Febuary 2020

FlightCÞm African Aviation

Africa’s Biggest Selling Aviation Magazine

Edition 292 February 2020

R49.50

Namibia $N49.50 | Cover: Aeronautical Aviation

AERONAUTICAL AVIATION MARKET LEADING EFIS SPECIALISTS

TESTED: EMBRAER C-390 MILLENNIUM! • PILATUS’S AMAZING FACTORY! • GUY ON HERC C130J VS EMBRAER C-390 • UPGRADE YOUR SA-CPL TO EASA! • JIM D – HOW TO USE CHECKLISTS! • LANSERIA FEATURE • AIRLINE EFIS – DANGEROUS BY DESIGN?

THE BEST TIME TO FLY THE BEST IS NOW Introducing the brand-new PC-12 NGX, the most advanced single-engine turboprop ever. Featuring general aviation’s first Electronic Propeller and Engine Control System, a digital autothrottle, enhanced avionics with smart touch screen controller. And all that at reduced operating costs and more speed. With the PC-12 NGX, Pilatus just made the best even better. www.pilatus-aircraft.com Contact Pilatus PC-12 Centre Southern Africa, your nearest Authorised Pilatus PC-12 NGX Sales Centre for further information on Tel: +27 11 383 0800 or Email: aircraftsales@pilatuscentre.co.za

1 (GDTWCT[ ^ YYY UCƃ [GT EQO

An alluring combination of power and craftsmanship.

The new Flying Spur.

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Priced from R3 950 000 with a 3 year/100,000 km Driveplan Model shown: Flying Spur.

Edition 292

CONTENTS COLUMNISTS SA FLYER

12 14 16 26 30 36 44 58

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

FLIGHTCOM

7 Bush Pilot - Hugh Pryor 13 Leagle Eagle - Prof. Salazar 17 Defence - Darren Olivier

FC 21

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

FLIGHT TEST

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Edition 292

CONTENTS FEATURES SA FLYER

23 24 34 38 42 48 54 61 66

Companies: Eagle Flight Academy Letters to the Editor CAA Awards Companies: Rand Airport Unhinged: who needs controls?

History: Wings for Warsaw Tequila at Sunrise Lanseria International Airport Feature Companies: Aeronautical Aviation

FLIGHTCOM

5 6 11 21 23 25 28 29 37 41

Industry Update Global 6500 Companies: Fireblade FBO Attack on Heli Tourists Glass Cockpit Philosophies

REGULARS 10

Opening Shot

37 M&N Acoustics Register Review 40 SV Aviation Fuel Table 47 Market Place 51 GIB Events 52 Alpi Flight School Listing 53 AME Directory 57 Federal Airlines Charter Directory

Pilatus Factory African Air Connectivity Flight Test: Embraer’s KC-390 Safety In Aircraft Maintenance IATA's 2020 Outlook

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FLIGHTCOM

12 Subscriptions 41 AEP AMO Listing 44 Aviation Directory

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POSITION REPORT

T

HE crash of ZS-

on the regulator. At the press conference

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following the crash, in answer to our question

Aviation Authority’s

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was impartial. Even if she can honour this

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project. After almost three years of training,

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potential to implicate the CAA as the regulator. However, for the past

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Guy Leitch

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EDITOR & PUBLISHER

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guy@saflyermag.co.za

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za

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PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463

OFFICE: 8 Victory Way, Simon's Town, Cape Town, 7975 PO Box 71052, Bryanston, 2021, South Africa Distribution

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

Important

Opinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of XLI EYXLSV SV EHZIVXMWIV ERH HS RSX VI¾ IGX XLSWI SJ XLMW NSYVREP RSV SJ MXW TYFPMWLIV 8LI QIRXMSR SJ WTIGM½ G companies or products in articles or advertisements, does not imply that they are endorsed or recommended F] XLMW NSYVREP SV MXW TYFPMWLIV MR TVIJIVIRGI XS SXLIVW SJ E WMQMPEV REXYVI [LMGL EVI RSX QIRXMSRIH SV advertised. © SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING

OPENING SHOT

T 10

HIS beautifully atmospheric image of two shiny Extra 300s was captured by Hartenbos based photographer Cobus Brink. SAA Captain Andrew Blackwood Murray asked Cobus to do some pics over Swellendam with his Extra 330LP and Mark Oostingh’s new E330LX; both attending the Western Cape Aerobatic Championships. The 48 ECOGTC UJKR YCU MKPFN[ ĆƒQYP D[ #NGY[P $WTIGT It always seems to take longer than expected to get three planes in the air for a photo shoot. By the time this shot was set up it was getting dark and so Cobus had to use an undesirably high (and thus grainy) ISO of 1600 and a slow shutter speed of 1/100th on his Canon 7D Mk2. Getting a sharp image at this slow shutter speed is a challenge in air to air, but it gave a great prop disk. Having good formation skills meant that the planes could tuck in close to the camera ship and a wide 40 mm lens gives a very pleasing perspective.

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Send your submissions to guy@saflyermag.co.za

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ATTITUDE FOR ALTITUDE GUY LEITCH

Which is best?

THE C-130J vs C-390

With the crash of a SAAF C-130BZ Hercules in Goma in early January, South Africa’s already underequipped airlift capability was further depleted. (See Darren Olivier’s assessment in his column this month). And the SAAF’s essential long-range maritime search and rescue mission capability is also woefully inadequate, particularly since the retirement of the SAAF 35 Squadron C-47TP turbine Dakota ‘Dakeltons’.

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Is the only thing that can replace a 50 year old Herc - another Herc?

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The C-130 can even be a devastating gunship.

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rape South Africaâ&#x20AC;&#x2122;s territorial waters with impunity. The right aircraft

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guy@saflyermag.co.za Bringing into question the KC-390's runway requirements - this one overran one of the longest runways.

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The KC-390 needed all the runway and more to stop - but may have had a hydraulic failure.

13 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

LEADING EDGE PETER GARRISON

IS THERE AN OVERBANKING TENDENCY? A friend sent me a copy of an article with the title, â&#x20AC;&#x153;Questioning the Overbanking Tendency.â&#x20AC;? I did not have to read far to discover the authorâ&#x20AC;&#x2122;s answer: â&#x20AC;&#x153;For all practical purposes,â&#x20AC;? he states, â&#x20AC;&#x153;there is no such thing as an overbanking tendency.â&#x20AC;?

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says, is that since the outer wing in a turn is

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slightly farther from the centre of the circle

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than the inner wing is, it moves a little faster,

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himself in neutral territory somewhere

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weâ&#x20AC;&#x2122;re using a single point on the wing to

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wing. Theyâ&#x20AC;&#x2122;re smaller closer to the fuselage,

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in comparison to the full rolling moment

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There is an overbanking tendency, and it is not negligible

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aeroplane. The question is merely whether

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the answer is yes.

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To summarise, then, for those who go

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feet out along the outer wing is moving two

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on the inner.

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the contrary. Zweng was wrong.

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The over banking tendency.

15 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

PLANE TALK JIM DAVIS

Guides or Gods?

CHECKLISTS 1:

You know how you have this

From a Cub to a 747- would a generic checklist work?

picture frozen in your mind of where you were, and what you were doing, when some huge event happened, like the World Trade Centre nonsense?

Well I can tell you exactly what was happening when, NKMG C DNKPFKPI Æ&#x192;CUJ QH NKIJV + suddenly knew what checklists were for. I was moments from crashing a serviceable aeroplane into the desert.

But, before I tell you that story, I must give you a little background to my lifelong suspicion of checklists.

I

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16 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

17 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

PLANE TALK

PDWWHU ZKHWKHU WKH GRRUV DUH RSHQ RU FORVHG

Is this landing checklist comprehensive enough?

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glance at the tower where you will see either

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instructor.

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18 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

A Piper Cub a delightfully honest and simple aircraft.

COLUMNS

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Some of the controls found in the backseat of the Cub.

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The very simplistic door handle of the Cub.

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20 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

AIRVAN AFRICA

2011 Quest Kodiak 100

+27 46 624 4899

1990 Mooney M20J Special Edition

2200 Hrs TT Airframe and Engine.

PT-6A-34, 750SHP, Garmin G1000 Avionics, External Baggage Compartment, 29” Wheel Upgrade, Air Conditioning.

1807 Hours TT and 8 Hours SMOH April MPI, April Overhaul.

Price: US$ 1 258 000

Price: R1 550 000

1961 Aerospatiale Alouette 2 11400HRS TT, 12-Year completed in May 2017 Registered NTCA.

Absolutely Beautiful!

www.airmoon.co.za

Patrick: +27-82-565-8864 Brendan: +27-72-244-4958 Phil: +27-83-284-3898 www.airmoon.co.za

Call for Price

Stripping for Spares Call for Parts Price and Availability 2015 Airvan 8

1966 Piper Cherokee 180

2000 Hours TT Airframe, Factory rebuilt zero-time Engine. 3-Blade Prop, 4200lbs MAUW Upgrade, Cargo Pod, G500 PFD, G650 GPS/Nav/Comm, TCAS, Stormscope, etc

7425 Hrs TT Airframe and 150 Hrs SMOH Engine. Constant speed prop, new glass, paint refresh, new interior and carpets by 43 Airschool.

Price: Offers

Price: R500 000 neg

1998 Mooney M20K Encore 1230 Hours Airframe and Engine SMOH

Price: Offers

OTHER AIRCRAFT FOR SALE: 1981 Mooney M20J 201 2015 Airvan 8 1948 Ercoupe 415e

1948 Ercoupe 415E 2040 Hrs TT Airframe, 757 Hrs SMOH Engine (Lycoming O-235) All-new wing internals, fabric skins, extended range tanks and fresh paint throughout.

Price: R350 000

BRAND NEW Airvan 8

Standard panel including Garmin GTN 650 Nav/Com/GPS and JPI EDM 800 Engine Monitor.

Price: US$ 862 000 Including Delivery in Africa.

2013 Robinson R66 Turbine

1969 Cessna 182M

250 Hours since new.

Price: Call

1977 Socata Rallye 235E

SA Flyer 2020|01

Unless otherwise stated all prices are exclusive of VAT

1971 Beechcraft Baron E55

21 YYY UCƃ[GT EQO ^ (GDTWCT[

COMPANIE S

EAGLE FLIGHT ACADEMY SPREADS ITS WINGS TO BLOEMFONTEIN

Cherokee ZS-JLF at Eagle Flight Academyâ&#x20AC;&#x2122;s new training base in New Tempe, Bloemfontein.

One of the more remarkable success stories in South African pilot training is that of Eagle (NKIJV #ECFGO[ 6JKU Æ&#x192; [KPI UEJQQN YCU NCWPEJGF

by DJ Lubbe in 2010 on their remote farm north of Kimberley and now, after just ten years on their Hartswater farm, they have expanded into Bloemfonteinâ&#x20AC;&#x2122;s New Tempe airport.

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multi-engine training.

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The team and students of Eagle Flight Academy at Hartswater.

23 YYY UCÆ&#x192; [GT EQO ^ (GDTWCT[

LETTERS TO THE EDITOR

KNOP IN DIE KEEL $L MRX ERVERN UXEULHN LV XLWVWHNHQG YHUQDDP DV M\ LQVLGHQWH NDQ OHHV XLW GLH µSLORW¶ VH PRQG .U\ VRPPHU µQ NQRS LQ GLH NHHO 9RRUVSRHG YLU MXOOH DOPDO INUS KOTZE

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offices on more than one occasion with no improvement whatsoever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metre from the street.

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Figure 1.1 Total fatal accidentsâ&#x20AC;&#x201D;private and student pilots, 1983 to 1999. +HUH DUH VRPH TXRWHV IURP WKH ERRN 3 RVW ³)RU WKH SUHFHGLQJ \HDUV WKH SLORW ZDV WKH PDQLSXODWRU RI IOLJKW FRQWUROV 1RZ WKH SLORW KDG EHFRPH D PDQDJHU RI LQIRUPDWLRQ ´ ³:KLOVW FRPPHUFLDO DYLDWLRQ LV VDIHU WKDQ GULYLQJ JHQHUDO DYLDWLRQ LV QHDUO\ WLPHV PRUH GDQJHURXV WKDQ GULYLQJ ´ RAY HATTINGH

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24 (GDTWCT[ ^ YYY UCÆ&#x192; [GT EQO

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

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

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

1973 Cherokee 235

2004 Piper Saratoga II TC

1985 Malibu 310P

2007 Cessna T206

1350 Hrs TT, A & E Neat & Clean, King VFR;

2830 Hrs TT s/new; 830 SMOH Avidyne Glass, IFR equipped

Clean; Priced to sell

310 Hrs TT; 1650 SMOH New Garmin Glass Panel, IF New Paint & Interior; R4,600,000.00

900 Hrs TT, A & E Garmin 100 equipped. Showroom Condition;

1983 Piper Navajo 310

1980 Bonanza A36TC

1966 Cherokee 180

1978 Turbo Arrow III

3177 Hrs TT, 1305 Hrs SMOH King, Garmin IFR Very clean; Offers

4100 Hrs TT; 651 SMOH King & Garmin IF equipped Very neat; R2,300,000.00 excl

3920 Hrs TT, 1890 SMOH Basic VFR with S-Tec 50 A/pilot Very clean, speed mods; PRICED TO SELL

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

VAT

R6,300,000.00 excl VAT

1977 Cessna 210

1981 King Air 200

1979 Cessna T210

1979 Cessna 182RG

4480 Hrs TT, 1040 Hrs SMOH King & Cessna Avionics, very Clean;

9540 Hrs TT; 225 hrs SMOH Garmin & Collins, Neat

4740 Hrs TT; 1321 SMOH Cessna & Garmin Avionics. Neat;

2380 Hrs TT; 430 SMOH Garmin IFR; Clean;

1976 Cessna 210

1967 Baron 56 TC

1979 Cessna Citation 1SP

1984 Piper Malibu 310P

2740 Hrs TT; 640 SMOH King, Garmin, Very Clean,

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

9156 Hrs TT, 1815 / 878 SMOH Collins / Garmin IFR. Showroom Condition,

trade in / reasonable offers considered

USD600,000.00 excl VAT, if apl

2650 Hrs TT, 1930 SMOH King IF, clean aircraft; PRICED TO SELL

1071 Piper Aztec 250

2007 Malibu Meridian

2016 RV-10

5540 Hrs TT; 985 & 1820 SMOH King IF equipped, very clean Bargain price, PLEASE ENQUIRE

1250 Hrs TT, A & E Avidyne, IF equipped, very good condition Recent Paint; USD 900,000 excl VAT (Offers)

100 Hrs TT since new Garmin equipped,

R1,400,000 excl VAT

Please enquire

1978 Cessna S550

4500 Hrs TT, 900 Hrs SMOH Collins IFR equipped. Clean Aircraft;

USD750,000.00 Excl VAT, if apl

Please enquire

R1,300,000.00 Excl VAT

Offers Invited

Please enquire

ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS. Specializing in turnkey aircraft shipping worldwide!!!

25 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

SA Flyer 2020|02

R650,000 excl VAT

HELI OPS GEORGE TONKING

Working the

DECEMBER

holidays

The December holiday season in South Africa can be a most merry time, full of braais, cooling off around the pool and slow, special moments with family. For me VJG &GEGODGT DTGCM KU CNUQ C ITGCV QRRQTVWPKV[ HQT GZVTC Æ&#x192;[KPI

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You do not want to be dodging Highveld thunderstorms when it's getting dark.

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or put myself in a precarious situation.

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Zlin 142 Airframe: 1058.9 hrs TT Prop: 19.1hrs TSO Engine: 418.7 TT 'ƌĞĂƚ Ϯ ƐĞĂƚĞƌ ĂĞƌŽďĂƟ Đ ƚƌĂŝŶĞƌ R390 000 + VAT

1999 Sukhoi SU31 Airframe: 447.2 hrs TT Engine: 355.5 hrs TSO Prop: 44.9 hrs TSO (CL260) ůĞĐƚƌŝĐ ƐŵŽŬĞ ƉƵŵƉ Single seat 2 digital radios ZϮ͘ϴ ŵŝůůŝŽŶ н s d

džĐŚĂŶŐĞƐ ĐŽŶƐŝĚĞƌĞĚ͕ ĐŽŶǀĞƌƐŝŽŶ ƚŽ ƚLJƉĞ Θ ĂĞƌŽďĂƟ Đ ƚƌĂŝŶŝŶŐ ĂƌƌĂŶŐĞĚ͘ Contact Stu Davidson on 082 553 6989 / Patrick Davidson on 082 825 0404

ůů ĂŝƌĐƌĂŌ ĂƌĞ ůŽĐĂůůLJ ďĂƐĞĚ ŝŶ ^ŽƵƚŚ ĨƌŝĐĂ͘

28 (GDTWCT[ ^ YYY UCƃ [GT EQO

SA Flyer 2019|02

2012 SBach XA42 Airframe: 380.43hrs TT Engine: 380.43 hrs TT Prop: newly overhauled 10 hrs TSO Smoke system ; GPS hŶůŝŵŝƚĞĚ ĂĞƌŽďĂƟ ĐƐ Ϯ ƐĞĂƚĞƌ Zϯ͘ϴ ŵŝůůŝŽŶ н s d

M

MOST RELIABLE PROPELLER FOR CESSNA AIRCRAFT Operating in Africa requires aircraft and products that are reliable and durable. Whether it’s an Air Safari to the remotest game preserve, or delivering critical medical supplies to an isolated village, you want a propeller that you can count on, one that’s Built on Honor.

Our Top Prop program offers proven 2-, 3-, and 4-blade propeller conversions featuring the latest in blended airfoil scimitar technology for all single engine Cessnas.

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M and N ACOUSTICS SERVICES SANAS ACCREDITED LABORATORY FOR ACOUSTIC, VIBRATION, HUMAN VIBRATION AND DC/LF The Following instruments can be calibrated Aces, Vibrex, Honeywell, Rion, Casella, 3M & Svantek

CONTACT Amanda Naude 012 689 2007 | e-mail: admin@mnacoustics.co.za

29 YYY UCƃ [GT EQO ^ (GDTWCT[

A SLIM LOGBOOK JOHAN WALDEN

Playing

HARD & FAST As a fresh PPL with little experience,

it came as a huge

surprise when Alan,

one of the uber-pilots at Morningstar Flying Club, asked if I would

be his navigator in the

upcoming Cape Speed

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the same format as for the â&#x20AC;&#x2DC;realâ&#x20AC;&#x2122; race, which

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metre accuracy.

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COLUMNS

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Our pack contained a chart, photo sheet, and minute-marker.

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sequence.

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31 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

Unleashed, the Bonanza scarpered down the runway and we zipped over the threshold.

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minutes.

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The GPS track shows where things got hairy.

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the corner of a white silo, just in frame. The

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32 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

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M

@Lands1122

FOR SALE - RV 10 ZU-INE

Display 2 X EFIS 10” DYNON SV - 1000T • Garmin GNC 255 a com radio GMA 350c audio panel • AP panel • SV knob panel • SV 42 AP servo pitch SV42 server role • Transponder 261 Mode S • ADAHRS 200 AND 2001 SV COM RADIO • SV COM 425 • STANDBY COMPASS NAV ADSB 472 • EMS 220

SA Flyer 2020|02

SNAGS & INFO: ENGINE / POWER PLANT 1 LYCOMING IO - 540 210 - 260 HP (157- 194 KW) ; AIR-COOLED 260 HP ENGINE ; PROP MAKE HARTZEL 2 BLADE CONSTANT SPEED Z BLADE ; PROP MODEL HC C2YR 1BFP/F 8068D CREW 1; CAPACITY PASSENGER 3 Empty weight 1,520lb (689kg - 753kg); Gross Weight 2,700lb (1225kg) Fuel Capacity 60us gal (227,125L)

Contact: Adventure Air - Lande Milne 012 543 3196 or 066 472 7848 or l.milne@venture-sa.co.za

33 YYY UCƃ [GT EQO ^ (GDTWCT[

GARTH CALITZ

The Second

SA CIVIL AVIATION Authority Industry Awards

Continuing their commitment to foster excellence, the Civil Aviation Authority hosted the second instalment of its annual awards in Pretoria on Friday the 13th December.

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Former head of the CAA Captain Colin Jordaan was the MC.

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to verify the fairness of the process.

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Aviation sector.

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34 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

6HUYLFH ZHUH MRLQWO\ KRQRXUHG DV 7RS $YLDWLRQ Professionals.

Boitumelo Katisi receives an Outstanding Contribution to SA Aviation Award from CAA Director Poppy Khoza.

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Arthur Bradshaw receives the Lifetime Award.

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Brian Emmenis receives the Outstanding Contribution to SA Aviation Award.

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35 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

REGISTER REVIEW: RAY WATTS

DECEMBER 2019 I was really surprised when the dear old CAA sent me the amendments before they went on holiday in December â&#x20AC;&#x201C; I usually have to wait forever to get the amendments in early January. Thanks Monica.

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ZS-SDF Airbus A350-900 taken at OR Tambo 11-12-2019 by Michael Combrink.

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ZS-HSL C172 taken at Bethlehem by Dave Becker. Now exported.

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ZS-RDZ Bell 47 taken at Grand Central by Ray Watts - now exported.

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ZS-NIZ C208B taken at OR Tambo by Ray Watts - now exported.

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36 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

ZS-HRK BK117 taken at Grand Central by Ray Watts - now exported.

M&N Acoustic Services REGISTER REVIEW - DECEMBER

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-SDF

AIRBUS INDUSTRIES

A350-941

365

F-WZGF

SOUTH AFRICAN AIRWAYS SOC LTD

ZS-YAN

EMBRAER EMB 190

ERJ190-100IGW

190,002

N176NA, 4X-EMD, VH-ZPD, PT-SDL

SA AIRLINK

ZU- New Registrations ZU-IPT

STEPHEN PRINSLOO

RAZZOO 162

16281901

PRINSLOO S

ZU-IPV

JACOBUS ADOLPH VAN ZYL

VAN’S RV-9

92050

VAN ZYL J A

ZU-ROJ

WESTLAND HELICOPTERS

GAZELLE AH MK 1

1987

ZU-ROK

IAN TENNANT RITCHIE

LW4

LW4-001RSA

HA-…, G-CIEX, ZB682

AVIATOR AT WORK (PTY) LTD RITCHIE I T

ZT- RPAS - New Registrations ZT-WHJ

DJI

MAVIC PRO

08Q3G1N00SG063

DRONE OPS (PTY) LTD

ZT-WHK

DJI

MAVIC PRO

08Q3G1N00SG035

DRONE OPS (PTY) LTD

ZT-WHL

DJI

MAVIC 2 ENTERPRISE

276DFAP001N9DF

DRONE OPS (PTY) LTD

ZT-WHM

DJI

MAVIC PRO

08Q3G1G00SG013

DRONE OPS (PTY) LTD

ZT-WHN

DJI

MAVIC PRO

08Q3G1G00SG026

DRONE OPS (PTY) LTD

ZT-WHO

FREEFLY SYSTEMS

ALTA X

438448

DARKWING AERIALS (PTY) LTD

ZT-WHP

DJI

MATRICE 600 PRO

M80DG6B003BY6C

TERRA SURVEY (PTY) LTD

ZT-WHR

DJI

PHANTOM 4 PRO

11UCF7H0A50312

ROBOT AIR (PTY) LTD

ZT-WHS

DJI

MAVIC PRO

08Q3G1P00SG038

DRONE OPS (PTY) LTD

ZT-WHT

DJI

MAVIC 2 PRO

163DF8D001T3D6

AURECON SOUTH AFRICA (PTY) LTD

ZT-WHU

DJI

MAVIC 2 PRO

163DF9N001E246

FLY ING AVIATION (PTY) LTD

ZT-WHV

DJI

MAVIC 2 PRO

163DFA6001BDJG

DRONE EVENT FILM SERVICES (PTY) LTD

ZT-WHW

UDS

KESTREL

K0025

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WHX

UDS

KESTREL

K0026

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WHY

DJI

MATRICE 200

M200-13

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WHZ

UDS

KESTREL

K0024

UAV AND DRONE SOLUTIONS (PTY) LTD

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ĐŽƵƐƟ ĐƐ ; ĞŐ͘ > ϯϱϬ Ϳ sŝďƌĂƟ ŽŶ ; ĞŐ͘ ZŝŽŶ s ͲϭϭͿ ,ƵŵĂŶ sŝďƌĂƟ ŽŶ ; ĞŐ͘ YƵĞƐƚ ,Ăǀ WƌŽͿ ůĞĐƚƌŝĐĂů ͬ>& ƋƵŝƉŵĞŶƚ ʹ ŝŶŚŽƵƐĞ Žƌ ŽŶ ƐŝƚĞ ;ĞŐ͘ &ůƵŬĞ DƵůƟ ŵĞƚĞƌƐ͕ /ŶƐƵůĂƟ ŽŶ dĞƐƚĞƌƐͿ

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

YYY UCƃ[GT EQO ^ (GDTWCT[

37

THE EVOLUTION OF RAND AIRPORT & EKURHULENI:

COMPAN IES

4IR Driving the Transformation of Land-Usage

“The rise of eCommerce is resulting in shifting patterns of land use. In particular, there is an increased demand for light distribution warehousing which Rand Airport’s new development is ideally suited to provide.”

T

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incorporating smart camera technology, it

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38 (GDTWCT[ ^ YYY UCƃ [GT EQO

M

We are excited to announce that Rand’s Airport expansion has commenced with the launch of Phase One of the development to be known as ‘Airport Park Extension 7’.

Contact To find out more - Stuart, manager@randairport.co.za or Richard, richard@curriegroup.co.za

SA FLYER 2020|02

RAND AIRPORT DEVELOPMENT!

FUEL TABLE

SA Flyer 2020|02

ǁǁǁ͘Ɛǀϭ͘ĐŽ͘njĂ * " ' * " ' ( ( ) 8:19:1:89A ( ( ) 8:19:1:89A

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Tel: +27 14 576 2522 Ina: +27 82 553 9611 ŵĂŝů͗ ĂǀŝĂƟ ŽŶΛƐǀϭ͘ĐŽ͘njĂ Marina: +27 82 924 3015

40 'W^ ŽͲŽƌĚŝŶĂƚĞƐ͗ ^ϮϱΣϱϬ͛ϯϳ ϮϳΣϰϭ͛Ϯϴ /ŵƉŽƌƚͬ džƉŽƌƚ ŶŽ͘ ϮϭϯϰϯϴϮϵ

(GDTWCT[ ^ YYY UCƃ[GT EQO

SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT

Tel: +27 14 576 2522 Ina: +27 82 553 9611 ŵĂŝů͗ ĂǀŝĂƟ ŽŶΛƐǀϭ͘ĐŽ͘njĂ Marina: +27 82 924 3015

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

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

SA Flyer 2016|11

• • • • •

d e g n i h Un FEATURE

DOC MARK HOLLIDAY

WHO NEEDS CONTROLS? #PFTGY 6QTT PQV JKU TGCN PCOG JQUVGF C FKPPGT RCTV[ HQT JKU Æ&#x192;[KPI RCNU KP VJG NCVG oU 9KVJ VJG DCNNCUV QH #PFTGYoU Æ&#x201A;TUV YKHGoU UVTQICPQHH CPF Æ&#x201A;PG TGF YKPG KP QWT JQNFU VJG RKNQVU HQTOGF C JQNFKPI RCVVGTP CV VJG QPG GPF QH VJG VCDNG VQ RQPFGT EQORNGZ Æ&#x192;[KPI SWGUVKQPU NGCXKPI VJG YKXGU CV VJG EQPVTQN VQYGT GPF QH VJKPIU VQ FGCN YKVJ OQTG KORQTVCPV KUUWGU

1RGPKPI CPF ENQUKPI VJG FQQTU KP Æ&#x192;KIJV OCFG VJG % HWNN[ EQPVTQNNCDNG DWV the whole door was not UWRRQUGF VQ EQOG QHH

A

newcomer

to

the table at this point was Captain Morgan

who

always livened up the

conversation

and this eveningâ&#x20AC;&#x2122;s was to be no exception. Three foamies later and embellishment was the rule. â&#x20AC;&#x2DC;If your plane lost all three axis controls at once, could you land it safelyâ&#x20AC;&#x2122;? This question was posed by $QGUHZ¶V Ã&#x20AC;\LQJ LQVWUXFWRU DQG DLUOLQH pilot, who for the sake of anonymity I will name Brett Gebers. He claimed that he KDG GHPRQVWUDWHG WKLV WR Ã&#x20AC;\LQJ SXSLOV EHIRUH LQ RUGHU WR LQVSLUH FRQ¿GHQFH Our minds were now so numbed by the fourth Boksburg Cappuccino that no one could even vaguely suggest a solution let alone string two coherent syllables in sequence.

Head pounding I surfaced late the next afternoon and through a foggy mind recalled his solution. I called Neil Hellman

(another

pseudonym)

and

asked him to join me the next day for VRPH LQWHUHVWLQJ FLUFXLWV 1HLO¶V Ã&#x20AC;\LQJ days and mine had begun at similar WLPHV DQG KH Ã&#x20AC;HZ DQG VWLOO Ã&#x20AC;LHV KLV mommyâ&#x20AC;&#x2122;s Bonanza. I was the proud half share owner of a Cessna 170 ZS-EUO which shared the same birth year as me.

42 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

FEATURE Sunday was a calm morning and we departed off Lanseria 06L (yes, Lanseria

<5 '71 FKUETGVGN[ JKFKPI KVU TGRNCEGF FQQT JKPIG

had two parallel runways and a cross runway those days and was actually a friendly place for general aviation). Our destination was 2GLH DLUÂżHOG ZKLFK ZDV OLWWOH XVHG HYHQ WKHQ but boasted a long runway perfect for our escapade. , OLQHG (82 XS IRU ORQJ ÂżQDOV DQG WRRN P\ hands and feet off the controls, determining the attitude and speed with the elevator trim for the directional control: we opened the GRRUV DQG JLQJHUO\ DW ÂżUVW H[SHULPHQWHG with pushing them out in order to steer. At WKH Ă&#x20AC;DUH , VZLIWO\ WRRN KROG RI WKH FRQWUROV IRU

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of it in case this unique part failure was

the touchdown. Practise makes perfect and

WR DQ\ RI WKH RWKHU Ă&#x20AC;LJKWV H[FHSW WKDW WKH

referred to the then DCAâ&#x20AC;&#x2122;s technical division.

after several attempts we ventured to land

bottom hinge on my door sheared, putting

Raymond eventually ended up buying

without any 3-Axis control inputs. The highly

an end to the draughty escapades of EUO.

EUO and restored it to concourse condition

sprung 170â&#x20AC;&#x2122;s undercarriage usually ended in

The replacement cost for the hinge was a

only to sell it last year. I saw it parked in

a bounce, but it was nevertheless a hugely

whopping R990 which was huge considering

its hangar at Rand a few years ago and

satisfying exercise.

that we had bought the plane for R50 000

knowingly spied the odd non-standard

Flight control with the doors became my

in 1987. I seriously considered putting in an

hinge at the bottom of the left hand door. I

new party trick until one day I took up a friend

insurance claim, for we had sheared what

wonder if the new owner knows why this part

who is now CEO of a large Aeroplane agency

was now proven beyond any doubt to be a

is different or even that EUO has additional

DQG $02 ZKR , ZLOO ÂżFWLWLRXVO\ UHIHU WR DV

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control surfaces.

Jarryd Sinovich

and rate of descent with the throttle. Now

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Jabiru It's a lifestyle

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43 YYY UCĆ&#x192;[GT EQO ^ (GDTWCT[

ACCIDENT REPORT JIM DAVIS

RAVIN GEAR This report was compiled in the interests of promoting aviation safety and reduction of the risk of aviation accidents or incidents and not to establish legal liability.

SYNOPSIS

struck the runway surface and the landing gear collapsed. The

The pilot, who was the sole occupant onboard the aircraft, was

aircraft veered off the runway on the right-hand side, coming to rest

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approximately 5m from the runway edge facing in a westerly direction.

Aerodrome. His intention was to uplift two passengers at Grand

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near Bloemfontein.

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The pilot was cleared for landing Runway 35 at FAGC by Air 7UDI¿F &RQWURO $7& $FFRUGLQJ WR WKH SLORW DV ZHOO DV WKH $7& WKH landing gear was down prior to landing as well as on touch down.

Approximately 100m after the aircraft touched down the propeller

44 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

prior to the arrival of the Accident Investigator on the scene.

Evidence of runway damage was found on the inboard section of WKH Ã&#x20AC;DSV LQGLFDWHG WKDW LW ZDV LQ FRQWDFW ZLWK WKH UXQZD\ VXUIDFH DIWHU the landing gear collapsed.

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PROBABLE CAUSE The pilot retracted the landing gear unintentionally by selecting the gear lever to the up position instead of WKH Ã&#x20AC;DS OHYHU GXULQJ WKH ODQGLQJ UROO ZKLFK FDXVHG WKH landing gear to retract and the aircraft to veer off the runway.

The aircraft sustained minor damage during the incident. The landing gear started to collapse approximately 100m after touch down. Several propeller strike marks were visible on the asphalt runway surface to the right of the centre line, resulting in bending of WKH SURSHOOHU EODGH WLSV $ FOHDU ZKLWH WUDLO RI JODVV ¿EUH compound could be seen on the runway surface as the aircraft skidded along its belly and veered off the runway

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to the right. The aircraft came to halt approximately 5m to the right of the runway edge facing in a westerly direction (283°M).

The landing gear selector switch was located to the left of the throttle quadrant just above the pilotâ&#x20AC;&#x2122;s right knee and the knob was in the form of a wheel.

7KH Ã&#x20AC;DS OHYHU ZDV ORFDWHG RQ WKH ULJKW KDQG VLGH RI the throttle quadrant and was in the shape of an aerofoil. $FFRUGLQJ WR WKH ¿UVW UHVSRQGHUV DHURGURPH UHVFXH VHUYLFHV WKH Ã&#x20AC;DSV ZDV VWLOO LQ WKH GRZQ SRVLWLRQ ZKHQ they arrived on the scene. During an interview with the SLORW KH DFNQRZOHGJHV WKDW KH UHWUDFWHG WKH Ã&#x20AC;DSV SULRU to the arrival of the Accident Investigator on the scene.

CONCLUSION: Considering the on scene investigation evidence as well as the post accident test evaluation of the landing

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gear system it was concluded that the collapse of the landing gear could not be associated with a mechanical malfunction or defect in the system. Available evidence (deformation of torque tube) indicates that the pilot retracted the landing gear unintentionally by selecting WKH JHDU OHYHU WR WKH 8S SRVLWLRQ LQVWHDG RI WKH Ã&#x20AC;DS OHYHU during the landing roll.

After realising what he had done, he again selected the landing gear lever to the down position. The electrical circuit already activated the hydraulic system and the hydraulic actuator commences to retract the landing gear, the process was irreversible once the circuit was activated. Once the pilot elected to reverse the process

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by extending the landing gear, the hydraulic system was unable to overcome the weight of the aircraft and in the process of extending/pushing the landing gear back into position bent most of the associated tubes/rods in the system.

JIMâ&#x20AC;&#x2122;S COMMENTS: Three things: Slow down. Slow down. Slow down.

'R , OLNH WR UHWUDFW WKH Ã&#x20AC;DSV RQFH WKH ZKHHOV DUH RQ WKH JURXQG" $EVROXWHO\ , GR :KHQ \RX UDLVH WKH Ã&#x20AC;DSV \RX GXPS WKH OLIW DQG WKH DLUFUDIW VLWV ¿UPO\ RQ the ground. If the wind is gusting there is no danger of

45 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

ACCIDENT REPORT getting airborne again. If thereâ&#x20AC;&#x2122;s a crosswind you wonâ&#x20AC;&#x2122;t be dragged sideways across the runway, and LI \RX QHHG WR EUDNH ¿UPO\ \RX FDQ JR IRU LW EHFDXVH the wheels have a decent grip on the surface.

Dumping the lift immediately after touchdown is an extremely good idea, Large passenger jets do it automatically. As soon as there is weight on the oleos, spoilers pop out on the top of the wings to kill the lift.

However there is one leeeeeetle codicil â&#x20AC;&#x201C; you have to be very certain that you move the right lever.

This is so critical that many instructors and testing RI¿FHUV EHFRPH UXGH DQG XQSOHDVDQW LI \RX HYHQ think of raising anything just after touchdown. They will tell you that you should vacate the runway and stop the aircraft so you can give your full attention to cleaning up.

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#+4%4#(6 #%%+&'06 4'2146 ':'%76+8' 57//#4; 0COG QH 1YPGT 1RGTCVQT Highland Night Investment 153 (Pty) Ltd /CPWHCEVWTGT SA Ravin Aircraft CC /QFGN Ravin 500 0CVKQPCNKV[ South African #KTETCHV 4GIKUVTCVKQP ZU-DCT &CVG QH +PEKFGPV 26 March 2006 6KOG QH +PEKFGPV 0455Z 6[RG QH #KTETCHV Ravin 500 (Aeroplane) 6[RG QH 1RGTCVKQP Private 2KNQV KP EQOOCPF .KEGPEG 6[RG Private #IG 41 .KEGPEG 8CNKF Yes 2+.16 +0 %1//#0& (.;+0) ':2'4+'0%' 6QVCN (N[KPI *QWTU 939.0 *QWTU QP 6[RG 275.0.

6QVCN QP 6[RG 2CUV &C[U 6.0 .CUV RQKPV QH FGRCTVWTG Wonderboom Aerodrome (FAWB) 0GZV RQKPV QH KPVGPFGF NCPFKPI Grand Central Aerodrome (FAGC) .QECVKQP QH VJG KPEKFGPV On the grass, 5m to the right of Runway 35, Grand Central Aerodrome

46

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I canâ&#x20AC;&#x2122;t argue â&#x20AC;&#x201C; they have a very good point, as illustrated by this poor bugger.

And I donâ&#x20AC;&#x2122;t have a foolproof way of guaranteeing that you will always get it right. All I can say is: slow down and think before raising anything. This is particularly important soon after converting to a new type of RG aircraft, because there is no standardisation as to where the levers are positioned.

Beechcraft are the real diggers in the woodpile. They randomly meddle with the positions of vital controls for no discernible reason. $QG LW¶V QRW MXVW WKH JHDU DQG Ã&#x20AC;DS OHYHUV WKDW DUH WKH IRFXV RI WKHLU indecision. Two apparently similar Bonanzas can have the positions of the power levers all jumbled up.

At times they get it very right. Some Beechcraft have the manifold SUHVVXUH UHYV DQG IXHO Ã&#x20AC;RZ JDXJHV SRVLWLRQHG ULJKW DERYH WKH WKURWWOH pitch and mixture levers, and you think, that is so sensible â&#x20AC;&#x201C; why GRHVQ¶W HYHU\RQH GR LW" %XW WKH QH[W %RQQLH \RX Ã&#x20AC;\ PD\ KDYH WKHP DOO mixed up again. They could not be more moronic.

In the December issue of SAF I wrote about an accident caused

by Bonanza pilot switching on the high pressure fuel pump and killing the engine when he thought he was retracting the gear just after takeoff. Silly mistake? Yes and no. The two levers are within inches of each other. Even worse, they both require exactly the same action â&#x20AC;&#x201C; you have to pull them out and then move them up. This bit of insanity cost the pilot and his passenger their lives.

So what can we do to make sure this type of stupid accident doesnâ&#x20AC;&#x2122;t happen to us? There is only one answer â&#x20AC;&#x201C; slow down and think every time before you move any switch or lever.

WHAT CAN WE LEARN? â&#x20AC;¢

The more knobs and switches you have in the cockpit the more you need to slow down.

â&#x20AC;¢

Donâ&#x20AC;&#x2122;t assume that two apparently similar aircraft have the same cockpit layout.

â&#x20AC;¢

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47 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

JUDITH VAN DAM (NEE LAWRENCE)

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SAAF

WINGS FOR WARSAW

T

Wilbur Wannenburg

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badly betrayed Amia Krajowa troops held out for 63 days while the Nazis systematically GHVWUR\HG :DUVDZ The situation was desperate, and the Polish partisans called for urgent help from WKH $OOLHV %ULWLVK 3ULPH 0LQLVWHU :LQVWRQ Churchill, decided to send assistance. MajorGeneral Jimmy (James) Durrant was a South African pilot who was Director-General of the South African Air Force and in addition, commanded RAF bomber groups. He was

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war was turning against Germany and it was

ordered by Churchill to start extensive relief

Airlift

believed that the time was right to begin the

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dangerous circumstances. Brigadier Durrant

is

astounding.

:KHQ +LWOHU LQYDGHG Poland in September

1 August 1944 saw the start of the Polish

was able to meet with Churchill personally

1939 Britain declared

uprising against the German occupation.

and expressed his extreme misgivings that

war on Germany. By

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an airlift of this nature, over enemy territory,

1940 the Germans had

a few days until the Russian army would

could hold any hope of military success.

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arrive. However, politics being what they are,

He also cautioned that the losses would be

Army, Amia Krajowa, began plotting to

Stalin had his own agenda for Poland and

huge. Churchillâ&#x20AC;&#x2122;s response was terse, â&#x20AC;&#x153;From

recover their country. In 1944 the tide of the

stopped his men at the Vistula River. The

a military point of view you are right, but from

48 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

HISTORIC

a political point of view you must carry on. Good morning.â&#x20AC;? And so Durrant and his volunteer aircrews from the RAFâ&#x20AC;&#x2122;s, Polish squadron and the two South African squadrons, knowing the risks, made 196 Ă&#x20AC;LJKWV WR :DUVDZ 7KH\ Ă&#x20AC;HZ IRU HOHYHQ KRXUV RYHU WKH &DUSDWKLDQ 0RXQWDLQV DQG WKHQ DW URRIWRS KHLJKW RYHU :DUVDZ WR EULQJ UHOLHI WR WKH FLWL]HQV RI :DUVDZ E\ GURSSLQJ FDQQLVWHUV RI DUPV DPPXQLWLRQ and food supplies into the beleaguered city. Of the 80 aircraft that participated, 31 were lost.

7KH ORQJ Ă&#x20AC;LJKWV ZKLFK WRRN SODFH IURP 6HSWHPEHU WR 2FWREHU 1944, were almost suicidal. SAAF Squadrons 31 and 34 were at that WLPH VWDWLRQHG LQ ,WDO\ DQG WKH\ Ă&#x20AC;HZ DW QLJKW IURP )RJJLD LQ VRXWKHUQ ,WDO\ PDLQO\ RYHU HQHP\ WHUULWRU\ WR :DUVDZ DQG EDFN D URXQG WULS RI 1,900 miles or 3,520 kms.

Liberator B24 heavy bombers were used, the only aircraft with VXIÂżFLHQW IXHO FDSDFLW\ WR JHW WR :DUVDZ DQG EDFN LQ RQH QLJKW 7KHVH

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heavily loaded, lumbering giants each had to carry almost two and a KDOI WKRXVDQG JDOORQV RI IXHO IRU WKH WHQ WR HOHYHQ KRXUV RI Ă&#x20AC;\LQJ WLPH 7KH Ă&#x20AC;LJKW SDWK RYHU WKH &DUSDWKLDQV WR :DUVDZ ZDV OLW E\ Ă&#x20AC;DVKLQJ

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beacons to signal their approach. And then it was along the Vistula 5LYHU LQWR :DUVDZ 2QH FDQ LPDJLQH WKH QXPEHG WHUURU RI Ă&#x20AC;\LQJ LQWR the city on those nights. Major Selwyn Urry, second in command of 31 Squadron, told of his experience in a radio interview afterwards. From PLOHV RXWVLGH :DUVDZ WKH FLW\ FRXOG EH VHHQ DV D UHG JORZ RQ WKH KRUL]RQ OLW E\ WKH Ă&#x20AC;DPHV UHĂ&#x20AC;HFWHG LQ WKH VPRNH DQG WKH SODQHV PDGH WKHLU ZD\ WRZDUGV WKDW (QHP\ ÂżJKWHUV DERYH WKHP GURSSHG Ă&#x20AC;DUHV LQ order to spot them. Once over the city, the planes descended to roof KHLJKW DQG Ă&#x20AC;HZ EHWZHHQ ZDOOV RI Ă&#x20AC;DPHV OHDSLQJ XS IURP KXQGUHGV RI burning buildings. They had to navigate through the huge beams of VHDUFKOLJKWV DQG D KDLO RI DQWL DLUFUDIW ÂżUH 0DMRU 8UU\ GHVFULEHG WKH incendiaries streaking through the air and the screeching of rockets.

Shells exploded above and below them and the bombers rocked from side to side in the hail of steel. He said, â&#x20AC;&#x153;â&#x20AC;Śevery German gun in the world seemed to be blazing away at usâ&#x20AC;?.

Once the target was in sight, the planes throttled back to 140 miles per hour which felt like hanging stationary in the sky. But this

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frightening speed and altitude was necessary to enable the containers RI ULĂ&#x20AC;HV PDFKLQH JXQV DPPXQLWLRQ DQG RWKHU VXSSOLHV WR EH GURSSHG DFFXUDWHO\ RQ WKH WDUJHWV VR WKDW WKH :DUVDZ SDWULRWV FRXOG FROOHFW them immediately.

0RVW RI WKH DLUFUHZV ZHUH RQO\ DOORZHG WR Ă&#x20AC;\ RQH VRUWLH RYHU :DUVDZ EHFDXVH RI WKH H[WUHPH GDQJHU RI WKH PLVVLRQ $QG WUDJLFDOO\ despite the valour and the resolve of the airmen, the mission proved to EH LQHIIHFWLYH DQG FRXOG QRW SURYLGH VXIÂżFLHQW VXSSOLHV WR VXVWDLQ WKH Polish resistance, which was overrun by German forces on 2 October 1944. $ SRLJQDQW VWRU\ ZDV WROG WR PH E\ &KULVWHO GH :LW KLVWRULDQ UHVHDUFKHU IRU WKH :DUVDZ Ă&#x20AC;LJKWV ZKRVH IDWKHU ZDV &KLHI $UPRXUHU for 31 Squadron. He used to tell her that as each crew boarded their aircraft, he and his men would shake the hands of each airman because they didnâ&#x20AC;&#x2122;t know whether they would see them again. And WKHQ KH DQG KLV PHQ ZRXOG VLW DURXQG EUD]LHUV RQ WKH DLUÂżHOG GULQNLQJ coffee until dawn, waiting for their planes to come staggering in. Only then could they count their losses.

And so back to the 75th anniversary memorial ceremony. The commemoration is convened annually by Martin Urry, Chairman

49 YYY UCĆ&#x192;[GT EQO ^ (GDTWCT[

RI WKH :DUVDZ )OLJKWV &RPPHPRUDWLRQ

African airmen. One of my sons and I were

the Defence Attaché for the Republic of

Committee, whose uncle, Major Selway Urry,

asked to lay the wreath for those men of 34

Poland, gave an address of gratitude to the

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Squadron who were lost, an emotional and

South African Air Force and remembered

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very special moment for us. The aircraft in

the fallen. A few hundred people attended,

Commemoration Committee and organises

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many of whom were relatives of the men who

and co-hosts the reception afterwards at the

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Ã&#x20AC;HZ WKLV PLVVLRQ WRJHWKHU ZLWK PHPEHUV RI

Saxonwold Military Museum.

of the lucky ones and he seldom travelled by

the Polish community in Johannesburg. And there were rows upon rows of medals upon proud chests!

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$ SHUIHFWO\ WLPHG Ã&#x20AC;\ SDVW RI +DUYDUGV Ã&#x20AC;HZ D 0LVVLQJ 0DQ IRUPDWLRQ LQ PHPRU\ of fallen airmen, followed by a solo Harvard aerobatic display. Afterwards a bugle played the Last Post and Reveille. The plaintive notes echoing through the park brought a tear to the eye. Finally, there was the laying of wreaths with family of the airmen and heads of military organisations participating.

The piles of wreaths by the end of the ceremony were an indication of the acknowledgement and gratitude to the servicemen. After the service, a reception was held at the Military Museum, a delicious lunch was prepared by the ladies of the Polish community, followed by a splendidly colourful display of Polish dancing in national costumes.

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,Q FRQFOXVLRQ WKH :DUVDZ $LUOLIW LV D story of extreme bravery. The mission took place towards the end of the war and a few of the South African airmen, like my father, had already fought for the full duration and were battle-weary and worn out. And yet they found it within themselves to help a besieged nation in dire need, risking (and many losing) their lives with honour. To me, the wonder of the story is that 75 years later, the Polish community of South Africa is still expressing its fervent gratitude every year to the South African airmen of 31 and 34 Squadrons by way of this commemoration ceremony. I remember that this meant a great deal to my father and he became quite emotional when he told me about it. The South African Polish community has never forgotten.

In the peace of the park, to the

air after the war, saying all his chances had

background sounds of birdsong, the beautiful

been used up. He was particularly suspicious

and moving 75th Commemoration service

of aircraft without propellers.

Acknowledgement and thanks to: -HDQ 8UU\ VHFUHWDU\ RI WKH :DUVDZ Commemoration Committee for material, information and guidance.

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This was a military commemoration

Radoslaw and Pastor Robin Peterson, son of

and full military protocol was observed,

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one of the airmen.

including a guard of honour. VIPs from the

Commemoration Committee for his uncleâ&#x20AC;&#x2122;s

The commemoration was of special

South African Airforce, Royal Air Force

story. Major Selwyn Urry was one of the

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and Italian Airforce were present, as were

pilots and 2nd in command of 31 squadron.

father, Lieutenant Mark Lawrence, of 34

representatives from the Federal Republic

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of Germany and presidents and chairmen of

September 1944. He was a radio operator/

the various Airforce associations, veteransâ&#x20AC;&#x2122;

navigator and also an air gunner. He had told

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me the stories, only omitting the extreme

Foundations and the councillor of the City

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danger involved and the bravery of the South

of Johannesburg. Col. Dariusz Siekiera,

WR FRQ¿UP P\ IDWKHU¶V ORJ ERRN HQWULHV

50 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

Darryl Jones, for his fatherâ&#x20AC;&#x2122;s story John Durrant for his father, MajorGeneral James Durrantâ&#x20AC;&#x2122;s, story.

M

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TEQUILA AT SUNRISE 9JKNG OCP[ 5QWVJ #HTKECPU FTGCO QH GZRGTKGPEKPI C YJKVG %JTKUVOCU KP 'WTQRG RNCPGU HWNN QH 'WTQRGCPU CTG HQNNQYKPI VJG DKTFU Æ&#x192;[KPI UQWVJ VQ GUECRG VJG 0QTVJGTP *GOKURJGTGoU KE[ YKPVGT

&CUUKG KU FYCTHGF D[ VJG %GUUPC %CTCXCP KP YJKEJ UJG IQV C VCUVG QH DGKPI C EJCTVGT RKNQV

S

OUTH Africa might not offer the chance to layer up in scarves and knitted

beanies

while

exploring

quaint Christmas markets in the snow (sipping Glühwein to defrost frozen ¿QJHUV EXW ZH GR KDYH DPSOH YLWDPLQ D from the sun, 30 degrees Celsius,

ice cold beer and the Big Five. Everything that Europeans GUHDP RI IRU D EUHDN IURP WKH FROG :HOO DOO H[FHSW RQH eccentric European called Cameron, who happened to be a passenger on my early morning Cessna Caravan 208 Ã&#x20AC;LJKW IURP 25 7DPER WR D JDPH UHVHUYH LQ WKH .UXJHU National Park. &DPHURQ ZDV WDOO DQG JDQJO\ ZLWK Ã&#x20AC;RZLQJ ORFNV RI dark hair. Clothed in a lilac suede poncho and suede tracksuit pants, he stood out from the rest of his family ZKR ZHUH WKH VHYHQ SDVVHQJHUV RQ RXU Ã&#x20AC;LJKW QRW RQO\ LQ DSSHDUDQFH EXW DOVR ZLWK KLV DEVROXWH IHDU RI Ã&#x20AC;\LQJ ± RI which he immediately informed us on arrival at the aircraft. ³:H¶UH Ã&#x20AC;\LQJ LQ WKLV" 1RW D FKDQFH ´ KH FULHG LQ D WKLFN British accent with a look of horror.

I chuckled as I imagined how minuscule the C208 Grand Caravan must look in comparison to the British Airways Airbus A380 which had brought him to Johannesburg.

54 (GDTWCT[ ^ YYY UCÆ&#x192;[GT EQO

get

of course. If it is a hard landing then naturally we can all agree that it was

inside!â&#x20AC;? barked

Dassie.â&#x20AC;? Everyone (except sulking Cameron) laughed and Jeff winked at

â&#x20AC;&#x153;Just Cameronâ&#x20AC;&#x2122;s

PH IURP WKH &DSWDLQÂśV VHDW VLQFH WKH WUXWK ZDV WKDW , ZDV QRW WKHUH WR Ă&#x20AC;\

father while the

the aircraft. The Caravan is a single pilot aircraft. Jeff simply invited me to

whole

family

teased him. After

Ă&#x20AC;\ ZLWK KLP EHIRUH , KHDG EDFN WR (XURSH WR VHH ZKHWKHU ,ÂśP PLVVLQJ RXW skipping a chapter in my career by going straight to the airlines.

hair

Jeffâ&#x20AC;&#x2122;s charm put all the passengers at ease, except for Cameron, who

Cameron

had used the time to conclude that he was not cut out for this adventure-

reluctantly boarded

and was now trembling in his seat. â&#x20AC;&#x153;I need something to help me relax!

tossing

his

back

, KDWH Ă&#x20AC;\LQJ ´ KH DQQRXQFHG ORXGO\ IURP WKH IXUWKHVW VHDW LQ WKH FDELQ

the aircraft.

Before start Jeff, our

witty

Captain,

commenced

with

the mandatory safety

³:KHUHœV WKH EDU" 'R \RX KDYH D WHTXLOD VXQULVH IRU PH WR GULQN"´ KH asked desperately.

Tequila? At sunrise! I didnâ&#x20AC;&#x2122;t even have tequila for my passengers when I worked as an international cabin crew.

WKH

â&#x20AC;&#x153;Cameron, relax!â&#x20AC;? Cameronâ&#x20AC;&#x2122;s father said. â&#x20AC;&#x153;Thereâ&#x20AC;&#x2122;s nothing to worry

airlines

where

the

DERXW /RRN -HII KDV IRXU VWULSHV RQ KLV VKRXOGHU +HÂśV D YHU\ TXDOLÂżHG

Captain

addresses

the

pilot.â&#x20AC;?

EULHÂżQJ

8QOLNH

passengers in his best imitation of Chuck Yeagerâ&#x20AC;&#x2122;s smooth

voice

over

â&#x20AC;&#x153;Yeah donâ&#x20AC;&#x2122;t worry Cameron! These 4 stripes signify that I can â&#x20AC;&#x2DC;read and write,â&#x20AC;&#x2122;â&#x20AC;? joked Jeff.

the

:H WXUQHG RXU DWWHQWLRQ EDFN WR WKH Ă&#x20AC;LJKW GHFN 6RRQ HQRXJK ZH ZHUH

behind

cleared for departure from OR Tambo. Despite the strong crosswind,

closed doors, Jeff faced the

-HII PDLQWDLQHG UXQZD\ FHQWUHOLQH DIWHU URWDWLRQ DQG SURFHHGHG WR Ă&#x20AC;\

passengers with a dashing

the Standard Instrument Departure (SID). In the background Cameronâ&#x20AC;&#x2122;s

smile as he explained the

whines could be heard â&#x20AC;&#x201C; and I developed a new appreciation for the sterile

location of the emergency exits

cockpit philosophy.

PA

system

from

STORY: DASSIE

'PLQ[KPI VJG XKGY HTQO VJG JKIJXGNF VQ NQYXGNF HTQO CP WPRTGUUWTKUGF CNVKVWFG

DQG WKH XVXDO VWXII Âł$QG ÂżQDOO\

I looked back into the cabin and nothing was out of the ordinary.

welcome to Africa! Donâ&#x20AC;&#x2122;t be

7UXH WR KLV ZRUG &DPHURQ ZDV VLPSO\ WHUULÂżHG RI Ă&#x20AC;\LQJ DQG QRW HYHQ

alarmed if I do a go-around when

the striking sunrise could distract him. Eventually his fear receded, and

we come in to land as there could

&DPHURQÂśV ZKLQLQJ SHWHUHG RXW PDNLQJ WKH HDUO\ PRUQLQJ Ă&#x20AC;LJKW LQ LGHDO

be animals on the runway. Iâ&#x20AC;&#x2122;ll scare

VFR conditions perfect.

them off and come back for a real

As we headed east we left the bustling Joburg metropolitan area

landingâ&#x20AC;Ś Oh, and if we touch down

behind us. After a week of heavy rain the full dams below mirrored the

smoothly then it was me who landed

heavens. Narrow noodle-like roads carried commuters into small towns.

0GTXQWU RCUUGPIGTU CTG PQV WUGF VQ DWUJ UVTKRU

55 YYY UCĆ&#x192;[GT EQO ^ (GDTWCT[

Up ahead mountains framed my view of the

Cameron said. He turned to distance himself

Besides thoroughly enjoying my short

green landscape and the tranquillity touched

IURP WKH WHUURU LQGXFLQJ Ă&#x20AC;\LQJ PDFKLQH EXW

while as a charter pilot and wishing I could

my heart. This might not be the picturesque

stopped dead in his tracks when he saw a

have experienced that lifestyle more before

*UHHN ,VODQGV ZKHUH , KDG ODVW Ă&#x20AC;RZQ EXW LWÂśV

khaki coloured game drive vehicle waiting

heading to the European airlines, my eyes

home. There is nothing as heart warming as

to pick them up. â&#x20AC;&#x153;And now I have to get into

were opened to the diverse roles charter

Ă&#x20AC;\LQJ LQ 6RXWK $IULFD

this? Are you serious? This has to be a joke!

pilots play during a dayâ&#x20AC;&#x2122;s work.

The

lightest

turbulence as

we

jiggled passed

the

us over

#HVGT UWTXKXKPI C UOCNN RNCPG Ć&#x192;KIJV VJG RCUUGPIGT EQWNFP V DGNKGXG JG YCU IQKPI KP CP QRGP UKFGF ICOG XKGYGT

Drakensberg

escarpment. alarming, kept

Nothing but

the

Jeff

aircraft

as

steady as possible to avoid

unsettling

passengers.

I

the turned

back in my seat to check on

Cameron,

seated

beyond the large smiles of his family members and gave him a big thumbs-up to reassure him that all was well.

He stared back at me in disbelief, digging his manicured nails into the seat as an extra safety measure.

â&#x20AC;&#x153;He

doesnâ&#x20AC;&#x2122;t

look very happy,â&#x20AC;? I told Jeff. Âł:HOO ZH DUH DOPRVW at top of descent. Iâ&#x20AC;&#x2122;ll descend he

slowly

doesnâ&#x20AC;&#x2122;t

feel

uncomfortable,â&#x20AC;? replied,

so too Jeff

performing

the gentlest turn onto KHDGLQJ WR WKH DLUÂżHOG LQ This is not the holiday for me. I want to go

:LWKRXW Ă&#x20AC;LJKW DWWHQGDQWV DQG ZLWKRXW

Approaching the Kruger Park, Jeff

home! Do they even have tequila here? Or

a door separating the passengers from

entrusted me with an important task: to keep

even better, do they have a joint?â&#x20AC;? Cameron

WKH Ă&#x20AC;LJKW FUHZ SLORWV LQWHUDFW ZLWK WKHLU

a lookout for animals on or near the runway.

asked, panic stricken. Everyone blushed,

passengers and need a high level of

The strip was narrow and short; not the type

half embarrassed and half entertained by

customer service skills to make the journey

I had become familiar with in Europe, and

their family member.

as smooth as possible â&#x20AC;&#x201C; and ensure

the Lowveld.

Jeff smoothly manoeuvred the Caravan onto ÂżQDO DSSURDFK DQG FRQÂżJXUHG WKH DLUFUDIW

â&#x20AC;&#x153;Enough Cameron.â&#x20AC;? said his father with D QRWH RI ÂżQDOLW\

passengers return in the future.

In that regard, the pilotâ&#x20AC;&#x2122;s role is similar

for landing. The cabin had gone quiet, so

:H ELG RXU SDVVHQJHUV IDUHZHOO DQG

to that of cabin crew; they are the face of

I hoped that Cameron was preoccupied

watched the lilac suede poncho disappear

their charter company. Their role involves far

with searching for the Big Five through the

into the distance as the vehicle drove off. Jeff

PRUH WKDQ MXVW Ă&#x20AC;\LQJ ,Q IDFW FKDUWHU SLORWV

window, instead of working himself into a

and I returned to the aircraft. Over a quick

even perform the job of the baggage handler

panic â&#x20AC;&#x201C; but I doubted it. The runway was

can of ice cold Coke in the scorching African

by loading the passengers bags themselves.

FOHDU RI ZLOGOLIH DQG -HII WRXFKHG GRZQ ÂżUPO\

sun we chuckled about our passenger, then

Itâ&#x20AC;&#x2122;s a multi-purpose and challenging job,

Âł+RZ ZDV WKH Ă&#x20AC;LJKW"´ -HII HDJHUO\ DVNHG

WRRN RII IRU DQ XQHYHQWIXO Ă&#x20AC;LJKW EDFN GXULQJ

but one in which you can make life-long

Cameron after parking and disembarking all

ZKLFK ZH SODQQHG IRU WKH IHVWLYH VHDVRQ :H

memories, such as the absence of a tequila

the passengers.

might not have a snowy Christmas market to

sunrise

Âł$K PDQ Âą LW ZDV KRUULEOH , KDWH Ă&#x20AC;\LQJ

look forward to, but we could enjoy a lekker

scared of the dark and wild Africa.

and there wasnâ&#x20AC;&#x2122;t even tequila on board!

braai with friends at the pool. I choose that

Itâ&#x20AC;&#x2122;s worth being a charter pilot.

Now I need something to help me relaxâ&#x20AC;Śâ&#x20AC;?

over Europeâ&#x20AC;&#x2122;s cold any day.

56 (GDTWCT[ ^ YYY UCĆ&#x192;[GT EQO

for

passengers

like

Cameron,

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< 20 pax

CHARTER DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

M

MMM

ExecuJet South Africa

(021)

934 5764

934 2087

MMMMM

MMMM

MS Aviation

(021)

531 3162

531 4209

MMMMMM

MMM

Streamline Air Charter

(011)

395 1195/8

MMMMM

MM

(031)

564 6215

Avcon Jet Africa

(011)

312 5676

Pambele Aviation

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

ExecuJet South Africa

(011)

516 2300

659 2520

Majestic Air Charters

(018)

632 6477

Out of the Blue Air Safaris

(011)

701 2653

M

CAPE TOWN MMM M

M

M M M M MMM M

DURBAN KZN Aviation

564 6222

M

MMMMMM

M

M

MM

GRAND CENTRAL M

MMMM

M

M

MMMM

M

M

MMM M

LANSERIA AIRPORT M MMMMM M 082 905 5760

M

M MMMMM

MMM

MM

MMM

M

M

MMMM

M

M

MMM

MMM

M

MM

M

M

OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

MMMM

Federal Airlines

(011)

395 9000

086 667 1789

MMMMMMMMMM

MMM

Streamline Air Charter

(011)

395 1195/8

MMMMM

M

(012)

566 3019

M

MM

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

MM

MM

M

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

M

M

M

WONDERBOOM AIRPORT - PRETORIA Alpha One Aviation

(082)

301 9977

Aviation @ Work

(012)

567 3443

Flyjetstream Aviation

(012)

543 0060

Maverick Air Charters

(012)

Powered Flight Charters

(078)

MMMM M

M

M

M

M

M

MMMM

MMM

M

(083) 279 7853

MMMMMMMMMMMM

MMM

MMM

940 0320

086 648 2690

MMMMMMMMMMM

MM

MMM

460 1231

086 666 2077

M

M

MM

MMMMMM

MM

MM

M

M

We are for the journey57 YYY UCÆ&#x192;[GT EQO ^ (GDTWCT[

AOPA BRIEFING CHRIS MARTINUS -

PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION â&#x20AC;&#x201C; SOUTH AFRICA

MAGICAL THINKING & BOILED FROGS A recurring problem in aviation accidents

is that pilots fail to take appropriate action

when things start going wrong. The recent Boeing 737 Max tragedies seem to support that. Several other major accidents, most notably the Air France 447 Airbus A330 disaster are indicative of this problem.

A

LTHOUGH

there

has

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South Africans are frozen at the controls like the proverbial frog in a pot.

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7KH UHVXOW ZDV LQ WKH FDVH RI WKH $LUEXV

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DQG JURVVO\ ZURQJ UHVSRQVHV WKDW VR RIWHQ

WKH DLUFUDIW SLWFKHG VWHHSO\ XSZDUGV DQG

WR UHFRYHU IURP DQ XSVHW RU PLQRU IDLOXUH DQG

FKDUDFWHULVH SLORW EHKDYLRXU LQ WKHVH W\SHV

VWDOOHG DOO WKH ZD\ GRZQ IURP IHHW

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LANSERIA AIRPORT - Thriving

Through Tough Times Thanks to the steadily increasing demand for Lanseria from the scheduled airlines, Lanseria International Airport is still powering upwards on an ambitious growth trajectory. This despite the general aviation market being under much pressure.

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FROM FROM BEST BEST TO TO EVEN EVEN BETTER BETTER

Garmin Garmin unveils unveils the the NEW NEW GTN GTN 650/750 650/750 Xi Xi Series Series -- Modern Modern Design Design with with Faster Faster Processor Processor and and Sharper Sharper Display Display -- New New Dual-core Dual-core Processor Processor -- Display Display Slide-In Slide-In Upgrade Upgrade for for Original Original GTN GTN Series Series -- Most Most settings settings are are stored stored on on the the configuration configuration module module -- 33 xx Faster Faster Boot-up Boot-up (displays (displays initialize initialize within within seconds seconds of of start-up) start-up) -- Available Available in in five five different different versions versions -- Approved Approved for for Installation Installation in in Hundreds Hundreds of of Aircraft Aircraft

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AERONAUTICAL market leaders in AVIATION â&#x20AC;&#x201C; EFIS Upgrades Lanseria based avionics specialist AMO Aeronautical Aviation has proven itself to be the market leaders in upgrading instrument panels with the latest EFIS displays and autopilots.

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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 â&#x20AC;¢ Now certified for TCAS training . â&#x20AC;¢ 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 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

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G E N E R A T I O N

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STANDARD FEATURES AIRFRAME & POWERPLANT

AVIONICS

Williams FJ33-5A (1846 lbs. thrust) Dual Channel Full Authority Digital Engine Control (FADEC) Cirrus Airframe Parachute System™ (CAPS™) 300 lb. Baggage Capacity Flight Into Known Icing System Improved Electrical System with Intelligent Batteries Trailing-Link Landing Gear Modular Seating for Five Auto-deploy Passenger Oxygen Leather Interior Air Conditioning with Automatic Control USB Power Ports Pilot Quick-don Oxygen Mask <8000 ft. Pressurized Cabin Stall Recognition Stick Shaker & Pusher

Perspective Touch+™ by Garmin® 14” High Resolution Displays Safe Return™ Emergency Autoland System 3 Landscape Touchscreen Controllers PFD/MFD Multi-Function Windows All-Digital Audio Panel

NOW INCLUDES Cargo X-tend ADS-B In Weather & Traffic Bold features are new for Generation 2

TAWS-B Terrain & Obstacle Awareness

Dual WAAS GPS/Comm/Nav Radios Complete Aircraft Systems Synoptics CMC - Enhanced Data Logging Dual AHRS, ADC, & Pitot Static NextGen Transponder (ADS-B Out) Synthetic Vision Technology FliteCharts & SafeTaxi2 XM Weather® & Audio2 Electronic Stability & Protection (ESP)

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D.M. AVIATION SPARES

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AMO 1427

South Africa Skysource International SA, Hangar 203, Lanseria International Airport

WE BUY, SELL, LEASE AND MAINTAIN AIRCRAFT. PERIOD.

USA Worldwide Aviation Resources Aircraft Sales, Purchasing, Maintenance and Consulting.

skysource1@aol.com +1 406-206-7978

SOUTH AFRICA Aircraft Maintenance based at Lanseria International Airport South Africa.

With Full Aircraft Refurbishment, Paint, Upholstery, Defect rectification, Pre-purchase Inspection Capabilities. Decades of experience!

info@skysourcesa.com SA Flyer 2019|08

+27 10 900 4300 • +27 72 036 3433

CALL US NOW FOR ALL OF YOUR AVIATION NEEDS!

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Source & Supply Aircraft parts & consumables for Fixed Wing / Beechcraft / King Air / Dornier 328 / Citation / Embraers / Learjet & Home Build Aircraft. All parts come with Approved Release *LY[PĂ&#x201E; JH[LZ

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Locate â&#x20AC;&#x153;Hard to Findâ&#x20AC;? Aircraft Parts & consumables

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Based inside Cirrus Hangar no 24, Lanseria International Airport

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

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

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WE SPECIALIZE IN: - Avionics - ACK Agents (ELTs') 5HSDLULQJ DQG IDXOW Ă&#x20AC; QGLQJ LQ URWRU DQG Ă&#x20AC; [HG ZLQJ DLUFUDIW - Overhaul and repairing of DC/ AC Electrical, Magneto and ignition equipment - Full Battery workshop facilitating NiCad and Lead Acid batteries - Aircraft electrical PRGLĂ&#x20AC; FDWLRQV DQG LQVWDOODWLRQV - We travel to any destinations for MPIâ&#x20AC;&#x2122;s and repairs

JOHANNESBURG Hangar M7, Gate 5, Lanseria Airport Tel: 011 701 3200 Danie van Wyk: 083 269 8696 Fax: 011 701 3232 CAPE TOWN Signature Hanger, Beachcraft Road Cape Town International Tel: 021 934 5373 Erwin Erasmus: 082 494 3722 Website: www.aeroelectrical.co.za (PDLO RIĂ&#x20AC; FH#DHURHOHFWULFDO FR ]D

SA Flyer 2020|02

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SleepOver Motel Lanseria

:LJ\YL JVTMVY[HISL HÉ&#x2C6; VYKHISL HJJVTTVKH[PVU at Lanseria International Airport.

Book & pay on-line: www.sleepovermotels.com or phone 010 110 9900 Bedrooms: free standing bedrooms with en-suite bathrooms, work desk, microwave and wash-up, Queen-size bed (option of adding up to two single bunks per room) or two single beds. Each unit has a veranda in an indigenous garden setting.

Security: fully fenced, gate control, patrol guards, armed response.

Shop: H SPJLUZLK JVU]LUPLUJL Z[VYL [OH[ VÉ&#x2C6; LYZ hot and cold food & beverages PUJS\KPUN JVÉ&#x2C6; LL TPJYV ^H]L ¸OLH[ HUK LH[š meals and more.

WiFi: MYLL ^P Ă&#x201E; H[ [OL ZOVW HUK ILKYVVTZ Map: We can include our own pin to 1 Ashenti Road, Lanseria.

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Quote of

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Ed's note...

FEBRUARY 2020 Edition 136 Industry Update Global 6500 Bush Pilot - Hugh Pryor Companies - Fireblade FBO Subscriptions Leagle Eagle - Prof. Salazar Defence - Darren Olivier Attack on Heli Tourists Glass Cockpit Philosophies Pilatus Factory African Air Connectivity Flight Test - Embraer’s KC-390 Industry Update Safety In Aircraft Maintenance AEP AMO Listing IATA's 2020 Outlook Back Pages

5 6 7 11 12 13 17 21 23 25 28 29 36 37 39 41 44

SA POSITION REPORT As the aviation industry evolves, so too must its legislative framework. Otherwise we have the wholly destructive practice of ‘tea-time’ rule making by CAA bureaucrats who invent rules to justify their heavy handedness and the over-reaching of their powers.

As evidenced by the South African Civil Aviation Authority’s apparent vendetta against CemAir and the grounding of large parts of the fleets of SAA, Mango, and BA/ Kulula, the overreaching of their powers has become a disastrous feature of the current CAA. There is, however, hope that the regulator will be reined in, in the form of the new Civil Aviation Amendment Bill which is, at time of writing, open for written submissions.

One of those who has unsheathed his pen is transport economist Dr Joachim Vermooten. In his understated academic way, Dr Vermooten brings the issue of the CAA’s power-crazed over-reaching behaviour into sharp focus.

Some background: Dr Vermooten’s PhD was on airline liberalisation in South Africa and he has spent his career making the South African airline industry as competitive as any airline industry worldwide. This has borne fruit by making it possible to fly between Joburg and Cape Town for the price of a meal in a decent restaurant.

Carefully contextualising his submission to his own field of specialisation, Dr Vermooten points out that “the general objective is to foster competition within the South African airline industry. Within this context, … there is concern that recent decisions of the SACAA (e.g. in relation to CemAir and SAA Technical) demonstrates regulatory overreach and unequal application of technical requirements.”

Joachim Vermooten’s submission continues, “It appears that the separation of inspectorate from adjudication of matters, to prevent conflict of interest and excessive measures (like ‘precautionary’ grounding of an airline for disputes relating to specific aircraft), should be adopted. This requires some organisational restructuring to separate the inspectorate from the adjudication of decisions, where the principles of natural justice would require submissions from the affected party be heard before adjudication is made by an independent body.”

This may be dry academic speak but it goes straight to the point – the CAA needs checks and balances to the unbridled abuse of its powers. And the CAA cannot be allowed to self-regulate. Thus, this publication repeats its oft made call for an aviation ombudsman.

Dr Vermooten goes on to say, “The appeal process in the CemAir case clearly demonstrates the unfairness of actions taken by the SACAA, both with regard to the scope of the SACAA ruling, and especially with regard to the timing of the ruling, which inconvenienced passengers (public) on their legitimate expectations to be carried. An appeal or review process does not cure decisions made, especially due to the time that is involved in such a process.”

In direct conflict with its mandate to develop aviation, the CAA has all but destroyed CemAir and damaged the reputations of otherwise excellent airlines such as BA, SAA and Mango. If the new Aviation Act stops the CAA overreaching its powers and making up tea-time rules to justify its actions, it is to be welcomed.

Guy Leitch

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

3

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© FlightCom 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.

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.

Industry Update Report: MornĂŠ Booij-Liewes

The first Boeing 787-10 to arrive in South Africa - on short final to OR Tambo.

BOEING 787-10 MAKES TYPEâ&#x20AC;&#x2122;S FIRST VISIT Aviation enthusiasts were treated to the arrival at OR Tambo International Airport of the first Boeing 787-10 Dreamliner to visit the country when Etihad Airways substituted their scheduled 787-9 on their daily service from Abu Dhabi on 5 January.

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HE -10 is the biggest and newest member of the successful Dreamliner family. Boeing gave the go-ahead for the development of this new model after several carriers showed interest in a stretched version of the -9 version of the 787 Dreamliner.

7KH SURJUDPPH ZDV RIĂ&#x20AC;FLDOO\ ODXQFKHG RQ -XQH 2013 at the Paris Airshow with orders and commitments for 102 of the type including 30 from launch customer Singapore Airlines.

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The airliner measures 68,28m in length with a 60,12m wingspan.

Engines are a choice between the Rolls Royce Trent 1000 and General Electric GEnx-1B turbofan engines. The 5,47m fuselage stretch was achieved by adding a 3,05m plug ahead of the wing and a 2,42m aft. The fuselage was also reinforced to allow for increased bending loads. It is also equipped with a semi-levered main landing gear bogie similar to that of the Boeing 777-300ER that enable rotation over the aft wheels rather than at the bogie centre and thereby reducing the likelihood of a tail-strike on take-off. The plane has a Max Takeoff Weight of 254t and a range of 6,430nm.

(WLKDG RUGHUHG RI WKH W\SH DQG WRRN GHOLYHU\ RI WKHLU Ă&#x20AC;UVW in November 2018, becoming the second operator of the type. The FDELQ LV LQ D WZR FODVV FRQĂ&#x20AC;JXUDWLRQ ZLWK EXVLQHVV FODVV VXLWHV and 267 economy class seats.

Other carriers operating the Boeing 787-10 include ANA, British Airways, EVA Airways, KLM, Saudi Arabian Airlines, Singapore Airlines, United Airlines and Vietnam Airlines. Emirates placed an order for 30 787-9 aircraft at the 2019 Dubai Air Show, replacing the 40 plane Boeing 787-10 order previously held with Boeing. The carrier also reduced its order for the delayed Boeing 777X to 126, 30 down from its initial 156 jet order. Ă&#x17E;

5

FlightCom Magazine

BOEING 737 MAX UNGROUNDING Mixed signals are coming from Boeing and the FAA about the eventual return to flight of the 737 Max. Boeingâ&#x20AC;&#x2122;s new CEO Dave Calhoun opted to be ultraconservative and pushed the date back to mid-year.

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OWEVER, Federal Aviation Administration (FAA) head Steve Dickson says they could OHW WKH %RHLQJ 0$; Ă \ VRRQHU WKDQ WKDW This is a particularly surprising statement given that the FAA has a lot on the line. If the Max has more problems, the regulator will suffer irreparable harm to its already damaged reputation. It is widely accepted that the FAA failed to thoroughly inspect the aircraft ZKHQ WKH\ FHUWLĂ&#x20AC;HG LW LQ $ VHFRQG PLVWDNH RI VXFK PDJQLWXGH could bury the regulator.

Yet Dicksonâ&#x20AC;&#x2122;s announcement came just three days after Boeing VDLG LW GLGQ¡W H[SHFW WKH SODQHV WR Ă \ XQWLO PLG \HDU :KLOH 'LFNVRQ didnâ&#x20AC;&#x2122;t give a timeline for the Maxâ&#x20AC;&#x2122;s ungrounding, he may be buckling XQGHU SUHVVXUH IURP DLUOLQHV VLWWLQJ ZLWK D Ă HHW RI JURXQGHG SODQHV - and from Boeing, with parking lots full of undelivered Maxes.

Dickson said. â&#x20AC;&#x153;While the FAA continues to follow a thorough, deliberate process, the agency is pleased with Boeingâ&#x20AC;&#x2122;s progress in recent weeks toward achieving key milestones. Safety is the top priority, and the FAA continues to work with other safety regulators to ensure that Boeing has addressed all known issues with the aircraft.â&#x20AC;? Ă&#x17E;

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

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

Industry Update Report: MornĂŠ Booij-Liewes

GLOBAL 6500

DEMONSTRATOR MAKES LOW KEY VISIT In the first week of January a Bombardier Global 6500 corporate jet operated by the manufacturer touched down at Lanseria International Airport. Believed to be on a customer demonstration flight, it departed again the following day heading to South America. This low-key visit is the first to South Africa by the new jet that entered customer service in December 2019.

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OMBARDIERâ&#x20AC;&#x2122;S successful Global Express family is now in its fourth generation with WKH GHOLYHU\ RI WKH Ă&#x20AC;UVW *OREDO $ FOHDQ VKHHW GHVLJQ WKH *OREDO ([SUHVV Ă&#x20AC;UVW Ă HZ RQ 13 October 1996, received its Canadian type FHUWLĂ&#x20AC;FDWLRQ RQ -XO\ DQG HQWHUHG VHUYLFH in July the following year. Bombardier has, over the past 20 years, delivered almost 900 of these jets to corporate, Government and military clients across the globe. The Global 6500 and its smaller Global 5500 sibling were launched at EBACE in May 2018. Powered E\ WKH QHZ PRUH IXHO HIĂ&#x20AC;FLHQW 5ROOV 5R\FH 3HDUO HQJLQH WKH\ introduced a number of new changes and improvements to an already proven design.

At the heart of the new-generation Global Corporate jets is the Rolls Royce Pearl 15 turbofan engine, designated the BR700710D5-21. It continues the Rolls Royce tradition of naming their engines after rivers. Based on the BR710 engine, the new design delivers 15,250lbs thrust with a 7% lower fuel burn while producing two decibels less noise and 20% lower nitrogen oxide emissions. It is also equipped with a new-generation engine health monitoring system with advanced vibration detection, remote engine diagnostics, and bi-directional communications that allows for easy UHPRWH UHFRQĂ&#x20AC;JXUDWLRQ RI HQJLQH PRQLWRULQJ IHDWXUHV IURP WKH JURXQG 7KH HQJLQH UHFHLYHG )$$ FHUWLĂ&#x20AC;FDWLRQ DV ZHOO DV 7UDQVSRUW &DQDGD DQG ($6$ FHUWLĂ&#x20AC;FDWLRQ The Global 6500 has a 6,600nm range allowing it to connect

Hong Kong, Beijing or Shanghai to major destinations such as London, Milan or San Francisco.

An interesting anecdote from the development of the engine at the Rolls-Royce Centre of Excellence for Business Aviation engines in Dahlewitz, Germany is told by Corporate Jet Investor. In March 2017, the day before a media tour was to happen at the factory, it was realised that the press contingent would walk right past the core of the still-secret Pearl engine. Realising that was impossible to move, it was, in the end, decided to â&#x20AC;&#x2DC;hide it in plain sightâ&#x20AC;&#x2122;. To everyoneâ&#x20AC;&#x2122;s relief no-one noticed it and the new project remained secret for another 12 months.

The Pearl engine remained a tightly guarded secret completing LWV QXPHURXV WHVW Ă LJKWV EHIRUH WKH DQQRXQFHPHQW RI WKH QHZ *OREDO 5500 and 6500 in May 2018. The fact that its cowl is identical to that of the Global 6000 made this very easy to conceal.

The interior of the Global 6500 also features several new features, including the new patented Nuage seat and chaise. Other improvements include a tweaked wing design, particularly the leading edge, an updated cabin management system, 4K-resolution entertainment screens and Ka-band internet. Ă&#x17E;

New Rolls Royce Pearl engines have unchanged cowls.

FlightCom Magazine

6

BUSH PILOT HUGH PRYOR

METLI Jack McDevitt was a large gentleman from Alabama, in the southern United States. He was Chief Engineer of a massive project to bring gas from the centre of the Sahara Desert, up across Algeria, under the Straits of Gibraltar, across Spain and France and into Germany. The cost would be in excess of five billion dollars.

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O say that Jack was large would be an understatement of note. Jack was Enormous.

He was so big, in fact, that whenever we carried him in the Twin Otter, we had to reserve two seats by the emergency exit LQ URZ VHYHQ IRU KLP DQG KH Ă&#x20AC;OOHG ERWK RI them. We even had to get special seat belt extensions for him from De Havilland.

We had to make sure that the â&#x20AC;&#x2DC;Pogoâ&#x20AC;&#x2122; stick was in place under the tail before he climbed aboard. I have actually seen the nose wheel leave the ground when The Man Mountain got onto the air stair door. After that I always tried to make sure that we had passengers down the front, before Giant Jack took his seats.

Then one day, we were approaching a large pumping station at a place called Metli. To give you an idea of the size of the pumps, their electricity was supplied by two Rolls Royce RB 211 jumbo jet engines.

As we descended, the increasing DLU SUHVVXUH ZRNH XS D ODUJH Ă \ ZKLFK proceeded to pester the occupant of seat URZ VHYHQ -DFN KDWHG Ă LHV DQG WKH\ VHHPHG to realise this and enjoyed tormenting him

7

FlightCom Magazine

all the more. Eventually he decided that he had had enough and so, having cornered the offending insect in the emergency window, he delivered the coup de grace with a great big slab of meat which was his forearm.

7KH IRUFH RI WKH EORZ ZRXOG KDYH Ă DWWHQHG anybody who had had the misfortune to have been in the way. As it was the only thing in the way was the emergency window, whose Perspex pane duly popped and disappeared.

We felt the slight change in air pressure DV WKH ZLQGRZ DQG SUHVXPDEO\ WKH Ă \ departed. The Twin Otter is not pressurised, so there was no problem except for rather a lot of wind noise by Jackâ&#x20AC;&#x2122;s right ear and anyway, we were only a couple of minutes from touchdown.

When we had parked the aircraft, I had a look at the damage and it didnâ&#x20AC;&#x2122;t look like anything that a bit of three-ply and some speed tape would not sort out. After all the 7ZLQ 2WWHU Ă LHV TXLWH KDSSLO\ ZLWK DOO WKH cabin doors off.

After we got back to our hangar in Hassi Messaoud, the engineers had a look and one of them went into town to see if he could Ă&#x20AC;QG VRPH 3HUVSH[ WR Ă&#x20AC;OO WKH KROH At that time all the schools were

busy replacing all their blackboards with whiteboards and they are actually made out of opaque, white Perspex, so that is what they used.

Soon after that, the aircraft changed FRQWUDFWV DQG ZH VWDUWHG Ă \LQJ IRU D ELJ British oil company. They were exploring for oil and gas in a concession down in what used to be the old French nuclear testing area and were great people to work with, and they were sticklers for safety, of course.

(DFK Ă LJKW VWDUWHG ZLWK D WKRURXJK SUH Ă LJKW LQVSHFWLRQ EHIRUH WKH SDVVHQJHUV ERDUGHG 7KHQ ZH JDYH WKHP D IXOO EULHĂ&#x20AC;QJ which began by checking the names of the passengers, to make sure that we had the ULJKW SHRSOH RQ WKH Ă LJKW 7KHQ ZH JDYH WKHP WKH XVXDO HPHUJHQF\ EULHĂ&#x20AC;QJ DQG Ă&#x20AC;QDOO\ DVNHG LI WKHUH ZHUH DQ\ TXHVWLRQV One of our regular passengers was the Head of Training, an English lady called Anne, who must have loved her husband dearly. He came from Alsace in France and his family name was spelt S-C-H-I-T-T-EQ-U-A-T-T-E, which is complicated enough for an English man to pronounce, but if a Frenchman says it, it sounds positively rude!

She always sat down the back, in row seven by the white window, and she used to giggle when I struggled to call her name without sounding silly.

2Q KHU Ă&#x20AC;UVW Ă LJKW ZLWK XV ZKHQ , JRW WR WKH Âś4XHVWLRQV¡ SDUW RI WKH EULHĂ&#x20AC;QJ VKH put her hand up and asked me why she had a white window and everybody else had clear ones and with a slight twinkle in my eye, I explained that on a previous contract, we had had a toilet installed in the seat row seven section... â&#x20AC;&#x153;and you donâ&#x20AC;&#x2122;t want people looking in when you are having a â&#x20AC;&#x2DC;Comfort Breakâ&#x20AC;&#x2122; at ten thousand feet, do you?â&#x20AC;? Ă&#x17E;

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THE BEST OF SA FLYER’S FLYING THE BIG JETS

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

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lessons from accidents.

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

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

Africa’s Biggest Selling Aviation Magazine

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FLYING THE

BIG JETS EVERYTHING YOU WANTED TO KNOW ABOUT AIRLINE FLYING.

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

Amazing Opening Shots

Becoming An Airline Pilot

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

All About Airliners

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

Flying the Big Jets

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PROFESSOR PHILIPPE-JOSEPH SALAZAR

LEGAL EAGLE SA Flyer and FlightCom are thrilled to have Prof. Salazar, the author of the definitive work on South African Air Law (reviewed in our January edition), contribute a regular feature to keep us current on developments in aviation law that affect all of us as users of general aviation.

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HIS VHULHV RI EULHÀQJ articles is to help you keep abreast of major changes without having to plough through all the Government Gazettes, Amendments and more. References in the text of these articles are to my book titled Air Law, which may be ordered online or through good bookstores.

These articles will not be run in every issue of FlightCom due to the inherent stopstart nature of the SACAA legal process and parliamentary procedures. Parliament is unlikely to start moving before March on three aviation bills that were at Phase One of the legislative process at the end of 2019. However, if something important happens, we will do our best to report on it immediately.

Although this series is intended for students and general aviation users, I will keep an eye on air service developments as well.

THE AIR LAW BASELINE In 2009 Parliament passed the Civil Aviation Act (which came into effect in 2010). The legislator updated it in 2011 (effective in 2012). Since 2012 there have been numerous changes to the Civil Aviation Regulations (CARS) and Technical Standards (CATS), known as Amendments. As a basic point of departure and a warning: don’t use the commonly

13

FlightCom Magazine

available PDF for CARS (2011) as it is out of date, as is the PDF document labelled SACATS_2011. One example: regulation 91.03.4 (12) (c) mentions that a pilot has to FRQWDFW WKH UHOHYDQW DLU WUDIÀF VHUYLFH XQLW (ATSU) if the estimated time at the next reporting point, Flight Information Region (FIR) boundary or aerodrome of intended

access Lexis Nexis via SACAA’s website. In fact, if you want to be absolutely certain, the source is the Government Gazette, which is WKH RIÀFLDO UHFRUG RI OHJLVODWLRQ %XW UHDGLQJ the various gazettes every week is not really a pilot’s job… it’s mine.

Changes to the CATS and CARS are also published in Aeronautical Information

The time limits for the submission of flight plans has changed landing is “in excess of three minutes” i.e. you are running three minutes later than the (7$ \RX KDG VSHFLÀHG 7KLV KDV EHHQ RXW of date for the past four years: since the 9th Amendment (September 2015), when it was reduced to two minutes late (as per ICAO).

Thankfully the CARS and CATS Amendments documented on SACAA’s website are up to date. Checking the CARS and CATS online version by Lexis Nexis is the way to go, but you should pay attention to the editor’s headings to make sure the latest Amendment is noted and whether it relates to the Part you are accessing. You can

Circulars (AICs). A regular checklist is published on SACAA’s website which allows you to look for a given circular in the long list of AICs. It requires fortitude.

Below I provide a good example of an AIC FKDQJH UHJDUGLQJ ÀOLQJ D ÁLJKW SODQ The Aeronautical Information Publication (AIP) volumes (general, GEN; en route, ENR; aerodromes, AD) are updated four times a year (excluding Supplements). But there can be a lag in capturing changes: always check the update date which can be found on the top right or left corner of the page. Using the example

above: if you download current AIP GEN (at the end of 2019) you will notice that the two minutes regulation is still listed as a difference with ICAO, that is: three minutes; which is incorrect (AIP GEN 1.7-4).

Let me be clear: I donâ&#x20AC;&#x2122;t know of any document (including by myself) that is 100% error free and since the capturing of aeronautical information is (not yet) done E\ $UWLĂ&#x20AC;FLDO ,QWHOOLJHQFH $, ZKDWHYHU that is, it is better to double check that you are actually using an up-to-date source. +RSHIXOO\ P\ EULHĂ&#x20AC;QJV ZLOO KHOS Updates â&#x20AC;&#x201C; whatâ&#x20AC;&#x2122;s new?

Fees update (CARS Part 187). With the latest, 22nd Amendment, pending promulgation by the Minister, and effective 1st April 2020 the revalidation of your PPL will cost you R510 (from R480), (re) issuing your PPL R710 (not R670) (SPL: from R520 to R550). All fees are listed in

PXVW EH Ă&#x20AC;OHG QR OHVV WKDQ PLQXWHV before departureâ&#x20AC;?. Pilots are encouraged to Ă&#x20AC;OH ZHOO LQ DGYDQFH XS WR KRXUV DQG donâ&#x20AC;&#x2122;t think it means 5 days).

There are now six types of NOTAM: this may not seriously affect general aviation pilots, but professional pilots and students writing Air Law exams should take note (Air Law, page 23).

A â&#x20AC;&#x153;small printâ&#x20AC;? type of change that can trip you badly: if you are late sending your application for the initial issue of your licence or a rating â&#x20AC;&#x201C; â&#x20AC;&#x2DC;lateâ&#x20AC;&#x2122; means more than 30 days after the skills test â&#x20AC;&#x201C; you have now to attach written reasons acceptable to the Director (Air Law, page 76). Please note WKH TXDOLĂ&#x20AC;FDWLRQ ´LQLWLDOÂľ PHDQLQJ WKH Ă&#x20AC;UVW WLPH \RX DSSO\ IRU D OLFHQFH RU D UDWLQJ What is a METAR? To this million dollar question we now have an accurate answer, â&#x20AC;&#x153;aerodrome routine meteorological

A METAR is not just a meteorological report this Amendment on SACAASâ&#x20AC;&#x2122;s website. So get any application done before April Foolsâ&#x20AC;&#x2122; Day and from that date make sure you are paying the correct fee, as the new schedule may not be posted timeously.

A RPL holder must now get at least a &ODVV PHGLFDO FHUWLĂ&#x20AC;FDWH $LU /DZ SDJHV 30 and 261). ´)DWLJXHÂľ LV DW ORQJ ODVW GHĂ&#x20AC;QHG E\ CARS as: â&#x20AC;&#x153;a physiological state of reduced mental or physical performance capability resulting from sleep loss, extended wakefulness, mental or physical activity, circadian phase or workload that may impair a personâ&#x20AC;&#x2122;s alertness and ability to safely operate an aircraft or perform safety related RSHUDWLRQDO GXWLHVÂľ 7KLV GHĂ&#x20AC;QLWLRQ PD\ EH expected to crop up in various examination papers (Air Law, page 105, note 6).

Since a January 2019 AIC (replacing a $,& D Ă LJKW SODQ ´PD\ EH Ă&#x20AC;OHG IRU DQ\ Ă LJKWÂľ VHH $LU /DZ SDJH IRU DOO details). Some VFR pilots and students are FRQIXVHG DERXW ZKHWKHU WR Ă&#x20AC;OH RU QRW WR Ă&#x20AC;OH ,I \RX DUH XQVXUH MXVW Ă&#x20AC;OH D SODQ WKDW¡V ZKDW the law says (for now).

Since an April 2019 AIC, the time OLPLWV IRU WKH VXEPLVVLRQ RI Ă LJKW SODQ KDYH changed: â&#x20AC;&#x153;Unless otherwise authorised, a Ă LJKW SODQ IRU D Ă LJKW WR EH FRQGXFWHG LQ controlled or advisory airspace shall (read:

report in meteorological codeâ&#x20AC;?: a METAR is not just a meteorological report, it is a report encoded according to ICAO codes. Check also AIRMET and SIGMET. Remember they are acronyms, not abbreviations, so look up CARS 1.01.1, not 1.01.2.

Prof Philippe-Joseph Salazar with Young Falcons.

and replace the current Part 101 into a new Part 71, Licensing, and a revamped Part 101, Operations (to get a good grasp of valid RPAS and Remote Pilot Licence (RPL) regulations see Air Law, Part Four).

8QWLO WKHQ Ă \ VDIH DQG SUHIHUDEO\

legal. Ă&#x17E;

WHAT NEXT? To whet your appetite: among PDQ\ SURSRVDOV EHLQJ ´SUH Ă LJKWHGÂľ there is a â&#x20AC;&#x153;revivedâ&#x20AC;? 2018 Amendment Bill to the Act which offers a slate of changes such as renaming the Director of SACAA back to the more GLJQLĂ&#x20AC;HG ´&RPPLVVLRQHUÂľ EXW IRU now, to the exam question â&#x20AC;&#x153;Who is head of SACAAâ&#x20AC;? the correct answer is still â&#x20AC;&#x153;Directorâ&#x20AC;?), as ZHOO DV QHZ GHĂ&#x20AC;QLWLRQV ´DLUFUDIW LQ Ă LJKWÂľ ´DLUFUDIW LQ VHUYLFHÂľ ² donâ&#x20AC;&#x2122;t rush to answer, you may be in for a surprise once Parliament has had its say).

And to wrap up this EULHĂ&#x20AC;QJ KHUH LV KHDGV XS for pilots and operators of â&#x20AC;&#x153;dronesâ&#x20AC;? (properly called Remotely Piloted Aircraft Systems, RPAS): Part 101 stays as is for now, pending approval of a proposal to split

FlightCom Magazine

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Defence D ARREN O LIVIER

THE SAAF C130 CRASH IN GOMA -

What we know, and don’t know about it On 9 January a C-130BZ, serial 403, of 28 Squadron South African Air Force (SAAF) departed from the runway whilst landing at Goma International Airport in the Democratic Republic of the Congo. After travelling a short distance from the edge of the tarmac it slammed into a culvert and then an earthen embankment, shearing off the port wing inboard of the number 1 engine and starting a fire.

W

HILE WKH ÀUH ZDV swiftly contained by the airport crash response team, the damage to the airframe appears to be catastrophic and not economically repairable. Aside from the substantial wing damage, there is evidence that the nose gear sheared off and rolled under the fuselage before coming to a rest near the rear ramp.

It was an ignominious end for a venerable Herc that had served the SAAF for 57 long years, making it one of the oldest aircraft in the inventory, yet which looked from the outside as though it had just rolled off the factory line.

As with any incident involving the SAAF or any other element of the South African National Defence Force (SANDF), personal emotions and political views tended to dominate the responses and false information regarding the accident and its supposed causes soon spread on social media. This article is an attempt to separate IDFW IURP ÀFWLRQ DQG VXPPDULVH ZKDW·V known as well as what is not. These claims are being addressed in no particular order of importance.

First, we must address the assertion that 403 is the ‘last’ C-130BZ in service, and that with this accident the SAAF no longer has any airlift capability. This is false. There DUH DW OHDVW ÀYH RWKHU & %=V VHULDOV 401, 402, 405, 406, 409, and possibly 408) in an operational condition, awaiting only scheduled maintenance and/or the delivery RI SDUWV WR UHWXUQ WR WKH DLU 2QH RI WKRVH ÀYH DLUFUDIW ZLOO OLNHO\ EH Á\LQJ E\ WKH WLPH WKLV

SAAF C-130BZ after its runway excursion.

17

FlightCom Magazine

magazine hits the shelves.

It is certainly not ideal that the SAAF had only a single airworthy C-130BZ at the time of the accident, but it’s important to understand the reasons why. Amongst them is that, like C-130B/E/H operators elsewhere, the SAAF has been hard-hit by the need for inspections, refurbishments, or replacements of its 54H60 propellers as part of the TCTO 3H1-18-515 and TCTO 3H1-

18-516 mandatory technical orders. Only two companies, both based in the United States, are authorised to perform this work DQG EHFDXVH WKH 6$$) RQO\ KDV VXIĂ&#x20AC;FLHQW funding to send a set for one aircraft at a time, there is a long line of operators ahead of it each time in the overloaded waiting list.

On top of this, each and every time a set of 54H60 propellers is sent the Air Force has to go through a formal and red-tape-heavy Public Finance Management Act-compliant process, taking weeks if not months more.

Though even without the impact of those technical orders, the fact is that we as a country donâ&#x20AC;&#x2122;t spend enough on the Air Force to have a higher availability rate outside of pre-planned â&#x20AC;&#x2DC;surgeâ&#x20AC;&#x2122; periods.

There are too few hours funded, and too small a budget provided for spare parts, so 28 Squadron has to stagger maintenance DFURVV WKH Ă HHW VR DV WR PDNH EHVW XVH RI those limited Rands while ensuring at least one Hercules is always available. To put things in context, the entire Air Force budget amounts to 0.35% of government spending. Whether that is reasonable will be the focus of other columns.

The second claim we must address has its roots in an older myth: That the C-130BZ was not supposed to have been in Goma and that it was on some sort of illicit or untoward mission. This, too, is IDOVH DV WKH Ă LJKW ZDV QRW RQO\ URXWLQH EXW RQH WKDW 6TXDGURQ¡V +HUFXOHV¡ KDG Ă RZQ hundreds of times before. Indeed, ever since South Africa committed troops to the United Nations peacekeeping force in the Congo back in 2001 the SAAFâ&#x20AC;&#x2122;s C-130BZs KDYH Ă RZQ UHJXODU WUDQVSRUW PLVVLRQV WR resupply and support those forces, stopping at locations like Kinshasa, Goma, Bunia, Kisangani, Bukavu, and Beni. At the time of the accident 403 was returning from Beni to Goma, after which it was scheduled to KDYH Ă RZQ D SURWHFWLRQ GHWDLO WR -XED IRU D diplomatic support mission. It was not there to transport illegally obtained minerals, diamonds, oil, or similar contraband, in fact the main piece of cargo was a 16 kVA generator thatâ&#x20AC;&#x2122;s easily visible through the open door in photos from the accident site.

Our third claim is the assertion that the accident was caused by poor maintenance and/or inadequately trained aircrew, usually accompanied by a claim that standards have dropped in the post-1994 Air Force.

Yet claiming this is grossly unfair and premature without any actual evidence.

After all, the post-1994 SAAF had until now Ă RZQ WKH & %=V IRU \HDUV QHDUO\ half their entire time in service, without a

single major accident. As someone who has Ă RZQ DERDUG D 6TXDGURQ +HUFXOHV LQ WKH recent past, I can attest to the immense care and attention to detail taken by both the air and ground crew to keep these aircraft in WRS VKDSH DQG Ă \LQJ VDIHO\ $V ZLWK DQ\ accident, human error may have been a factor here too, but that does not necessarily PHDQ LW ZDV FDXVHG E\ LQVXIĂ&#x20AC;FLHQW FDUH RU basic incompetence. At the same time there are plausible mechanical failures, such as undercarriage malfunctions, that could have been the cause.

At this point we simply do not know enough to make a solid assertion about a root cause. This is why there is an accident investigation team in Goma from the Air Forceâ&#x20AC;&#x2122;s Directorate of Aviation Safety studying the aircraft and analysing in painstaking detail every action taken by the crew. Only once they complete their investigation should we know what actually happened.

The fourth claim that weâ&#x20AC;&#x2122;ve seen is

aircraft from Goma and either repairing or scrapping it.

7KH Ă&#x20AC;IWK FODLP LV UHODWHG WR WKH Ă&#x20AC;UVW DQG is the rather persistent refrain that the pre1994 SAAF was great, the post-1994 SAAF is terrible. We have seen multiple variations of this sentiment, but all are based on a core false assumption: That a peacetime and wartime force can be comparable.

The Border War-era SAAF had, when DGMXVWHG IRU LQĂ DWLRQ DQG WKH FRVW RI ODERXU SDUWV DQG VR IRUWK DW OHDVW IRXU WR Ă&#x20AC;YH WLPHV more operational funding than the SAAF does today. Even after the cuts of the early 1990s, and the resulting rationalisation, it could rely on the ongoing effects of earlier LQYHVWPHQWV DQG D JHQHURXV VXUIHLW RI Ă \LQJ hours.

The Defence Force today has to operate in a budget-constrained environment as the country is at peace and there are more pressing socio-economic needs that need funding. It is for this reason that the entire South African National Defence Force,

The extent of the damage to the left wing - plus there is serious damage to the undercarriage.

that either insurance or the United Nations will pay for the repair. This, sadly, is also false. Military aircraft are never insured and the SAAFâ&#x20AC;&#x2122;s C-130BZs are no different.

7KH ULVN SURĂ&#x20AC;OHV DQG XQSUHGLFWDELOLW\ RI PLOLWDU\ Ă \LQJ DUH XQDFFHSWDEOH IRU DQ\ private insurance underwriter, who would either have to be insane or would charge such a high premium as to make a policy unaffordable.

As for the United Nations, under the terms of the agreements that countries sign with it for peacekeeping missions, each country is responsible for the costs incurred from aviation accidents and incidents, along with regular maintenance and repairs. The UN does reimburse countries, but only for KRXUV Ă RZQ DQG QRW DQFLOODU\ H[SHQVHV The SANDF will also unfortunately have to shoulder the entire cost of removing the

including all acquisitions, receives just 2.7% of government spending and why there is no public appetite to increase that proportion.

Todayâ&#x20AC;&#x2122;s SAAF receives just R6.4 billion a year (or 0.35% of government spending, as said above), providing only 17,100 funded Ă \LQJ KRXUV LQ WRWDO RQ ZKLFK LW PXVW PDLQWDLQ D Ă HHW RI RYHU DLUFUDIW DQG nine bases so as to provide coverage across the entire country. Amongst the duties it is required to perform at any location in the country and neighbouring countries are immediate-notice search and rescue, Ă&#x20AC;UHĂ&#x20AC;JKWLQJ GLVDVWHU UHVSRQVH VXSSRUW WR WKH police, airspace protection, and maritime patrol, over and above its task of providing support to South African troops deployed with United Nations peacekeeping missions.

There is a strong argument to be made that we are now spending too little on the

FlightCom Magazine

18

COMPANIES

6$$) HVSHFLDOO\ DV WKH QXPEHU RI IXQGHG Ă \LQJ KRXUV KDYH KDOYHG LQ WKH past decade. But at the same time we need to recognise that itâ&#x20AC;&#x2122;s unfair and LOORJLFDO WR KROG WKH SHDFHWLPH 6$$) XS WR LWV ZDUWLPH SUHGHFHVVRU DQG Ă&#x20AC;QG the former wanting, just as it makes no sense to ridicule the United States Air Force and Royal Air Force because each is a fraction of the size and power of its Cold War-era counterpart.

7KH Ă&#x20AC;QDO FODLP ZH¡OO DGGUHVV ZDV VWDWHG D IHZ GLIIHUHQW ZD\V EXW effectively amounted to saying that the C-130BZs are too old for operational Ă \LQJ DQG WKDW WKH\ VKRXOG KDYH EHHQ UHSODFHG VRPH WLPH DJR 7KH Ă&#x20AC;UVW SDUW of that is misleading and arguably inaccurate, the second is however true.

The long-term strategic planning of the SAAF was for the C-130BZs to be replaced in some roles by the Airbus Military A400Ms from 2010 onwards and in other roles by another type like the Alenia C-27J from 2015 onwards. But the A400M acquisition was abruptly cancelled in 2009 by thenMinister of Defence Lindiwe Sisulu as a result of delays in the programme and perceived cost overruns, while National Treasury has refused to provide additional funding to the Air Force for a C-130BZ replacement.

7KDW UHSODFHPHQW LV GHĂ&#x20AC;QHG LQ 3URMHFW .$1)(5 DQ DFTXLVLWLRQ requirement on the defence forceâ&#x20AC;&#x2122;s Strategic Capital Acquisition Master Plan (SCAMP). The SAAF had planned to fund it from rolled over funds in the Special Defence Account (SDA) over the next few years, but as of WKLV Ă&#x20AC;QDQFLDO \HDU 1DWLRQDO 7UHDVXU\ KDV FXW WKH 6$$)¡V DOORFDWLRQ RI SDA acquisition funds to near-zero, meaning that no new aircraft can be procured for the foreseeable future.

Moreover, as support contracts and certain classes of spare parts came from the same account, this will reduce the ability of the SAAF to keep Ă \LQJ LWV DLUFUDIW ,QGHHG LW LV JRLQJ WR EHFRPH LQFUHDVLQJO\ FRVWO\ WR VXSSRUW WKH & %= Ă HHW DV FHUWDLQ VSDUH SDUWV JR RXW RI SURGXFWLRQ DQG are no longer readily available. At some point in the near future this might reach the point at which the aircraft will have to be retired from service if no additional funding is made available.

To sum up, 403â&#x20AC;&#x2122;s accident is a blow to the Air Force and in particular the personnel at 28 Squadron and Denel that had maintained it for so many years. It does not help the situation if the general public believes in and continues to spread politically or ideologically motivated misinformation, even if itâ&#x20AC;&#x2122;s unintentional. We should all be extra cautious in cases like this to stick to the facts and verify any more outlandish claims.

Note: This monthâ&#x20AC;&#x2122;s originally scheduled follow-up to the December look at Denel has been postponed till next month. Ă&#x17E;

SPORT PLANE BUILDERS CC

S

PORT Plane Builders cc (AMO 1189) is based at Wonderboom in Hangar 58C, on the south side. Sport Plane Builders cc has the rating A, B, C, W and X (welding). It is mainly involved in the repair service and

manufacture of non-type certified aircraft (NTCA), and is also the holder of a Part 148 manufacturing organisation license (M712). Operating since 2005 and run by Pierre van der Walt with his team, they are involved in various initiatives: â&#x20AC;˘

Running a composite workshop where composite repairs and parts are manufactured, including non-structural and structural repairs on type and non-type certified aircraft. They also model and construct new composite plugs and moulds. Sport Plane Builders cc supply the under carriage and composite components for the new Bat Hawk.

â&#x20AC;˘

They also have manufacturing licenced for steel and aluminium manufacturing

â&#x20AC;˘

Assist owners in building RVs, as well as servicing and restoring them.

â&#x20AC;˘

Partners

in the new PCAD 700 6 seat single

turbine aircraft project. â&#x20AC;˘

Building to order the Ravin 500 â&#x20AC;&#x201C; full Composite Comanche look alike.

â&#x20AC;˘

Building the turbine Compair â&#x20AC;&#x201C; a six to eight seat Walter 601D turbine powered tail draggers.

â&#x20AC;˘

Maintain and rebuild various Rotax engine powered aircraft.

Contact Sport Plane Builders cc on: Tel: 087-230-8468/69 Cell: 083-361-3181 Email: pmvdwalt@gmail.com www.sportplanebuilders.co.za

SA Flyer 2019|09

ER UR 712 CT M A F E SPORT PLANE BUILDERS CC NU NC MA LICE AMO 1189, M712, Hangar 58, Unit C, Wonderboom Airport A CA OVED R P AP

SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS AIRCRAFTS AND COMPONENTS. SPECIALIZING IN RAVIN 500, RV RANGE AND TECNAMâ&#x20AC;&#x2122;S. Manufacturing, maintenance & repairs to various CKTETCHV V[RG EGTVKĆ&#x201A; GF CPF 06% CKTETCHV We also have have a composite repair facilities for V[RG CPF PQP V[RG EGTVKĆ&#x201A; GF CKTETCHV Landline: +27 87 230 8468 | Cell : 083 361 3181 Email: pmvdwalt@mweb.co.za | Website: www.SportPlanebuilders.co.za

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FlightCom Magazine

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

SA Flyer 2020|02

Hangar 11, Rand Airport, Germiston, 1401.

1966 Piper Cherokee Six

2002 EC 120

2007 Bell 206-L IV

AFTT: 6,110 Hours SMOH: 75 Hours SPOH: 30 Hours- Fresh New Interior, Fresh Engine O/H, Fresh Prop O/H, Garmin 695, Fresh MPI.

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

AFTT: 9,157 Hours Cycles: 11,887 Composite Baggage Door, Van Horn Tail Rotor Blades, FDC/AeroFilter Barrier Filter.

R850 000.00 + VAT (If Applicable)

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Price: $ 1 195 000.00 +VAT (If Applicable)

2010 Pilatus PC12/47E

2012 Robinson R66

1981 Beechcraft King Air B200

AFTT: 1,866 Hours Total Cycles: 1,776 Engine TBO: 3,500 Hours Additional Air-Conditioner, Well Maintained, Executive 8 seat Interior, Cargo Kit, Low Airframe Time

AFTT: 890 Hours Active Collective Time: 800 Hours Engine TBO: 2,000 Hours

P.O.A

Price Reduced, 800 Hours Total Time, Air-Conditioning, Dual Controls, 9 Hole Panel.

AFTT: 12,424 Hours Total Landings: 10,801 Cycles Engine TTSN: LH: 12,367 Hours RH: 12,343 Hours Date of last OH: LH/RH: 21 May 2008 Prop TTSN: L/ RH: 2,972 Hours Hartzell 4 Blade Aluminium Propeller Upgrade, HF Radio, VIP &RQÃ JXUDWLRQ ,QWHULRU )XOO 6WDWXV 3URIHVVLRQDOO\ )ORZQ 0DLQWDLQHG

Price: $ 540 000.00 + VAT (If Applicable)

Price: $ 595 000.00 +VAT (If Applicable)

Quinton Warne _ 0 8 2 8 0 6 5 1 9 3

David Lewis _ 0 7 6 8 2 4 2 1 6 9

Committed to safety and innovation, trusted by thousands worldwide. Æ&#x2122; ƥĺÄ&#x161; Ç&#x2026;Å«Æ&#x2018;Å&#x2022;Ä&#x201C;É&#x201E;Æ&#x2122; Å&#x17E;Å«Æ&#x2122;Æ¥ Æ¥Æ&#x2018;Æ­Æ&#x2122;Æ¥Ä&#x161;Ä&#x201C; Æ&#x2122;Å«Å&#x2022;ƭƥĿūŠIJūÆ&#x2018; îĿÆ&#x2018;Ä&#x152;Æ&#x2018;îIJƥ Æ¥Æ&#x2018;îÄ&#x152;Å&#x2019;ĿŠijȡ Ç&#x153;Ä&#x161;Ä&#x161;Æ¥ Å&#x17E;îŠîijÄ&#x161;Å&#x17E;Ä&#x161;Šƥ and communication, weâ&#x20AC;&#x2122;re challenging the status quo, and working towards making the aviation community a safer place to live and operate in.

Experience the difference today. Contact Pieter Cronje to discuss ijÄ&#x161;ƥƥĿŠij Æ&#x2122;ƥîÆ&#x2018;Æ¥Ä&#x161;Ä&#x201C; Ç&#x2026;Ŀƥĺ ƥĺÄ&#x161; Ç&#x2026;Å«Æ&#x2018;Å&#x2022;Ä&#x201C;É&#x201E;Æ&#x2122; Å&#x17E;Å«Æ&#x2122;Æ¥ Æ¥Æ&#x2018;Æ­Æ&#x2122;Æ¥Ä&#x161;Ä&#x201C; Ç&#x153;Ŀijĺƥ Ä&#x201C;îƥî Æ&#x2122;Å«Å&#x2022;ƭƥĿūŠȦ +27 66 203 6205 | pieter.cronje@spidertracks.com

FlightCom Magazine

20

Feature E UGENE C OEZYN

ATTACK ON HELI TOURISTS

One of the Alouette IIs at the bottom of the idyllic Tsitsa Falls.

S

OUTH African based helicopter pilot Eugene Couzyn led a group of two helicopters to the remote TSITSA FALLS in the Eastern Cape. They were attacked by the local villagers and were fortunate to escape unscathed.

Eugene writes: At approximately 12:00 noon on 4th January 2020, I was at the bottom of the Tsitsa Waterfall with a group of 10 tourists including myself,

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FlightCom Magazine

DGPLULQJ WKH ZDWHUIDOOV :H KDG Ă RZQ LQ in our helicopters and landed at the base of the falls to admire their great beauty.

We had been there for about 30 minutes when a group of six youths collected at the top of the waterfall, approximately 100m above us, and started throwing rocks down at us. One of these rocks narrowly missed one of the women in our party, Ms Yvonne Corrigan, by less than 500mm, landing at her feet.

The rocks being thrown at us were sizeable, the one just missing Ms Corrigan being approximately the size of a tennis

One of the great joys of helicopters is that they provide access to out of the way places, normally beyond the reach of the mainstream tourists.

For this reason, helicopter tourism is in great demand amongst the very top level and thus most influential tourists. But are they safe enough? In an idyllic secluded corner of the Eastern Cape a party of heli-tourists nearly lost their lives when they were attacked by the local villagers.

ball. Had it hit her, it would probably have been lethal. Included in our group were four young children (aged between 6 and 15 years) who were lying on a large rock at the base of the falls and it was just good fortune that none of them were struck by the rocks hurled from the top of the waterfall.

We could clearly see that there were six youths, with two being noticeably bigger than the other four, although in the scramble for us to get away from the area, I would not be able to identify the individuals. We tried to shout at them, but they took no notice and eventually moved back from the edge of the waterfall until we could no longer see them.

We had travelled to the site by helicopter as the base of the waterfall is largely inaccessible in any other way.

When we hurriedly took off after this LQFLGHQW IHDULQJ IRU RXU VDIHW\ ZH Ă HZ to the top of the waterfall where there is a small village. We saw four of the youths, one of whom appeared to be a \RXQJ JLUO Ă HHLQJ WKH VLWH WRZDUGV WKH nearby village but we were unable to see the two bigger boys.

We were nervous to land in the area as we did not know what reaction we would get from the local community DQG VR ZH Ă HZ EDFN WR 0ERW\L ZKHUH we were staying.

Our group included a family of four, being the parents and two young children who had experienced an incident several weeks prior in which their eight year old daughter was accosted by a vagrant in a public park.

The attack at Tsitsa was the last straw for them and they will be emigrating from South Africa as soon as they are able to do so. Both parents are highly TXDOLĂ&#x20AC;HG (QYLURQPHQWDO 6FLHQWLVWV DQG the loss of their skills to our country is something we cannot afford.

In an area of our country where Tourism is one of the most important ways in which the local community FDQ EH XSOLIWHG , Ă&#x20AC;QG LW LPSRVVLEOH to understand or condone the type of attack to which we were subjected and I will be laying criminal charges of attempted murder as soon as I am able to get to a police station.

Hopefully this will result in action to ensure that attacks of this nature are dealt with in the strongest possible manner that our Law allows and that further such attacks never happen again. Ă&#x17E;

An Alouette II is dwarfed by the magnificent waterfalls.

The children enjoying some sun shortly before the rocks rained down.

The falls are some distance away from the nearest village.

The location of the waterfalls where the attack took place.

FlightCom Magazine

22

Feature F RANS G ROTEPASS

WHO IS RIGHT:

Are there lethal differences in glass cockpit design philosophies?

In the art of instrument flying, the skills of visual cognition of the picture presented on the instrument panel is transferred via the muscle memory of the pilot controlling the aircraft, with the result of a safe flight – most times.

I

have been fortunate to have EHHQ Á\LQJ IRU \HDUV ,Q WKHVH years I progressed from PPL to ATP, with an instrument rating for 42 years. The aircraft I have ÁRZQ KDYH UDQJHG IURP ZHLJKW shift to jet aircraft with a lot of turbo-prop time as well. During this time, I have witnessed the tremendous advancement from basic gyro instruments scattered all over the panel to the more organized ‘six pack’. The six pack was then partially updated with electronic HSI and DI instruments replacing the vacuum driven gyro instruments. These instruments proved to be more reliable

23

FlightCom Magazine

than the gyro instruments and the dreaded vacuum pump was disappearing.

GPS and Glonass arrived and the engineers JDYH XV ÁLJKW PDQDJHPHQW systems with glass cockpits incorporating massive data bases of maps, approach plates, airport diagrams and everything to complement the function of the aircraft. Pilots became ÁLJKW PDQDJHPHQW V\VWHPV (FMS) operators. Naturally Airbus had their philosophy and Boeing had their own.

In general aviation Honeywell was the company responsible for the fully integrated FMS cockpit. Grumman and other aircraft producers also use Honeywell and Pilatus came up with the PC12 NG glass cockpit.

In the early days there were teething problems with plenty of updates and upgrades, but Pilatus was thinking like Airbus and Boeing.

In the smaller market Garmin, Dynon, Aspen, MGL and others were looking after the lighter aircraft, especially the non-

ABOVE: An early AH, the pointer lay out is still used today by all the big boys.

LEFT: EFIS Panel from the PC12.

The six Pack was then partially replaced with electronic HSI and DI instruments replacing the vacuumpressure driven gyro instruments.

The basic rule is move the 'Roll Pointer' towards the 'Sky Pointer'.

W\SH FHUWLĂ&#x20AC;HG KRPH EXLOGHU PDUNHW DQG their design initially was not restricted by FHUWLĂ&#x20AC;FDWLRQ OLPLWDWLRQV I bought a Dynon D2 rechargeable battery driven standby HSI. Excited by this PDJQLĂ&#x20AC;FHQW QHZ WHFKQRORJ\ , WHVWHG LW DW night in a PC12. To my amazement I became aware of a big difference in design layout.

Initially it was subtle, but then I realised the big difference in design philosophy. If you are not expecting it, the difference could be a killer, especially for aircraft entering IMC just after takeoff.

The difference lies in what we call the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122; and what I would call the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122;.

â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122;. So, the aircraft is presented by: The â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122;, the base is the same as the slip indicator.

The wing indicators L and R and The Dot which indicates the angle of attack.

In the Garmin display we immediately identify the 'Sky Pointer'.

The Dynon - we are doing a left turn indicated by the â&#x20AC;&#x153;Roll Pointerâ&#x20AC;? 18 degrees as well as the magenta indication showing a left turn.

In the picture above of the Dynon: we are doing a left turn indicated by the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; of 18 degrees as well as the magenta indication showing a left turn. The â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122; points down, perpendicular to the horizon. The â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; reads like the minute hand of a clock. To roll the wings level just bring the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; to the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122;. The slip indicator is selfexplanatory. On the Garmin presentation the slip indicator is part of the base of the

In the Garmin display we immediately identify the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122; as well as all the components of the aircraft and on the base of the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; we see the slip indicator. For which we step on the slip bar as we would have stepped on the ball and then trim. Both the Dynon and the Garmin read the same and are very intuitive.

However, the PC12 follows the same layout as Airbus, Boeing, Grumman and the other â&#x20AC;&#x2DC;big metalâ&#x20AC;&#x2122; aircraft. On this Grumman display the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122; and the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; are reversed and point in the opposite direction.

This time the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122; points to the sky. It also has the slip brick or bar in its base, and this is an anomaly because the slip bar should be part of the aircraft indicators.

The pointers however still follow the same format, as can be seen on the old AH in the beginning of the article.

The fact is that in EFIS equipped aircraft WKHUH DUH WZR V\VWHPV 2Q Ă&#x20AC;UVW JODQFH they appear the same, but in practice the recognition and the required muscle action DUH UHYHUVHG )RU SLORWV Ă \LQJ WKH VDPH equipment all the time it is no problem. But IRU SLORWV Ă \LQJ GLIIHUHQW DLUFUDIW WKH RQO\ advice is to recognise which pointer format your EFIS has and adjust your perception and muscle memory accordingly. If your perception is wrong, moving the controls to decrease your roll will actually increase the roll and entering a low overcast could be a fatal mistake.

The serious instrument rated pilot must adapt because EFIS panels are here to stay.

The basic rule is move the â&#x20AC;&#x2DC;Roll Pointerâ&#x20AC;&#x2122; towards the â&#x20AC;&#x2DC;Sky Pointerâ&#x20AC;&#x2122;.

In 2002 Singer & Dekker* did a study on the performance of pilots using the different pointer systems and found that the pilots made 5 times more turning mistakes (the upper right picture). Having Ă RZQ ERWK V\VWHPV , EHOLHYH WKH JHQHUDO aviation indication is better as it follows the same intuitive interpretation as reading an analogue gauge.

---------------------------------------*Singer,G. & Dekker,S.W.A. (2002), The effect of the roll index (sky pointer) on roll reversal errors. Journal of Human Factors and Aerospace Ă&#x17E;

A display from a Grumman Gulfstream showing the Big iron display.

FlightCom Magazine

24

Feature G UY L EITCH

PILATUS FACTORY â&#x20AC;&#x201C; SWISS PRECISON Who would have thought the Swiss, with their very high input costs and natural conservatism, could have built the most successful range of single engine turboprops in the world?

PC-12 No.1 has pride of place on a pole - note its short wings.

T

HIS is the company that just quietly got on with the job of reinventing a whole class of general aviation aircraft â&#x20AC;&#x201C; and which went on to dethrone the King Air for the crown of the worldâ&#x20AC;&#x2122;s best-selling corporate turboprop.

It takes excellence to do this â&#x20AC;&#x201C; and for years I had been wanting to undertake a pilgrimage to Mount Pilatus â&#x20AC;&#x201C; the home of the Pilatus Factory.

Towards the end of each year journos from around the world are invited to IATAâ&#x20AC;&#x2122;s Global Media Day in Geneva. This year I took the opportunity to expand the journey by detouring via the Pilatus Factory in Stans Switzerland with my colleague Linden Birns.

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FlightCom Magazine

Pilatus rolled out the welcome mat.

Sales coordinator Peter Weber collected us from Stans railway station which had EHHQ DQ HIĂ&#x20AC;FLHQW KRXU WUDLQ ULGH IURP Zurich Airport. The factory had hoisted the 6RXWK $IULFDQ Ă DJ WR ZHOFRPH XV DQG DIWHU WKH REOLJDWRU\ SKRWRV LQ IURQW RI WKH Ă DJV DQG LQ IURQW RI WKH YHU\ Ă&#x20AC;UVW 3& QRZ mounted on a pole and looking strange with its prototypeâ&#x20AC;&#x2122;s short wings, we moved on to meet Ignaz Gretener, the VP of General Aviation who made himself available to answer our questions over a cup of excellent espresso.

Then it was on to the factory tour. I donâ&#x20AC;&#x2122;t think Peter Weber was very impressed by me â&#x20AC;&#x201C; I found all the wrong stuff fascinating.

One of the most remarkable things about the factory is that the major assembly halls are

made of wood, including the roofs, which cover 80 metre spans. The inside reminds PH PRUH RI D EHDXWLIXOO\ Ă&#x20AC;QLVKHG ORJ FDELQ or even sauna than a state of the art aircraft factory. And in homage to the wood - there are little signs everywhere explaining what type of wood was used in that particular section. Surprised at my fascination with the wood, Peter remarked that I was not as bad as another visitor who, in the middle of the tour, had spotted a remote controlled lawn mower and diverted the entire tour group into a detailed study of the lawn mower.

But building aeroplanes is serious business â&#x20AC;&#x201C; especially if you are Swiss. So I duly paid attention to the important stuff as well. Most notably, the Pilatus investment in cutting edge aluminium machining capability. The company is able to machine

An idyllic place to work - the view out the factory cafeteria on a winter's day.

aluminium structural components up to four metres long using a highlyDXWRPDWHG ÁH[LEOH PDQXIDFWXULQJ system. I gazed in wonder at a delicately milled centre spar section which had been hewn out of a single block of aluminium.

It would be tempting to think that Swiss labour costs would make the Pilatus factory uncompetitive against other aero manufacturers around the world, especially in developing countries with cheaper labour. Peter Weber explains the obvious – often the PRVW KLJKO\ TXDOLÀHG DQG H[SHQVLYH

It reminds me more of a beautifully finished log cabin than a state of the art aircraft factory skills are best value in the long run.

Outside, in the chilly December air, we watched the latest version of the PC12, the NGX taxiing out for an initial ÁLJKW WHVW 7KH UHPDUNDEOH WKLQJ LV WKDW LW ZDV SDUW RI D ÁHHW RUGHU IRU D &KLQHVH

Pilatus is justifiably proud of their aluminium machining capability.

The intricacies of the wiring harnesses being assembled.

FlightCom Magazine

26

One of the most extraordinary aspects of the factory are the vast wooden buildings with massive roof spans.

The final assembly line - is like an operating theatre.

A sleek PC-21 basks in the winter sun.

27

FlightCom Magazine

commuter airline, Jiangxi Express Aviation, so the success of the PC-12 is a global phenomenon. Also good to see on the ramp was the sleek PC-21 trainer and the PC-24 MHW WKH Ă&#x20AC;UVW IHZ RI ZKLFK KDYH DOUHDG\ EHHQ delivered to Southern Africa.

As an aside â&#x20AC;&#x201C; one of the things I did not know about the Pilatus factory is that, besides its role as an aircraft factory, it is perhaps best known for its use in the -DPHV %RQG PRYLH *ROGĂ&#x20AC;QJHU ZKLFK DV *ROGĂ&#x20AC;QJHU¡V KLGHRXW %RQG UHFRQQRLWUHV from the mountain behind and where he crashes his famous Aston Martin DB5 with the ejection seat. Ă&#x17E;

Global success - a PC-12 NGX for a Chinese feeder airline returns from its test flight.

IATAâ&#x20AC;&#x2122;S DE JU N IAC ON AFR ICAN AI R CON N EC TIVIT Y At IATAâ&#x20AC;&#x2122;s recent Global Media Day, Alexandre De Juniac, IATAâ&#x20AC;&#x2122;s Director General and CEO discussed the air connectivity challenges holding back African economic growth.

High jet fuel prices in Africa limit economic growth.

D

E JUNIAC believes that the issue of addressing the airlines high input costs is key. He said that high duties, airport taxes and charges and high fuel cost are key reasons the airline industry struggles to make money in Africa. De Juniac said that it is the responsibility of governments to lower fuel costs and airport taxes. He said, â&#x20AC;&#x153;One of the main reasons the African air transport industry struggles is that high input costs deter the creation of new airlines. It is too expensive to operate airlines in Africa. Setting up a new airline in Africa is a risky business.â&#x20AC;?

The key consequence is that the risks of starting a new airline are too high which is a key reason for the poor state of air transport connectivity in the continent.

De Juniac said, â&#x20AC;&#x153;Piling up of taxes, the monopolistic situation, and lack of supply may be because the airlines are in the hands of a happy few, usually in terms of airport taxes and charges.â&#x20AC;?

He pointed out that air transport supports 6.7 million jobs in Africa and contributes $67.8 billion in Gross Domestic Product (GDP). Despite this, many African governments and airport service providers have tended to burden airlines and airline users with high taxes, fees and charges. This shows complete disregard for the fact that airlines across the continent are going through periods of critical Ă&#x20AC;QDQFLDO FULVLV DQG DUH VWUXJJOLQJ IRU VXUYLYDO

The high cost base of fuel for African airlines may be judged by the fact that globally, fuel accounts for about 36 per cent of an airlineâ&#x20AC;&#x2122;s operational cost, while in Africa this ranges from 45 per cent to 55 per cent. Fuel prices at some stations in Africa are over twice the world average.

De Juniac said that the lack of air connectivity in the FRQWLQHQW PDGH WUDYHOOLQJ DURXQG WKH FRQWLQHQW YHU\ GLIĂ&#x20AC;FXOW â&#x20AC;&#x153;Air connectivity in Africa is too low. It should be dramatically improving.â&#x20AC;? He cited the example of Kinshasa, with an estimated population larger than London. But if a traveller wants to go from Kinshasa to Lagos, Nigeriaâ&#x20AC;&#x2122;s commercial capital and Africaâ&#x20AC;&#x2122;s ODUJHVW PHWURSROLV LW¡V LPSRVVLEOH WR Ă \ QRQ VWRS 5RXJKO\ miles separate the two megacitiesâ&#x20AC;&#x201D;about the same distance as 1HZ <RUN WR 0LQQHDSROLV %XW WKHUH DUH QR GLUHFW Ă LJKWV ,QVWHDG a traveller will need to change planes at least once and pay a minimum of $1,200. Thereâ&#x20AC;&#x2122;s a good chance the journey will take well over 12 hours. $FURVV $IULFD WKH VLWXDWLRQ LV VLPLODU &RPPHUFLDO Ă LJKWV DUH infrequent, expensive, and circuitous. To get from one country to another, an African traveller may have to go thousands of miles out of their way and transfer through the Middle East or Europe. Ă&#x17E;

It takes more than 10 hours to fly from Kinshasha to Lagos - when it should take just two hours non-stop.

FlightCom Magazine

28

EMBRAER’S

KC-390

South Africa desperately needs a new long range strategic airlift aircraft. In 2010 the South African Air Force (SAAF) was supposed to have begun replacing its aged C130s with Airbus A400Ms – but that was cancelled by government.

REPORT: GUY LEITCH

29

FlightCom Magazine

FLIGHT REVIEW: Embraer's KC-390 may have found the sweet spot as the C130 replacement.

FlightCom Magazine

30

The use of turbofans rather than turboprops was the key design decision.

T

HE Americans were keen to sell South Africa their Boeing C-17 heavy lifter, but that is massively sophisticated and expensive and it is unlikely that the level of regional cooperation, or indeed budget, could be assembled to share such a large investment â&#x20AC;&#x201C; as was the case the Strategic Airlift Capability based out of Hungary.

The hot contender was the Airbus A400M and indeed South Africa had ordered eight and successfully participated in notably successful industrial offset programmes. But as South Africa became poorer and the A400M more expensive, with delays upon delays, South Africa took the opportunity to withdraw from the A400M programme â&#x20AC;&#x201C; supported by grossly LQĂ DWHG DFTXLVLWLRQ FRVWV KDYLQJ EHHQ IHG WR then Defence.

So it was up to the SAAF to keep soldiering on with 60 year old Hercs, while Lockheed Martin tried to convince them to buy the new and enlarged J version â&#x20AC;&#x201C; and the Russians stood on the sidelines with their old IL-76 and An-124, perhaps hoping for a deal on the still in development Antonov An-77.

0HDQZKLOH ² ZKLOH WKH +HUFV à HZ RQ ² and on, the Brazilians brought their KC-390 to market. And it may just be everything that the SAAF needs.

ENTER THE KC-390 Embraer saw a gap in the middle of the market â&#x20AC;&#x201C; for an airlifter smaller and a lot cheaper than the American and Russian heavyweights, as well as the overengineered Swiss army knife that is the multi-role A400M, yet larger than the venerable Hercules and the twin turboprop

31

FlightCom Magazine

Alenia C-27J Spartan and the even smaller Airbus C-295. The Braziliansâ&#x20AC;&#x2122; objective was WR FUHDWH D IDVW DQG Ă H[LEOH PXOWL PLVVLRQ midsize tanker and transport aircraft using advanced but proven technology, which

of speed and altitude over the turboprops â&#x20AC;&#x201C; which is preferable for the long range missions but questionable when it comes to VKRUW DQG DXVWHUH URXJK Ă&#x20AC;HOG RSHUDWLRQV Their engine choice was the ubiquitous International Aero Engines V2500-E5 turbofans, rated at 31,330 pounds of thrust each, which propel the KC-390 to cruise at Mach 0.8 at up to FL360. The engines were adapted for military use but are fundamentally the same engines that power airliners such as the Airbus A320ceo.

The faster cruise speed has real RSHUDWLRQDO EHQHĂ&#x20AC;WV (PEUDHU VD\V WKDW IRU search and rescue missions with a typical 1,250 nautical mile radius, a KC-390 could cover the ground two hours faster than even the fastest turboprop. But the jet engines are not without their downsides. The KC390 consumes more fuel than the C-130J and while the KC-390 is also designed to operate from short, unimproved airstrips, (PEUDHU VWLOO KDVQ¡W VSHFLĂ&#x20AC;HG WKH DLUFUDIW¡V

From the front the large side sponsons for undercarriage and APU are very evident.

LQFOXGHG Ă \ E\ ZLUH ZKLFK (PEUDHU KDG invested a lot of school fees getting right for their Legacy 450/500 business jets and then E2 regional jets.

ON THE APRON A team from AW&ST were invited to Ă \ WKH .& DW WKH IDFWRU\ LQ %UD]LO 7KH\ report that on the ground, what strikes you Ă&#x20AC;UVW LV WKH ODUJH DQKHGUDO ZLQJ ZLWK WKH WZR high bypass turbofan engines beneath it.

7KLV ZDV (PEUDHU V Ă&#x20AC;UVW ELJ GHVLJQ GHFLVLRQ â&#x20AC;&#x201C; whether to go with turboprops as the A400M and C130 have, or modern turbofan jets. Their choice of jets gives the KC-390 VLJQLĂ&#x20AC;FDQWO\ EHWWHU SHUIRUPDQFH LQ WHUPV

actual runway requirements.

To cope with soft and rough airstrips, the nose gear has two wide low-pressure tyres and the main gear has four similar tyres on bogies on either side. Embraer FODLPV WKH .& FDQ WDNHRII DQG ODQG Ă&#x20AC;YH times without any required maintenance â&#x20AC;&#x201C; and tyre changes can be done anywhere.

The aircraft was designed around the interior dimensions of its cargo bay. To provide an unconstrained space, the wheels and ancillary equipment such as the APU had to be accommodated in large sponsons on either side of the fuselage. From the front, the size of these sponsons is striking.

(PEUDHU Ă&#x20AC;UVW GHWHUPLQHG WKH UHTXLUHG

size of the interior, then built the aircraft around it. The hold has a width of 3.45 m (11.3 ft.) over its entire length and a minimum height of 2.95 m over a length of 18.5 m, including the ramp that stores two RI VHYHQ VWDQGDUG / SDOOHWV ,WV Ă RRU LV 1.24 m above the ground to allow easy rollon/roll-off loading via the ramp. Behind the main gear are two hydraulic struts to stabilise the aircraft on soft ground or high winds.

The KC-390 can carry a maximum 26,000 kg, allowing it to transport two tracked armoured personnel carriers or a Sikorsky H-60 helicopter. One of the design JRDOV ZDV PD[LPXP Ă H[LELOLW\ DQG WKH .& FDQ EH UHFRQĂ&#x20AC;JXUHG EHWZHHQ UROHV LQ minutes.

For disaster relief or medical evacuation, 74 stretchers can be installed with room for staff and life-support equipment. The KC-390 can carry up to 80 soldiers or 66 paratroops with full gear. Two jump-doors ZLWK ZLQG GHĂ HFWRUV DUH ORFDWHG EHKLQG WKH wings. A novel feature is that the doors can EH H[FKDQJHG LQ Ă LJKW IRU H[DPSOH ZKHQ reaching the target area on a SAR mission, to switch to doors with large bubble windows for better downwards visibility.

THE FLIGHT DECK

7KH Ă&#x20AC;UVW LPSUHVVLRQ RI WKH FRFNSLW is one of light and spaciousness. Large windows with low sills provide a great view out. All six windows are protected against ammunition up to 7.62 mm. For further protection in hostile environments, removable Kevlar mats can be added to the lower cockpit area.

7KH Ă LJKW GHFN KDV DQ RSWLRQDO WKLUG crewmember station behind the pilot seats, equipped with a display and tailored functions for missions such as aerial refuelling and S&R. In the rear of the cockpit are two bunks.

Four Rockwell Collins Pro Line Fusion LQ GLVSOD\V IDFH WKH SLORWV $ Ă&#x20AC;IWK VLWV just below, on the centre pedestal. Aft of it are keyboard, scratchpad and cursor control devices. Avionics are commercial but with numerous additional functions for military tasks. The cockpit operates on the dark cockpit principle of commercial airliners: Lights illuminate only if the system condition is â&#x20AC;&#x2DC;in transitâ&#x20AC;&#x2122; or â&#x20AC;&#x2DC;non-normalâ&#x20AC;&#x2122;.

In front of the pilots the large headup display (HUD) is supported by an Enhanced Vision System (EVS) using four cameras installed in the nose. These provide daylight and thermal imagery generated by a synthetic vision system.

Ground handling has to be agile for tight airports. The aircraft can be steered with the tiller from either front seat. This steers the nose wheel up to 67 degrees left or right, so the aircraft can turn through 180 degrees within a radius of only 23 m.

The big feature of the cockpit is the interconnected and active sidesticks. Active means that, unlike Airbus and similar Ă \ E\ ZLUH )%: V\VWHPV WKH (PEUDHU stick provides force feedback to the pilots.

The force feedback is claimed to provide VLJQLĂ&#x20AC;FDQWO\ LPSURYHG SLORW VLWXDWLRQDO awareness. The sticks operate the digital Ă LJKW FRQWURO V\VWHP IRU SUHFLVH KDQG Ă \LQJ FRQWURO 7KLV LV QRW RQO\ D Ă&#x20AC;UVW IRU (PEUDHU but for this aircraft category.

On each control stick is an autopilot disconnect/priority button and next to it is the usual conical trim hat that enables pilots to keep hands on throttle and stick (HOTAS) while adjusting trim for pitch and roll. It is also used for small adjustments, as many pilots prefer using the hat to moving the stick.

On the left upper side of the control stick, a touch-control button is mainly used for speed stability on approach after the Ă&#x20AC;QDO FRQĂ&#x20AC;JXUDWLRQ DQG DWWLWXGH KDYH EHHQ attained. In addition to the usual push-to-

%QEMRKV HGCVWTGU HWNN Ć&#x192;[ D[ YKTG and conventional but enhanced Collins Pro Line avionics.

FlightCom Magazine

32

Cavernous hold can take a Blackhawk or three Humvees.

talk button, there is a trigger on the stick that is used for FDUJR GURS PLVVLRQV ,W DFWLYDWHV WKH Ă LJKW FRQWURO ODZ IRU these missions and signals the loadmaster that the pilots are ready to drop the cargo. This is done by releasing the locks of the container-delivery system. Then either gravity, or for larger loads a drogue chute, pulls out loads of up to 42,000 lb.

7KH )%: KDV WZR Ă LJKW FRQWURO ODZV 1RUPDO DQG Direct, as a fallback option. In normal law, the sidestick commands pitch rate until the landing gear is selected up, after which gamma-dot and pitch-rate command is applied. *DPPD GRW LV WKH UDWH RI FKDQJH RI WKH Ă LJKWSDWK DQJOH ,Q backup mode, it is a direct stick-to-surface command.

(PEUDHU KDV GHĂ&#x20AC;QHG D FRPSOH[ Ă LJKW HQYHORSH WR PHHW the various requirements using FBW, changing laws for VSHFLĂ&#x20AC;F PLVVLRQV DQG DOORZLQJ YDU\LQJ * ORDGV GHSHQGLQJ on the task and factors such as aircraft weight. Military FHUWLĂ&#x20AC;FDWLRQ ZLOO DOORZ Ă LJKW ORDG IDFWRUV XS WR * 7R use the basic changes in capability, there is a master mode switch on the overhead panel with the positions Main, Max Effort, Tactical Nav, Airdrop, SAR (search and rescue) and $)) DHULDO Ă&#x20AC;UHĂ&#x20AC;JKWLQJ

FLYING THE KC-390 )RU WKH DVVHVVPHQW Ă LJKW WKH WHPSHUDWXUH ZDV & ZLWK a QNH of 1014. Calculated speeds for takeoff were V1 117, 95 DQG 9 .,$6 ZLWK D Ă&#x20AC;QDO VHJPHQW VSHHG IRU Ă DS UHWUDFWLRQ RI .,$6 NQRWV LQGLFDWHG DLUVSHHG

Acceleration was brisk. Rotation was to 8 degrees, with the target for initial climb of 11 degrees. An electronic tailstrike avoidance system increases stick force on reaching 13 degrees pitch, before an actual tailstrike of 15 degrees.

Moving the relatively large sidestick a few degrees revealed

#KT FTQR ECRCDKNKV[ TGSWKTGU EJCPIG VQ ($9 Ć&#x192;KIJV EQPVTQN NCYU

33

FlightCom Magazine

the aircraftâ&#x20AC;&#x2122;s agility and the reviewers used every chance GXULQJ WKH Ă LJKW WR XVH WKH PD[LPXP UROO UDWH RI XS WR degrees/second. This increases to 30 deg./sec above Mach 0.7, as the higher dynamic pressure translates into a higher rate, and the aircraft is not limited by loads during manoeuvres.

Getting down without the braking effect of the large propellers of a turboprop could have been a challenge. So the KC-390 has huge spoilers for a fast and steep tactical descent.

When the Master Mode switch is moved to Max Effort position and the aircraft is slowed to 230 KIAS to extend VODWV RQO\ LW ZLOO GHVFHQG ZLWK LGOH WKUXVW DQG Ă LJKW VSRLOHUV extended to 40 degrees at 11,000 fpm while accelerating to the maximum operating speed of 300 KIAS. At maximum speed it will still descend at about 9,000 fpm.

7R WHVW WKH XSSHU HQG RI WKH VSHHG HQYHORSH WKH\ Ă HZ D shallow descent and watched the FBW protection system smoothly pull up the nose to bring the aircraft back to its maximum speed as they accelerated through 304 KIAS. This protection does not use the auto-thrust or speedbrakes, but tries to keep pilots in the loop by handing back the aircraft once it is within the envelope.

To demonstrate maximum-G protection, they slowed to 200 KIAS, extended the Flaps to 2 and started a 45-50-degree banked turn while quickly pulling the stick fully aft. Because G-load is permanently displayed in the left upper corner of the PFD, they could watch how the FBWâ&#x20AC;&#x2122;s programmed envelope protection constantly kept the aircraft at not more than 2G. The G indication increases situational awareness and lets pilots know when they could overload the aircraft in Direct mode without the protections.

6WDEOH VORZ VSHHG Ă \LQJ LV D NH\ UHTXLUHPHQW IRU WKLV W\SH RI DLUFUDIW ,Q WKH EHIRUH Ă LJKW EULHĂ&#x20AC;QJ WR WKH $:6 7 WHDP RQ WKH WHFKQLTXHV IRU DQ DLUGURS WKH YDULDEOH Ă DS V\VWHP required detailed instruction. This enables the use of slats RQO\ Ă DSV RQO\ RU HYHU\ FRPELQDWLRQ RI Ă DS H[WHQVLRQ IURP GHJUHHV 7KLV LV GRQH E\ PRYLQJ WKH Ă DS OHYHU WR IRU H[DPSOH ZKLFK GULYHV WKH Ă DSV WR GHJ WKHQ VHOHFWLQJ D number between 1-9 on the scale next to the handle and KLWWLQJ WKH H[HFXWH EXWWRQ 8VLQJ RQ WKH Ă DS XQLW VFDOH WKH Ă DSV DUH GULYHQ WR GHJUHHV %\ FDOFXODWLQJ WKH FDUJR ORDGV that should be dropped, the desired aircraft speed of 130-140 .,$6 DQG WKH ZHLJKW RI WKH DLUFUDIW D Ă DS SRVLWLRQ LV GHULYHG to achieve an aircraft pitch angle of 5-7 degrees. Beyond the 40-degree position is a notch designated Full. This drives the Ă DSV WR WKH PD[LPXP GHJUHHV EXW DOVR VHQGV WKH Ă LJKW control computers a signal that a landing is now the objective.

An unusual feature is that the AirDrop mode enables the horizontal stabiliser to be deliberately mistrimmed, so that when the cargo leaves the ramp and the aircraft experiences a swift trim change as the centre of gravity moves, it is in trim and allows full elevator authority.

For an engine failure after takeoff (EFATO) demonstration, thrust was reduced on the right engine to idle just after lift off, and no rudder input was applied. The Beta (sideslip) target WXUQHG EOXH LQ WKH XSSHU SDUW RI WKH SULPDU\ Ă LJKW GLVSOD\ (PFD), showing an asymmetry had been detected, and the FBW envelope protection system added rudder.

7KH RWKHU XQXVXDO DQG GHPDQGLQJ Ă LJKW FRQWURO UHJLPH LV LQ Ă LJKW UHIXHOOLQJ LQ WKLV FDVH ERWK DV D UHFHLYHU DQG DV D GLVSHQVHU 7KH .& FDQ UHIXHO LQ Ă LJKW WKURXJK WKH

KC-390 can be refuelled in air - or provide air to air tanker services.

4QWIJ Ć&#x201A;GNF ECRCDKNKV[ VJQTQWIJN[ VGUVGF DWV runway length requirements are still a secret.

probe above the left cockpit window. The control laws can EH FKDQJHG IRU DHULDO UHIXHOOLQJ ,Q 1RUPDO ODZ LW LV GLIĂ&#x20AC;FXOW to get the aircraft into a stable position behind the tanker to approach the drogue, but the Refuelling law changes the damping on the sidestick to make small, precise changes easier.

As an air to air refuelling tanker, the KC-390 can refuel helicopters at speeds as low as 120 KIAS and jets up to 300 KIAS from 2,000-32,000 ft using two wing-mounted Cobham hose-and-drogue pods. These deliver up to 400 gallons per PLQXWH 7KH .& FDQ RIĂ RDG D PD[LPXP RI NJ from three tanks that can be loaded on pallets into the cargo hold to feed their fuel via the aircraftâ&#x20AC;&#x2122;s centre tank. The centre tank can carry 10,000 kg of the aircraftâ&#x20AC;&#x2122;s 23,000 kg internal fuel capacity. Using more palleted tanks extends that range. )LQDO DSSURDFK LV Ă RZQ ZLWK WKH IXOO GHJUHHV RI Ă DS For a mid-weight approach, the speed was calculated as 134 KIAS with a Vref of 127 KIAS. For the round-out and holdoff they reduced thrust to idle and broke the descent rate as the ground effect below the large anhedral wing helped with a smooth touchdown.

FlightCom Magazine

34

How they compare - the C130J vs the KC-390.

SPECIFICATIONS & PERFORMANCE The KC-390 uses a Derotation law on touchdown to quickly lower the nose to the ground for shorter landing distances. It is advisable not to provide any backpressure on the side stick, as that would work against the control law, and the FBW would increase downward pressure in response.

Thrust reversers can be armed for landing, to open automatically as the aircraft enters Ground mode and the engines reach idle RPM. The aircraft has powerful braking for operation on short and unpaved runways, with its spoilers extending to 50 degrees, huge brakes on all eight main wheels and reverse thrust.

CONCLUSION Is it better than a C130J? In one word Yes, (but see Guyâ&#x20AC;&#x2122;s Column in SA Flyer this month for more on this comparison). As D Ă \ E\ ZLUH GLJLWDO DLUFUDIW ZKLFK FDQ FDUU\ XS WR SRXQGV of cargo at a maximum speed of 470 KTAS (540 mph), the KC-390 beats out the C-130Jâ&#x20AC;&#x2122;s max carrying weight (42,000 pounds) and max speed when at full capacity (340 KTAS). Depending on the FRQĂ&#x20AC;JXUDWLRQ WKDW PHDQV WKH .& FDQ FDUU\ WURRSV RU paratroopers, or three HUMVEEs, or a Sikorsky S-70 Black Hawk helicopter almost 2000 nm â&#x20AC;&#x201C; or 3300 nm for ferry or long range maritime reconnaissance.

And, like any proper military airlifter, the KC-390 has selfprotection systems including ballistic protection against small arms Ă&#x20AC;UH FULWLFDO V\VWHPV UHGXQGDQF\ UDGDU ODVHU DQG PLVVLOH DSSURDFK warning receivers and infrared countermeasures.

Given that the average age of the 2,700 airlifters that the KC390 could replace is 30 years, Jackson Schneider, President and CEO of Embraer Defence and Security said, â&#x20AC;&#x153;We are convinced the KC-390 will be successful. Itâ&#x20AC;&#x2122;s faster, carries a heavier load, and has state-of-the-art mission capability and avionics, and lower maintenance and operating costs.â&#x20AC;?

Perhaps as a fellow BRICS member, the Brazilians can give the SAAF a big discount and easy payment terms. Ă&#x17E;

35

FlightCom Magazine

Embraer-KC-390 SPECIFICATIONS Crew: 7ZR ĂĄLJKW FUHZ Capacity: WURRSV VWUHWFKHUV SDUDWURRSHUV / SDOOHWV Length: P IW

Wingspan: P IW

Height: P IW

Max takeoff weight: NJ OE

Fuel capacity: NJ OE

NJ OE ZLWK DX[ IXHO WDQNV Useful lift: NJ OE

Hold length x height x width: [ [ P [ [ IW

Powerplant: [ ,$( 9 ( WXUERIDQ N1 OEI WKUXVW HDFK PERFORMANCE Cruise speed: NP K PSK NQ 0DFK Stall speed: NP K PSK NQ ,$6 Range: NP PL QPL

NJ OE SD\ORDG Ferry range: NP PL QPL

Service ceiling: P IW

Industry Update

AIRBUS 2019 AIRBUS TESTS PERFORMANCE

Airbus had a great year in 2019, thanks to increased A320 family deliveries and no doubt by Boeingâ&#x20AC;&#x2122;s sea of troubles.

T

HE European plane manufacturer delivered 863 commercial aircraft to 99 customers in 2019, beating 2018 by eight percent. Of the 863 deliveries just 173 were wide-bodies, showing the importance of the single DLVOH IDPLO\ 6SHFLĂ&#x20AC;F W\SH QXPEHUV UHSRUWHG E\ $LUEXV DUH A220 Family: 48 v 20 in 2018 (since the A220 became part of the Airbus Family: 1 July 2018) A320 Family: 642 v 626 in 2018. Of these, 551 were NEO Family v 386 in 2018 A330 Family: 53 v 49 in 2018. Of these, 41 were NEO Family v 3 in 2018 A350 Family: 112 v 93 in 2018. Of these, 25 were A350-1000 v 14 in 2018 A380: 8 v 12 in 2018

Airbus sales/Airbus-Commercial Strong Sales.

The A320 continues to be the backbone of sales, with net orders of 768, compared to 747 in 2018. This brings Airbusâ&#x20AC;&#x2122;s total sales through the 20,000 milestone.

The newest baby, the A220 achieved 63 net orders, showing what Airbus marketing can do for a planemaker who had lost its way. The A320 Family continued to chalk up 654 net orders, thanks in particular to the hugely unexpected success of the A321XLR. Widebodies remain out of fashion. By year end, there were just 32 A350 and 89 A330neo orders. The problem is the possibility of a looming downturn scaring airlines into cancellations of 363 orders and the decision to end A380 production.

But Airbus still has the challenge of delivering its backlog of 7,482 airliners. Ă&#x17E;

AUTOMATIC TAKEOFFS

In a step closer to single â&#x20AC;&#x201C; or no pilot â&#x20AC;&#x201C; cockpits, Airbus has performed the first fully automatic vision-based takeoffs.

A

IRBUS reports Test Pilot Captain Yann %HDXĂ&#x20AC;OV VD\LQJ ´7KH DLUFUDIW SHUIRUPHG DV expected during these milestone tests. While completing alignment on the runway, waiting IRU FOHDUDQFH IURP DLU WUDIĂ&#x20AC;F FRQWURO ZH engaged the auto-pilot. We moved the throttle levers to the take-off setting and we monitored the aircraft. It started to move and accelerate automatically maintaining the runway centre line, at the exact rotation speed as entered in the system. The nose of the aircraft began to lift up automatically to take the expected takeoff pitch value and a few seconds later we were airborne.â&#x20AC;?

Airbus is at pains to reassure its users, the pilots, that â&#x20AC;&#x153;for DXWRQRPRXV WHFKQRORJLHV WR LPSURYH Ă LJKW RSHUDWLRQV DQG RYHUDOO aircraft performance, pilots will remain at the heart of operations.

Autonomous technologies are paramount to supporting pilots, enabling them to focus less on aircraft operation and more on strategic decision-making and mission management.â&#x20AC;?

The plane maker says its objective is not to move ahead with pilotless aircraft as a target in itself, but instead, â&#x20AC;&#x153;to explore autonomous technologies alongside other innovations in areas such DV PDWHULDOV HOHFWULĂ&#x20AC;FDWLRQ DQG FRQQHFWLYLW\ %\ GRLQJ VR $LUEXV is able to analyse the potential of these technologies in addressing the key industrial challenges of tomorrow, including improving DLU WUDIĂ&#x20AC;F PDQDJHPHQW DGGUHVVLQJ SLORW VKRUWDJHV DQG HQKDQFLQJ future operations.â&#x20AC;? Ă&#x17E; Airbus autonomous takeoffs/Will automatic takeoffs phase out pilots?

FlightCom Magazine

36

Maintenance W ING N UT

SAFETY IN AIRCRAFT MAINTENANCE The proper maintenance of an aircraft forms a critical part of its safe operation. It is an old truism that the lessons of safety â&#x20AC;&#x201C; and particularly maintenance, are written in blood. However, it would appear to some that maintenance is the poor cousin of flight operations.

The typical safety seminar, symposium or conference â&#x20AC;&#x2DC;talk-shopâ&#x20AC;&#x2122; creates much hot air on flight operations but little if any on maintenance.

A

IRLINES are the safest means of travel. A primary reason is that from inception there has been an ingrained unrelenting drive to investigate incidents and accidents to determine the root causes of the event and then to try to eradicate such causes. Over the relatively short 106 years VLQFH WKH Ă&#x20AC;UVW VFKHGXOHG DLUOLQH Ă LJKW WKH aviation industry has taken massive strides in the area of safe aircraft operation, in part forced on it by the rapid advance in aircraft technology. However, the lack of attention given to the development and enforcement

37

FlightCom Magazine

Procedures are put into place to avoid accidental damage to aircraft.

of safety within the aircraft maintenance space is somewhat surprising, given the number of aircraft accident investigations in which it is established that a maintenance error played a role.

The aircraft maintenance industry is inherently risky. Not only from the Health and Safety perspective but also due to the risks associated with conducting PDLQWHQDQFH RQ DQ DLUFUDIW 8QWLO $UWLĂ&#x20AC;FLDO Intelligence (AI) reaches the point where engineers can be replaced by robots the human factor and all that goes with human frailties will ever be with us.

The establishment of Safety Management Systems (SMS) is the industryâ&#x20AC;&#x2122;s proactive solution to mitigating the risks in aircraft maintenance. Global indications are that SMS within the PDLQWHQDQFH Ă&#x20AC;HOG LV RQO\ JRLQJ WR EHFRPH more stringent. Yes, Aircraft Maintenance Organisations (AMO) may have Quality &

Safety manuals, procedures and the like, but how many organisations view these as a necessary evil, and which merely gather dust on the shelf? For some, the prime objective of such documents is to meet the minimum requirement of the Regulator and to be implemented in a half-hearted manner. The question is; will it take yet more regulation to force AMO management to take safety more seriously?

All too often the approach of senior management is that striving for a robust safety system will negatively impact the bottom line. On the one hand, an AMO cannot be so constricted by safety SURFHGXUHV WKDW LW FHDVHV WR EH SURĂ&#x20AC;WDEOH On the other hand, can an AMO afford the costs of not managing the risks of maintenance? For example, there is the cost of lost production due to injury, the cost of accidental aircraft damage resulting from inappropriate equipment, and then

Creating a safety culture takes continuous input.

the cost of reputational damage and all the UDPLĂ&#x20AC;FDWLRQV ZKLFK IROORZ DQ LQFLGHQW RU accident.

Within any AMO there should be a healthy tension between productivity and safety. Several organisations bear testimony to the fact that if this balance can be maintained the personnel, the company, the client and the industry at large stand to EHQHĂ&#x20AC;W JUHDWO\ The question is; how does your AMO measure up? In short, it all goes about the safety culture within the AMO. Some of the fundamentals of an AMO Safety Culture are an organisational culture that places a high level of importance on: safety beliefs, values and attitudes, and these are shared by the majority of the people within the company or workplace. It can be characterised as â&#x20AC;&#x153;the way we do things around hereâ&#x20AC;?.

A cultural behaviour is a deeply seated practise or habit which often results in instinctive action or reaction. Take for example an Aircraft Maintenance Engineer (AME) who was trained and applied their trade in an AMO where the aircraft maintenance manual (AMM) was rarely used or referred to. This AME is now introduced into an AMO where working according to the AMM is not optional and thus common practise. It will take time, effort and training to change the culture of this AME in order to conform with the norms and standards of the new and more professional AMO. Similarly, changing of the Safety Culture within your AMO is not

an event but rather a progressive process which will take long term commitment, time and effort â&#x20AC;&#x201C; in all likelihood years rather than months. â&#x20AC;˘ A Safety Culture within an AMO is a journey which does not have a point of arrival but rather one which strives for and attains levels of maturity. This is not necessarily based on the size of the AMO. There are both large and small AMOs who have well matured company Safety Cultures, equally there are large and small AMOs who have an immature Safety Culture. â&#x20AC;˘ Developing a Safety Culture in an

AMO with a bottom up approach has little if any chance of gaining traction.

An organisationâ&#x20AC;&#x2122;s Safety Culture is by nature a cascading process, that is to say it begins with the buy-in, support and commitment of Senior 0DQDJHPHQW DQG WKHQ Ă RZV GRZQ through each department and to every individual in the company irrespective of seniority or job function.

The AMOâ&#x20AC;&#x2122;s Accountable Managers are the individuals who typically drive the Safety Culture within their maintenance organisation, selling it to the upper echelons of the business and then promoting it to all levels of the business.

Subsequent articles will explore in more detail the nuts and bolts (pun intended) of the many facets which contribute towards a maturing Safety Culture within an AMO. In conclusion; the very nature of safety within an AMO and which makes up a large portion of a Safety Culture is learning from the mistakes made and the lessons learnt within your AMO and elsewhere in the industry. This column is intended to contribute toward this objective by being interactive with you, the reader. To this end you can participate by sharing anecdotes of safety related events in your AMO, the root FDXVH RU FDXVHV LGHQWLĂ&#x20AC;HG OHVVRQV OHDUQW and the corrective actions implemented so that collectively we can learn from each other and make aviation an even safer industry.

Submit your contributions to: guy@ VDĂ \HUPDJ FR ]D 1DPHV DQG SODFHV ZLOO be redacted in the interests of anonymity.

Submissions will be reviewed in terms of their usefulness as learning material. Ă&#x17E;

Setting the framework for a safety management system.

AMO LISTING

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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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IATAâ&#x20AC;&#x2122;S DE JUNIAC ON 2020 OUTLOOK Alexandre de Juniac says that the trade wars are depressing airline growth.

At IATAâ&#x20AC;&#x2122;s Global Media Day held in Geneva during December, in the light of trade wars, Director General Alexandre De Juniac took the opportunity to remind the assembled journalists of the important role that airlines play in transporting people, goods and services. This is an edited version of his presentation:

I

N 2020 over four-and-a-half billion passengers and 61 million tonnes of freight will travel across a network of more than 22,000 unique city pairs connected by air. Thatâ&#x20AC;&#x2122;s more than double the number of routes that were available in 1998. $QG Ă \LQJ LV EHFRPLQJ PRUH DIIRUGDEOH 7KH DYHUDJH UHWXUQ fare in 2019 before surcharges and tax is forecast to be 62% ORZHU WKDQ LQ DIWHU DGMXVWLQJ IRU LQĂ DWLRQ 7UDYHOOHUV FDQ DOVR Ă \ ZLWK FRQĂ&#x20AC;GHQFH EHFDXVH DYLDWLRQ LV WKH safest form of long-distance travel the world has known.

6LPSO\ SXW à \LQJ LV IUHHGRP 7KDW IUHHGRP JURZV SURVSHULW\ DQG FKDQJHV SHRSOH¡V OLYHV IRU WKH EHWWHU³HYHQ LI WKH\ GRQ¡W à \ $QG access to that freedom is greater than it has ever been.

There are some forces in the world today that are working against that freedom. IATA has and will continue to take the strong stance that we are better off with borders that are open to people and to trade. Trade wars produce no winners. And while respecting the rights of countries to protect their borders, we believe that greater connectivity makes our world a better place. It is part of the DNA of an industry with a mission to bring people closer as a global community.

On 7 December we marked 75 years since the signing of the Chicago Convention, which set the basic framework for civil aviation. Even as the Second World War raged, the signatories of the Chicago Convention understood the unique role of aviation. And they expressly noted that its development â&#x20AC;&#x153;can greatly help to create and preserve friendship and understanding among the nations and peoples of the worldâ&#x20AC;?.

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A few months laterâ&#x20AC;&#x201D;on 19 April 1945â&#x20AC;&#x201D;the airlines of the world came together with a similar vision and created the International Air Transport Association. Over the nearly 75 years since IATA was founded, we have sought to represent, lead and serve the airline LQGXVWU\ ZLWK WKH JRDO RI VDIH HIĂ&#x20AC;FLHQW DQG VXVWDLQDEOH VHUYLFHV 7KDW mission is as relevant today as it was when we began.

In 1945 some nine million people travelled by air. Today we transport that same number, on average, every 18 hours. Together with the International Civil Aviation Organization (ICAO) we have PDGH Ă \LQJ LQWHJUDO WR PRGHUQ OLIH Flyingâ&#x20AC;&#x2122;s vital role is recognized in the UNâ&#x20AC;&#x2122;s Sustainable Development Goals. Aviation plays a part in achieving 15 of the 17, indicating the fundamental relevance of this industry to addressing humankindâ&#x20AC;&#x2122;s toughest challenges.

But as with any human activity there is an environmental impact. Aircraft burn fuel and that releases carbon. According to the Intergovernmental Panel on Climate Change, aviation is responsible for 2% of global manmade carbon emissions. As the world focuses on cutting carbon to avoid a climate calamity, all industries need to step up. Aviation made serious climate action commitments in ÂłORQJ EHIRUH WKH ZRUG )O\JVNDP >Ă LJKW VKDPLQJ@ HQWHUHG RXU YRFDEXODU\ :H FRPPLWWHG WR LPSURYH IXHO HIĂ&#x20AC;FLHQF\ E\ DQ DYHUDJH of 1.5% annually between 2009 and 2020. We are achieving 2.3%.

We committed to carbon-neutral growth from 2020. And WKH ,&$2 $VVHPEO\ FRQĂ&#x20AC;UPHG LWV UHVROYH WR PDNH D VXFFHVV RI CORSIAâ&#x20AC;&#x201D;the Carbon Offsetting and Reduction Scheme for International Aviation. It is the global measure that will enable us

to cap net emissions and it will generate some $40 billion in climate funding over the lifetime of the scheme.

And we committed to cut our emissions to half 2005 levels by 2050. Industry experts are collaborating through the Air Transport Action Group (ATAG) to map out how we will achieve this based on realistic technology and policy solutions. Moreover, at our strong instigation, governments, through ICAO, are now looking to set their own long-term goals for emissions reduction.

We can and should be proud of this progress. But there is still more work to do. First, we need to make sure that CORSIA is successful and not compromised by a patchwork of competing taxes and charges.

Second, we must get governments to focus on driving the WHFKQRORJ\ DQG SROLF\ VROXWLRQV WKDW ZLOO PDNH Ă \LQJ VXVWDLQDEOH In the immediate term, that means focusing on sustainable aviation fuels which have the potential to cut our carbon footprint by up to 80%.

Finally, we need to support these efforts with effective communication, so that people and governments are fully aware of what aviation is doing.

People are adjusting their personal habits to manage their individual carbon footprints. Thatâ&#x20AC;&#x2122;s a good thing. It is our duty as an industry to ensure that they have the facts needed to make the right choices on air travel. And let me be clear. Carbon is the enemy, QRW Ă \LQJ 2XU JRDO LV WR NHHS WKH ZRUOG Ă \LQJ VXVWDLQDEO\ DQG ZLWK pride.

IATAâ&#x20AC;&#x2122;s regular offsetting activity with Climate Care supports three carbon-reducing projects in Africa: Lifestraw, which saves 2.4 million tonnes of carbon annually by bringing safe drinking water to 4.5 million people in Kenya.

Gyapa, which has saved 3 million tonnes of carbon to date by PDNLQJ HIĂ&#x20AC;FLHQW FRRNLQJ VWRYHV DYDLODEOH LQ *KDQD Kasigau, which is helping to preserve 500,000 acres of endangered Kenyan forest.

SAFETY AND SECURITY As we focus on making aviation more sustainable, we are not losing sight of our other key priorities. When it comes to safety, the twin tragedies involving the 737 MAX aircraft are top of mind.

The industry is continuing to learn from the accident investigations, as well as from the multiple and meticulous examinations into the GHVLJQ DQG FHUWLĂ&#x20AC;FDWLRQ RI WKH DLUFUDIW While we do not have full clarity on the timeline for the aircraftâ&#x20AC;&#x2122;s UHWXUQ WR VHUYLFH , EHOLHYH WKDW UHVWRULQJ SXEOLF FRQĂ&#x20AC;GHQFH LQ WKH LQGXVWU\¡V DLUFUDIW FHUWLĂ&#x20AC;FDWLRQ DQG YDOLGDWLRQ SURFHVVHV UHTXLUHV D harmonized approach among regulators â&#x20AC;&#x201C; and I certainly hope we can get there.

Looking out over the broader safety landscape, we continue to make strong progress on reducing the accident rate. The implementation of globally accepted standards and best practices such as the IATA Operational Safety Audit (or IOSA), the IATA Safety Audit for Ground Operations (ISAGO) and the IATA Standard Safety Assessment (ISSA), are all vital to this effort.

Security goes hand-in-hand with safety. Security is the responsibility of states, but industry is a critical partner. Aviation is secure, but we are always looking at ways to make it even more so. Today, a lot of our focus is going into areas involving risks from cyber-attacks.

Of course, our passengers mostly associate security with what they experience at the airport checkpoint. Long lines and intrusive

searches are frequently cited as one of the biggest headaches of air travel. We and our airport partners are always looking at ways to smooth out this part of the journey. Known traveller programs and the use of biometrics can be effective tools in this effort. Our annual Global Passenger Survey continues to show that a majority of air travellers are willing to provide more information about themselves if it results in shorter wait times and less unpacking and disrobing.

THE PASSENGERS - OUR CUSTOMERS The security checkpoint, however, represents just one segment of the overall passenger journey. At IATA we are looking at how to transform the entire travel experience. This process begins when a prospective traveller starts planning for a trip on their laptop or PRELOH GHYLFH DQG HQGV ZKHQ WKH\ DUULYH DW WKHLU Ă&#x20AC;QDO GHVWLQDWLRQ

The Boeing 737 Max crashes are still top of mind.

IATA is working on no-queue airline check in.

We are re-imagining airline retailing through initiatives like the New Distribution Capability (NDC) and ONE Order. The NDC technical standard is making it possible for travellers to have access to all of the products and services offered by an airline, and to compare their offerings regardless of where they shop for air travel online. Travellers are now also able to receive personalised travel RIIHUV DV WKH\ GR IURP $PD]RQ RU 1HWĂ L[ ONE Order, meanwhile, will complete the digital transformation that began with e-tickets. It will replace e-tickets, passenger name records, and electronic miscellaneous documents with a single retail, customer-focused order. And weâ&#x20AC;&#x2122;re not forgetting about payments either. Today how a customer chooses to pay is a part of their overall shopping experience, whether via credit card, direct debit, or a PayPal or Alipay.

ONE ID: Moving on from the shopping experience to the actual travel, we see a huge opportunity to make airport processes more seamless. Today, the journey through the airport is often frustrating.

FlightCom Magazine

42

LEFT: The airlines must recruit more women if their human resource needs are to be met.

BELOW: The 2020 outlook.

You need to go through repetitive steps, such as presenting your travel documents at numerous points to verify your identity.

7KLV LV WLPH FRQVXPLQJ LQHIĂ&#x20AC;FLHQW DQG QRW VXVWDLQDEOH LQ WKH ORQJ WHUP DV WUDIĂ&#x20AC;F JURZV IATAâ&#x20AC;&#x2122;s One ID initiative is helping transition us towards a time when passengers can enjoy a paperless airport experience and move smoothly from curb to gate using a single biometric travel token such as a face, Ă&#x20AC;QJHUSULQW RU LULV VFDQ NEXTT: While One ID presents a huge opportunity to smooth out the passenger journey, more needs to be done to accommodate expected growth and evolving customer expectations. To address the challenges of future airports, we have partnered with Airports Council International (ACI) to create the NEXTT or New Experience Travel Technologies initiative.

Together we are exploring important changes in technology and processes WR LPSURYH WKH HIĂ&#x20AC;FLHQF\ RI ZKDW RXU customers experience when traveling. This includes examining options for increased off-site processing, which could reduce or even eliminate queues. We are also ORRNLQJ DW HPSOR\LQJ DUWLĂ&#x20AC;FLDO intelligence and robotics to PRUH HIĂ&#x20AC;FLHQWO\ XVH VSDFH DQG resources. A further crucial element is improving data sharing among stakeholders.

Accessibility: The industry is also focused on making air travel more inclusive for all potential travellers including the one billion people who are in some way disabled. The number LV VHW WR LQFUHDVH VLJQLĂ&#x20AC;FDQWO\ DV populations age.

While the industry has

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FlightCom Magazine

had standards for persons travelling with disabilities for decades, we realise there are still gaps and we need to do more, particularly in the area of safely transporting mobility aids.

AIRLINE WORKFORCE Changing subjects from our customers to the future workforce, we must remember that global air connectivity is delivered for people by people. We need a diverse workforce that has the training and skills for an increasingly digital and data-driven world. It is no secret that aviationâ&#x20AC;&#x2122;s gender balance at senior management and technical levels is not what it should be. We will not have the capacity needed for the future if we donâ&#x20AC;&#x2122;t fully engage the potential of women in the workforce.

OUTLOOK Despite all the wealth we have created IRU WKH ZRUOG SURĂ&#x20AC;WDELOLW\ KDV DOZD\V EHHQ a challenge. It is only since the end of the Global Financial Crisis that the airline

industry has achieved a stable stream of SURĂ&#x20AC;WV It is encouraging to see that we can expect 2020 to be a better year. But it is worth emphasizing the point that the DLUOLQHV DUH GULYLQJ LQGXVWU\ SURĂ&#x20AC;WDELOLW\ The contribution of the top 30 is completely disproportionate. There are many airlines struggling to keep revenues ahead of costs.

And that is why we are so adamant to SXUVXH SROLFLHV IRFXVHG RQ HIĂ&#x20AC;FLHQF\ ZLWK governments.

A good example are the competitiveness reports that we are progressively publishing on European economies. These help governments plan to maximize aviationâ&#x20AC;&#x2122;s economic and social contributions by ranking important elements of competitivenessâ&#x20AC;&#x201D;cargo and passenger facilitation, infrastructure management, supply chain management and regulatory practice.

The air cargo business is going through some tough times with demand falling in the face of the trade war between the US and China, the deterioration in global trade, and a broad-based slowing in economic growth.

Governments have huge agendas, but the goal that brings diverse interests together is promoting social and economic prosperity.

Aviation can help. And we can do that with greatest effect when governments take the right policy decisions on these key areas. Ă&#x17E;

BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

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 C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Atlas Aviation Lubricants Steve Cloete 011 917 4220 Fax: 011 917 2100 Sales.aviation@atlasoil.co.za www.atlasoil.africa

Aerocore Jacques Podde 082 565 2330 jacques@aerocore.co.za www.aerocore.co.za

ATNS Percy Morokane 011 607 1234 percymo@atns.co.za www.atns.com

Aero Engineering & PowerPlant Andre Labuschagne 012 543 0948 aeroeng@iafrica.com

Aviation Direct Andrea Antel 011 465 2669 info@aviationdirect.co.za www.aviationdirect.co.za

Aero Services (Pty) Ltd Chris Scott 011 395 3587 chris@aeroservices.co.za www.aeroservices.co.za Aeronav Academy =hgZe] H <hgghk 011 701 3862 info@aeronav.co.za www.aeronav.co.za Aeronautical Aviation Clinton Carroll 011 659 1033 / 083 459 6279 clinton@aeronautical.co.za www.aeronautical.co.za

Dart Aircraft Electrical Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za DJA Aviation Insurance 011 464 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za

Avtech Aircraft Services Riekert Stroh 082 555 2808 / 082 749 9256 avtech1208@gmail.com BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Aerotric (Pty) Ltd Richard Small 083 488 4535 aerotric@aol.com

Blue Chip Flight School Henk Kraaij 012 543 3050 bluechip@bluechip-avia.co.za www.bluechipflightschool.co.za

Aircraft Assembly and Upholstery Centre Tony/Siggi Bailes 082 552 6467 anthony@rvaircraft.co.za www.rvaircraft.co.za

Border Aviation Club & Flight School Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

Aircraft Finance Corporation Jaco Pietersen +27 [0]82 672 2262 jaco@airfincorp.co.za www.airfincorp.co.za

Breytech Aviation cc 012 567 3139 Willie Breytenbach admin@breytech.co.za

Aircraft Maintenance @ Work Opelo / Frik 012 567 3443 frik@aviationatwork.co.za_ opelonke@aviationatwork.co.za

Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za

Bundu Aviation Phillip Cronje 083 485 2427 info@bunduaviation.co.za www.bunduaviation.co.za

Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za Eagle Aviation Helicopter Division Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za Eagle Flight Academy Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za

Elite Aviation Academy Jacques Podde 082 565 2330 info@eliteaa.co.za www.eliteaa.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za

Emperor Aviation Paul Sankey 082 497 1701 / 011 824 5683 paul@emperoraviation.co.za www.emperoraviation.co.za

Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za

Enstrom/MD Helicopters Andrew Widdall 011 397 6260 aerosa@safomar.co.za www.safomar.co.za

Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za

Era Flug Flight Training Pierre Le Riche 021 934 7431 info@era-flug.com www.era-flug.com

IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Execujet Africa 011 516 2300 enquiries@execujet.co.za www.execujet.com

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za

Aircraft Maintenance International Pine Pienaar 083 305 0605 gm@aminternational.co.za

Celeste Sani Pak & Inflight Products Steve Harris 011 452 2456 admin@chemline.co.za www.chemline.co.za

Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 admin@aminternational.co.za

Cape Aircraft Interiors Sarel Schutte 021 934 9499 michael@wcaeromarine.co.za www.zscai.co.za

9aj Daf] Hadglk 9kkg[aYlagf Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

Cape Town Flying Club Beverley Combrink 021 934 0257 / 082 821 9013 info@capetownflyingclub.co.za www.@capetownflyingclub.co.za

Airshift Aircraft Sales Eugene du Plessis 082 800 3094 eugene@airshift.co.za www.airshift.co.za

Capital Air Micaella Vinagre 011 827 0335 micaella@capitalairsa.com www.capitalairsa.com

Airvan Africa Patrick Hanly 082 565 8864 airvan@border.co.za www.airvan.co.za

Century Avionics cc Carin van Zyl 011 701 3244 sales@centuryavionics.co.za www.centuryavionics.co.za

Flight Training College Cornell Morton 044 876 9055 ftc@flighttrainning.co.za www.flighttraining.co.za

Algoa Flying Club Sharon Mugridge 041 581 3274 info@algoafc.co.za www.algoafc.co.za

Chemetall Wayne Claassens 011 914 2500 wayne.claassens@basf.com www.chemetall.com

Flight Training Services Amanda Pearce 011 805 9015/6 amanda@fts.co.za www.fts.co.za

Alpha One Aviation Opelo 082 301 9977 on@alphaoneaviation.co.za www.alphaoneaviation.co.za

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za

Federal Air Nick Lloyd-Roberts 011 395 9000 shuttle@fedair.com www.fedair.com Ferry Flights int.inc.

Michael (Mick) Schittenhelm 082 442 6239 ferryflights@ferry-flights.com www.ferry-flights.com Fireblade Aviation 010 595 3920 info@firebladeaviation.com www.firebladeaviation.com

International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za Joc Air T/A The Propeller Shop :b]^g H FZahgr 011 701 3114 jocprop@iafrica.com Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

Ă&#x17E;

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BACKPAGE DIRECTORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za

Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.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

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

Landing Eyes Gavin Brown 031 202 5703 info@landingeyes.co.za www.landingeyes.com Lanseria Aircraft Interiors Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.co.za Lanseria International Airport Mike Christoph 011 367 0300 mikec@lanseria.co.za www.lanseria.co.za

Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

Starlite Aero Sales Klara FouchĂŠ +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia 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

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za

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

Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

www.trioavi.co.za

Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com

Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

United Charter cc Jonathan Wolpe 083 270 8886

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

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Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za

FlightCom Magazine

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

jonathan.wolpe@unitedcharter.co.za

www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za