form of transport like any other, tended to cause
This malady is not confined to South Africa, nor just to aviation. When I was a kid, I rode all over the place on my bicycle. I’d visit
considerable confusion among pilots. The point that they consistently seemed to miss is that peoples’
friends, go to the shops, explore new places. People would ride
movement was limited by regulation, not the manner in which they
motorcycles to school, to work and travel to other towns.
moved. And no, under the initial lockdown regulations, nobody was
Today, cycling is a ritual of donning strange padded Lycra pants, colourful cycling shirts, fancy helmets, sunglasses and specialised accessories – and then embarking in large groups to annoy
entitled to take a flight around the patch any more than they were entitled to take a drive in the countryside in their cars. This misunderstanding resulted in a NOTAM being issued by
motorists on busy roads. They aren’t actually going anywhere. Motorcycling has become a weekend activity where wealthy old farts on enormously powerful and expensive motorcycles wobble along country roads on Sundays with their gang of greybeards, scarily weaving about as they dodge trucks and taxis with terrifying ineptitude. Their objective is, wearing their
COGTA Minister Nkosazana Dlamini-Zuma exceeded her authority in thinking that she had grounded General Aviation.
ludicrous leathers and bluetooth helmets and visors, to descend upon the local Wimpy for breakfast in some usually quiet country town. After their eggs and hash-browns they wobble back home. All of these previously important forms of transport have also become trivialised, mere leisure for the wealthy and entitled. Not only has this harmed aviation and other trivialised transport by opening it up to financial exploitation by regulators, service and maintenance providers, but it has also created a very peculiar form of psychology among its participants.
Only a few diehards inhabit our airports today. THE COVID CRISIS As has been discussed previously in this column, the lockdown
ATNS which apparently prohibited general and “recreational” flights. This was incorrect on two counts: private flights themselves were never banned by the regulations, provided such flights are for a
regulations that started in March 2020 banned or limited most public
legitimate purpose, and secondly, a NOTAM may not be used for
transport, including commercial passenger air travel. The main
promulgating regulations!
thrust of the regulations was to prohibit any persons from leaving
Nevertheless, this odd way of thinking that flying is somehow an
their homes and spreading the virus, other than under specified
activity distinct from any other form of travel persisted. Pilots had
limited circumstances.
been hoping that Minister NDZ would “lift” the restrictions on GA
No limitations were placed on any form of private transport, the lockdown being applicable to people, not their vehicles or aircraft. Within the framework of these regulations, Ministers must issue directions to implement the regulations. Only the department of
flying, notwithstanding that there are no such restrictions. These pilots will be waiting a long time. Now however, under lockdown level 2, a NOTAM has been issued which purports to “lift” the supposed restrictions on general
49 www.saflyer.com | September 2020
AOPA BRIEFING and “recreational” aviation. Whoever is behind this has arrogated to themselves the power to make and amend unlawful rules, which false authority is likely to be abused again in the future. Nevertheless, the authorities on every level have exceeded their mandate in the quest of limiting the spread of COVID-19. Even petty officials and club committees believe that they are empowered to invent and enforce their own pandemic rules. This weird psychology has not been lost on government entities and even ministers themselves. Much of the lockdown restrictions are now overtly political, with even COGTA Minister NDZ crowing that COVID-19 provides “an opportunity” to achieve a number of purely political objectives. This has entrenched a dishonest culture by CAA officials and aviation associations of gaslighting pilots into believing that using their aircraft for travel may be either banned or permitted by people who have no
It should be noted that no person
authority to do so. This is done by issuing
has been penalised for flying to travel for
legitimate private aviation operations to
half-truths such as “permitting” certain
business, agricultural or other permissible
task, in court if need be.
types of flight, such as “maintenance”
purposes – since the very inception of
or “proficiency” flights. The cowed pilot
lockdown in March this year. Several
take ownership of using their aircraft to
community incorrectly presumes that
prosecutors have stated that they will
travel, not just as toys. Making use of
all other kinds of flights are therefore
not pursue any purported infringements
aircraft for purposes other than just flying
prohibited, when that is not the case at all.
regarding use of aircraft under any
around the patch is the only way that
lockdown levels.
general aviation will survive. Otherwise
AOPA condemns this gaslighting through propagating half-truths as being extremely dishonest.
50 September 2020 | www.saflyer.com
AOPA is poised and ready to take any official or functionary who interferes with
The aviation community itself should
private aviation will trivialise itself out of
j
existence.
BUMPPFF
EUROPEAN AIRLINES ARE FLYING AGAIN - BUT AFRICA REMAINS ALMOST EMPTY - WITH NOT ONE AIRCRAFT TO BE SEEN ON FR24 IN SOUTH AFRICA. 51 www.saflyer.com | September 2020
A stunning evening for a flight - what more could you want?
Zirk Lombard's beautiful Tiger Moth ZU-EEG, ready for flight.
52
September 2020 | www.saflyer.com
T
The Beauty T OF EVENING FLIGHT IN A TIGER. HIS wonderful collection of photos of Tiger Moth ZU-EEG was taken
job is flying an Airbus A380 for Qatar Airways.
The aircraft spent several months in maintenance
by Rooivalk and TFSA Test Pilot,
after a landing incident at Beaufort West on her delivery
Petri van Zyl at Mossel Bay, using a
flight in 2019.
Huawei Pro 20 cellphone.
The Tiger belongs to South
African Zirk Lombard, whose normal
SAA A350 Captain, Wally Waldeck conducted the
post maintenance test flights to bring her back to the skies.
j
A perfect relic from a bygone era.
www.saflyer.com | September 2020
53
ACCIDENT REPORT JIM DAVIS
T I P K C O C
NTSB Accident Report: This discussion contains extracts from an NTSB accident report. It is compiled in the interest of promoting aviation safety and not to establish liability.
DATE OF ACCIDENT: JULY 10 2007 TIME OF ACCIDENT: 0835 EASTERN DAYLIGHT TIME AIRCRAFT REGISTRATION: N501N TYPE OF AIRCRAFT: CESSNA 310R AIRCRAFT OWNER/OPERATOR: NATIONAL ASSOCIATION FOR STOCK CAR AUTO
An in-flight fire has to be one of every pilot’s greatest fears. I found this accident fascinating for several reasons, but mainly because five people died due to the fact that the pilot mishandled what was arguably one of the least significant items in the cockpit – a humble and out of the way circuit breaker.
RACING (NASCAR) CORPORATE AVIATION DIVISION PILOT LICENCE: LEFT SEAT COMMERCIAL, RIGHT SEAT ATP LICENCE VALID: YES AGE: COMMERCIAL PILOT 53, ATP 56 TOTAL FLYING HOURS: COM 276, ATP 10,580. HOURS ON TYPE: COMMERCIAL PILOT 26, ATP 67.
It also highlights the dangers of systemic problems with aircraft operators, as well as ill-defined crew responsibilities when there are two pilots in the cockpit. There is much to be learned from this tragedy.
BOTH CURRENT LAST POINT OF DEPARTURE: DAYTONA BEACH INTERNATIONAL AIRPORT, FLORIDA NEXT POINT OF INTENDED LANDING: LAKELAND LINDER REGIONAL AIRPORT, FLORIDA LOCATION OF THE ACCIDENT SITE: RESIDENTIAL AREA OF SANFORD, FLORIDA METEOROLOGICAL INFORMATION: VMC NUMBER OF PEOPLE ON BOARD: 2 CREW NO. OF PEOPLE INJURED: 4 PEOPLE ON THE GROUND NO. OF PEOPLE KILLED: 2 CREW PLUS 3 ON THE GROUND
SUMMARY On July 10, 2007, about 0835 eastern daylight time, a Cessna 310R, N501N, part of the fleet operated by the National Association for Stock Car Auto Racing (NASCAR) corporate aviation division, crashed while performing an emergency diversion to Orlando Sanford International Airport, Orlando, Florida. The two pilots on board the airplane (a commercial pilot and an airline transport pilot) and three people on the ground were killed. Four more people on the ground received serious injuries. The airplane and two homes were destroyed by impact forces and a post crash fire. The flight was operating under the provisions of Federal Regulations Part 91 on an IFR flight plan.
54 September 2020 | www.saflyer.com
Visual meteorological conditions prevailed at the time of the accident. The NTSB determines that the probable causes of this accident were the actions and decisions by NASCAR’s corporate aviation division’s management and maintenance personnel to allow
was installed, as required by regulations, and was mounted on the cockpit floor just forward of the right side pilot’s seat. Investigators were unable to locate the airplane’s handheld fire extinguisher in the wreckage. The checklist guidance for an in-flight fire or smoke emergency
the accident airplane to be released for flight with a known and
in the Cessna 310R Pilot Operating Handbook, states – “Electrical
unresolved maintenance discrepancy, and the accident pilots’
load – REDUCE to minimum required.”
decision to operate the airplane with that known discrepancy, a discrepancy that likely resulted in an in-flight fire. The commercial pilot was acting as PIC, with the ATP acting as
The airplane was about 8 nautical miles northwest of SFB and was turning toward the airport while rapidly descending. Primary radar returns that were recorded for about another 1 minute 30
a “safety pilot.” The airplane departed Daytona Beach International
seconds showed the airplane maintaining a heading of about 150°
Airport (DAB), Daytona Beach, Florida, about 0822, destined for
towards SFB. The last of these was recorded about 0834:45. The
Lakeland Linder Regional Airport, Lakeland, Florida.
Board’s study estimated that, at that time, the accident airplane
At about 0832:49, shortly after reaching a cruise altitude of
was about 3 miles northwest of SFB and descending through about
6,000 feet mean sea level, the ATP contacted ATC to declare an
1,200 feet above ground level (agl). The airplane subsequently
emergency, stating, “smoke in the cockpit we need…to land at
crashed in a residential area about 0.7 nautical miles west of the last
Sanford.” The air traffic controller cleared the flight to proceed
primary radar return.
directly to SFB and descend to 2,000 feet. DAB airport surveillance
According to several witnesses near the accident site, the
radar data indicated that the airplane turned toward SFB and
airplane was traveling “extremely fast,” was “very low” and its wings
began to descend. The last radio transmission was received about
were “rocking” as it descended. Just before impact, the airplane
0833:15. This transmission terminated mid sentence and seemed to
entered a “steep bank” and made a sharp turn to the west. Several
include the phrase, “shut off all radios, elec[trical].”
witnesses reported seeing smoke trailing from the airplane.
Radar indicated that the last transponder signal from the airplane was received about the time of the last radio transmission. According to NASCAR policies, a pilot acting as PIC on a
WRECKAGE AND IMPACT INFORMATION The primary debris path was about 300 feet long and oriented
NASCAR airplane must hold an ATP certificate. However, NASCAR
on a westerly (about 255°) heading. The airplane first struck a north-
personnel stated that the commercial pilot was allowed to fly the
south line of trees in a right-wing-low attitude at a height of about
Cessna 310 as long as the ATP was on board, acting as a “safety
65 feet agl. About 270 feet beyond the first tree strikes, the airplane
pilot.”
struck a palm tree at a height of about 20 feet agl. The airplane then
The airplane was not equipped with a built-in fire extinguishing system, nor was it required to be. A handheld fire extinguisher
grazed the northeast corner of a house and subsequently impacted the next two houses along the street. A post crash fire ensued,
Cessna 310 crash site.
55 www.saflyer.com | September 2020
destroying the airplane and the second and third impacted homes. Airplane debris was found along the wreckage path. The instrument panel glare shield 6 was located on the roof of the first house. Most of the fuselage, the wings, the instrument panel, some
showed characteristics, such as strand fusing and globules of resolidified copper, that may be consistent with electrical arcing and/ or exposure to heat from the postimpact fire The insulation on most of the airplane’s wiring was burned off.
avionics, seats, and the right engine were found in and around the
However, some wiring with unburned insulation had markings that
second and third impacted homes.
identified that wiring as having polyvinyl chloride (PVC) insulation.
The airplane was fragmented and severely burned; however, there was no indication of pre-impact structural failure. Flight control cable continuity for the rudder and elevators was verified from the cable separation points (about the mid-cabin area) to the control surfaces in the empennage. Aileron control cable continuity
PVC wire insulation can produce incapacitating fumes when burned. Studies indicate that PVC releases toxic hydrogen chloride gas (hydrochloric acid) when it is heated. PVC has not been approved since the early 1970s. However,
was verified from the left wing root outboard to the left aileron
the FAA permitted the continued use of PVC-insulated wiring in
bellcrank. Numerous separations in the control cables in the right
airplanes in which it was already installed, including Cessna 310s,
wing and forward fuselage exhibited signatures consistent with
which Cessna had been manufacturing since 1953. Because PVC-
tensile overload.
insulated wiring discovered in the wreckage had identifying numbers
Although much of the airplane was destroyed during the post
consistent with wiring commonly used by Cessna, it is likely that the
impact fire, investigators observed some discolorations and/or
PVC wiring in the accident airplane was installed by Cessna when
soot deposits on airplane parts that were not directly exposed
the accident airplane was manufactured in 1977.
to the post crash fire. For example, the instrument panel deck
Six original (white) pages with pilot-recorded maintenance
skin, that was located outside the area where the post crash fire
discrepancies were recovered loose near the wreckage. The
occurred, showed signs of thermal damage. Localized areas of
weather radar discrepancy page, which was dated July 9, 2007 (the
the underside of this component exhibited discolored primer
day before the accident), stated:
paint, patches of charred/bubbling paint, and soot deposits,
Radar went blank during cruise flight. Recycled – no response…
all of which were consistent with an in-flight fire. Additionally,
smell of electrical components burning turned off unit – pulled
the instrument panel glare shield, which is normally attached to the
radar [circuit breaker] smell went away. Radar inoperative.
upper surface of the instrument panel deck skin, was found with
[Underlining in original.]
thermal damage at the attachment point. (The glare shield was found on the roof of the first house, which was unburned.) The cabin door was found about 60 feet away from the main
The pilot who experienced the weather radar system anomaly told investigators he documented and reported the weather radar discrepancy to NASCAR personnel, leaving the white original page
wreckage unburned and with latching pins undamaged. However,
in the discrepancy binder in the airplane and providing the yellow
numerous soot deposits were noted on the interior side of this
copy to the director of maintenance (DOM), in accordance with the
door, again consistent with an in-flight fire. These soot deposits
company’s SOPs. However, no corrective action was recorded on
Releases toxic hydrogen chloride gas (hydrochloric acid)
the original white page of this discrepancy form. NASCAR Aviation Division personnel could not produce the yellow copy of this form or any other written documentation indicating that any troubleshooting or corrective maintenance actions had been taken to resolve the discrepancy. During post accident interviews, the ATP’s instructor stated that the ATP was “highly qualified”, required little or no academic instruction, and showed “exceptional” proficiency during his two simulator sessions. The chief pilot, and aviation director did discuss the weather radar discrepancy, however, none of these individuals took any actions to ensure that the discrepancy was addressed before agreeing that the airplane could be flown. According to the chief pilot, the Director of Maintenance told him: “It will be okay. Just tell [the ATP] not to turn it on.”
trailed across the lower portion of the door from an area that would
The weather radar system was installed in the airplane in May
have been near the lower edge of the instrument panel on the intact
1988. Its display was mounted in the instrument panel, and the
airplane to the aft edge of the door. The undamaged latching pins
associated 5-ampere circuit breaker was located on the bottom row
and the location and existence of the observed trailing soot deposit
of the main circuit breaker panel, with associated wiring located
are consistent with the pilots having opened the cabin door to
along the left cockpit sidewall, to the left of the commercial pilot’s
vent smoke during an in-flight fire.
left leg. Examination of similar airplanes revealed that the densest
Most of the airplane’s electrical system components and
concentration of wiring in Cessna 310R airplanes is in this
associated wiring that were recovered were severely damaged or
area. In addition, fuel lines to instrument panel gauges are
destroyed, and most of the electrical insulation had been burned off
routed through this area.
those wires. Examination of some small sections of recovered wiring and one partial wire bundle found among the fuselage wreckage
56 September 2020 | www.saflyer.com
Post accident interviews indicate that NASCAR’s aviation director, DOM and chief pilot discussed the weather radar
discrepancy on July 9—the day before
was prominently placed on the throttle
the accident, after the company pilot
quadrant and would have been easy to
reported it. However, no one examined the
review during the preflight inspection or
in the cockpit when they diverted to SFB,
airplane to investigate the discrepancy;
before the airplane departed. The Safety
autopsies revealed no evidence of smoke
no maintenance personnel stated that
Board concludes that the ATP and the
or soot inhalation in the pilots’ tracheas
they had been in the airplane since
commercial pilot had sufficient information
and did not show definitive evidence of
the discrepancy was reported; and no
about the weather radar discrepancy and
hydrochloric acid (a byproduct of burning
company personnel:
stating “Circuit Breakers—IN.” Although the pilots reported smoke
the burning smell to determine that the
PVC) exposure. Further, toxicological tests
1) removed the airplane from service
condition constituted a hazard to flight
did not detect evidence of carbon monoxide
2) reset the circuit breaker
and to refuse the airplane unless and
or cyanide in the commercial pilot’s blood.
3) p laced a placard in the cockpit
until additional actions were performed by
regarding the discrepancy, or 4) deactivated the weather radar
maintenance personnel. On the day before the accident, the
The autopsy reports indicated that both pilots died as a result of “multiple blunt force trauma”.
system, collaring the associated circuit breaker and placing a placard in the cockpit indicating the system’s inoperative status. The Safety Board concludes that without examining the weather radar system, and then either removing the airplane from service or placarding the airplane and collaring the circuit breaker, as well as making a maintenance records entry, it was not permissible to fly the airplane under Federal regulations. The final safeguard against the
The pilots opened the cabin door to vent smoke
operation of an airplane with an unresolved maintenance discrepancy is a thorough
airplane was flown uneventfully for at least
pilot preflight inspection. In this case, the
1 hour after the pilot pulled the weather
The common practice of resetting
Safety Board’s investigation showed that
radar circuit breaker. In contrast, on the
circuit breakers that trip should be viewed
both pilots had access to information that
accident flight, the airplane was only
with extreme caution. The aviation industry
could have alerted them that the accident
airborne for about 10 minutes before the
has begun to recognise the potential
airplane had an unresolved maintenance
pilots reported a problem. The airplane
hazards of resetting noncritical circuit
discrepancy on the morning of the accident
crashed about 2 minutes later.
breakers even once.
and could have led them to take appropriate
The most likely reason for the rapid
SIGNIFICANT POINTS
The Safety Board concludes that
actions to ensure that the discrepancy was
onset of the problem is that one of the
if general aviation pilots, maintenance
addressed before flight.
pilots reset the radar circuit breaker,
personnel and operators had a more
thus reinitiating the development of the
thorough understanding of the potential
that the ATP was specifically advised
problem encountered on the previous flight.
hazards of a reset circuit breaker, they
of the weather radar discrepancy by a
The circuit breakers would have been
would be less likely to reset a tripped circuit
telephone call from NASCAR’s chief
difficult for the ATP to reach and were
breaker
pilot the night before and in person
next to the left leg of the commercial
The pilots had sufficient information
by the maintenance technician who was
pilot, but nothing was found to indicate
about the problem and the burning smell to
responsible for the accident airplane the
which pilot reset the circuit breaker or when.
determine that they constituted a hazard,
Post accident interviews indicated
morning of the accident flight. On both
Given the previous day’s events, the
occasions, the ATP dismissed the issue
weather radar system and/or its associated
as unimportant.
wiring was most likely the source of the
There is no indication that anyone
and refuse the airplane before the problem was rectified by maintenance personnel. The pilots accepted the airplane as
fire. The flammable fluid lines located near
made available by management and
specifically advised the commercial pilot of
that system’s wiring may have provided
maintenance personnel, despite the fact
the weather radar discrepancy, but he was
additional fuel for the fire.
that no diagnostic, corrective or interim
the designated PIC for the accident flight
General aviation pilots often
maintenance action had been taken to
and, as such, had primary responsibility for
reset circuit breakers during preflight
determining the airplane’s airworthiness.
preparations unless the circuit breakers
He was responsible for reviewing all
are placarded or collared to show that the
consistent with routine and/or the “Before
maintenance discrepancy reports in the
associated system is to remain unpowered.
Starting Engines” checklist, reset the
airplane’s binder.
Further, the accident airplane’s “Before
weather radar circuit breaker, which
Starting Engines” checklist included an item
restored electrical power to the weather
The maintenance discrepancy binder
address the discrepancy. It is likely that one of the pilots,
57 www.saflyer.com | September 2020
radar system’s wiring and resulted in the in-flight fire. If general aviation pilots, maintenance personnel and operators had a more thorough understanding of the potential hazards of a reset circuit breaker they would be less likely to reset a tripped circuit breaker without knowing what caused that circuit breaker to trip. PROBABLE CAUSE The probable causes of this accident were: •
The actions and decisions by management and maintenance personnel to allow the accident airplane to be released for flight with a known and unresolved discrepancy.
•
The pilots’ decision to operate the airplane with that known discrepancy, a discrepancy that likely resulted in an in-flight fire.
•
Failures on NASCAR’s part allowed an unairworthy aircraft to be dispatched and flown with a known maintenance discrepancy that directly led to the crash.
JIM’S COMMENTS This accident, like many, started before the aircraft left the ground. There were obvious systemic failures in that the system for handling maintenance snags failed. More worrying to me is the vagueness of the designation of the PIC. The company dictated that the PIC must hold an ATP. My guess is that this was probably an insurance requirement. But in this case they were happy to have him in the right hand seat – which is perfectly legal – but then they say he was acting as a “safety pilot”. I have no idea what that term means in a case like this, and I doubt it has any legal standing. I have the feeling that there was a sense of divided responsibility in the cockpit, and probably during legal tangles afterwards. The ATP acknowledged that he was aware of the problem and was happy to fly the aircraft with the popped circuit breaker. And I fully agree with him – knowing the flight was going to be in VMC. I suspect all would have been fine had the ATP been in the LH seat. Have a look at the photo. The low hour Com pilot was hiding all that mass of switches and circuitbreakers behind his leg. Also remember that part of their pre-start checks was ‘all circuitbreakers – set’. It seems likely that the Com pilot did exactly that, and unthinkingly reset the radar breaker – which ultimately killed them. The report mentions the option of ‘collaring’ a circuit-breaker. This means putting a little plastic collar around a popped breaker which prevents it from being accidentally reset. It would have done the job in this case. WHAT CAN WE LEARN? •
Those rows of little buttons that you never use are vital parts of your safety
•
It doesn’t matter what the POH says, or what your instructor told you – resetting a popped circuit breaker can cause an inflight fire. Don’t do it.
•
Again this is a bitch about pilots not having their heads around the machinery. I would much rather fly with a pilot who understands the systems, than one who can always hit his slipstream in a steep turn. This guy’s ignorance of the electrical system cost him his life.
•
When a circuit breaker pops it is because of a fault. Resetting it does not make the fault go away.
•
Going through snag sheets and maintenance records should be a
j
vital part of your preflight inspection.
58 September 2020 | www.saflyer.com
Quote of the month:
Talking about the future of the airline industry – but providing a perspective for all people – departing Mango Chief Executive Nico Bezuidenhout said,
“Everyone has to take a haircut. We all need to wake up and be realistic. The question is not about whether you can continue to get 100% of your salary. That is not your choice. The choices in life now are that the world is smaller and the demand levels are just not there. So airlines need to shrink to fit, or alternatively, airline people need to move into another industry altogether.”
WHY? THINKING ABOUT PLANE CRASHES Acclaimed SA Flyer
(and Flying magazine)
BOOK REVIEW
PETER GARRISON:
A book by Peter Garrison on accidents is a must read for every pilot.
columnist Peter
Garrison has just
released a book of
noteworthy accident
analyses, and lessons
to be learned, from his ‘Aftermath’ series.
G
ARRISON’S accident reviews are in essay form and thus always easy to read – yet incredibly insightful. A skilled wordsmith,
he avoids the temptation of regurgitating chunks of the official accident report and instead concentrates on the key points and lessons to be learned, which he discusses conversationally, yet with profound insights. Particularly noteworthy is his incisive appreciation of the logic of causality and thus the real insights that the accident investigators may miss as to what the
John Denver crashes as well as otherwise
book called “Why? Thinking About Plane
unremarkable incidents that nonetheless
Crashes”, which is for sale on Amazon
hold key lessons for all pilots. Thus, he
Books as both a Kindle ebook and a
provides considered insights into the use of
paperback.” (So yes, the luddites can have
ballistic whole plane parachutes, the risks
a paper copy).
of flying a balloon too near a thunderstorm,
Guy Leitch highly recommends it; “I
the use of self-medication and the effects
downloaded it for just US$5.75 on kindle
of alcohol and old age, (he has been flying
and the profound insights to be gained
for 60 years). Also, the dangers of hypoxia,
from these accidents will make us all better
lack of sleep, more aeroplane than the
pilots. From the risks of ‘taking a look’ at
pilot can cope with, in flight fire and many
dubious VFR conditions, to showing-off in
excellent other insights.
front of our friends, there are 32 invaluable
He writes: “I’ve put a bunch of slightly used but still serviceable Aftermaths into a
lessons. This book should be part of every pilot’s prescribed reading list.”
j
probable, actual and underlying causes of the accident were. For this reason, his title of “Why? Thinking About Plane Crashes” is exactly right, even if it is somewhat cumbersome. Garrison has carefully selected 32 accidents from the more than 450 he covered for 40 years for his “Aftermath” column in Flying Magazine. The 32 accidents in this book cover the highprofile ones such as the Kennedy and
59 www.saflyer.com | September 2020
OUTLANDINGS 3: DR MARK HOLLIDAY
60 September 2020 | www.saflyer.com
One of the inevitabilities of crosscountry gliding is landing away from your home field from time to time. This is the equivalent of a forced landing in power flying yet considered normal operations by the gliding community. I have had to land out over ninety times, and in their own way each has been a little adventure. I have decided to record some of my experiences in the hope that they may help aspirant pilots, both glider and power pilots, in some of the planning and decision-making processes they face.
I
BUMPPFF
wanted to explore the possibilities of lift on a gently sloped ridge a few years ago and tried the Southern Magalies ridge one warm winter’s day. After getting low a few too many times I picked a long grass runway running next to the river in the middle of the valley. There was a large hangar near the
threshold and I tried the door in the hope of finding someone to unlock the gate for my
crew. What I saw there astounded me, so I radioed Martin Attwell in the Motorfalke to come and do a practise outlanding and help with the retrieve. When the glider was in its box I suggested that we wander up and see the Super Cub parked in the hangar. The door opened and jaws dropped. I had stumbled into a museum of pristinely maintained planes. Yes there was a Super Cub, but more than that it was a taildragger feast: a Tiger Moth, Harvard, Chipmunk, Beech Staggerwing, Pitts Special and a Trojan, all parked on a perfectly painted floor with drip trays under their engines. The farm manager told us that this was not all. The large barns closer to the river contained the remnants of the Ethiopian Air Force, including its workshop, tools and spares, all in the original wax paper, including an unused Rolls Royce Merlin engine. We wandered for over an hour amongst old MiGs and Queen Airs as if in a time warp and were informed that the planes were the personal transport of Haille Selaisse.
THE UKRANIAN KING AIR 350 DOING ILS CALIBRATION FLIGHTS IN CAPE TOWN ON 24 AUGUST.
Another day’s great gliding with the inevitable surprise at an outlanding. LESSON: SHALLOW RIDGES DON’T WORK.
61 www.saflyer.com | September 2020
A SLIM LOGBOOK JOHAN WALDEN
Finally, flight training is being allowed to breathe again and I’ve been able to
continue my training at Morningstar’s Stick n’
instrument flying is procedural – a stepped approach to everything. Without having been able to practice, it wasn’t exactly natural. So, practise on…
That’s what I was expected to do. Instead, as soon Eugene told me to look up, I ignored the procedure and instinctively did a stall recovery, shoving the nose down
The next exercise was to recover the
and gunning the power. From doing it so
aircraft from an unusual attitude, such as
many times during PPL training, muscle
a spiral dive or very steep climb. I closed
memory simply took over. I made the same
my eyes while Eugene put the aircraft into
instinctive mistake twice before getting
the manoeuvre before telling me to look up.
it right! Eugene’s suggestion to use the
Once again, the recovery was procedural:
‘sim’ gave him the chance to hammer old
Throttle Aviation. So
I’m able to bring you another story on my progress.
M
Y earlier story; “The Foggle Hood” described the moment on my first Night Rating lesson where I had to fly
solely on instruments, when I realised that flying simply isn’t one of those things you can learn once and then do perfectly for the rest of your life. Whilst ‘under the hood’, all my focus had been on scanning
The more I practiced the luckier I got.
the instruments without fixating on any
Surprise, not all the shapes were a squiggly mess!
one gauge – especially during those steep
Step One was to check the airspeed. High
instincts out of me and rewire my brain
turns. If I did, I inevitably came off second
meant I was diving and had to reduce
before wasting valuable time in the real
best and had to try again.
power. Low meant stalling and applying full
thing. Thoroughly pounded, I went home
power. Next, the turn indicator would tell me
looking forward to the next day when I
after a while my scanning patterns would
which way I was banked – apply opposite
could try it out for real.
develop naturally and I wouldn’t have to
aileron. Then with the wings level I could
think too much about them. Hard to believe
ease out of the dive or pitch down out of
flight in the Sling. But I couldn’t help but
for now. But, eager as always, I arrived
the stall. Wings level comes before pitch,
notice a pretty new aeroplane parked
early for our practice in the simulator. One
because it’s no good pulling up if you’re
outside the hangar; a Cessna 172. Unlike
thing that I‘d learned very quickly was that
upside down!
the Sling which had electronic displays,
Eugene, my instructor, had said that
62 September 2020 | www.saflyer.com
The next morning I prepared for our
COLUMNS
the 172 had the traditional six-pack steam gauges, which I’m told are the preferred
This pretty little 172 had personality.
kind for initial instrument training. It was also more stable, as I’d found when I got rated on one a while ago. And best of all, it flew beautifully, with minimal interference from the pilot. In the office I learned it was a new addition to the fleet and ready for operation. One thing led to another and I was writing the type-technical exam while I waited for Eugene to arrive. I went back outside for a closer look… ZS-IRA was a gorgeous 1967 model, with a brand new, sub-10-hour engine. During my pre-flight I discovered some antique novelties, like ash trays, a cigar lighter and the old pedestal-type microphone. I was surprised to find only
6-pack was smoother, somehow more
flight. I realised that if I applied exactly the
organic.
right amount of power when rolling into a
Steep turns were still the hardest. It was easy to deviate in altitude and zoom up or
The more we flew the easier it became. the nav/com). Everything else from lights to starter, and even the master were all push/ pull-type switches! But most importantly it had a six-pack – perfect. Despite its age,
pretty much by itself. And while that nuke
down if I didn’t
goes off in your head, yes it may seem
have exactly the
trivial, but it was important. Because now I’d
right amount of
learned to fly the aircraft in a more altitude
back pressure.
stable way and so could focus more on the
But after a few
exercise at hand, such as holding a specific
flights I got into
speed or rate of turn – or both if we were
my groove and
doing a holding pattern. Also, I no longer
was falling off
had to concentrate so hard to keep the
less often.
T-scan going. It just sort of happened, and
Eugene now explained that the
got faster. Soon I could hold heading, speed and
next phase was
altitude, fly a rate one turn (180 degrees per
to polish those
minute), and do climbing and descending
manoeuvres
turns without overly scaring Eugene.
to the point of finesse. (finesse:
two toggle switches in the whole aircraft (for
steep turn the aircraft would hold altitude
/fɪˈnɛs/ noun – displaying impressive delicacy and skill). The more we flew the easier it
The next exercise mashed them all together – Eugene explained the holding pattern. The idea of a four-minute hold is to fly a simple racecourse pattern – i.e. over an
became. I became more familiar with the
airport. There are two straight legs and two
instruments, ZS-IRA and myself with each
180 degree turns. Each takes exactly one
IRA appeared to have been well cared for over the years and was in excellent condition inside and out. This plane had
Push-pull everywhere, even the master.
personality aplenty – and I was happy. Nabbing its first training flight, we headed to the practice area. Eugene held the yoke for a minute while I ‘foggled up’ and got my scan going: From the Artificial Horizon down to the Direction Indicator and back, then to the Altimeter on the right and back again – then repeat. Every second time a quick glance over to the Airspeed Indicator on the left, before repeating the pattern, or T-scan. Immediately I noticed the difference in feel from the Sling’s digital displays and preferred it. The C172’s
63 www.saflyer.com | September 2020
A SLIM LOGBOOK minute. You would typically put the airport’s
the approximate bank angle required for a
to compensate for the extra time before
radio beacon (NDB) in one of the corners of
rate one turn. So at 100mph I rolled to 15
reducing it back to 15 degrees. A minute
the pattern so that you cross it every time
degrees. Keeping the scan going was a bit
later I rolled out onto North. By the time I
around and don’t drift with the wind. Then
harder now because I had to include the
was ready for the next turn the app showed
when ATC is ready for you to land, you’re
stopwatch. Every 30 degrees should have
how the wind had pushed us South-East.
well positioned to descend toward the
taken exactly 10 seconds, so I constantly
So we continued North to the beacon and
beacon and fly the approach.
checked myself and adjusted the bank as
did the pattern again.
There were no NDBs in the practice
necessary to keep the turn on track.
not all the shapes I’d drawn in the sky were a squiggly mess
Next came the simulated let-down to the ‘runway’. On the southbound leg, as Eugene talked me through, I descended from 3500ft to 2500ft at a rate of 1000fpm. Then I made a level turn onto North and descended to our simulated minimum safe altitude of 1700ft, and continued towards the beacon where the ‘runway’ would be. Eugene called a go-around and I climbed straight to 2000ft before making a right hand climbing turn back to 2500ft. This was all rather complicated and a lot of balls to juggle. And frankly I was quite
area, so we simply used a GPS waypoint in
It seemed as though I was already a
surprised to see that not all the shapes I’d
the EasyCockpit app to simulate a beacon.
little behind the turn – probably due to the
drawn in the sky were a squiggly mess.
I taped my watch up onto the instrument
time it took to roll in. So I increased the
I thought it was mostly luck, or perhaps
panel and we got started.
bank a little to catch up, and one minute
because the C172 is simply such a stable
later rolled out onto South. Phew!
aeroplane.But the funny thing was, as a
With my finger ready on the stopwatch, we crossed over the ‘beacon’ and
As the stopwatch approached 2 minutes
immediately rolled into a right hand turn.
I got ready for the next turn. I rolled in,
The formula ‘speed(in mph)/10 + 5’ gave
this time with a little over-bank initially
64 September 2020 | www.saflyer.com
friend pointed out, the more I practised, the luckier I became!
j
TRAINING & CAREER GUIDE
Training Pilots for the World. 65 www.saflyer.com | September 2020
66 September 2020 | www.saflyer.com
67 www.saflyer.com | September 2020
Starlite is training Africa's future professional pilots on entry level Slings as well as helicopters and drones.
STARLITE AVIATION ALL IMAGES: CASSIE NEL
Holistic Pilot Training from Drones to Jets The Covid-19 pandemic may have set back many aspiring pilots’ dreams of making it onto the flight deck of an airliner. However, the setback will be temporary and there are increasing signs that the end result of Covid-19 will be to make pilots in even shorter supply. Which is great news for anyone thinking of becoming a pilot.
I
This train smash is an even bigger pilot
all key pilot types: fixed wing, helicopter
that, “The good news is that there will
shortage than the one that was developing
and drone pilots. Starlite prides itself on
be an even worse pilot shortage in
before the Covid pandemic. So there has
the quality of its flight training and ground
about two years’ time. The Covid-19
never been a better time to become a
school, stringent adherence to aviation
pandemic will have cut so many
professional pilot. By the time ab-initio
safety standards and its modern aircraft
pilots from the industry, especially
(new) students are ready to move up to an
fleet.
N the July/August issue we reported
the older ones who will have taken early
Airline Transport Pilot Licence (ATPL), the
retirement, that there will be a huge
market will be crying out for young pilots
of the Starlite Aviation Training Academy
Klara Fouché, the Managing Director
shortage of pilots when the airline industry
and the demand will force airlines to attract
states, “Starlite’s holistic approach to
once again approaches previous levels.
pilots with ever increasing pay scales.
training encourages students to set personal goals, to be accountable and responsible,
And in four years’ time the FAA estimates that 42% of the entire US ATP-licensed
STARLITE AVIATION TRAINING
to develop social and interpersonal skills
workforce will have retired. Couple that with
ACADEMY
and carve a successful career path in an
all the pilots leaving the industry due to the
To deal with this pending surge in
current downturn caused by COVID-19, and
demand for new pilots, Starlite is providing
it’s going to be an epic train smash.”
the best of all possible training, and for
68 September 2020 | www.saflyer.com
environment that is conducive to learning, Over the past twenty years Starlite has developed an unrivalled African-centric
aviation training and operations capability. In 2017 Starlite introduced
skills development, knowledge, and technology transfer, to enable
latest generation fixed-wing training aircraft, the South African
a self-sustaining solution to its customers, not only in South Africa,
manufactured Sling 2, and such was its success that Starlite doubled
but across numerous African countries. Starlite’s experience is that
its fleet in 2019 and has just ordered a further 4 new Slings.
the African air transport industry seeks African based solutions to an
Helicopter training is also surging, and Starlite has now added
African aviation skills development need, illustrated by over a decade
the iconic McDonnel Douglas MD500 to its helicopter fleet.
of repeat business.
Leading the way, Starlite’s drone school was launched in
Safety is a cornerstone priority. Starlite has become a globally
November 2019 in Durban and in Mossel Bay in October 2020,
recognised leader in providing superior professional and customised
however, this has been delayed due to the required demonstration flights not having been completed before the Covid-19 lockdown.
Starlite's quality is recognised by its discerning clients.
In recognition of its high standards, Starlite is particularly proud that after a rigorous selection process, it was chosen to provide training all the way to ATPL on a three-year contract for the SACAA’s cadet programme. Starlite is also the only civilian company to train the South African Air Force and the South African Police Air Wing. Contract and full-time training courses are centred at the Mossel Bay base, which will be further expanded in 2021 with a full-featured campus providing accommodation for up to 200 students. The new state-of-the-art facilities include lecture theatres, a medical centre and sports facilities. A notable feature is that the campus is run entirely ‘off the grid’ using solar energy and other renewables. At both its Durban and Mossel Bay bases, Starlite offers the full range of helicopter and fixed wing pilot training, from Intro Flights, Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), Airline Transport Pilot Licence (ATPL), Night and Instrument Ratings, Aircraft Type Conversions, Hour Building/Hire and Fly, Simulator training, Additional Pilot training courses and the English language
helicopter, fixed-wing pilot and maintenance engineer training.
proficiency rating.
The Academy has trained ab initio, private, commercial,
Starlite offers civilian helicopter and fixed wing pilot training
instructor helicopter and fixed-wing pilots, totalling over 140,000
programmes for all key aircraft types, from ab-initio training on the
hours of instruction and averaging in excess of 7,500 flying hours
Guimbal Cabri G2, Robinson R22, R44 and R66 and then on to MD,
per annum. It has become by far the largest helicopter training
Bell and Airbus Helicopter products. Fixed wing training types are
school in Africa, with the fixed wing training division on the same
equally comprehensive, ranging from the Sling 2, through the Piper
growth trajectory. It features an accredited SACAA examination test
Arrow to the Seneca multi-engine.
centre at both of Starlite’s training bases, for helicopter, fixed-wing
The Starlite Aviation Training Academy is committed to providing
and drone pilot training
Starlite's state of-the-art Mossel Bay base is training pilots from around the world.
69 www.saflyer.com | September 2020
To ensure that the Academy provides
for the past two decades. Starlite is also
the unforgettable thrill of a first flight lesson
the most modern aircraft for training, Starlite
the first company in Africa to introduce
with one of Starlite’s most experienced
was the African launch customer of the
the R44 Cadet, the latest generation
helicopter or fixed wing instructors. And for
European manufactured next generation
American manufactured training helicopter,
those uncertain as to which career path to
training helicopter, the Guimbal Cabri G2.
fast becoming another favourite choice of
choose, these Introductory Flights assist
The Cabri G2 has unparalleled safety
training helicopter by students.
aspiring students decide on whether to enrol
features, not traditionally found in training helicopters.
on a helicopter or fixed wing course. STARLITE INTRODUCTORY FLIGHTS
Starlite has already become the first
Introductory Flights are a cost-effective
company in the world to achieve the key
opportunity for those wishing to experience
fleet milestone of 10,000 flight hours on the
the professionalism of Starlite training
SIMULATORS Starlite has been making a huge investment in modern high-tech simulators – most recently the advanced Alsim AL250 from France, which will be available at the
The fixed wing turbine fleet includes the much in demand Cessna Caravan.
Durban base from late 2020. At its Mossel Bay base, Starlite operates the multi-million Rand state-of-the art Elite Evolution S723T FNPT II MCC Twin Turbine Helicopter and the S923T FNPT II MCC Fixed Wing simulators, which are EASA / FAA/ SACAA certified. These are ideal for students and pilots for hour building and to maintain currency. A key benefit of these state-of-the art simulators is the advanced MCC platform which teaches crew co-operation between Pilot Flying and Pilot Monitoring. In addition,
Kenyan Air Force officers were provided with aerobatic training using the very capable RV7A.
it enables realistic instrument and/or night training utilising functions such as: colour weather radar, EFIS, autopilot and SAS System, GPS radio altimeter and landing gear use. The helicopter simulator is based on the very common AS355 Twin Squirrel turbine helicopter. It allows the safe practise of complex and challenging problems such as: single engine failures and profiles, hydraulic failures, tail rotor failure and loss of tail rotor effectiveness, and all other systems, yet with zero physical or financial risk. The helicopter simulators are particularly valuable for practising ship-borne and oil platform operations plus approaches in all weather. They are able to handle specific approach and departure profiles and feature a fully customised visual and navigation aid database. The fixed wing simulator is configurable to three types - Piper Arrow, Seneca III and King Air B200. Featuring Totally Integrated Systems, Dual Electro-Mechanical Dynamic Control Loading Yoke and Pedals, fully
Formal ground school is essential for building understanding - and not just passing exams.
instrumented for Pilot and Co-pilot stations, full autopilot capability with flight director and navigation coupling to GPS and VORs. The simulator’s autopilot can be controlled
Guimbal Cabri G2, within only three years
first hand. Introductory Flights enable
of operation. The trusted Robinson R22
prospective pilots to experience what it’s
remains one of Starlite’s primary trainers
like to ‘take the reins’ during flight and enjoy
70 September 2020 | www.saflyer.com
by either the pilot or co-pilot. The simulator is approved for: 5 Hours towards initial PPL & Night Rating, 20 Hours
ABOVE: Training with specialised equipment such as night vision goggles are essential for 24-7 medevac and wildlife protection operations. LEFT: Starlite was the first African operator of the Robinson Cadet helicopter, here being used by instructor Devan Pretorius to gain his ATPL. BELOW LEFT: Top of the range Elite Evolution S723T FNPT II simulators provide procedure training and count 30 hours towards the CPL. BELOW RIGHT: Starlite has achieved full regulatory compliance for drone training.
71 www.saflyer.com | September 2020
Drones have a multitude of commercial uses - from crop spraying to film making.
the conventional techniques. One of the most common questions we are asked is, “How can I use my drone to make money?” or; “What drone careers are available?” A key function is that RPAs can be used to supplement existing data imaging tools to capture images of the land and structures during the construction of new buildings. Drones are also being used in projects such as road design, assessment of landfills, coastal erosion projects and the design of golf courses. Unmanned aircraft are increasingly being used in many different commercial operations, simply due towards initial Instrument rating, 25 Hours
Theoretical Knowledge Training
towards ATPL, and 3 Hours towards Multi
and examinations
Engine ratings. In addition, it is an excellent
•
platform for in-cockpit CRM training, LOS/ SPOT and MCC Training
Successful completion of a Skills Test, with a designated examiner
•
A Class 3 medical certificate, to be obtained before commencement of training.
STARLITE’S DRONE TRAINING Recognising that Remotely Piloted
Drone regulations in South Africa are
Aircraft Systems (RPAS) – or drones – are
closely modelled on existing aviation law.
the fastest growing sector of the aviation
They separate drone flight into commercial
industry, Starlite has been leading the
operations and hobby operations. The laws
way in both drone training and regulatory
around the legal operation of remote control
compliant operations.
aircraft – also known as drones, Unmanned
Starlite is also able to provide drone
Aerial Vehicles (UAVs) or Remote Piloted
operator training to enable aspiring drone
Aerial Systems (RPAS) introduced a
pilots to obtain a Remote Pilot’s License
framework for where and how drones can
(RPL). With certified training facilities
be flown, and who is allowed to fly them.
How can I use my drone to make money?
These restrictions and regulations don’t, on the whole, apply to the kind of hobby quadcopters that are a popular Christmas present, and if you are flying a drone for fun, the main thing
in Durban and Mossel Bay and an
to be aware of is where their use is banned;
experienced team of skilled flight instructors,
which is: within 10km of an airport, 50m of
the school offers both full time and flexible
people and buildings or roads and no higher
training options and can arrange discounted
than 120m (400 feet) above ground. Also,
accommodation for out of town students.
a hobby drone must be flown within line of
The Remote Pilot’s Licence (RPL)
sight, which means you shouldn’t be flying
minimum requirements are:
at night.
•
At least 18 years of age
•
A certificate in Radio Telephony
tools for many organisations such as
•
A certificate in English Language
tourism departments and real estate agents.
Proficiency
Today, many businesses are starting to
Successful completion of the
think beyond the traditional use of photos
Practical Flight Training syllabus
or videos, however, the possibilities for the
Successful completion of
commercial use of an RPA goes far beyond
• •
72 September 2020 | www.saflyer.com
Drones are being used as marketing
to their efficiency and reduced operating expenses, offering many options for drone careers. Overall, there are many possibilities for individual drone careers, and opportunities for businesses and government departments to use drones to improve their operations or provide new revenue opportunities. The first thing anyone who wants to fly a drone professionally (whether for direct payment or not) must do, is to acquire a Remote Pilots Licence (RPL). Once you have that, you can seek employment in this growing industry and work towards the other requirements to start your own firm.
j
STARLITE: GROUP OVERVIEW
T
HE Starlite Training Academy is proud to be part of the much larger Starlite Aviation Group which has grown into
a multi-disciplinary aviation company, offering a wide range of helicopter and fixed wing services worldwide. Having operated in more than 30 countries and on five continents in some of the toughest environments, including Antarctica, Starlite is one of the leading contenders for contract operations, maintenance and pilot training.
73 www.saflyer.com | September 2020
COMPANY PROFILES
AERONAV ACADEMY
AEROSPORT
Aeronav Academy, based at Lanseria
ALGOA FLYING CLUB
Flying as a hobby or a profession is
We provide all forms of flying training
International Airport is a well-known and
something some people only dream of…
and self-fly hire with the specific goal of
long established name in the aviation
If your dream is to fly for recreation or as
making flying accessible to as many people
training industry in South Africa. We strive
a career, Aerosport can help turn your
as possible, within a friendly environment
to provide our clients with safe, quality
dream into reality. There is no better way
where members, students and their guests
flight training, a fleet of well-maintained
to explore the world and get a whole new
can relax after their flights.
modern aircraft, a ground school staffed
perspective, than from the air. Aerosport is
with highly qualified lecturers and a team of
a flying school based near Cape Town and
organisation of flying enthusiasts with
dedicated staff who will always go the extra
provides the perfect environment to learn to
the aims and objects of promoting flying
mile to ensure flight training is conducted
fly. We offer you professional flight training
and flying training in all its facets and
seamlessly in a professional and friendly
in some of the most magnificent scenery in
to the highest standards. It’s the shared
environment.
the world.
experience that helps to make the Algoa
The aircraft on our fleet were carefully
Our flight school is located at
The Algoa Flying Club, a not for profit
Flying Club the right place to earn your
selected for safe, efficient and cost effective
Wintervogel Airfield, situated directly in
training on aircraft that are not only of a high
the training area. This means that training
We boast a fleet of Cessna 152’s,
quality but that are also fun and enjoyable
exercises are initiated much sooner after
Cessna 172’s, a Cessna 172Rg, a Sling 2,
to fly. Our primary fleet consists of our basic
take-off, without the need to spend time in
a Piper Comanche, a Piper Seminole and
trainer which is the Diamond DA20 Eclipse,
transit from the airfield.
an Airvan GA8 and a SACAA Accredited
and multi-engine training is done on the
Aerosport offers training towards
wings.
Elite Evolution S812 (FNPT 11) Simulator,
Diamond DA42 Twinstar. A Cessna 172 and
private and commercial pilot’s license,
which offers Multi Engine Piston based on
Cessna 182 is also available.
microlight and gyrocopter training, as well
the Beech Baron B58 and a Single Engine
as taildragger and other ratings.
Piston based on the Cessna 172RG.
Contact: + 27 11 701 3862
For more information visit our website
Contact:
at: www.aerosport.co.za
Telephone +27 41 581 3274 Email info@algoafc.co.za
LEARN TO
Dale de Klerk Cell: +27825563592 Fax: 0866058948 Skype: dale_de_klerk Email: dale@alpiaviation.co.za
FLY WITH
SA Flyer 2020|09
FROM NPL
WE NOW OFFER TA I L W H E E L TRAINING & A E R O B AT IC TRAINING
w w w. a l p i a v i a t i o n . c o . z a 74 September 2020 | www.saflyer.com
THROUGH
US
TO CPL
RT RY O FS VE IRP OF IS A EN IET TAK TIO QU R EN A FO TT AT E L A US TIM G NA O TO IN RS T IT PE TAN WA R O PO N IM ITH W
Paramount is Accredited and approved by: South African Civil Aviation Authority ATO Number CAA/0143
TRAINING AIRCRAFT: We have several training aircraft available to us, from simple single-engine aircraft to advance twin-engine aircraft. These include: Piper Cherokee 180 • Cessna 172
Paramount uses a combination of these aircraft throughout the CPL in order to achieve the best all round training for an exceptional pilot.
Safety - Excellence - Precision COURSES OFFERED: NPL (LSA) PPL Restricted Radio Licence English Language Proficiency Night Rating IF Rating CPL (Practical) Instructor Rating CAA Accredited Exam Centre Multi Engine Rating Pilot Shop and Aircraft Sales
Kaela Seoe.
Contact Details: Tel: +27 58 050 0493 Skype: paramountaviation Email: info@flyparamount.co.za www.flyparamount.co.za
SA Flyer 20209|09
CEO of Paramount
75 www.saflyer.com | September 2020
Give your career in aviation a great start!
ALGOA FLYING CLUB TRAINING PILOTS FOR MORE THAN 60 YEARS PPL, CPL & ATPL Night Rating Instrument Rating Multi Engine Rating Instructor Rating Airvan Conversions Revalidations
• 5 Year SACAA ATO Certificate • Elite S812 FNPT II Simulator • PPL Exam Test Centre • English Language Proficiency
• Radio Telephony Proficiency • Pilot Shop • Club Facilities • Friendly & Professional
SA Flyer 2020|09
• • • • • • •
A ed SAC A Accredit n Centre atio Examin
EXPERIENCE THE THRILL OF FLIGHT t craf ng 2 Air li S LEARN TO FLY : t e le F
SA Flyer 2020|09
PILOT TRAINING • • • • • • • • • •
National Pilot License Private Pilot License Commercial Pilot License Night Rating Instructor Rating Conversion to Type Renewals Hour Building Hire & Fly Introductory Flights
76 September 2020 | www.saflyer.com
Contact:
Email: info@jhbflying.co.za
Alan Stewart 083 702 3680 Website: www.jhbflying.co.za Panorama Airfield CAA 0055
Skyhawk Aviation Launching Careers
Find out if you have it in you to join the elite few that are entrusted with hundreds of millions of dollars’ worth of aircraft, along with a couple of hundred of precious lives. If you do, and are utterly determined to succeed, we will get you from zero to employability with airlines and commercial air operators. We cover every aspect of pilot training as well as that all-important career development that will define your future flight path. Learn with an Airline Captain who’s done the hard yards. Your track record starts here.
SACAA 0339
info@skyhawk.co.za
www.skyhawk.co.za 77
www.saflyer.com | September 2020
COMPANY PROFILES
AIFA AVIC International Flight Training
colours in Rally and Precision flying from 1995 through to 2004, and continues to
FLIGHT TRAINING SERVICES FTS is a flight school that operates out
Academy (AIFA) carries full accreditation
challenge his considerable aviation
of Grand Central Airport’s main terminal
with both the SACAA and the CAAC (Civil
capabilities in a wide range of aviation
building.
Aviation Authority of China), authorising
techniques, styles and aircraft.
all aspects associated with Part 141 Air
ALPI Aviation SA was established after
The company has an impressive fleet of over 10 aircraft which include Cessna 172s,
the demand arose for an accredited training
Piper PA28s, Cessna 172RG and the PA-30
organisation to cater for those who don’t
Piper Twin Comanche for advanced multi-
environment, utilising state-of-the-art
want to be, ‘just another pilot’. The intention
engine training. These aircraft are all used
facilities as well as a modern fleet of
was to build an accredited Flight
for basic and advanced instruction.
Training Organisation operations. AIFA provides a world-class training
School, certified to CAA standards,
Flight Training Services offers a
devices. Training-operations are spread
using experienced instructors with an ethos
comprehensive, state of the art, training
across three South African training-bases
of respect toward all their students.
service starting from entry level Private Pilot
training-aircraft and flight-training simulation
located at George regional airport on the
At Alpi Aviation, we value the
scenic Garden Route, Oudtshoorn in the
individuality of each student, and we
Little Karoo and Beaufort West, located in
will do our utmost to hone their capabilities
the Great Karoo.
and enhance their passion.
AIFA merges the services of greatly
No one is ‘just another student pilot’. It
Licence (PPL) through to Airline Transport Pilot (ATP) licence. Browse through their site and have a look at the services on offer. For the forthcoming CPL & ATPL ground
experienced, world-class ground- and
is with this credo in mind that we invite you
school contact FTS on: 011 805 9015 or
flight-training instructors with the natural-
to personally experience how our broad
Email: fly@fts.co.za to book your seat.
beauty of our immediate surroundings,
background of solid aviation experience and
excellent South African weather and
expertise can take your flying career to new
support-personnel with a contagious
heights.
For more information contact Amanda Pearce on: Tel: 011-805-9015/6
passion for aviation. This synthesis affords
Contact Alpi Aviation on:
Email: amanda@fts.co.za
AIFA students a comprehensive learning
Tel: +27 82 556 3592
Website: www.fts.co.za
opportunity, designed to open the doors to
Email: dale@alpiaviation.co.za
an exciting career in commercial aviation –
Website: www.alpiaviation.co.za
anywhere in the world!
JOHANNESBURG FLYING ACADEMY
AIFA’s commitment to benchmark
Johannesburg Flying Academy
ourselves against impeccable standards
BORDER AVIATION CLUB & FLIGHT
established in 1984, is an SACAA approved
in aviation safety forms one of the
SCHOOL - Flight Training and Hire & Fly
Flight Training Facility situated South of
cornerstones of our training philosophy,
Border Aviation offers diverse training.
Johannesburg. Due to our unique location at
together with the ideals of quality,
We carry out Ab-Initio Training (PPL & NPL)
Panorama airfield, no time is wasted flying
productivity, efficiency and care!
,Commercial Pilot Training, Conversion to
to and from the general flying area or on the
type training, Hour building for Commercial
ground waiting for flight clearances.
For further information, please contact AIFA at:
Students, Renewals, Instrument Flight
Johannesburg is an ideal location
Oudtshoorn Base
Training and Helicopter Training – PPL to
for flight training, due to our year-round
Tel: +27 (44) 272 5547
CPL.
favourable flying conditions.
Fax: +27 (44) 272 3403
What makes us unique is that our
JFA offers professional training by
George Base
dedicated team of instructors work with
dedicated and qualified instructors for
Tel: +27 (44) 876 9217
each student on a one-on-one basis,
National Pilot Licence (NPL) Private Pilot
Fax: +27 (44) 876 9036
offering them tailored training specific to
Licence (PPL), Commercial Pilot Licence
Beaufort West Base
their needs. We also offer our Training out
(CPL), Instructors rating, Night rating,
Tel: +27 (23) 007 0100
of three bases;
Renewals, Conversions, Endorsements, in a
Our East London Airport base allows for
relaxed and professional environment.
Instrument Flight Training (IF Training). Our
Training is carried out 7 days a week,
Wings Park base is situated just outside
on our modern fleet of 2-seater Sling Aircraft
Not ‘just another’ flying academy
East London and allows for Short field
and is tailored to your individual needs.
A childhood dream and a great passion
training. Our third base is at Queenstown
The course includes all required lectures,
for all things aviation led to the founding of
Airfield which gives our students an
briefings and course materials.
this company. Alpi Aviation is headed by
opportunity to do Mountain flying.
ALPI AVIATION PILOT TRAINING
avid aviation enthusiast, Dale de Klerk, who
We welcome any aviation enthusiast
Our accredited exam centre ensures that exams can be written to suit your
is an accomplished hangglider, microlight,
from Ab-initio students to the casual
glider and fixed-wing pilot.
weekend flyer to pursue their aviation
Contact us for more information.
passion. If you would like to find out more,
info@jhbflying.co.za
please feel free to contact us on:
Panorama Airfield, Kromvlei Road,
Dale has won several regional and national competitions,
schedule.
becoming world Rally Flying Champion in
Tel: +27 43 736 6181
Alberton, 1448
2003. Dale also earned his Springbok Flying
Email: admin@borderaviation.co.za
Call us on: (+27) 064 756 6356
78 September 2020 | www.saflyer.com
MAKING GOOD TRAINING SENSE ONLINE COURSES WITH INSTRUCTOR OVERSIGHT AT ALL TIMES
Safety Management System (incl RPAS) Quality Management System & Auditing (QMSA) Occurrence Investigation Aviation Lead Auditor Co-ordinator Occupational Health & Safety (COHS) Safety & Emergency Procedures Training (SEPT) Dangerous Goods CAT 10 Crew Resource Management (CRM)
LITSON & ASSOCIATES A SA CAA APPROVED TRAINING PROVIDER
SA Flyer 2019|09
• • • • • • • •
THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING
79 www.saflyer.com | September 2020
COMPANY PROFILES
LITSON & ASSOCIATES AVIATION
them. Virtual training allows easy access
professional pilot, we specialise in both
TRAINING
globally at beneficial rates. Corporate
the full turn-key contract clients as well
courses remain our specialty.
as individuals starting out on the road
Litson & Associates agrees with ‘There is no time like the present’. With many people who work within the aviation industry currently at home/not
Contact details: info@litson.co.za
to flying for a living. Part of our services
Phone: +27 21 8517187
include accommodation, transport and visa
Web: www.litson.co.za
services. Skyhawk is associated with the
working at full capacity, now would be the perfect time to take advantage of this quiet
Sakhikamva Foundation, and offers
period and undertake some training, to
programs to high school learners to expose
obtain qualifications which they previously
the kids to aviation and spark interest in maths and science through this medium.
had no time to do. L&A’s SACAA approved ATOs scope of training includes the mandatory 5-day
SKYHAWK AVIATION Skyhawk Aviation was established
Come and see our Boeing 737 nose section kitted out as a classroom!
Safety Management System, 5-day Quality
by Mike Gough (a current SAA Airbus
Management System and Auditing to one
Training Captain and SA Flyer columnist)
sometimes hard truth about becoming a
If you need a reality check about the
day ERP and Dangerous Goods.
in 2008. Now the dominant operation in
career pilot, then you can’t go far wrong
the flight training environment at Lanseria
by dropping in at Hanger 30, Gate 5 at
are currently being presented in a ‘virtual’
International Airport, Skyhawk Aviation offers
Lanseria. Send an email to Mike beforehand
classroom with the facilitator on-line at all
all the resources required for the successful
to get welcomed to the demanding, but
times.
completion of all CAA licences and ratings.
infinitely rewarding world of Commercial
All L&A courses (excluding SEPT)
On-line classes train a minimum of 4
As a Designated Flight Examiner (DFE
Aviation.
to a maximum of 16 delegates, enabling
1) as well as an Airbus Training Captain,
Contact Tracey Gough on:
everyone to receive the best individual
Mike is able to assess student’s progress,
Tel: 011 701 2622
instruction. Training materials are emailed
and conduct final flight tests presenting
Cell: 072 484 7984
to delegates in advance, with certificates
realistic scenarios.
Email: mikegough@mweb.co.za
for successful delegates emailed directly to
Aimed specifically at developing the
Website: www.skyhawk.co.za
LEARN TO FLY WITH
043 736 6181 I admin@borderaviation.co.za TRAINING FROM: EAST LONDON I WINGS PARK AIRFIELD I QUEENSTOWN
80 September 2020 | www.saflyer.com
P P L T O AT P L T R A I N I N G A N D E V E RY T H I N G I N B E T W E E N SA Flyer 2019|11
T R A I N O N T H E M O ST M O D E R N F L I G HT S I M U L AT O R AVA I L A B L E I N S O UT H A F R I C A • Now certified for TCAS training . • R N AV a n d G N S S Certified on all flight models from single engine to turbine.
N E W S A C A A A P P R O V E D L I G HT J E T M O D E L N O W AVA I L A B L E
Join
T OR ! SP D TO ELD O I E R F AE MOV AIR S EL HA VOG R TE IN W
for a us n intr o fligh t tod ay!
SA Flyer 2020|09
CONTACT US OR VISIT OUR WEBSITE FOR MORE INFORMATION: Tel: 011 701 3862 E-mail: info@aeronav.co.za Website: www.aeronav.co.za SACAA ATO No: CAA0002
We offer the following: LSA MPL Gyrocopter License PPL CPL Instrument Rating Night Rating Instructor Rating Tailwheel Conversions As well as Hire & Fly
Our flight school has on-line exam base for CAA PPL and RAASA NPL exams.
Cape Town's Premier Flying School
OUR FLEET: 2x Cessna 172M Bush Baby Savannah XL Aquila Trike 2x Magni M6 Gyrocopters FNPT 1 Flight Simulator Aerosport Flight Training is located at Wintervogel Airfield . Northeast of Cape Town, near Klipheuwel. CONTACT DETAILS: training@aerosport.co.za | www.aerosport.co.za Phone: +27 (0)21 001 8802 Mobile: 083 675 3541 Fax: 086 665 0220
81 www.saflyer.com | September 2020
COMPANY PROFILES
times. Staff and students are encouraged
school was taken over by the Fraser family
to prioritize the well-being of themselves
in 2013, and they have worked tirelessly to
exclusive flying school in the Free State
and others before any other actions
ensure continuous growth and success.
town of Bethlehem, nestled in the foothills of
and consistently and pro-actively report
the Maluti and Drakensberg Mountains.
situations that could potentially endanger
operating under the watchful eye of Mr
people or property.
Neville Matthews (Head of Training)
PARAMOUNT AVIATION ACADEMY Paramount Aviation Academy is an
The Free State Highlands area is well known for it’s wonderful flying weather,
In keeping with the culture of safety
Our dedicated staff and instructors-
- work hard daily to ensure a high level
limiting down time, as students can fly
and learning students are provided with
of instruction and service delivery. Our
almost everyday of the year. This coupled
affordable and safe accommodation in the
approach is a one-on-one relationship and
with a dedicated team of highly experienced
area thus limiting travel to and from the
therefore we ensure a professional yet
professional instructors and a quiet airfield
airfield.
personal relationship with each student, thereby helping them achieve their goals be
is the perfect training mix to produce “Safety, Excellence and Precision.”
exceptional pilots.
it a PPL, CPL or ATPL. Our range of aircraft include Cessna 152/172/172R, as well as
Paramount Aviation Academy pride themselves in equipping each individual
Paramount Aviation Academy
student with the tools necessary and more
Bethlehem Airport
Cherokee 140 and a FNPT11 simulator.
importantly suitable to their specific needs,
Tel1: +27 58 050 0493
have Col. Raymond Barske (ret), as our
whilst ensuring they complete their studies
Tel2: +27 72 733 9340
dedicated safety officer. He has a wealth of
in record time.
E-mail: info@flyparamount.co.za
experience from the SAAF and manages
We are also extremely fortunate to
our unique Safety Management System.
The Paramount fleet of Cessna 172’s,
Flight training is our passion! We will do
Piper Cherokee 180’s and a Samba XL will ensure that students obtain a wide
whatever it takes to help you achieve your
knowledge base of varying aircraft and
goals. Virginia Flight School – Reaching New
ultimately ensure pilots who are confident and competent.
VIRGINIA FLIGHT SCHOOL
Paramount Aviation Academy believe
Heights.
Virginia flight school, is the oldest flight
education begins with a safe environment,
school at Virginia airfield, having been
a very strong safety culture is ensured at all
founded in 1989 by Clyde Walker. The
If you’re looking to take the first steps along the pathway to a rewarding and fulfilling career in aviation, look no further!
Reaching new heights
OUR FLEET OF AIRCRAFT: Virginia Flight School currently has a wide range of aircraft that a person may choose to fly, these include: Cessna 152 (C152), Cessna 172 (C172), Cessna 172 Retractable (C72R), Piper Cherokee 140 (P28A), Simulator (FNPT11)
Join AIFA today and experience everything that this vibrant, dynamic air-training academy has to offer. Our internationally experienced ground and flying instructors use the most modern from private- to commercial-pilot licence qualifications as well as night, instrument, multi-engine class and GR III flight instructor ratings.
AIFA @aifaflight Tel: +27 31 563 2080 Mobile: +27 82 826 6413 Website: www.vfs.co.za
82 September 2020 | www.saflyer.com
@aifaflight
SA Flyer 2019|08
facilities and training resources to provide exceptional training,
If you require any further information, please contact AIFA at: info@aifa.co.za or visit www.aifa.co.za
FlightCm African Aviation
Edition 143 | SEPTEMBER 2020 Cover: SANSA
SANSA GETS MAJOR FUNDING FOR THE NEXT THREE YEARS
NICO BEZUIDENHOUT – why is he leaving Mango?
SAAF – NOT
COPING WITH PARTS INVENTORY MIKE GOUGH: HOW HE IS COPING WITH SAA United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00 1 PRICE:FlightCom Magazine
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
Better solutions and services for your World. From state-of-the-art trip support to payment card programmes and reliable into plane fuel delivery, MH Aviation Services, based in Johannesburg, is Africa’s most innovative aviation services partner. Join the 8,200 flight departments who depend on our bespoke global solutions and local expertise to take their success to new heights. Fuel | Trip Support | Card and Reward Programmes | Logistics | Planning
Discover our Flight Operation Solutions 24/7 Support: +27 82 940 5437 Office: +27 11 609 0123 tsopsafrica@wfscorp.com mhaviation.co.za
Ed's note... SEPTEMBER 2020 Edition 143 Bush Pilot - Hugh Pryor Airlines - Mike Gough
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12 Industry Update 19 Cape Town Airport Update 20 Defence - Darren Olivier 22 Savage Barn Find in Uganda 26 Alpi Flight School Listing 30 AME Directory 31 AEP AMO Listing 32 Nico Bezuidenhout leaves Mango 34 Back Pages 37 Atlas Oil Charter Directory 39 Companies - SANSA
C
IVIL aviation regulators across Africa are also in crisis. However, the old aphorism has it that in every crisis there is an opportunity. The Covid-19 pandemic may have the unexpected benefit of cutting out much of the bloat that creeps into aviation regulators. Even the most tightly run private airlines grow fat over time and that is with the imperative of a profit focussed bottom line. Civil Aviation regulators face no such imperatives and grow bloated as middle managers build empires to do less work themselves. The Covid pandemic may therefore turn out to be the much-needed bitter pill needed to slim them down. The South African CAA is a case in point. It gets by far the largest part of its income from passenger safety charges, which have all but dried up with the cessation of flying. In a rare but welcome display of transparency, the SACAA has shared its financial predicament with the industry. The SACAA considered three scenarios for the current financial year. These scenarios give us all a useful insight into how long it may take the broader industry to recover from the Covid disaster. The optimistic scenario envisages the lockdown lasting for five months with a drop in passenger numbers by 77% for the year when compared to the previous financial year. In this scenario the SACAA will have sufficient cash reserves to sustain itself for approximately ten months before a government bailout is needed. The reality though is that this optimistic scenario is probably too optimistic., In
its regular briefings, IATA now says it is expecting passenger numbers to return to 50% of previous levels over a period of 12 – 18 months. So the CAA is going to have to drastically cut its cloth to suit the post Covid-19 ‘new normal’. SACAA is not only suffering from excess staff but its fat salaries have been a cause for considerable criticism. So it is good to see that salary increases and performance bonuses have been put on hold. Other steps to be taken must include deferring capital expenditure, particularly the purchase of a new Flight Inspection Unit aircraft. It is worth noting that the SACAA has yet again embarrassed itself due to its poor management of the crisis of landing and navigation aid calibration. It knew full well that it had six months to hire a replacement calibration aircraft, yet it dropped the ball and most of South Africa’s instrument landing systems went out of certification. Alarmists took the opportunity to whip up a hysterical overreaction in the general media. The bottom line is that the SACAA needs to do better. Hopefully the reality check caused by the Covid crisis will cause the regulator’s ‘jobsworth’ middle managers to take a little more responsibility to do their jobs effectively and timeously.
Guy Leitch
Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com
ADMIN: +27 (0)83 607 2335
Advertising Sales Wayne Wilson wayne@saflyermag.co.za
TRAFFIC: +27 (0)81 039 0595
Layout & Design Emily-Jane Kinnear
ACCOUNTS: +27 (0) 82 875 9630
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Editor
JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need.
Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za
SA Flyer 2019|03
For our list of available aircraft head over to our website www.ascendaviation.co.za.
BUSH PILOT HUGH PRYOR
Papagai
Many years ago, in the early sixties, I did two years’ service in the mandated Australian territory of New Guinea. In those days it was a strictly Colonial set up. Most of the local population didn’t need a ‘dress sense’ because they didn’t have much dress. ‘Locals’ were not allowed to walk on the side-walks and the police wore ‘Lap-laps’, a kind of wrap-around, dark blue cotton kilt. If you wanted to find out what old fashioned ‘colonialism’ was all about, then New Guinea was where you went.
I
was based at a place called Simbai, up in the Schroeder Mountains, on the border between the Madang and Western Highland districts. Although I was still ten years away from becoming a pilot, it was at Simbai that I first became infected with the Avio-virus. The origin of my infection was a wild sulphur-crested cockatoo whom I addressed as ‘Papagai’, that being the word for Parrot in Pidjin, the local language. Papagai adopted me very soon after my arrival and she took up residence in the apex of the thatched roof of my timber and bamboo house. I was considered to be especially ‘blessed’ among the locals by the fact that she had chosen me on whom to bestow her favours. Apparently, according to local legend, the sulphur crested cockatoo was given to the world by the sun. The ‘hi-viz yellow’ crest flying proudly above the purest pristine-white plumage was to remind the humble humans down below how gloriously the sun danced above the white clouds.
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FlightCom Magazine
The strange thing was that Papagai had never been seen before in our area. She just appeared out of the forest and adopted me the very day that I arrived. She was not a domesticated pet. She had certainly never seen a white man before, because they had only arrived in Simbai about four years before I got there, but there was something about me that she found absolutely fascinating and I found her attentions to be delightfully welcome in those totally unfamiliar stone-age surroundings. Normally speaking, if we have a pet dog we like to teach it how to communicate with us...We say “Puppy come!” or “Puppy Sit!” or “Puppy Don’t Crap In Here!”, but with Papagai it was the other way round. She would perch on my bedpost and start chattering away and preening herself, as if to say, “You humans must be stupid! You don’t even know how to fly!” Then, chattering away and preening all the time, she would show me how her ‘aileron’ feathers and her ‘flaps’ and ‘speed brake’ feathers worked. Then she would move on to her cleverly synchronised
‘elevator/rudder’ feathers, down the backend. Then, having shown me what all the bits and pieces did, she would perform a spectacular vertical climb straight up to her nest, in the roof, where she chattered, to catch my attention, before swooping down for a faultless short-field landing on my shoulder, as if to demonstrate the extraordinary sophistication of her sturdy and fully retractable undercarriage. Some months later, Papagai got married and had two delightful little ‘sprogs’. Her husband didn’t come into the house very much, preferring to keep a watch for any unwanted visitors. I had the immense pleasure of watching the new arrivals taking their first ‘solos’. The house was ideal for their first experimental flips, because there was lots of woven bamboo and sticks for them to grab hold of if they got the landings a bit skew during their work-up for operations in the outside world. When they had built up enough courage to venture outside, Dad flew top-cover over the roof to make sure that no uninvited marauders could take advantage of the little learners. You would be mistaken for thinking that a fluffy little cockatoo would be no match for a determined hawk, but I would draw your attention to the extraordinary agility it has in flight, especially as it is armed with razor sharp talons and a beak which can quite easily take a person’s finger off. I left New Guinea a couple of years later and I heard that Papagai and the family had returned to the surrounding forests, when I went back to the UK. But that is definitely where I caught the aviation bug, thank you Papagai!
AIRLINES MIKE GOUGH
TREADING WATER We just need to keep treading water until the forecast pilot shortage becomes a reality.
Life has an uncanny ability to remind one exactly who is calling the shots in the bigger scheme of things. Although 2019 was a little rough around the edges, I don’t think anyone in the aviation industry saw the massive fallout of 2020 coming.
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HE fragility of the commercial aviation industry has been resoundingly demonstrated – with, of course a huge amount of hype, misand disinformation, along with a healthy dose of downright opportunism on several fronts. I am obliged to express my dismay at the pandemic and sympathise with those who are afflicted or bereaved from this virus. Having said that, one’s sympathy capacity would be exhausted daily should we have to commiserate with every source of human mortality that has global statistics on daily lives lost. The reach of social media made it
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through to my home office during the initial lockdown period, where I became a regular observer and occasional contributor on various platforms. What this exposure amply demonstrated to me is the level of herd stupidity that exists out there.
indefensible. As for the conspiracies…. The end of March saw me preparing my hangar at Lanseria for an anticipated 21-day period of inactivity. Aircraft were neatly parked, batteries disconnected, and pitot covers in place. I elected to remove
It most certainly is the emptiest drums that make the most noise It most certainly is the emptiest drums that make the most noise, whether it be the pandemic, local politics, American politics or the bizarre indignation of rights groups attempting to defend the absolute
most computer equipment from a theft perspective and ensured CCTV cameras were operative. Lanseria has a reputation for air-side pilfering, of which, in twelve years, I have not encountered first hand.
Due to the abrupt imposition of the initial Level Five restrictions, very few of my 80-odd foreign students could return home. This proved to be an inadvertent stroke of luck for my school as well as the students involved, as the few who did go home are now unable to (currently) return. As we all frustratingly know, the lockdown has been handled in a socialist and secretive fashion, with irrational and bewildering regulations, promulgated outside of any form of Parliamentary oversight. I was trying to explain to a prospective UK client that Woollies’ roast chicken was outlawed. He still doesn’t believe me, and it illustrates how far ideologically our cultures and mentalities are apart. The 21 days ‘had’ to be extended as our government’s version of the Politburo began realising their opportunity to be illegitimately in complete control of all things legal and illegal. Two weeks’ into the 21 days, I discovered that due to the incredibly poorly drafted ‘regulations’, I could legally continue operating my AMO
This devious disease must have fallen for this brilliant strategy, as we kept going with scheduled maintenance as well as some long-term projects that needed a little down-time to complete, without a visit from the Grim Reaper.
basis. I wasn’t quite up to the challenge of sneaking a quick photo of the full riot gear-equipped guy complete with automatic firearm standing in my office, accepting my offered bottle of hand sanitizer… I found locking all the doors once
I cannot see this technology making a serious dent on future business travel We were, however, visited almost daily by the Lanseria based South African Police Service (SAPS) as they were both suddenly lonely and bored with the total cessation of all airport activity, as well as curious as to what was happening at Hangar 30. To say the airport was a ghost town would have been an understatement, and I’m sure all the long-term resident ghosts
we were in was the most effective way of being left alone, as they gave up after five minutes of banging on the door. So, we limped along, resigning ourselves to more of the same when the initial lockdown was inevitably extended. Our students in our accommodation provided us all with lessons in Google Classroom, Zoom and Teams. All I can
(of which there are a few) must have felt comfortably at ease. The SAPS, however, had varying interpretations of the so-called regulations, and while grudgingly accepting my homeprinted permits, they made a point of harassing me and my staff on a regular
say about these various platforms is that they are absolutely no substitute for actual face-to-face, whether it be classroom time or meetings. I cannot see this technology making a serious dent on future business travel as it completely takes away the gravitas of any serious interaction.
Airports are empty but can video conferencing ever replace the face-to-face experience?
(Approved Maintenance Organisation) as an essential service. LOL. Of course, I duly printed out the CIPC certificates, access permits and various other non- sensical documents that our powers-that-be deemed to be essential to confuse and ward off the virus.
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AIRLINES MIKE GOUGH Which brings me to the burning question. When will air travel demand get back to normal? Will we have to accept the socalled ‘new’ normal of a post-Covid airline landscape, of which no-one actually can offer a rational description? We are all simply guessing as to the rate that the industry will get back to some form of what it used to be. IATA has done their usual statistical forecasts and updated their figures regularly. If there is someone’s crystal ball-gazing to take with any seriousness, it should be theirs. In a nutshell, Revenue Passenger Kilometres, or RPKs, is but one of the many units that clever airline types use to measure various aspects of the performance of airlines globally. It is obviously
a mere four months away. We are set to exceed pre-Covid levels of RPKs by the end of 2022. This, I must point out, is the downward revised estimates. Mr. Pearce creates a neat bar-graph comparing various governments around the world as to what percentage of domestic GDP the economic interventions have totalled. Unsurprisingly, South Africa is stone last with around 1% - compared to Germany’s 35% at the top. At least, I suppose we make it onto the chart in the first place, and we are the only African nation there. Where does all this leave us, the formally pampered and much coveted air crew? Well, that pampering and coveting is very much a thing of the past, and the majority of us have not received an airline salary since April.
Not one of the incentive schemes for ‘cadet’ training by the US majors has been cancelled. important to use a metric that reflects both airline and passenger activity. No point in flying around empty seats, which would be Available Seat Kilometres (ASKs). The former is essentially “bums in seats”. Thus, IATA postulates that by December 2021 (around 16 months from now), we will be around 80% of preCovid levels of RPKs, although with an interestingly shorter average trip time. This indicates that passengers will opt for less Ultra Long Range flying and make trips with shorter ‘hops’. This equates to more flights to do the same job, and with logical inference, requiring more crew for the same pre-Covid level. IATA’s chief economist, Brian Pearce, also forecasts that Gross Domestic Product (GDP) will leap ahead of the 2019 levels at an impressive rate, ahead of the RPK forecast by some distance. This, he attributes to global governmental intervention in the economy. Global GDP levels will exceed the 2019 threshold by the end of this year –
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One of the methods of getting rid of pilots has been incentivising, and in some cases, forcing early retirement of the over58s. We were previously looking down the barrel of a massive spike in retirements by 2024. FAA figures indicated that 42% of the US ATP workforce would have retired by that year. So all we have done is move this forward significantly. Allow me to use my bad mathematics to mangle the statistical forecast. Let’s assume that we now have a higher percentage (due to the lower age of 58) entering retirement as I write this. In 16 months’ time, we might only see 20% of these people electing to return to the industry that shoved them out without too much compassion. Thus, we are back to 80% of capacity, making many more flights daily, with 30% less crew available. And then two years later, that 20% starts dwindling due to the original retirement train smash. That so-called pilot shortage has only
been momentarily delayed, and it will hit the industry with a vengeance in the near future. We all just need a means of treading water for a while. Interestingly, not one of the incentive schemes for ‘cadet’ training by the US majors has been cancelled. United’s program, which selects suitable screened non-pilots, and then places them on the payroll while being trained, has been slowed down somewhat. Their own forecasts indicate the problem has only been delayed by Covid, and not eliminated by any means. If I look at my own situation at my flight school at Lanseria, I have to raise an eyebrow in some disbelief at the resilience of the abinitio market. The first month of us being allowed to resume flight training saw our record month since we opened doors twelve years ago – just short of a thousand flight hours completed. July was similar. August will be slower as we deal with the seasonal changes and generally stronger winds. I have a considerable contingent of eager students waiting overseas for our borders to open, and am taking enquiries on a daily basis, the likes of which I have never seen. Am I being the silver-tongued salesman when I talk up the prospects for new pilots to be entering the training industry under the current conditions? To a certain extent, yes, although looking at the data above, where will we be in three years’ time if we shut off the training ‘pipeline’ now? Probably in very deep trouble, crew-wise. Those who are completing their Commercial Pilots licence now will still need some form of activity to boost their logbook totals. Flight instruction is the only method I can offer the industry, and due to its apparent lack of fear for the future, there are plenty of candidates to train. So far, it looks very self-sustaining. Those who commence training before the end of this year, will need at least three or four years before they are of any use to the airline industry, and by then, we will have a massively different dynamic in play to what we appear to be mired with at present. What was that saying about the future being so bright, we need Ray-Bans…?
Companies G uy L eitch
SANSA
SET TO GROW BIG The COVID-19 pandemic has caused the greatest crisis ever faced by commercial aviation. However, the space sector is rising above this crisis, both literally and figuratively. In a rare break of good news, the South African government has shown admirable commitment to the future by committing large scale funding for the continued development of South Africa’s space capability.
ABOVE: SANSA success as a development agency has been rewarded with a massive R4.47 billion fund allocation.
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NTERNATIONALLY, space is now seen as the aerospace industry’s fastest-growing opportunity, with a combined $10 billion pipeline of long-term opportunities and several large proposals awaiting responses that total around $1 billion in the near term. The USA has led a massive surge in space investment, from the new U.S. Space Force to a NASA mission to return Americans to the Moon in the coming years. Significantly, there is a commercial race to establish low Earth orbit (LEO) communication and Earth observation services. This ‘return to space’ has not gone unnoticed by the South African government which has included the South African National Space Agency (SANSA) - an entity of the Department of Science and Innovation (DSI), in its Sustainable Infrastructure Development Symposium (SIDS). THE SIDS FUNDING In July 2020 the integrity of SANSA and its achievements were recognised by the South African government and partner investors who have approved a substantial R4.47 billion in additional funding for the next three years. This will enable the agency to undertake hugely exciting new projects that will have demonstrable long-term benefits for not just South Africa, but the rest of Africa, and indeed mankind. At the beginning of 2020 SANSA submitted a proposal to the Sustainable Infrastructure Development Symposium (SIDS). The SIDS is an intervention, introduced by President Cyril Ramaphosa, to focus investments in infrastructure as part of South Africa’s economic recovery plan. Under the SIDS process,
SANSA proposed a Space Infrastructure Hub. More than 270 projects were submitted for consideration. Of these, 55 projects were classified as bankable (i.e. shovel ready) and of these 55 projects, five were considered high priority for the country in terms of the associated impact that was expected. It is to SANSA’s great credit that its pitch for a Space Infrastructure Hub was considered as part of the top five projects. The total value of the SANSA pitch was R4.47 billion of blended financing which consists of parliamentary grants, debt and equity financing, committed over three years. SANSA’s concept of a Space Infrastructure Hub is based on its concept of the space value chain. This chain includes 1) satellite builds (Earth observation and science missions), 2) a new ground segment, 3) an expanded data segment and a new data visualisation centre, 4) activation of the satellite based augmentation system over Southern Africa that was piloted a few years ago, 5) the development of products and services for use across all spheres of government, 6) human capital development and training. The Space Infrastructure Hub also includes other projects for which separate ring-fenced funding has already been secured, namely: • Upgrade of SANSA’s Houwteq Facility – R75 million • Establishment of a Concurrent Engineering Design Facility – R25 million • Establishment of a new Space Weather Centre – R90 million • Establishment of an Earth Observation Data Cube facility – R12.5 million • A Research, Development and Innovation Fund for the development of products and services – R60 million. A concerted team effort was put into securing these investment streams. To make maximum use of the opportunity they have been given, SANSA’s CEO Dr Val Munsami says, “significant emphasis will now need to be expended in repositioning/ reshaping the organisation to deliver on these exciting projects, which will require us to work seamlessly. Once we deliver on the promised value proposition, this will mean certain investments over the longterm, which will bolster the space sector's financial sustainability into the foreseeable future. This requires an ‘all hands-on deck’
team effort.” This new phase for SANSA took a further step forward on 24 July when a Government Notice was issued that designated a number of Strategic Infrastructure Projects (SIPS), which forms part of the Presidential Infrastructure Coordination Committee (PICC). The Space Infrastructure Hub proposal that was submitted by SANSA is declared as SIP 22 which implies that space infrastructure is now seen as a national priority, and is viewed in a similar footing, for example, as the Square Kilometre Array Project (SIP 16). The Head of Investment and Infrastructure within the Presidency, Dr Ramokgopa, confirmed that the Space Infrastructure Hub will be receiving R4.47
Telecommunications Satellite for South Africa through the SIDS process. THE SPACE VALUE CHAIN The basis for this large funding allocation to SANSA is that space technology, products and services contributes to sustainable development and provides many benefits to the country. SANSA points out that of late, there has been an increasing appreciation of the value proposition of space applications. Spacederived services, such as Earth observation, satellite communications, navigation and space exploration, are increasingly being used to inform policy choices relating to political, social, economic and environmental challenges.
A benefit for not just South Africa, but the rest of Africa, and indeed mankind. billion worth of funding and that these funds are already secured from investment institutions and are ready to be deployed, subject to final checks and balances. A key step in the way forward is that SANSA will now be working with the Presidency, DSI and the Department of Communications and Digital Technologies (DCDT), as well as Sentech to secure a
Daily weather forecasts, instantaneous worldwide communications, navigation systems, and a constant ability to record high-resolution images are all examples of space technologies that we have come to rely upon. Even basic commodities, such as food and energy resources, are facilitated by space-based technology. All these benefits enable us to enjoy a convenient lifestyle
SANSA's Value Proposition.
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which is supported by the instant access to information and spacebased applications, such as the global positioning system (GPS) and global television coverage. Of specific interest is that rapid response mechanisms to disasters and climate change are only possible through satellitebased information. Having this technical know-how and capacity to participate effectively in space-related activities is essential to any nation’s long term growth if it is not to become dependent on others as a consumer of space products and services. For South Africa, building an indigenous space capability that will fully service the needs of the country is at the centre of these developments. The business case positions space data as a service for sustainable development, especially addressing government’s national priorities, and also for commercial usage, such as in the insurance and banking industries. SATELLITES Depending on their mission, satellites have different orbits. Weather and communication satellites are placed in Geostationary Earth Orbits (GEO) at an altitude of 36,000km above the equator, from which they have a constant gaze on the same hemisphere of the Earth. These satellites complete one orbit around the Earth every
24 hours. Other satellites are placed in Low Earth Orbits (LEO), which complete on average one orbit around the Earth every 100 minutes. Because the Earth rotates in the plane of the orbit, such a satellite eventually covers the whole Earth. Such orbits are used for remote sensing, navigation and positioning, and space exploration applications. Satellites are the key part of the concept of a space data value chain, which is the chain of activities for transforming inputs into outputs/outcomes that end-users value. The space data value chains comprise of the following elements: 1: Satellites - are built to perform a specific mission in an efficient, cost effective manner. A satellite can be conceptually divided into two basic parts: a) T he payload – is the part of the satellite that actually performs the mission. b) The bus – provides all the “housekeeping” functions necessary to make the payload work. 2: Ground Station – the Earth-based point of communication with the satellite and launch platforms for control and retrieving user data. Elements of the ground station include: • Antennae systems, • Radio frequency equipment,
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• Mission data recovery equipment, • Data user interface, • Telemetry, tracking and command equipment, • Station control centre. 3: High Performance Computing Platform – transforming raw satellite data into usable information requires high performance computing hardware and software, which forms the core element of the space data value chain. Such a platform will be used to: • Store satellite imagery data • Process the imagery data into usable information • Access a cloud platform and a user interface, where developers and users can converge without the need for significant infrastructure investments on their part.
Building an indigenous space capability that would fully service the needs of the country 4: Space Industry – comprises an important part of the conversion process of the space data value chain, where data and information is transformed into services and products that can be used by end users. There are two key activities that will be undertaken: • The design, creation, and delivery of products and services • The marketing and the post-delivery service. 5: Products and Services – value is delivered to end users by employing best practices in developing new and advanced applications to support their respective requirements. Such applications must have specific attributes, namely: • Be relevant to end user needs by addressing a very specific challenge • Be delivered in a timely and appropriate manner • Be packaged in a way that is easy to use. 6: Government – this is the primary user of space products and services in the quest to improve the quality of life of its citizens. In particular, government will use these product and services: • As a tool for evidence-based decision making • To monitor and evaluate the impact of specific policy choices • As a service delivery offering for the public good of its citizens. 7: Private Sector – space products and services have significant commercial value and form the biggest revenue component of the space data value chain. Industries in the private sector that require space products and services include: aviation, communications, energy, mining, agriculture, insurance, construction and banking.
The SANSA Space Weather Regional Warning Centre monitors solar activity.
Space Weather can impact power grids, aviation, communication and navigation systems.
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THE BENEFITS OF SATELLITES FOR AFRICA
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ARTH observation/remote sensing satellites gather information about the nature and condition of Earth’s land, sea and atmosphere. The satellites receive electromagnetic emissions in various spectral bands that show objects, which are visible, such as clouds, hills, lakes and many other features. These instruments can detect an object’s temperature and composition, the wind’s direction and speed and environmental conditions, such as erosion, fires, and pollution. Below is a selection of specific examples of the benefits of remote sensing: 1. IMPROVING HARVEST YIELDS In countries where the failure of a harvest may mean the difference between surplus and starvation, satellites have helped planners manage scarce resources and head off potential disasters before insects or other blights could wipe out an entire crop. For example, near the fringes of the Sahara Desert, scientists used satellite images to predict where locust swarms are breeding, thus saving large areas of cropland. 2. M ONITORING SCARCE RESOURCES Remote sensing satellites can also help manage scarce resources by showing, for example, the best places to drill for water or oil. They have also become a formidable weapon against the destruction of the environment, because they can monitor large areas to assess the spread of pollution and other damages. 3. M ONITORING SPACE WEATHER SANSA has been chosen by ICAO as one of two regional space weather centres to provide space weather services, including solar storm forecasts and warnings, to the global aviation sector. There are only five such centres in the world. The Space Science programme hosts the only Space Weather Warning Centre in Africa, providing early warnings and forecasts on space weather activity for public and private sector clients.
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This helps protect satellite technology, as well as communication and navigation systems in aviation and defence. 4. TOPOGRAPHIC MAPPING Remote sensing technology has also helped mapmakers produce maps in a fraction of the time it would take using laborious ground or aerial surveys. This enables city planners to keep up with urban sprawl and provides key information in safety and security missions. In addition, such information is vital for disaster management where specific risk areas, such as flood and fire zones, can be ascertained from digital terrain maps.
The Sustainable Infrastructure Development Symposium has been key to mobilising funding for SANSA.
5. MONITORING GLOBAL CHANGE Because remote sensing satellites cover the whole globe, they are important for the study of largescale phenomena like ocean circulations, climate change, desertification and deforestation. Satellites pass over the same areas many times, making it possible to monitor environmental change caused by human activity and natural processes. Because data are collected in a consistent manner, satellites can reveal subtle changes over time that might otherwise remain undetected. For example, the well-known “ozone hole” over Antarctica and the phenomena of atmospheric ozone depletion was discovered using satellites. 6. SATELLITE COMMUNICATIONS APPLICATIONS Satellite communications is a key enabler for developing countries to participate in the build-up of the global
information infrastructure. Wireless systems are the most cost-effective way to develop or upgrade telecommunications networks in areas where user density is lower than 200 subscribers per square kilometre. Such wireless systems can be installed 5-10 times faster and at a 50% lower cost than landline networks. Included below is a selection of specific examples of the benefits of satellite communications applications: a) Tele-education and training Technologies for education and training, in particular distant education and multimedia, may be instrumental in meeting the needs of countries that have to train and integrate a large number of workers in widely dispersed and under-equipped areas. This allows for a constant renewal of skills without being geographically limited by Information Technology (IT) infrastructure. b) Telemedicine Many countries have to cope with large-scale disease outbreaks and telemedicine may help to meet these challenges by improving the organisation and management of health care. Databases may be linked through networks to monitor the development of diseases, provide access to medical expertise through tele-consultation and support remote medical assistance. In this regard, satellite communications contributes to preparing and implementing health policies. c) Weather forecasting National weather forecasts begin with a current satellite view of Earth which show the direction of clouds and storms. Further, by providing farmers with valuable climatic data, this technology has improved food production and crop management. d) N avigation and Positioning Applications GPS technology allows the calculation of positions on Earth to within one metre. With augmentations, satellite navigation can provide measurements down to centimetre levels.
ABOUT SANSA: SANSA was created ten years ago, but South Africa’s involvement with space research and activities began much earlier.
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ANSA, an entity of the DSI, focuses on space science, engineering and technology that can promote development, build human capital and provide important national services. Much of this work involves monitoring the Earth and our surrounding environment, and using the collected data to ensure that navigation, communication technology and weather forecasting services function as intended. SANSA oversees the following programmes: The Earth Observation programme, the Space Operations programme (formerly the Satellite Application Centre at Hartebeesthoek near Lanseria); and the Space Science programme (former Hermanus Magnetic Observatory in Hermanus); as well as a newly established Space Engineering programme. 1. Earth Observation collects, processes, archives and disseminates Earth observation data (principally from satellites) to support policy-making, decision-making, economic growth and sustainable development in South Africa. Socioeconomic benefits include environmental and resource management, disaster management and health information. This is used for human capital development and science advancement in geo-informatics, image and data processing, and remote sensing. 2. Space Engineering develops, builds and tests systems and sub-systems for satellites. The aim is to develop and launch South Africa’s own satellites, while growing the human and technological capacity for satellite development, and supporting a native South African satellite industry. 3. Space Operations provides state-of-the-art and globally competitive ground station facilities and services for global launch activities. This includes satellite tracking, telemetry and command (TT&C), launch support, in-orbit testing, mission control and space navigation. The programme also conducts applied research, development and innovation in space operations and human development in this sector. 4. Space Science operates a wide range of infrastructure across southern Africa and in Antarctica, all dedicated to studying the Earth’s magnetic field, the Sun and the nearearth space environment. SANSA maintains several space science and space weather projects in Antarctica, as well as on Marion and Gough Islands, providing valuable space science data for national and international research. CONCLUSION A R4.47 billion investment in space may seem strange when compared to the needs of those struggling for basic service delivery on the ground. However, it has been well shown that the benefits arising from the mobilisation of such funds by government through its exciting and innovative SIDS programme will pay off many times over in terms of the long-term benefits of such investment. For this reason, private sector funders also recognise the importance of such investment and are willing to invest in partnership with government.
The only satellite engineering capability in Africa
SANSA has numerous core competencies which are key components of the Space value chain.
What is the Space Infrastructure Hub for National Development? In recognition of its macro-economic impact in the Digital sector, the Space Infrastructure Hub has been awarded a budget approval for R4.47 billion over three years.
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HIS funding will allow for the development of satellite
infrastructure, satellite-based augmentation systems, earth observation and space science satellites. Domestic access to this type of infrastructure will reduce South Africa’s reliance on other countries for the type of information that these satellites can make available and is expected to reduce the timeframes for collecting necessary data. The space hub will provide information that may be used to develop targeted responses to the socio-economic and infrastructure challenges South Africa faces.
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ADVERTORIAL
FLYING HIGH WITH SANSA
A proper compass swing procedure is necessary to determine Its name may suggest that it’s concerned only with matters
how to measure and compensate for the magnetic field
higher than atmosphere-bound aviation, but the South
of the actual aircraft, which will cause a deviation to the
African National Space Agency (SANSA) performs key
compass reading once located in the cockpit, due to the
services for all aircraft and their operators.
proximity of steel or iron components and by the effects of current flowing in nearby electrical circuits.
The Space Agency has been selected by the International Civil Aviation Organization (ICAO) as one of two regional
A properly conducted compass swing requires a calibrated
centres to provide space weather services, including solar
reference compass, and must be done in a magnetically
storm forecasts and warnings, to the global aviation sector.
clean environment – free of steel structures, underground
This means that every aircraft flying across the continent’s
cables, or equipment that produces magnetic fields – to
airspace will rely on SANSA for space weather information
assure it is free of interference. As a recent grounding of part
as part of its flight planning.
of a local airline’s fleet by the South African Civil Aviation Authority (SACAA) that stranded thousands of tourists over
“With aviation, we consider four key risk areas:
the holiday season recently showed, accurate compass
communication, navigation, avionics and radiation
swinging performed by qualified technicians is essential.
exposure,” says SANSA MD, Dr Lee-Anne McKinnell. “Highfrequency radio communication, as well as ground and airbased navigation systems, can be affected or knocked out entirely by space weather storms. Delicate electronics can also be damaged and radiation exposure poses a hazard for crew and passengers, particularly on long haul flights.” Space weather can also have a major knock-on effect on airlines and airports.
SANSA’s facility in Hermanus is the only SACAA accredited facility in South Africa that offers this type of service with the necessary expertise and facilities to perform training in the compass swing procedure on site. SANSA has been presenting training courses on the execution of compass swings to the South African Air Force for more than 20 years and recently hosted a five-day Compass Swing Training Course and a three-day Compass Swing Refresher Course.
Another key competency of SANSA is compass accuracy. Despite the rise of modern navigation systems such as GPS and radio aids, compasses are still an essential component
The course is presented by SANSA engineers and physicists who have many years of relevant magnetic navigation ground support experience.
of aircraft navigation equipment. Electrical systems may fail, but the Earth’s magnetic field never does. However, it is continuously changing and that requires constant monitoring to determine the degree of compass variation at any specific place.
www.sansa.org.za
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For more information on these services and courses email: spacesci-info@sansa.org.za
Industry Update Report: Guy Leitch
Comair CEO Wrenelle Stander at an AASA function.
AHRLAC SAVED
In August Paramount Aerospace Industries announced that the Business Rescue Plans for the AHRLAC aircraft are in the final phase of implementation.
I COMAIR – SAVED – FOR NOW
C
OMAIR has managed to secure a R40 million bridging finance loan to enable its business rescue process to continue. In a letter to employees, Comair CEO Wrenelle Stander says that this will enable the business rescue practitioners to carry out a due diligence on two offers that prospective investors have submitted. Stander said the assessment would inform the publication of the business rescue plan, scheduled to be published on August 28. The prospective investors are offering up to R1,5bn in the form of debt and equity, including a cash injection. The BRPs previously said one offer was binding, but contained several conditions that needed to be satisfied; while the other was nonbinding and needed further negotiation. Comair’s business rescue plan was due to be published on July 28, but creditors approved a month-long extension of the publication date to allow the BRPs more time to secure the bridging loan as post-commencement finance and to assess the two investment proposals. Comair, which remains solvent, has been in voluntary business rescue since May 5 after the COVID-19 crisis prevented it from implementing a turnaround plan.
N October 2019 Paramount acquired the businesses of the Aerospace Development Corporation (ADC) and its subsidiaries, as well as the assumption of certain liabilities of these entities in accordance with the business rescue plan. After a battle between the Potgieter family, who launched AHRLAC, and Paramount the business rescue practitioner (BRP) proposed a solution whereby the Potgieter family was bought out of the company. The newly formed Paramount Aerospace Industries will bring new management to the programme. The state-of-the-art factory at Wonderboom Airport has been operational for several months under Paramount’s control, with manufacturing being ramped up to ensure the timeous delivery of aircraft to customers around the world. Approximately 85% of the original staff of ADC have been retained. Paramount has provided and facilitated capital for the business rescue processes in the form of both post commencement funding, working capital, capital investment and the assumption of liabilities and loan repayments, in accordance with the provisions of the respective plans. Paramount says that further capital will be injected into the business over the coming months to support both marketing initiatives and manufacturing. Alison Crooks, CEO of Paramount Industrial Holdings stated: “This is great news for the future of the aircraft, for Paramount, for the South African Aerospace industry, as well as for the global aircraft market. Paramount’s decision, more than a decade ago, to fund the development of the AHRLAC aircraft was a matter of national pride and came at a time when the local aerospace industry was searching for a project that would invigorate the sector. Our passion for the country and for innovation is reflected in the direct investment of almost R1 billion into the project. We are grateful that this strategic programme is now secured and that we can focus on a brighter future.”
The AHRLAC assembly line has restarted at Wonderboom airport.
A Covid-19 Monitor surveys the empty check-in counters at Cape Town International Airport.
CAPE TOWN AIRPORT Coping with Covid-19
WORDS: MIKE RABEC Normally approximately 11 million passengers per year transit through Cape Town International Airport, making it the third largest in Africa. From having processed around 30,000 passengers each day, the airport has been brought to an almost complete standstill.
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N 23 March South Africa introduced lockdown regulations that grounded almost all aviation activity. After an initial total shutdown, a trickle of movement began when the airlines were permitted to operate repatriation flights to enable foreign residents stranded in South Africa to get home.
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Visiting the airport under the lockdown is an eerie experience. The international departure and arrival halls are deserted, with row after row of check-in counters standing empty. Prior to the lockdown restrictions, the airport was handling as many as 40,000 passengers and 20,000 items of baggage in a day. Uplift of JetA1 dropped from 2.3 million litres per day to almost zero during the Level 5 and 4 lockdown period.
The restrictions have had a calamitous effect on the airport’s revenue. To find out how the airport is coping with the Covid-19 crisis, we spoke to Deon Cloete, Cape Town International Airport’s General Manager. Cloete says the Airports Company of South Africa (ACSA) used the past two to three months for developing and implementing new procedures and protocols to minimise the risk to passengers in anticipation of a slow return to flying in Quarter 4 later this year. “The new protocols will require screening for all passengers – on both domestic and international routes. We have developed these new end-to-end procedures in close collaboration with key industry players i.e. non-ACSA airports such as Lanseria, local and international airlines, government and regulatory bodies. Suffice to say there has been a lot of learning with regular updates and tweaking happening along the way. We also leaned heavily on best practices recommended by the likes of IATA, ICAO and ACI.” While it is still early days we are confident that the new procedures and systems have created the right spaces for safe passenger processing and facilitation. We will keep a beady eye on innovation and
new technologies that will further improve the effectiveness of passenger health screening, and we will remain current with similar systems being implemented in many airports around the world. These enable us to build our own best practice solutions that will maintain safety standards whilst gradually rebuilding passenger volumes,” Cloete says. With the slight easing of travel restrictions under Level 3 of Covid-19, domestic flights for people needing to travel for business purposes has been permitted. These flights operate on the ‘golden triangle’ between Cape Town, Johannesburg and Durban, and later, flights to Port Elizabeth and Bloemfontein were permitted. The key requirements for an airport to be opened under the lockdown restrictions was that it met the health standards as set out by the Department of Health – particularly with regard to social distancing and prescreening requirements. Compliance monitoring i.e. health screening by Port Health, the wearing of masks and adhering to social distancing signage and announcements are monitored by way of the full-time deployment of Covid Monitor staff easily recognisable by clearly branded jackets. The take-up of flights for business purposes has however been disappointing for the domestic carriers, with total demand less than 10% of pre-Covid levels. Within the almost deserted Cape Town airport concourse the flight information boards show barely 10 arrival or departure flights per day. Cloete says that information technology (I.T.) will play a key role. “Specialised I.T. teams at ACSA are exploring the upgrade of current CCTV systems and technology that potentially can further scan passengers
moving through the airport for any sign of fever or high body temperature. This will be in addition to the current cameras and temperature screening equipment already deployed at all access points into the terminal,” he says. While it remains important to keep exploring and investigating the best methods of containing Covid, Cloete reiterated that the actual systems deployed to date are already effective in creating and ensuring safe staff operations and passenger processing. A compulsory requirement for passengers departing on domestic flights is to arrive at the airport at least 2 hours before departure for personal screening procedures monitored by Covid Monitor staff positioned at the airport entrances. “Travellers are required to make full and honest disclosures about their recent whereabouts and whether they have had any exposure or contact with people infected by Covid-19,” Cloete advises. In June South Africa moved to Level 3 lockdown restrictions which allows limited domestic travel. This has resulted in the airport instituting stringent sanitising and health safety protocols. Cloete says the, “No Touch principle is being applied, whereby methods have been put in place so that our airport and airline staff have limited contact with passengers or their carry-on baggage.” At the security checkpoints, boarding passes and travel documents are scanned and checked without physical contact or handling of documents. Using modern methods of issuing boarding passes on-line, tech-savvy passengers are encouraged to adhere to the No Touch method of check-in procedures. For passengers who still need to check baggage, social distancing rules are rigidly enforced. The manned check-in
desks are separated from each other by two unused counters. In 2018 ACSA announced the launch of its long awaited R7 Billion capex project. This included upgrades to the international and domestic terminal buildings. Under the Covid-19 pandemic the project has been suspended. Also under review is the proposed R3.8 Billion construction of a new 3200-metre runway. Cloete and his team remain focused with all key partners on ensuring responsible and safe travel solutions for passengers and in doing so hope to build passenger confidence and a much needed increase in bookings, flights and passengers. For now the regulations only permit limited domestic travel. But by building safety, predictability and confidence, it will allow regulators the opportunity to consider the further opening of services by way of regulations.
ABOVE: A Covid-19 Monitor screens passengers on arrival at the airport. BELOW: General Manager of Cape Town International Airport, Deon Cloete.
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21
A Gripen has more than 60,000 components that need tracking and managing for replacement.
Defence D arren O livier
GETTING YOUR DIGITAL SYSTEMS
RIGHT
In this era of high maintenance, fuel and labour costs, ever more complex aircraft and weapons systems, and a need to extract more use out of fewer platforms, it makes sense for air forces to invest heavily in technological approaches that maximise efficiency. Yet far too many air forces, especially in Africa, continue to neglect this in favour of traditional approaches to aircraft fleet management, for which they end up paying a high price.
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FlightCom Magazine
T
HE South African Air Force (SAAF) is better than most of its African counterparts in that it has established an excellent base foundation around two main systems: The Operational Support Information System (OSIS) and the Ground Control and Command System (GCCS), both of which have resulted in large gains in efficiency and availability over the years. However, over the past two decades, the SAAF has somewhat neglected both systems, preferring to maintain them rather than to invest in substantial improvements, further integration and expansion. This column will look at the lessons
learned from the implementation of OSIS in particular, although the situation is broadly similar for other SAAF computer systems like GGCS, and offer some recommendations on how both the SAAF and other African air forces can improve upon them in order to digitise more of their operations, reduce costs and increase availability. OSIS & SLIS OSIS has its origin in a decision made in the late 1980s by the South African Department of Defence to move away from a mainframe-based central logistics system for all services: the Logistics Information Management System (LIMS), to having each service create its own specialised logistics platform. This was finalised in 1993 as the Logistical System Master Plan (LSMP3). Thereafter the Army, Air Force and Navy each pursued custom modern logistics systems, with the Air Force choosing the Pretoria-based Paradigm System Technology to build the SAAF Logistical Information System (SLIS). SLIS was initially trialled in beta form on the Oryx and PC-7 MkII Astra aircraft fleets in the mid 1990s, where it quickly showed its value over the SAAF’s existing approach. After a rewrite from the ASSYS programming language to Uniface to address support and cost concerns, the addition of operationally-focused functions such as the ability to track staffing, crewing and missions, plus the Navy’s adoption of a variant of SLIS, the system was renamed Operational Support Information System (OSIS) and gradually rolled out to the rest of the force. It’s important to highlight just how well-specified and designed OSIS was, given how complex the problem it set out to solve was. An average modern aircraft has tens of thousands of components and sub-assemblies, each of which needs to be tracked individually in order to both efficiently manage stock and prevent faulty parts from being installed. An Oryx helicopter has over 30,000 unique components, a Gripen more than 60,000. There are hundreds of separate maintenance procedures for each aircraft type, each
of which must be modelled, tracked and linked to the relevant unique aircraft and components. Every action that can affect an aircraft or one of its components, plus all of their individual states, must be tracked, auditable and available in real time to any user with the relevant authority. Plus, all this has to be done for units dispersed around the country, with vastly different aircraft types, while supporting extended operations away from home base. The SAAF project teams behind LSMP3 and SLIS did excellent work to both model the service’s logistical challenges and to then create a specification for an allin-one system that would be able to handle all of the above problems and more, with the final OSIS system also adding the ability to manage the availability, currency and skills of technical staff & air crew, track the vehicles and facilities of an operational
AirCraft Computerised Equipment Support System (ACCESS) and Army Maintenance Information System (SIMAT) for the British Army and French Army respectively. LITS in particular has been regarded as transformative by the Royal Air Force, where it gave the service the ability for the first time to have up-to-the-minute reporting on the status of every single aircraft and component, across every unit, while creating substantial operational improvements in readiness, safety, cost and forward planning. Its introduction, once the usual entry into service issues had been resolved, is even widely regarded as helping to bring about entirely new ways of thinking about and organising logistics. OSIS has proved beneficial too. According to a study by Maria-Jacoba Hattingh in 2005 the introduction of OSIS to the SAAF, while marked by issues
Effective digital management of defence logistics has become essential.
base, and run forecasts and simulations to predict aircraft availability, parts needs and other measurements for months or years into the future. Paradigm System Technology proved to be excellent partners, designing and building a system that incorporated all of the specified requirements and has worked for decades without needing major rework. In fact, after receiving permission to offer SLIS/OSIS commercially as the Equipment Programme Management System (EPMS), Paradigm was able to sell the system to the Royal Air Force (RAF) where it formed the core of the Logistical Information Technology System (LITS). Elements of EPMS were later included in the
arguably beyond the project team such as poor network connectivity between bases, problems caused by the ongoing SAAF re-organisation and a general resistance to change, nonetheless resulted in substantial improvements to aircraft readiness, flight safety, data integrity, planning and the sharing and availability of needed information. Substantial problems remain, however, and unlike the RAF, the SAAF has never seen the full set of benefits from having an integrated logistics management system, despite having a nearly identical solution. Today only a fraction of OSIS’s power and functionality is being used.
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23
LOSS OF INSTITUTIONAL FOCUS So what went wrong? In short: A loss of institutional focus; an acquisition project process that was bad for software; and an attempt to treat OSIS and GCCS like regular commercial enterprise software rather than as the specialised custom solutions they were. By the time OSIS reached maturity in
ambitious strategies to re-organise the SAAF along more efficient lines. Neither plan got off the ground. Then, OSIS suffered from the myopia of the DoD and Armscor planners who created defence acquisition policy such as VB1000 and its successors, which codified the way in which new systems should be acquired and supported. While that policy was excellent
GIGO - If garbage is fed into a digital system if will produce garbage results a situation the SAAF is approaching.
the late 1990s to early 2000s, the SAAF had lost focus on its previous ambitions to transform the force’s logistics. Senior leadership were too preoccupied with handling transformation, budget cuts and a huge re-organisation to be able to pay enough attention to implementing an entirely new logistical system, even if the potential savings could be substantial. That’s why, for instance, OSIS was gradually rolled out to flying squadrons without there being a concurrent upgrading of the outdated network infrastructure linking them to the rest of the SAAF. This created a perception that OSIS was too slow to be usable, even though the fix was merely a network upgrade away. That inattention was justified on the basis that those neglected priorities could be returned to in more stable times, but the SAAF has become so used to scrambling in survival mode after each budget cut that it has effectively lost the ability for organisational transformation. Both the current Chief of the Air Force and his predecessor launched
24
FlightCom Magazine
and extremely thorough for acquiring complete military systems, such as aircraft or ships, it was badly suited for acquiring
development contract with the supplier, software like OSIS and GCCS was acquired via proper military projects then immediately farmed out to Denel’s InfoPlan (later SITA) for basic operational maintenance, and occasionally upgraded via new military projects in much the same way as you’d upgrade an aircraft. It’s a terrible approach that doesn’t work, yet it’s still being used in the SAAF today. In contrast, the RAF has continuously developed and enhanced LITS over the years thanks to long-term support and development contracts with IBM, the original LITS consortium lead. And because it has been an ongoing and renewed contract, many of the original team continue to work on the system, thus preserving domain knowledge. It has also never stopped pushing the adoption of LITS within the organisation, ensuring that its feature set and ease of use were constantly expanded to meet the needs of even lowlevel personnel. In contrast, SITA is not suited to supporting specialised and custom defence software, as it’s primarily oriented around managing commercial support contracts for government’s commercial off-the-shelf software (COTS), for which the market has a ready supply of fungible skills. Defence systems like OSIS are too small a part of its portfolio to make it worth investing the money and effort to create in-house teams, so it mostly outsources both support
It’s a terrible approach that doesn’t work, yet it’s still being used in the SAAF today. software solutions like OSIS, which did not have associated hardware and had an impact on the entire organisation. So rather than adopting a software solution via an ongoing support and
and training to an ever-dwindling supply of external contractors with the requisite skills. As a result, there is almost no ongoing development, no incorporation of improvements, little to no work on
extending data sharing and interoperability, and no incentive to drive better adoption of OSIS and its more advanced features within the SAAF. The end result is quite predictable: Because the squadrons and maintenance units were not given the training, equipment and process reforms required to use OSIS’s entire feature set, they tend to see only its value as a parts tracking database and treat the entering of any other data as a chore for reporting purposes. In fact, in most units the line personnel don’t even have access to OSIS at all. Instead they work from a 1980s-style entirely paper-based approach that’s then entered every few weeks into OSIS by a dedicated data capturer. This not only destroys the value OSIS has a real-time view into the state of the Air Force, but it leads to numerous data capture mistakes and other data quality issues that are often caught only during the compilation of quarterly and annual reports. This has become a negative feedback
loop, where the lack of use of OSIS at squadron levels, and the poor enforcement of data quality leads to it being mistrusted and seldom used by senior leadership and planners, which in turn leads to even less use at squadron level. Quite bizarrely, this means that in the past decade the SAAF has actually regressed in technological terms when it comes to its handling of logistics and reporting, reverting from a highly functional integrated system to an inefficient and errorprone system of paper records, manual data entry and spreadsheet-based collation. So what are the lessons learned? How could the SAAF get itself out of this situation, and how could other African air forces avoid making the same mistake? The answer is deceptively simple in its explanation, but enormously difficult in its implementation: You need to treat your specialised custom software that enables core capabilities, such as integrated logistics, as a top level project, every bit as
important as acquiring a new aircraft type. Effort made up front to first rethink and model, the organisation and its functions, in such a way as to prepare it for a digitisation effort, will pay off and will prevent failures where software solutions are forced to be made extremely complex and brittle in order to cater for poorly designed workflows and processes. It’s better to test out both a solution and any new concepts it brings with smaller and less risky experiments, such as the OSIS beta on the Oryx fleet, and to then gradually add features and roll outs, rather than trying to solve all the problems at once. And finally, critical software like this should be supported by long-term fullservice contracts, preferably with the original supplier, rather than attempting to have irregular development bursts followed by maintenance by a third party. It works out cheaper in the end too.
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FlightCom Magazine
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Savage BARN FIND IN UGANDA Part 3
P hotos
by :
C raig L ang
and
T yron G ibbs
THE FLIGHT HOME In Part 2 our intrepid plane rescuers took three days to fly the Savage Cub from Uganda, down the eastern shore of Lake Victoria, to Shongwe – ‘the armpit of Africa’ in Tanzania. For this, the final episode of this saga, we take up the story with them finally having managed to get a workable radio and trying to get out of Shongwe as fast as possible.
26 FlightCom Technical “refuelling” stop inMagazine the Luangwa NP.
DAY 4: Before anyone could change the ATC’s minds, we were airborne and routing for Mfuwe, in the Luangwa National Park in Zambia, where we planned to clear customs, refuel and push on to friends near Mazabuka. A few miles out of Songwe I spoke to ATC, then switched off the handheld radio to save the battery, as we still had no charger. Cutting over a corner of Malawi, we entered Zambian airspace and enjoyed the peace of flying for hours over the remote Luangwa National Park, every now and again passing over the Luangwa River with an occasional herd of elephant or a lone hippo passing below. Luckily, we could talk on the intercom if we pressed the PTT, despite the radio being dead. I planned to land at a small airstrip called Mwaleshi which appeared to be on the edge of the Luangwa NP, in order to top up our tanks from the jerry cans, and to have a stretch. The Savage cockpit is not designed for 6’3” pilots for extended periods.
Wary of landing in a National Park, I warned Tyron that we would do a steep approach from 1000 ft, land, refuel and in 10 minutes be back in the air. The heat on the runway was extreme - 40 degrees plus, so we emptied bladders and quickly refuelled, before getting airborne again. Once in the air, we noticed a small guard hut about 1 km from the runway, and just hoped they hadn’t noticed us. We pushed on another hour to Mfuwe where we managed to raise the ATC from a few miles out and landed without incident. It was fortunate that I had a pair of cell phone earphones to plug into the radio that I could place in my ears under my headsets when I needed to use the radio. Once we had cleared customs and paid landing fees, I sent Tyron off with a local driver to get fuel. While waiting for him, I was summoned to the tower, and asked by the ATC if I had landed inside the Park.
Safely tied down in Songwe, but with a broken radio.
sugar cane and maize on the Mazabuka flats southwest of Lusaka. We hangared the Savage next to Raymond’s new Savannah and went off to enjoy the hospitality of his
IT HAD BEEN SEVEN HOURS OF FLYING IN EXTREME HEAT, AND WE FELT IT. Not wanting to lie to him, I said we had made a technical stop to refuel and were on the ground only 10 minutes. I was asked to write a report for the Park authorities, stating it was a technical stop, and was required to have my aircraft inspected to make sure we had not picked anything up in the park, like a rhino horn or tusk. The ATC was friendly and seemed content with my report. A short while later I was escorted to inspect the Savage. One of the inspectors seemed a little confused, and eventually asked me how I knew there was fuel waiting for us in the park? Trying my hardest to keep a straight face, I showed him how we had refuelled, and explained that Tyron had taken along the jerry cans to fill up in town. Refuelled and given the green light to leave, we launched for another long stretch to Delta Farm airstrip near Mazabuka, where we would spend the night with the Strovers, old acquaintances from my Maritzburg Varsity days, and now farming
family and the comfort of a decent bed and shower...and some fabulous tender chicken!!
“I read you 5” was the best transmission I have ever received over the radio.
It had been seven hours of flying in extreme heat, and we felt it. DAY 5: The Strover’s had fuel for us, and with a flight plan filed, we set off for Livingstone, covering the distance in good time. The new airport in Livingstone is modern, clean and efficient, so we were quickly refuelled and cleared for Bulawayo, with instructions to remain clear of the busy sight-seeing traffic over Victoria Falls. The further south we flew, the more picturesque the scenery became and passing over the Hwange National Park, we found large concentrations of big game. Dodging dark CBs we landed in Bulawayo, refuelled and had just pushed the Savage into one of the GA hangars for the night when the heavens opened. Friends of Tyron’s folks, Gerard Stevenage, a local vet, and his wife Anwen picked us up, and fed us copious amounts of craft beer and a great meal in typical Zimbabwe-style hospitality, before we crashed, exhausted, for the night. DAY 6: The next morning we made good time across the border into South Africa to Polokwane, where we landed to clear customs and refuel. Customs delayed us by at least an hour, with SARS questioning us on duties and taxes on the aircraft. This was eventually resolved, and we were airborne around 1 pm, and heading southeast towards dark and stormy skies. We passed through a few showers and around a couple of large storms in the Loskop Dam area, before eventually getting into heavy weather approaching Hendrina. Luckily, I knew of a farm strip that belongs to WA de Klerk, a farmer in the area who flies. We landed on his strip
FlightCom Magazine
27
Luangwa River snaking off into the distance.
and taxied to his hangar. A phone call later, and WA had opened his hangar to us, as well as his guest room, and we spent a great evening with him. DAY 7: We were airborne from Hendrina just before 10 am due to low cloud and showers, but once we crossed the escarpment the skies began to clear as we approached Newcastle. It really dawned on us the further into South Africa we flew, how free and fortunate we are to have the flying we so enjoy. Our scenery, in my opinion, is far more dramatic and beautiful than anything we saw between Uganda and the Limpopo. Our CAA and the regulations that govern GA and sport flying is unique in Africa, and we should be grateful for this
Refuelling in Livingstone.
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freedom. I fly between 400 and 500 hours a year, low and slow over southern Africa, and I will never take what we have for granted again. The spectacularly green KZN Midlands signalled our arrival home, and we circled over Eva’s Field in Hilton, where our welcoming party awaited us with a bottle of champagne and ice cold beers… The little Savage had been extraordinary. We had flown 30 hours over 6 days, averaging 82 kts. For an aircraft that had been parked for five years, this was no mean feat. Her reward, now registered as ZU-IPZ, was a complete facelift and huge upgrades to all aspects of the airframe and instrument panel. The result is a barely recognisable aircraft.
A huge thanks to Tyron Gibbs, who trusted me enough to join me on the trip of a lifetime, helped with flying and other duties, and generally kept the humour levels up. Thanks to all the folks along the way who helped with advice, fuel, a place to lay our weary head and with other logistical support. My mate Deren who kindly let me borrow his PLB - you gave us all great peace of mind knowing we had friends and family watching our every move. And lastly, thanks to an amazing little aircraft that carried us without as much as a hiccup over some of Africa’s most remote areas. We are truly blessed to live and fly in South Africa. If you don’t believe me, take a trip north.
Our routing from Uganda to Eva’s Field.
FAR MORE BEAUTIFUL THAN ANYTHING WE SAW BETWEEN UGANDA AND THE LIMPOPO Celebrating the safe arrival back at Eva's Field.
W N E EW B S IT E
The Savage Cub resplendent in its new finish.
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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227
FLIGHT SAFETY THROUGH MAINTENANCE
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People W ords : G uy L eitch
NICO BEZUIDENHOUT LEAVES MANGO IS IT THE END OF MANGO? AND WHAT NEXT FOR HIM AND THE AIRLINE INDUSTRY?
Nico Bezuidenhout has announced his surprise departure as the CEO of Mango – the airline he launched 15 years ago.
Nico Bezuidenhout in 2015 during one of his long periods as Acting CEO of SAA. Image: Guy Leitch
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H
E has survived tumultuous storms, including confrontations with the appalling yet untouchable Ms Dudu Myeni who, as Chairman, all but destroyed SAA. While he was Acting CEO, Nico saved SAA a number of times from the cronies and looters, until he was finally forced out. He was snapped up to head FastJet, until that too was killed by African government interference. In October last year he returned to SAA to get Mango back on track. Now he has accepted the position of CEO of a smaller airline, Aurigny – based in Guernsey in the Channel Islands. Guy Leitch chats to him about whether he was pushed – or pulled, and what it means for SAA, Mango and indeed the rest of the airline industry. Were you pushed out of SAA/ Mango, or were you seduced by yet another struggling small state owned carrier? I have long wanted to broaden my international experience and exposure. As a family we have also been hit hard by crime and by Covid-19 in South Africa and so wanted to manage this exposure. When this job in the Channel Islands came up, it was quite frankly just too good an opportunity to turn down, and it represents a lifestyle choice for me and my family. You have been Acting CEO of SAA twice. Given the current state of SAA, is it still a job that you could do? Yes. If as we hope, a new permanent CEO gets a clear mandate and the necessary government support without political interference, then I believe the job is executable. Did you make yourself available for the permanent SAA CEO job? I have been through that mill twice before and I did not put my hat in the ring. Does your departure not raise the question as to whether Mango will be able to continue? I don’t think my departure and the continued existence of Mango should be in any way dependent on each other. I have been back at Mango since 1 October and it has been an amazingly rough time. A week after I returned, Mango, SAA and Comair were grounded by the CAA. A month later
SAA had its 8-day strike, and that spilled over into Mango as we had to change our schedule to accommodate the SAA passengers. December was the start of the SAA business rescue process, and this had a massive knock-on effect to Mango. SAA is our codeshare partner for feed and de-feed and was providing other essential services such as fuel procurement. All our credit lines were badly affected. Then in February we changed ground handlers and in March we went into the Covid-19 lock down. So quite frankly, I have been firefighting pretty much every day I have been back at Mango. Yet the company has made some progress under these incredibly difficult conditions. For example, we managed to get new routes into a number of African destinations, such as Mauritius.
needed to take care of our most vulnerable employees. The lowest paid employee in our company earns R5,600 pm, so we agreed that we would all accept R5,600 pm – from the CEO downwards, from 1 April. There is also the R6,000 tax free from the UIF TERS scheme. So our 20% most vulnerable employees have received pretty much full salaries since the beginning of Covid-19.
Were you able to get these new routes as part of SAA? No. Mango operates under its own AOC so we had to negotiate the bilaterals and the route rights ourselves. When the world returns to at least halfway normal, Mango will be able to take up those routes.
But even before the Covid-19 pandemic there was a lot of talk about the South African market being over traded. Now all four major players look like they will survive, and we hear that Gidon Novick will enter the market as well. Yes, but you need to look at the end size. Comair currently has 26 aircraft but is expected to return to the market operating between 13 and 20 aircraft based on media reports. The other airlines are also shrinking and that would indicate an approximate thirty percent near term reduction in overall capacity.
What was the single biggest challenge you faced? If you operate a fleet of 14 aircraft, it’s best you have the full fleet of 14 flying. If you are only using 10 out of 14 aircraft your cost of capital, plus your cost of ownership and many other factors increases your cost base. And that means you end up having to use wet lease capacity to maintain your schedule. This all affects your on-time performance and when that deteriorates you need to reduce your ticket prices to continue to attract passengers. You end up taking a knock on both the cost side and on revenue. That drove Mango’s losses, but at no point was Mango terminally ill. Fortunately dispatch reliability improved a year ago when Adam Voss and Michael Muller stepped into SAAT. But that’s what happens when you have an external locus of control. Our on-time performance has improved substantially and now, with the reduced schedule, we are operating at 90% OTP. How are you paying your staff during the lockdown? We are doing better than most in that we haven’t had to retrench anyone. Now that Mango has made it back into the sky, we are carrying 40% of all passengers being carried at the moment. With the limited funds that we have, we decided we
Post Covid, will there still be space for Mango? SAA will be a much smaller airline in the future, at least initially, and the scale of Comair will also likely be impacted by their own business rescue process. So the supply side of the market will be significantly smaller, and Mango’s proportion of that market may be higher.
What are your expectations of demand at the end of 2021? Our most pessimistic expectations are that we will see 70 to 75% of the December 2019 levels by then. So with all the swings and roundabouts in the market, it implies that the pre- Covid-19 supply and demand equilibrium will be restored in the end, although challenging times exit in-between. How is Mango surviving in terms of cash flow? You had a R1 billion bailout from the government, which the privately owned airliners could not get. SAA’s published business rescue plan outlines the capital requirement of the Group’s subsidiaries, although no funding flow has occurred as yet We have been able to cover our direct operating costs since the 15 June limited restart and as long as all airlines maintain supply discipline, then we can all come out intact on the other side.
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So do you have historic debt – from earlier losses? The three months of hard lockdown has cost Mango R750 million to R1 billion worth of revenue. It is for these reasons that we need our capital structure rectified. Mango is no different to any other airline and to my knowledge there is not an airline in the world that has not needed some form of capital bolstering following COVID.
And it’s not just about aircraft leasing, airlines must look at all their inputs. The entire world is different. From CEOs down, there is now a complete glut of supply. The same for pilots and cabin crew and ground handling. The supply and demand equations are changing, and if you as an airline do not take advantage of this opportunity to reset your cost base, you must have rocks in your head.
What about your aircraft leases? Your fleet is getting on for 20 years old, yet it is still leased. Of Mango’s 14 aircraft, 2 were scheduled for return prior to Covid-19. I reckon that for the next 12 months Mango will need between 6 and 12 aircraft. So we have a few too many. Also, we took aircraft off SAA’s hands when we didn’t need them. That’s the worst thing for an airline; to have aircraft on the balance sheet and yet AOG – aircraft on the ground.
Will you be sorry to leave Mango? Mango remains very dear to my heart. I don’t regret a day. It has been very challenging, but I am happy that we have still managed to drive the business forward. The company has suffered losses in recent years but the issues that caused it to be loss making were easily identified, even if they weren’t that easy to address. The ground handling changes saved us a bucketful of money and we cancelled some of the lossmaking routes.
What about the cost of your leases? Under SAA can you get payment holidays and reductions? Mango’s lease arrangements stand separate and independent of SAA. There’s
Will you be glad to be out from under the control of SAA? I’m a bit of a hoarder in terms of my sentimental connections, and I have plenty of those connections within the SAA
In conclusion? I think that Mango remains a good company. It has carried thirty million passengers and has never before needed a subsidy. All the staff are in it for the long run. Mango’s pilots for example have agreed to take the minimum basic salary until the end of March, plus a variable percentage of their normal salary, depending on what percentage of our old route network we manage to operate. That’s a cost-effective mechanism to ensure Mango’s survival. And it protects our massive investment in skills and human resources – we are not adding to unemployment in the country, in as much as we can avoid it. It’s not as though everyone else can be as lucky as I have been in finding an alternative. So everyone has to take a haircut, but we all need to wake up and be realistic. The question is not about whether you can continue to get 100% of your salary. That is not your choice. The choices in life now are that the world is smaller and the demand levels are just not there. So airlines need to shrink to fit, or alternatively, airline people need to move into another industry altogether. I care more about the people than I do about the brand. If SAA gets its cost structures small enough, then for all I
Bezuidenhout is leaving to run the smaller Aurigny Air Services in the Channel Islands.
no doubt that the cost of leases can come down at least 25%, and we hope to be able to take advantage of that. It has been a lessor’s market for a long time but now we have an opportunity to restructure our costs. If airlines do not use this opportunity to reset their cost base, they risk surviving Covid-19 but then dying from the post Covid-19 recovery. I have always maintained that the real test will be in the restarting and that more airlines will die in the recovery phase, than from the actual lockdown.
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Group. I suppose it is like a brother-sister relationship. You may have the hardest of fights, but at the end of the day you are still family. You are going to another state-owned flag carrier. Do you support the idea of a flag carrier? It’s not so much about whether you’re a flag carrier or not, it’s about whether the operation is being conducted efficiently.
care they can combine the two airlines. I wouldn’t have said this a few years ago, but if the two businesses can get to the same cost structure, well then, I’m not precious about brands so they could merge. I am just precious about making sure that the people – Mango’s Employees and Guests, are looked after.
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 011 463 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 4496 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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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
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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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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
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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
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