â„¢ April 2019
Volume 18 No.4
R35.00 incl. VAT N$35.00 incl. VAT
Aero Club Air Week
Middelburg
Wonderboom National Airport Cover photograph by Christine Brits
Fl ig in ht a fo R r he ob two lic ins p op on er te R son r 44 s
Turboprop Aircraft Types
www.africanpilot.co.za
Contents Airline Pilot
Military Pilot
8 10 11 12 13
52 54
ACSA expansion Air France KLM troubles Airbus 2018 report Comair financial report Boeing Embraer partnership
SAAF Prestige Day Parade 2019 SANDF Armed Forces Day 2019
Sport Pilot 90
Ercoupe
Commercial Pilot
Regulars
14 15 16 17 17 18 19 20 22 24
4 6 32 34 36 45 56 98 102 104 105 106 110
Business Jet inventory in 2019 Diamond DA62 MPP Swiss Government Pilatus PC-24 Dassault and ExecuJet A first for SA - AVDEX Embraer Phenom 300 Piper deliveries increase in 2018 Accolade Aviation Flight School Fly with Zulu - Comet Dart installs first G500H TXi
Drone Pilot 26 28 30 30 31
Drone capture of murder suspect DJI improves geofencing Simlat introduces a Counter-UAS Drone Delivery Canada (DDC) Simulator for Predator RPA
Flying Cars 35
Samson Sky achieves milestones
Helicopter Pilot 48 49 49 50
Airbus Helicopters at HAI Bell 407GXi China certification S-52L Hummingbird Emperor Aviation - Van Horn blades
Competitions Letters Events Calendar Fact File Picture of the Month The Best of the Best Names to Remember Medical Register Update Flying High Subscription Form Shop Window Aircraft Sales
Christine Brits Charlie Marais Dr Nick Lee
58
Special Features 58 77 92
Wonderboom National Airport Turboprop Aircraft Aero Club Air Week Middelburg
77
Other 38 40 42
Legally Grey IX Fuel contamination Wartime fighters from Down Under
distributed by
Contributors Athol Franz Honiball Aviation Auditing Fiona Hugo
16
Brian Foley Aidan Owen
Divan Muller Charlie Hugo
92
copyright The views expressed in African Pilot are not necessary those of the editor, publisher, or staff writers. The editors and publishers cannot be held responsible for differences of opinion or statements published in good faith. No part of this magazine may be reproduced including advertisements produced by Wavelengths 10 (Pty) Ltd in any form without permission from the publisher. – South African copyright laws apply. distribution African Pilot is distributed by On the Dot throughout southern African countries to approximately 1 000 retail stores: CNA, Exclusive Books, Pick ‘n Pay, PNA, selected Spar stores, garage convenience shops, Checkers Hypermarkets, 7/11 stores, selected bookshops, Fascination and Incredible Books as well as to neighbourhood convenience shops. Own distribution to specialist pilot shops at airports as well as to key decision makers within the aviation industry. Back editions are distributed free of charge to African countries, airport lounges, charter companies, the South African Air Force and selected flight schools. Altogether 5 500 copies of African Pilot are printed each month. The magazine also has online readers from all over the world. The first pages, up to and including picture of the month, of African Pilot may be downloaded free of charge by visiting www.africanpilot.co.za
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Editorial April editorial As this edition of African Pilot was being completed, we all heard about the terrible tragedy where a new Ethiopian Airlines Boeing 737 MAX8 crashed shortly after take-off, near Addis Ababa, for a flight to Nairobi in Kenya, killing all 157 people on board. Following a similar accident five months ago with a Lion Air 737 MAX8 into the ocean near Indonesia where all lives were lost; this situation has led to the voluntary grounding of many MAX8 aircraft by airlines, including the South African airline Comair, which has just received its first MAX8 from a total of eight on order. At the time of writing we witnessed Boeing’s share price lose 10% of its value, therefore placing further extraordinary pressure on the aircraft manufacturing giant. The question on everyone’s mind is ‘when will this happen again?’ Naturally there are many nervous passengers out there now who will refuse to board a Boeing 737 MAX aircraft until the problem has been sorted out. There are certainly no winners in a situation such as this one, because up to now the most popular single aisle airliner in the world - the Boeing 737 - has enjoyed a very safe track record. Is this a training issue, which has its roots within the aircraft’s newly designed anti-stall computer system where pilots having flown previous generations of the 737 have not fully understood the complexity of the new MAX8? Until the data recorders have been fully interrogated, it would be foolish to speculate. However, I am certain that Boeing’s engineers will be working around the clock to find the reasons and set about a pilot training solution to the problem.
Immediately following this event, I was contacted by several local and international television and radio stations to provide comments on this situation, but I declined to comment because I do not feel I am suitably qualified to pass public opinions. I am neither an Airline Transport Pilot (ATPL) nor do I have any experience within the airline industry. Grandstanding on a ‘soap box’ in situations such as this one, especially when one is not qualified to make such comments when the main media is ‘digging’ for information is not good for the aviation industry. When I am contacted, I usually advise the media outlet that I am also monitoring the developing news and that they should contact either the airline involved or someone who is qualified to make such comments to the media.
Middelburg Aero Club airshow and Aero Club Air Week This year, once again the Middelburg Aero Club hosted the Aero Club of South Africa’s Air Week, which culminated in a brilliant airshow on Saturday 9 March. The full report with pictures is to be found on page 92 of this edition. My heartiest congratulations go to the organisers led by Richardt Lovett for an outstanding weekend of fun flying as well as a rather unique airshow that attracted a considerable crowd as well as many pilots who flew to the event in their own aircraft and stayed overnight Until next month please enjoy your flying and keep the blue stuff above Athol Franz
Editor Athol Franz 082 552 2940 editor@africanpilot.co.za
Publisher / Production Wavelengths 10 (Pty) Ltd
Marketing Lara Bayliss 079 880 4359 marketing@africanpilot.co.za
Durban correspondent Pete van der Spek
Copy reader Gordon Dyne
gdyne@global.co.za
Designers Maria Leader maria@africanpilot.co.za Creshenda Maraba-Haffejee creshenda@africanpilot.co.za Website and digital Johan Botes
johan@africanpilot.co.za
Accounts Manager Helena Kurland
admin@africanpilot.co.za
Admin / Subscriptions Paulinah Motlhabi
subscribe@africanpilot.co.za
Transport Ephraim Ndlovu
Cape Town correspondent Irene McCullagh Printing Business Print
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website: www.africanpilot.co.za April 2019
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Competitions Total value of the competition in this edition is R3500
Cover Extra 330 formation flypast
April Cover Competition
This month’s cover competition for a half hour flight for two persons in a Robinson R44 helicopter has been generously donated by Martin Jacobs owner of Powered Flight based at Wonderboom National Airport. I want to thank Martin for flying early one morning so that I could capture superb photographs and video footage of the airport for this month’s Wonderboom Airport feature. Questions 1) Where will AERO South Africa be staged in July this year? 2) How many corporate logs appear on Wonderboom’s WAIG advert? 3) What is the most popular power plant in a turboprop aircraft? February 2019 Cover Competition Winners Congratulations to the following winner, Lebo J Monareng, who won Airwear products to the value of R5100. This Month’s Cover Competition Entries to be submitted to the following e-mail only: info@africanpilot.co.za One entry per person please. Entries sent to other African Pilot e-mails will automatically be disqualified.
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This superb photograph taken by Christine Brits at the recent Middelburg airshow shows Nigel Hopkins flying his red Extra 330, whilst Jason Beamish is flying his brand new blue Extra 330 at different angles in a formation flypast the crowd. Both aircraft are branded Absolute Aviation. Christine took this photograph using her Canon 7D MkII fitted with a 100 to 400 mm Canon image stabilised lens. Shutter speed was 250 sec at ISO 200, focal length 285mm.
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Dear Athol, Firstly, let me congratulate you on this March edition of Africa Pilot, which is one of the best that I have read. I was very interested in your editorial re: the South African Civil Aviation Authority (SACAA) as I know most of the ‘movers and shakers there’ and have come to the conclusion that many of them are living in ‘cloud cuckoo land.’ One of the SACAA’s worst mistakes was to sideline those doctors who used to work at the Institute of Aviation Medicine (IAM). They were all experts at their job and the system seemed to work well. Medical certification is now carried out at the SACAA. Even worse, the SACAA introduced a computerised system for recording the findings of medical examinations, which has been a complete disaster and I believe that it has been suspended for the time being. The Designated Aviation Medical Examiners (DAMEs) are currently back to paper forms sent by mail. Given the condition of the SA Post Office, I suppose that some of the forms might get to their destinations, but whilst I often receive Christmas cards at Easter, I would not bet on it. Whilst all this mayhem was going on and if the DAMEs don’t already have enough to do, the SACAA introduced a system where DAMES had to be assessed at regular intervals and at the DAMES’ expense. For me, this was the straw that finally broke my metaphorical back and I resigned last July. The same sort of mayhem is occurring in the UK where regular assessment is now carried out. I am sure that many of these new waves of zeal emanate from the halls of the International Civil Aviation Organisation (ICAO) and then embroidered by the European Aviation Safety Agency (EASA.) Then to ‘cap it all’ we DAMES had to undergo assessment by the UCAA at our own expense, including paying for our return air fares to the UK, hotel bills, car hire and more, so I resigned from the UKCAA as well. However, enough griping from me! All the other articles were very interesting, but the one that I liked most was the one about the Mosquito. During World War ll, I was living just two miles away from the De Havilland airfield at Hatfield and we frequently had our beauty sleep disturbed by the roar of Rolls Royce Merlin engines being ‘run in.’ An uncle of mine was an aero-engine engineer and was responsible for the test beds. He had a narrow escape
Dear Athol, Your magazine is always a good read and your contribution to South African aviation is greatly appreciated. There are some developments at SACAA relating to Part 61 and 62 of the regulations that our aviation community needs to be aware of as they would have far reaching consequences. There are a number of SACAA officials that seem to be on a mission to change how non-type certified aircraft (NTCA) and the related aircrew training and licensing requirements are regulated. They would like to move the aircrew requirements for these NTC aircraft from Part 61 to Part 62. What they refuse to accept is that Part 62 was specifically developed to accommodate only light sport type of aircraft that require a less stringent sets of skills to be able to safely operate these aircraft. This subsequently brought into being the National Pilot’s Licence. All ex- military aircraft are classified as NTC aircraft. In terms of aircrew skill requirements there is no difference between the skill required to safely operate a type certified version of a Cessna Caravan, King Air or DC 3 and the ex-military NTC version of these same aircraft. There is also no provision for any NTC helicopter in Part 62 whatsoever. Hours flown by a pilot on a NTC aircraft of the same type would not receive full credit for this experience when applying for a Part 61 rating. These are just some of the consequences of this initiative to push all NTCA into Part 62. It would be obviously incorrect for a pilot having a national pilot’s licence to be flying aircraft that should be operated under the stricter Part 61 licence requirements.
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when the Luftwaffe decided that it was time to get rid of the test beds and dropped a hefty bunch of bombs on them, or so they thought. Actually, most of them missed the target, so the test beds started roaring again after a few days. The Mosquito was still in service when I completed my RAF flying training and I wondered if I would ever be able to fly one. Did I? Unfortunately not! I could go on, but I have to say that I feel very privileged to be writing for ‘African Pilot.’ It is an excellent magazine. Best regards, Nick Lee Dear Nick, Thank you for your encouraging e-mail and for telling the African Pilot audience about the roar of the Rolls Royce Merlin engines being ‘run in.’ That could make another good story for a future Medical article! Over the past years it has been a pleasure receiving and editing your excellent series of articles, which I am reliably told are most welcome in the aviation industry. Regards, Athol. (Octogenarian Dr. Nick Lee, an Englishman by birth, has been resident in Simonstown for many years where he lives with his wife Carol, practising medicine. Nick carried out his compulsory National Service with the Royal Air Force (RAF) in the 1950s where he flew Vampires, Meteors and his favourite the Hawker Hunter. He obtained his degree in Medicine at London University whilst in the RAF and stayed on for a few more years where his skill as a doctor was widely sought, whilst he was still able to pursue his love of flying. Nick has been African Pilot’s resident Medical Author for the past five years and as readers will attest, Nick has written some tremendous articles on matters relating to medicine with particular reference to pilots, but has occasionally let his ‘veil slip’ and has ‘thrown in’ some great flying stories of his years in the RAF. I don’t mind whatsoever as normally Nick’s flying stories are interspersed with some medical reference, albeit not always, much to the delight of my Proof-Reader!
Disturbingly, it would appear as if these officials are trying to use SACAA ‘General Letters’ to make the changes, which is illegal, as opposed to using the more regulated process to change the regulations. It is trusted that if the general aviation community is aware of these nonsensical initiatives they can be prevented. Best regards, Hugh Paine Dear Hugh, Being somewhat out of my depth on this one, I referred your e-mail to Paul Lastrucci (Chairman of the Aero Club of South Africa) and he replied to me as follows: “As you know Athol, we have been intimately involved with the imminent RAASA migration to SACAA that has a direct impact on all NTCA activities from a regulatory and administration position going forward. It has been diff icult to stay abreast of this and numerous meetings have been held around the transition. We have an approximate idea as to the transition this due to the recent stakeholder meeting this past week (late February). The SACAA does not present its workings def initively as to outcome of the intended structures and hence this creates many opportunities for speculation. Hugh also plays a vital role from the industry side of aviation as a specialist, so we would like to understand what the developments to which he might be privy, in order to determine any action or counter that could assist.
Re: Hugh’s comment about a Helicopter section. The Aero Club does not have a specif ic helicopter section (closest is Gyroplanes). However, it did in the past. Support for the Heli section waned largely due to little or no NTCA type representation. There are very few kit or light sport Helicopters available which by implication limits a Part 62 Light Sport Helicopter Licence, hence no provision in the SACAA regulations that cater for a Part 62 (H) licence. Half a dozen or so light sport Helicopters have made their way into South Africa and maybe six to eight are in fact flying. In the late nineties early 2000s about f ive or so Helicycles and two or three Safari Baby Bells and a few other brands came into the country. All the NTCA Helicopters are currently flown by pilots holding a Part 61 PPL (H) or higher rated pilot’s licence. The main movement in the Helicopter NTCA environment in South Africa resides within the Warbird / ex-military helicopters ex SAAF Alouettes and French Gazelles, whilst there are two Bell 47s, one belonging to my brother Pete as you know and Henk Vryenhoek’s one in Pretoria that is still being restored, that are NTCA registered. Presently their requirements fall within the ambit of Part 44 Maintenance Rules NTCA aircraft. I also believe a Part 62 Light Sport Helicopter licence should be pursued and may ignite the NTCA kits available worldwide to be sourced and flown here. However, there are just not that many NTCA Helicopter variants around to warrant a section at this stage, but I would welcome the change. Thanks again for your NTCA involvement and support. Cheers, Paul Lastrucci
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THE FIRS
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Air France Ben Smith outside Air France building
KLM Pieter Elbers
The plot thickens:
Ben Smith faces tensions at KLM and Hop! Tensions are rising within the Air France-KLM group. Employees of KLM are supporting their CEO Pieter Elbers, whose position is now compromised for questioning the new strategy of the group, advocated by its CEO Benjamin Smith. Meanwhile, Hop! employees aspire to be integrated into their parent company, Air France. Since his arrival in a group in crisis in September 2018, Air France-KLM chief Ben Smith applied drastic reforms: salary increases, announced disbandment of start-up Joon, reduction of the A380 fleet and so far, the changes seem to at least have appeased the French unionists after years of tensions.
Smith vs Elbers However Smith’s stated ambition, to see Air France and KLM unify through common aircraft orders, alliances and flight programmes, faces criticism at the Dutch airline, especially since it reported superior financial results compared with its sister company, whilst being twice smaller. That criticism has been voiced by Elbers and supported by his management team and employees. At the helm of the Dutch airline for the last five years, Elbers advocates for preserving KLM’s autonomy. A petition of his initiative collected nearly 18,000 employee’s signatures. More recently, the Dutch finance minister Wopke Hoekstra expressed his ‘wholehearted’ backing to Elbers. He later met with French Finance Minister Bruno Lemaire to discuss the problem, but the outcome of their meeting is not known. Elbers’ opinion might compromise the future within the company. Indeed, his mandate will end in April 2019, and no decision on the future governance of KLM has yet been made.
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On 8 February 2019, the KLM group of managers threatened Air France-KLM board with a strike, if Elbers was removed. “The possibility of an inexplicable, involuntary departure of our CEO brings a lot of tension in the workforce,” the managers wrote in a letter, adding that the move “will certainly lead to social unrest and possible industrial action.” The letter also points to what is generally felt as ‘unilateral decisions’ taken by Ben Smith without “a clear strategy for Air France-KLM and the roles of the airlines within the group.” Even after more than 15 years of ‘marriage,’ distrust seems high between the two airlines. A decision regarding Elbers’ position should be taken during the next meeting of the Board of Directors of Air France-KLM, on 19 February 2019.
Union trouble at Hop! Smith is facing another obstacle: the unions of Hop!, Air France’s regional subsidiary. On 7 February 2019, the company announced that the Hop! Air France trademark would be replaced with a new brand Air France Hop. Like Joon, the airline is now destined to offer its services through Air France. Under these new circumstances, Hop! unions are now demanding that the regional airline employees should benefit from the same status as their Air France colleagues, as revealed by Les Echos. However, negotiations might be complicated, as unlike Joon, Hop! pilots have a different status from those at Air France.
Highlights of Airbus 2018: from DNA of A380 to ease on Brexit During the press conference of 14 February 2019, Airbus CEO Tom Enders, his successor Guillaume Faury (currently president of Airbus Commercial Aircraft) and the company’s CFO Harald Wilhelm discussed the highlights of 2018 for the company. As in previous years, the company did not provide much news on the investigations. Airbus spent €123 million in compliance costs. Whilst unable to predict when the ongoing investigation might be moving towards its end, Enders is not under the impression that the investigation is out of control. The investigation of a data breach, admitted by the company at the end of January 2019, is still ‘in early stages.’ On 30 January 2019, Airbus admitted a cyber incident on its commercial aircraft division information systems, which ‘resulted in unauthorised access to data.’ The data breach did not affect commercial operations, but touched upon some personal data, as explained by the company previously as ‘mostly professional contact and IT identification details of some Airbus employees in Europe’, therefore compromising the General Data Protection Regulation (GDPR).
Environmental vs Supersonic Since Boeing joined on the supersonic aircraft revival game, Airbus is focusing on environmental impact and electric transportation and does not want to be distracted with other programmes. Part of the reason for this, Enders admits, is the fact that he himself is not a huge believer in supersonic travel. Apparently, neither is the new CEO.
Brexit On 24 January 2018, Airbus released Ender’s passionate speech in which he is threatening to leave UK amidst Brexit ‘madness.’ In particular, talking about a possible ‘no-deal’ Brexit scenario, Enders called for a pragmatic agreement and an ‘orderly’ withdrawal of the United Kingdom from the European Union. If not, the company ‘could be forced’ to redirect its future investments to other countries. The threat, it appears, worked. Enders admitted receiving ‘signals’ that the worst can be avoided. However, the company continues to follow the motto: ‘hope for the best, plan for the worst.’
Commercial aircraft Back in February 2018, Airbus provided an outlook for the upcoming year, expecting to deliver ‘around 800 commercial aircraft, which depended on engine manufacturers meeting commitments.’ Now, exactly one year later, the Toulouse-based manufacturer reveals that with a ‘little help from our Canadian friend’ it has done just that. In total, the company delivered 800 commercial aircraft in 2018, which is 82 more than the previous year. Based on this production rate of 800 aircraft per year, the company has work for nine and half years into the future, as it currently has orders for around 7 600 aircraft in its backlog. However, Airbus hopes to increase the pace further and achieve 880-890 commercial aircraft deliveries in 2019. Unsurprisingly, the deliveries’ chart was dominated by A320 family, accounting for over three-quarters of all deliveries - 626 in total. More than half of them are for the newer A320 version the A320neo (386). In 2019, the company is hoping to receive further upgrades to Pratt & Whitney’s GTF engine, but will continue to monitor in-service engine performance. Looking forward, the A320
programme production rate goal is 60 aircraft per month by mid-2019 and 63 aircraft per month in 2021. As for other models, deliveries of 2018 look like this: 20 A220s, 49 A330s, 93 A350s and 12 A380s.
Airbus to cancel A380 production Airbus has officially confirmed the end of the A380. Because of the lack of airline demand, the superjumbo production is to cease in 2021. With the production of A380 ceasing, the gap may well be taken up by the A350. Airbus management has called it the plane with the ‘DNA of the A380.’ meaning that the roots of many upgrades to other models’ features, such as usage of carbon fibre and flight-deck advances, can be traced back to the superjumbo. Deliveries of the A350 increased in 2018 and even included 14 of the larger A3501000s. However, the company’s goal to reach breakeven in 2019 and improve margins in later years does not appear to be an easy task at the moment. Despite the fact that this is the second time Emirates is re-entering the A350 programme, the model’s popularity amongst Middle Eastern airlines remains poised, as the latest commercial discussions with Etihad saw its A350 order reduced by 42 A350-900, leaving only 20 A350-1000 in the backlog.
A400M, the other thorn in Airbus’ side Presenting the annual results of Airbus Group, CEO Tom Enders gave an update on the A400M programme. He announced there would be exports of the military aircraft assembled in Seville, with hopes ‘they would be in the hundreds.’ To this day only 174 aircraft have been sold. 17 A400Ms were delivered in 2018, compared with 19 in the previous year. However, Airbus has yet to sell an A400M to an external customer. If the company fails to enter the US market, potential clients could be found in Latin America. In this regard, the production still requires the clear support of the initial countries, as, in Enders’ words: “you cannot get customers without the support of their governments.” Enders also announced that the programme would cost an estimated additional €436 million, a forecast which is “the outcome of the negotiations and updated estimates on the export scenario, escalation and some cost increases.” The CEO showed confidence stating that “all in all, we have achieved significant de-risking of the A400M in 2018.” However, that latest addition put the total at €5.5 billion of provision from Airbus for the programme. From next year, the production of the A400M should go down to eight aircraft per year whilst Airbus is looking for new customers. So far, in addition to the partner countries, namely Belgium, France, Germany, Luxembourg, Spain and Turkey, that acquired 170 aircraft, only four A400Ms were sold and already delivered to Malaysia. April 2019
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er -prices fuel
The elevated fuelprice also contributed to the increase in airline operating costs of 17% and a decline in cash generated from On Tuesday 19 February 2019, Comair (JSE: COM) operations by R187m announced a record first-half increase of 12% to R436m (R623m in in revenue despite negative GDP growth for two the comparative period). consecutive quarters. However, this revenue growth This yielded a closing cash was offset by sharply increased fuel prices and the balance of R331m (R777m need for short-term aircraft leases. in the comparative period). Consequently, earnings per share and headline Airline operating costs increased earnings per share declined by 38% by 17% with the most significant to 27.2 cents per share respectively driver being a 35% increase in the compared with the prior period. Rand price of fuel per litre amounting to Venter adds that the an additional R263m compared with the prior well-documented problems period, following a sharp escalation in the US Dollar with maintenance scheduling and price of oil combined with Rand volatility. parts inventory at SAA Technical hampered The translation profit of the comparative period that arose from the effect of the exchange rate on a Dollar-based aircraft loan was reversed as the currency deteriorated from R12.36 to R14.38 against the Dollar as at 31 December 2018. This resulted in a reported loss of R11m in the current period on the loan value of USD15.7m, compared with a profit of R11m on the revaluation of the loan at 31 December 2017. In addition, increased aircraft depreciation amounting to R46m arising from the re-assessment of depreciation on certain aircraft components as well an additional R50m in hard currency-based operational costs, resulted in a higher cost base compared with the comparative period. Despite all of the above, airline passenger revenue increased by 11% and average seat occupancy increased on both brands, but remains below global industry standards. Comair’s ongoing diversification into nonairline business continues to offset the narrow margins and volatility of commercial aviation. These businesses continue to perform well, with an overall contribution to Net Profit before Taxation of 27% (prior period: 19%) and sustained prospects for further growth.These operations include the group’s ongoing investment in an extensive aviation training academy with a global customer base, as well as its SLOW lounge business, its Food Directions’ catering unit, its travel business and its investment in technology solutions for tourism, travel and aviation. Comair CEO Erik Venter said: “We are very grateful to our customers and other stakeholders for their support. Special thanks must go to our personnel in our airline operations who have worked hard, sometimes in difficult circumstances to ensure our customers reach their destinations for work or holiday.”
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on-time departures and operations, resulting in unbudgeted, incremental costs of around R34m, which included short-term aircraft leases to sustain fleet availability. R253m was invested in heavy maintenance of aircraft, of which a large portion was performed out of South Africa. Comair will take delivery of two Boeing 737 MAX 8 aircraft in February and March. These are the first two of eight MAX 8 aircraft on order with Boeing as part of its ongoing fleet renewal strategy.The efficiency of the new aircraft will help reduce the airline’s exposure to fuel-price volatility and enhance potential revenue per flight, whilst improving the customer experience. The new aircraft will be maintained at the newly established Lufthansa Technik at OR Tambo International Airport. “Despite these pressures, the group maintains an unbroken record of 72 years of profitability, thought to be unique globally,” says Venter.
Other investments and highlights in the reported period include: •
A R89m pre-delivery payment on the Boeing 737 MAX 8 aircraft order
•
Investing R8m to develop a distribution platform for luxury inbound tourism
•
A R19m acquisition of a data integration platform to seamlessly connect applications and data sources across the group’s distribution platforms.
About Comair Limited Managed and owned by South Africans through its listing on the JSE, Comair has operated successfully in this country since 1946.
This proudly South African aviation and travel group comprises four business units: Airlines Comair offers scheduled and non-scheduled airline services within South Africa, Sub-Saharan Africa and the Indian Ocean Islands, as its main business. The Group operates under its low-fare airline brand, kulula.com, as well as under the British Airways livery, as part of a licence agreement. kulula.com is the market leader in affordable, easily accessible air travel and continues to grow in the cost-conscious business and leisure markets. It has become one of South Africa’s iconic consumer brands, whilst British Airways continues to grow in the corporate and public sectors, as well as in the inbound tourist markets.
Hospitality and Tourism: Comair’s catering service, Food Directions, originally launched to cater to the airline brands, now also provides a range of health and other food products to retailers. Its award-winning domestic and international SLOW Lounges have set the standards for airline hospitality in South Africa. The SLOW Lounge concept is based on the theme that time plays a significant part of life and the concept has been expanded to SLOW in the City, SLOW XS and The Course. Investment in technology to improve operational efficiency and offer innovative products to travel agencies and consumers has seen the Group become the country’s largest digital travel distribution network, covered under the Comair Travel brand.
Aviation Training The Comair Training Centre, originally founded in early 2000 to train the airline’s own flight and cabin crews has grown considerably and now provides operational training for pilots and crews from other domestic and international airlines and even overseas air forces. Comair acquired EPT Aviation Training (Pty) Ltd. and Global Training College South Africa (Pty) Ltd. in 2017 with the primary objective to enhance its already formidable position, increasing its capacity for external commercial training of cabin crews, passenger handling, travel and tourism training. It holds benefits for not only Comair, but the many young South Africans who envisage a career in aviation. Comair’s most recent acquisition is that of the leadership development consultancy company, Metaco Holdings (Pty) Ltd. The acquisition fits well with Comair’s training business that already encompasses courses for pilots, cabin crew, ground operations staff and travel and tourism. Through Comair’s existing client base, it has identified the demand for leadership and team coaching and Metaco fits this requirement.
Aviation IT Solutions: In 2018, Comair entered into a joint venture with IT company Infinea SA Holdings (Pty) Ltd. establishing a jointly held company called Nacelle (Pty) Ltd. Nacelle is a service provider in aviation and related sectors, providing services such as IT operations and support, IT project deployment, process design and software development. Comair is the only known airline to have achieved operating profits for 73 consecutive years. It has a safety record which is internationally recognised and a level 4 B-BBEE recognition. Comair has independently been certified by the Top Employers Institute as one of the Top Employers South Africa 2019. For more information visit
www.comair.co.za of this proposed partnership, Embraer will own a 51 percent stake in the joint venture, with Boeing owning the remaining 49 percent. “This groundbreaking partnership will position both companies to deliver a stronger value proposition for our customers and other stakeholders and create more opportunities for our employees,” said Paulo Cesar de Souza e Silva, President and CEO of Embraer. “Our agreement will create mutual benefits and boost the competitiveness of both Embraer and Boeing.”
Boeing-Embraer
partnership receives shareholder approval On 26 February, the proposed strategic partnership between Boeing and Embraer was approved by Embraer’s shareholders during an Extraordinary General Shareholders’ meeting held at Embraer’s headquarters in Brazil. At the special meeting, 96.8 percent of all valid votes cast were in favour of the transaction with participation of approximately 67 percent of all outstanding shares. Shareholders approved the proposal that will establish a joint venture made up of the commercial aircraft and services’ operations of Embraer. Boeing will hold an 80 percent ownership stake in the new company, whilst Embraer will hold the remaining 20 percent. The transaction values 100 percent of Embraer’s commercial aircraft operations at $5.26 billion and contemplates a value of $4.2 billion for Boeing’s 80 percent ownership stake in the joint venture. Embraer shareholders also agreed to a joint venture to promote and develop new markets for the multi-mission medium airlift KC-390. Under the terms
“Approval by Embraer’s shareholders is an important step forward as we make progress on bringing together our two great aerospace companies. This strategic global partnership will build on Boeing’s and Embraer’s long history of collaboration, benefit our customers and accelerate our future growth,” said Dennis Muilenburg, Boeing chairman, president and chief executive officer. Embraer’s defence and executive jet business and services’ operations associated with those products would remain as a standalone publiclytraded company. A series of support agreements focused on supply chain, engineering and facilities would ensure mutual benefits and enhanced competitiveness between Boeing, the joint venture and Embraer. “Our shareholders have recognised the benefits of partnering with Boeing in commercial aviation and the promotion of the multi-mission airlift KC-390, as well as understanding the opportunities that exist in the executive aviation and defence business,” said Nelson Salgado, Embraer Executive Vice President of Finance and Investor Relations. In December 2018, Boeing and Embraer announced that they had approved the terms for the joint ventures and the Brazilian government gave its approval in January 2019. Shortly thereafter, Embraer’s board of directors ratified its support for the deal and definitive transaction documents were signed. The closing of the transaction is now subject to obtaining regulatory approvals and the satisfaction of other customary closing conditions, which Boeing and Embraer hope to achieve by the end of 2019. Embraer will continue to operate the commercial aviation business and the KC-390 programme independently until the closing of the transaction. April 2019
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Three reasons why
the used business jet inventory will increase By Brian Foley
F
or going on 10 years, the number of used business jets for sale on the market has been steadily declining. It reached the relatively tight inventory level of less than 9% of the fleet for sale in January 2019, a low not seen in the last 20 years. This is just half the level that was available in 2009 when nearly one in five business jets was for sale during the financial crisis as confidence fell and people owning a corporate jet were vilified. It is believed that sales of corporate are only now beginning on a new trajectory of increasing levels back toward a more typical historical average of 12%.
It is always a risk to call the high or low of any market, but after nearly a decade of tightening inventory I feel we are at a bottom and used business jet inventory will begin edging upwards into the foreseeable future,
predicts market analyst Brian Foley.
There are three key reasons why inventory will keep growing: Firstly, the economy is beginning to show early signs of fatigue in the US, which is the biggest purveyor of used jets. This will have the effect of causing inventory to rise as confidence deteriorates and discretionary spend on airplanes reins in. Whilst new tax reform benefits introduced in 2017 juiced the preowned market, it is believed that buyers who could benefit from it have already bought thus reducing preowned demand going forward. Next is simple analytics. Previous periods of contracting inventory in the 1990s and 2000s each lasted for a period of seven and six years respectively. As shown in the chart, the current 2009-2019 10-year inventory contraction has already exceeded those periods by three to four years, which suggests statistically that a correction is overdue in this cyclical business. Finally, a new mandate by the Federal Aviation Administration (FAA) will require all business jets to be equipped
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with new, expensive, electronic equipment to signal the aircraft’s whereabouts, known as ADS-B, by the end of this year. Some owners will put their aircraft on the market rather than paying to comply. This will contribute to steadily rising inventory levels throughout the year consisting of undesirable aircraft that won’t sell anytime soon. As for the effects of an increasing used jet inventory, a significant impact on new aircraft sales isn’t expected as an increase in older aircraft is not of interest to typical new aircraft buyers. For used aircraft brokers, somewhat fewer pre-owned sales activity can be expected as rising inventory is indicative of more people wanting to get out of ownership than get in. Finally, don’t expect pricing of used aircraft, which have also been in a tailspin for a decade, to recover much. Whereas supply and demand dynamics once kept used prices propped up, basic capital good economics have caught up to business jets and softer residual values are now the norm. A new business jet now depreciates no differently than a Buick automobile. To summarise, the trilogy of economics, historical averages and regulatory change will soon conspire to bring used aircraft inventory levels higher towards more historical averages. Levels will rise at a faster rate than they fell, but will not have a significant impact on new aircraft sales. Used aircraft buyers won’t find many benefits as much of the increase will come from older, less desirable aircraft whose prices have already fallen considerably, whilst sellers will find their jets sitting on the market for longer periods.
Diamond DA62 MPP equipped with Rohde & Schwarz airborne system
D
iamond’s system integration engineers have been working in mounting a compact COMINT/C-ESM system from Rohde & Schwarz onboard the DA62 special mission aircraft. The platform is capable of providing valuable communication reconnaissance and surveillance using the most advanced techniques detecting, analysing and geo-locating signals of interest automatically. The system provides COMINT/C-ESM capabilities for all types of communication signals from VHF to UHF. The DA62 MPP in a COMINT/C-ESM configuration also features an EO/IR sensor, which can be used for detection, recognition and visual identification of any potential targets and could be automatically guided to the direction as well as to the source of the signal. The combination of these sensors can determine this platform as the ideal tool for surveillance and reconnaissance missions, as well as counter-drug operations, homeland security, and search and rescue. Markus Fischer, Director Special Mission Aircraft: “Another big step into our next phase of expanding the capabilities of Diamond’s Special Mission Aircraft flag ship; the DA62 MPP. The large volume provides our design engineers more space to install state of the art high-end technology without being limited in space. COMINT/C-ESM technology in combination with an EO/IR sensor is highly demanded on the market and I am happy to say that we are well prepared to serve these requirements.”
After completing the complex design of this configuration, a flight campaign has followed in order to evaluate the performance and the capabilities of the system. During the flight trials at Diamond’s Headquarters in Wiener Neustadt, Austria, Diamond’s Technical Manager Nikolaos Mavrikis stated: “The level of automation of the Rohde & Schwarz software as well as the accuracy of detecting and intercepting signals exceed any expectation. We have been impressed from the operator’s interface and its simplicity.” Whether used for border protection, rescue operations at sea or surveillance missions, the air-based communication reconnaissance systems from Rohde & Schwarz record, classify and locate communication signals reliably from an aircraft.
Felix Wagner, Director Sales for monitoring and network testing solutions at Rohde & Schwarz, explains: Our long-standing cooperation with Diamond Aircraft and the professional collaboration of our teams have made it possible to integrate our communication reconnaissance systems from the DA42 into the DA62 in an extremely short time. Diamond Aircraft is a flexible and reliable partner for integrating our systems. Diamond’s aircraft are ideal carrier platforms. Together with high-performance integrated sensors, the DA62 enables highly efficient reconnaissance from the air.
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Swiss government receives a
Pilatus PC-24
O
n 18 February 2019, the Swiss government officially took delivery of the Pilatus PC-24 it ordered in 2014. The brand-new PC-24 replaces a business jet supplied by a North American manufacturer and previously used for government flights. Ueli Maurer, President of the Swiss Confederation, took delivery of the PC-24 at a simple handover ceremony held in Berne, whilst the Swiss Air Force will operate the aircraft on behalf of the Swiss government. The government jet features a modern, whitegrey livery with a striking white cross on a round red background on the tail fin plus the words ‘Swiss Air Force.’ The aircraft serial number is 121, indicating that it is the 21st PC-24 to come off the production line. The military registration is T-786.
“I am delighted that the Swiss government opted for a Swiss product and members will travel abroad in the future in this PC-24; the new ‘Swiss Air Force One!’ This choice sends a very important signal for our brand-new business jet. I am confident that other governments will adopt the PC-24 once they see the unrivalled opportunities and flexibility which it offers”, commented Pilatus Chairman Oscar J. Schwenk.
Cost-effective and versatile The generous cabin with flat floor offers sufficient space for eight passengers plus crew and luggage. In addition to the spacious cabin and speed, government passengers will also enjoy other benefits such as the large cargo door fitted as standard and the jet’s ability to use very short runways. In other words, the Swiss Federal Councillors can now fly closer to their final destination, thereby saving precious time. The aircraft will be used primarily for travel within Europe. The PC-24 has a range of 2,000 nautical miles (3,704 kilometres) and flies at a speed of 440 knots (815 kilometres per hour). The PC-24 is much less expensive to operate than jets of similar cabin size. Pilatus is proud and thanks the Swiss government for its confidence in the brand-new Swiss business jet by Pilatus.
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Dassault purchases ExecuJet MRO network On 21 January, it was announced that Dassault had acquired the ExecuJet chain of maintenance, repair and overhaul (MRO) facilities from business aviation services’ provider Luxaviation for an undisclosed sum.The acquisition, which is scheduled for completion by the end of the first quarter, strengthens the French airframer’s global support footprint with the addition of 15 bases across the world, including the Asia-Pacific region, Oceania, the Middle East and ExecuJet South Africa. Dassault says the purchase was prompted by customer demand for ‘more direct involvement in the maintenance and support of their Falcons.’ A Dassault spokesperson said that: “ExecuJet has been maintaining the twin-engine and trijet business aircraft family for several years, but we felt it was time we had a more substantial global presence in this market.” The manufacturer currently has five company-owned service centres: two in Europe; at Paris Le Bourget and Bordeaux-Meriginac and three in the USA at Little Rock, Arkansas; Reno, Nevada and Wilmington, Delaware.
The ExecuJet name will be retained as it is a highly regarded industry brand amongst owners and operators of a variety of aircraft types. “The shareholder changes, but ExecuJet will maintain its identity and its leadership,” says Graeme Duckworth, MRO executive vice-president for the Zurich-headquartered company, who will remain with the company. Luxaviation bought ExecuJet in 2015, its largest ever purchase. As well as the MRO network, ExecuJet’s portfolio also includes a global fleet of 150 aircraft and 25 fixed-base operations (FBOs.) Luxaviation says it will now focus on strengthening and growing its VIP charter and management business along with its FBO portfolio. “Selling our maintenance activities to a European group whose excellence is recognised around the world and acclaimed by a multitude of excellence awards, allows Luxaviation to refocus on its core aviation services, as well as to further concentrate on innovation and to invest worldwide into the sector’s development,” said chief executive Patrick Hansen.
A first for South Africa
Well-known aviation database specialists, AVDEX is marketing its ground-breaking AVDEX Maintenance Planning (AMP) programme. Aimed at aircraft owners and operators, the AMP concept is the first South African-developed solution to the timeless problem of tracking scheduled airframe, engine and component maintenance tasks. A common problem amongst operators of all levels of aircraft is anticipating approaching airframe calendar, hourly and cycle limits. The AMP process will track and forewarn owners as well as their maintenance service providers of approaching maintenance requirements. Using a web-based server, accessed by the AOC, Owner or Maintenance Company, AMP is customised to individual aircraft by a thorough inspection and appraisal of the aircraft or helicopter’s logbooks, type-relevant bulletins and AD’s. The AMP process will track and forewarn owners as well as their maintenance service providers of approaching maintenance requirements.
For AVDEX Maintenance Planning contact
Tel: 011 954 1536 Cell: 073 454 7809 or E-mail at tania@avdex.co.za April 2019
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Embraer Phenom 300 was the most delivered light business jet in 2018 According to a report issued by the General Aviation Manufacturers’ Association (GAMA), Embraer Executive Jets delivered 53 Phenom 300 and Phenom 300E light jets in 2018. This is the seventh consecutive year that the Phenom 300 achieved this mark, having accrued more than 490 deliveries since entering the market in December 2009. “The Phenom 300’s continued success in the market is a reflection of our commitment to satisfy customers and deliver the ultimate customer experience in business aviation,” said Michael Amalfitano, President and CEO of Embraer Executive Jets. “The revolutionary interior design of the Phenom 300E adds even more value to this already popular model, reaffirming our commitment to continue investing in true innovation.” Originally launched in 2005, the Phenom 300 has sustained more than half of the light jet market share since 2012. The aircraft is in operation in more than 30 countries and has accumulated more than 780,000 flight hours. Embraer is continuously investing in the competitiveness of the Phenom 300 with enhancements to its comfort, technology and operational efficiency. In October 2017, the new Phenom 300E was announced and entered service just five months later, in March 2018. The new aircraft is designated ‘E’ for enhanced in reference to its entirely redesigned cabin and the addition of the industry-leading nice HD CMS/IFE (Cabin Management System/ in-flight entertainment) by Lufthansa Technik.The Phenom 300E inherits the Embraer DNA design, first introduced in its larger siblings, the Legacy 450 and Legacy 500
midsize jets. The application of this design in the Phenom 300E rendered an even more spacious cabin with more personalisation options and greater ease of maintainability.
The revolutionary new interior design of the Phenom 300E starts with the all-new Embraer DNA seats, both designed and manufactured by Embraer. The new seats in the Phenom 300E feature an extendable headrest with bolsters, retractable armrest, broader backs for greater support and extendable leg rests for improved ergonomics. The new table, side ledge, side wall and valance design optimise passenger mobility in the cabin with expanded aisle clearance and increased cabin space, rendering unmatched comfort and personalisation in the light jet class. The Phenom 300E features an industry-exclusive upper technology panel (upper tech panel) along the centreline of the aircraft’s ceiling, significantly improving passenger ergonomics. The innovative upper tech panel presents passengers with pertinent in-flight information, whilst allowing for convenient interaction with cabin management controls, as well as the option of inflight entertainment with audio and video on demand via two slender swing-down seven-inch displays. The unit also offers an enhanced cabin lighting scheme, with a broad range of ambient mood selections, as well as integrating sleek, silent gaspers enhancing acoustic comfort. Bluetooth connectivity also allows passengers to view inflight information on their personal devices.The Phenom 300E is also the fastest light jet, having established several speed records with the National Aeronautic Association and the Federation Aeronautique Internationale.
AP 2019-01
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Piper 2018 deliveries were good the appointment of three new Piper dealers and the largest trainer order in the company’s history. The continued rise in demand for Piper trainers drove the order backlog to nearly 700 aircraft entering 2019 and had a positive Vero Beach community impact with a 14% employment increase to 1,000 plus total.
Piper M600 Piper’s segment leading growth was distributed across both primary product lines, trainer and M-Class aircraft. Global Piper trainer demand increased by more than 50% year on year. Sales of the robust single engine Archer grew by nearly 50%, whilst twinengine Seminole deliveries rose by 117%. In addition, sales of Piper’s M-Class products, which include the M350, M500 and the M600, expanded by 36%, driving Piper’s total 2018 aircraft billings to $263M, up by more than $71M in 2017. International deliveries of Piper products showed growth of 12%, with an increase in M-Class deliveries to Brazil being a primary factor.
Simon Caldecott, president and Chief Executive Officer at Piper Aircraft said: “2018 was an exceptional year for Piper Aircraft as we continued to deliver a measurable impact for customers and our employees. Together with our world-class dealer partners the results reflect our unrelenting commitment to serving customers with quality and distinction. Over the past year, we have increased strategic investments in our facilities and products to better position Piper Aircraft to support the growing, but stable demand for our diverse product lines. We also have expanded our efforts and investments to drive innovation whilst achieving strong financial results.”
Seminole fleet
In addition to Piper’s sales success, during 2018 Piper Aircraft announced the certification of G1000 NXi in the Seneca, M350 and M500s,
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ACCOLADE AVIATION FLIGHT SCHOOL By Athol Franz Accolade Aviation began its humble beginnings in 2009 when it opened at Kitty Hawk airfield situated east of Pretoria. Accolade Aviation was founded by the pure passion, love and interest of flying for many years by its founder and accountable manager Shane Swart.
I
n 2010, Accolade relocated to its current base at Aeropark Zynkraal and has grown significantly. Aeropark Zynkraal was initially started with the purpose of housing testing facilities for engine testing on aircraft. As time went on it morphed into a facility that was capable of accommodating training facilities. Forthwith it centred primarily on flight training. As it stands Zynkraal has a fair amount of hangarage for aircraft that are tenanted at the airfield. Also located at Zynkraal is a registered Approved Maintenance Organisation (AMO), which is utilised primarily by Accolade Aviation. Aeropark Zynkraal is located is situated 30km to the east of Pretoria and 25km south of Bronkhorstspruit adjacent to the R25. In addition to the hangars, Zynkraal has a well maintained 950 metre tarred runway. Accolade Aviation owns a large house that is used for student accommodation in order to accommodate those students who wish
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to be closer to the flight school and seek to maximise their training and minimise their travel costs. The clubhouse/ accommodation area consists of not only the student accommodation, but a fully equipped self-catering area. As a result of its location, Accolade Aviation is primarily placed to deliver excellent flight training and optimisation of the training process. The proximity of the Pretoria general flying area, which is located within 10 minutes flying time from the airfield, allows Accolade Aviation to achieve the maximum output for any training exercise. Accolade Aviation is located outside of controlled airspace and as a result of this the time between taken from start-up to being airborne is reduced dramatically. Having said that, Wonderboom National Airport is only 10 minutes flight time from the airfield, therefore allowing students to be exposed to controlled airspace.
Having a dedicated Approved Maintenance Organisation (AMO) allows Accolade Aviation greater safety control and management over its fleet of aircraft which consists of four Tecnam P92 Echos. As a result of the onsite location of the AMO the turnaround time for a Mandatory Periodic Inspection (MPI) or any minor problem is minimal. In turn this allows for a more competitive pricing schedule. This is in keeping with the high safety standard and culture that is upheld and strived for by Accolade Aviation management and staff.
Many accolades must go to Shane Swart for his ten years of success! Contact Shane Swart at Accolade Aviation Tel: 012 941 9220 E-mail: accoladeflightschool@live.com
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Fly with Zulu Built for all your adventures. The Zulu 3 is designed for the discerning pilot looking to invest in a high quality ANR aviation headset built for longevity and with unsurpassed attention to comfort details. Magnesium ear cups, performance ear seals, sturdy cables built around a Kevlar core and an industry-best seven-year warranty, make it the most enduring headset Lightspeed has ever assembled.
“Excellent, best of any headset I’ve used. It’s amazing!” Mike Kincaid, Commercial, SES, CFII Weighing just 14.6 ounces (less than half a kilogram including ear seals and mic boom), Zulu 3 has a low-profile, stainless-steel headband that follows the curve of the head for more comfortable distribution of weight and side pressure. The tapered performance ear seals are designed to hug the curve of the jaw for a natural fit, increasing comfort and clarity while also providing a better seal around glasses frames. With full Bluetooth integration, you’ll enjoy excellent call clarity, music fidelity and wireless access to critical audio alerts from aviation apps on mobile devices. Zulu 3 is also compatible with FlightLink™, the first in-flight cockpit recording application for Apple iPad and iPhone.
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Fly with Zulu and you’ll know why legendary Lightspeed comfort and durability have earned the loyalty of top pilots worldwide.
April 2019
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By Athol Franz
With the complete refurbishment of the Bell Long Ranger ZS RUM, Dart Aeronautical based at Rand Airport completed the installation of a brand-new Garmin G500H TXi 10.6 inch screen to upgrade the old G500H with the full panel refurbishment to fit the new screen. Touchscreen flight displays for helicopters In the demanding world of helicopter operations, getting the job done is the main priority. To meet the challenge, you want equipment that is reliable, adaptable, affordable and safety enhancing. This means that fitting Garmin’s latest G500H TXi electronic flight display, which is specifically for FAR Part 27 helicopters is the way to go. The systems’ clean-sheet touchscreen designs and dual-core processing power build on the proven capabilities of our original G500H glass flight display series to offer you a vastly expanded array of features, options and panel layout possibilities. Flexible configuration options The 10.6 inch horizontal format can accommodate Primary Flight Display (PFD) information and a Multifunction Display (MFD) side by side within the same unit. The display is pilot-selectable for PFD or PFD/MFD presentation. At the same time the PFD/MFD option is configurable to be split 60% PFD and 40% MFD or 40% PFD and 60% MFD to allocate more room for maps or other features you want to see most prominently. For added versatility and convenience, you can use the traditional concentric knobs or opt for touchscreen inputs to access most control functions on these units. Plus, for helicopters already equipped with the original G500H series flight displays, full TXi compatibility with existing system sensors makes for an easy, cost-effective upgrade path. Helicopter-specific mission readiness In addition to the already extensive databases found in its fixed-wing counterpart, every G500H TXi system uses a
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helicopter-specific obstacles database featuring more than 200,000 additional low-altitude obstacles. To support night operations, each display is optionally available with NVG compatibility. And for increased operational capability, the system also supports multiple video input options that enable the MFD to serve as a FLIR or live-cam video monitor. Forward-looking terrain awareness For the ultimate in hazard avoidance solutions, G500H TXi supports high-resolution, five-colour HTAWS when it’s paired with an HTAWS-equipped GTN or GNS™ series navigator. Using WAAS GPS position information compared with the system’s internal databases, the HTAWS offers forward-looking avoidance capability to predict in advance where potential hazards may exist and help you maintain safe separation from nearby terrain, towers or obstacles. High-level avionics integration G500H TXi was designed to interface with a wide range of avionics equipment, including our digital GFC 600H helicopter flight control system. You can use the G500H TXi touchscreens for control / display of heading, course and navigation source inputs as well as mode annunciations. In addition, G500H TXi offers advanced integration capability with GTN series navigators, providing full touchscreen continuity between the navigation, communication and flight display functions in your panel.
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April 2019
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DRONE LOOKOUT
assists the capture of a murder suspect in Ormond Beach, Florida, USA When the Daytona Beach Police Department (DBPD) received a call that a man suspected of having killed one person and injured two others was ‘holed’ up in an Ormond Beach motel, it assembled a six-person team trained to apprehend him.
The usual procedure was for three officers to approach from the front, whilst three would cover the rear of the building. However, this time the police department had a ‘force multiplier,’ according to DBPD Officer and Embry-Riddle Aeronautical University Professor Anthony Galante. A drone that could easily provide a lookout for the enforcement officers. “Six officers were able to go in the front door and confront the suspect,” Galante said. “He was really outnumbered and he surrendered.”
safety officer, after retiring from full-time work with the force in 2015. Galante also points out that the department’s trained aviation officers conduct a risk assessment before every flight. The assessment yields a score and that score indicates a course of action, including not taking off at all. “When shots are fired, we are running toward the gunfire, so we are used to risk” said Galante, who has participated in many operations as a leading member of the department’s SWAT team. “However, we don’t take unnecessary risks.”
DBPD launched a programme incorporating unmanned aircraft systems (UAS) in 2017 with the assistance of Embry-Riddle. In addition to helping arrest dangerous suspects, the department’s five drones have assisted in search and rescue operations and provided sophisticated damage assessments of a hurricane. They have also delivered a bird’s-eye view and infrared heat mapping of a burning building for firefighters trying to train their hoses effectively and avoid walking near hot spots on the building’s roof. “Having a UAS programme can absolutely make a community safer,” said DBPD Sgt. Tim Ehrenkaufer. “Catching criminals and removing the threat of them re-victimising. Watching over crowds during large events, like the Daytona 500 or Daytona Bike Week.”
DBPD and Embry-Riddle, which launched one of the first and largest Unmanned and Autonomous Systems’ Operations’ degree programmes to the USA in 2011, have worked hard to create a programme that follows all US Department of Justice regulations regarding civil liberties and all Federal Aviation Administration safety rules. Helping to make communities safer and more secure, through collaboration with law enforcement and first responders to accidents, crime scenes and natural disasters is an Embry-Riddle priority, according to John Robbins, associate professor of aeronautical science and undergraduate programme coordinator for Unmanned Aircraft Systems. Robbins said Embry-Riddle trains professional UAS pilots to safely integrate UAS into the National Airspace, with more than 1,500 students enrolled university-wide in its undergraduate and graduate UAS degree programmes. “Embry-Riddle is highly invested in making communities safer by helping law enforcement agencies incorporate UAS into their operations,” said Robbins.
Galante said, “We can save people’s lives and make the job safer.” Galante is an assistant professor of aeronautical science, specialising in UAS, at Embry-Riddle. He is also the police department’s aviation
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DJI improves ‘geofencing’ to enhance protection of airports across the Asia-Pacific region
DJI is improving its geofencing technology with the launch of its Geospatial Environment Online (GEO) 2.0 system in two dozen countries and territories in the Asia-Pacific region. DJI first developed geofencing for its drones in 2013 and the refined GEO 2.0 system is the company’s latest effort to help protect traditional aircraft and promote safe drone operations. CASA is supportive of manufacturers’ efforts to use technology like geofencing to help drone pilots operate lawfully and safely. The release of DJI’s new GEO 2.0 system is welcomed and demonstrates a commitment to aviation safety, said Luke Gumley, Branch Manager Remotely Piloted Aircraft Systems Branch, National Operations & Standards’ Division of the Australian Civil Aviation Safety Authority. DJI’s GEO 2.0 system creates a detailed three-dimensional ‘bow tie’ safety zone surrounding runway flight paths rather than just simple circles used in earlier geofencing versions. The new system reflects the actual safety risk posed in those areas and is more flexible in lower-risk areas, for example by permitting authorised users to conduct inspection activities in locations parallel to runways, but not near air traffic. DJI’s GEO 2.0 system was implemented in the United States in 2018 and more recently, in more than two dozen countries across Europe. The expansion of geofencing coverage means DJI’s GEO 2.0 system will now cover airports across the Asia-Pacific region. GEO 2.0 applies the strictest geofencing restrictions to a 1.2-kilometre-wide rectangle around each airport runway and the three-dimensional flight paths at either end, where airplanes ascend and descend. This ‘bow tie’ shape opens more areas on the sides of runways to beneficial drone uses, as well as low-altitude areas more than three kilometres from the end of a runway, whilst increasing protection in the locations where traditional aircraft actually fly. More flexible geofencing restrictions apply to an oval area within six kilometres of each runway, in order to prompt drone users to make thoughtful flight decisions prior to their operation.
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DJI first created no-fly zones for its drones in 2013 and introduced the more refined GEO system three years later in the United States and parts of Europe. These systems recognised that the overwhelming majority of drone pilots want to fly safely and responsibly, whilst they want an easy-to-use guide to help them understand nearby safety risks so they can do so. DJI geofencing uses GPSs and other navigational satellite signals to automatically help prevent drones from flying near sensitive areas such as airports, prisons and locations that may raise safety or security concerns. In certain locations, a DJI drone cannot take-off within, or fly into, a geofenced area without special authorisation. Drone pilots with verified DJI accounts can self-unlock some areas if they have necessary approvals from local authorities, but the most critical areas require extra steps from DJI to unlock them. DJI has streamlined the approval process so professional drone pilots with authorisation to fly in sensitive locations can promptly receive unlocking codes by submitting a request to DJI online. DJI’s new boundary areas around airport runways in the GEO 2.0 system are based on the International Civil Aviation Organisation’s Annex 14 standard for airspace safety near runways. DJI also consulted with aviation organisations on ways to enhance geofencing features near airport facilities. DJI’s categorisation of airports is based on airport types, numbers of passengers, operations and other factors, influencing the sensitivity of the airspace around a given location. DJI has used these aviation parameters to put a new system in place that better addresses safety concerns and airspace risk around airports. It does this by extending coverage of the approach, take-off and on runways. While DJI’s GEO system provides drone users with information that helps them make smart decisions about where and when to fly safely, each drone operator is responsible for ensuring that any specific flight is safely conducted in accordance with applicable regulations, which often differ from one jurisdiction to another.
Intelligent features and technologies that enhance safe drone operations: • A geofencing system is integrated into DJI drones, using GPS positions and other navigational satellite signals to warn or restrict drone operators from entering locations which pose national security or aviation safety concerns • Automatic altitude limitations can be set inside DJI flight control apps to help drone operators fly at safe altitudes • Sense-and-avoid technology, which uses sensors to identify obstacles, is built into the latest DJI drone models • The Return-To-Home feature can automatically guide the drone back to its take-off point if it is low on battery or if it loses connection with the remote controller • Intelligent Flight Battery systems help manage battery life and
monitor temperature in real time, maintaining battery health before and during flight • The aviation industry standard ADS-B traffic awareness technology has been installed in DJI’s Matrice 200 series and Mavic 2 Enterprise series drones, giving professional drone operators advance warning of nearby traditional aircraft equipped with ADS-B transmitters • DJI’s AeroScope remote identification technology allows airports, law enforcement agencies and other authorities to identify and monitor airborne drones near sensitive areas and in response to complaints • DJI introduced an in-app knowledge quiz to help drone operators learn and demonstrate understanding of basic safety rules and best practices before taking their drones to the skies. The DJI knowledge quiz has been introduced in the United States, the United Kingdom and Australia, with other countries and territories to follow
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Simlat introduces a counter-UAS (Unmanned Aircraft System) simulation application
Simlat has developed a simulation capability for counter-UAS (C-UAS) operations.The new simulation module allows the emulation of various sensors and effectors with diverse capabilities and technologies. High volume threats, which may include any kind of hostile platform(s) in any configuration, are simulated in complex environments such as airports, critical infrastructure settings, urban terrain and sensitive
sites. Simlat’s capabilities enable the simulation of the identification and neutralisation of a ‘rogue UAS.’ Taking into consideration the radar’s capabilities, Simlat can simulate how rogue UASs that may vary in size, range and altitude are being detected by the radar. The neutralisation process of these rogue UASs can also be simulated when and if applicable.
Drone Delivery Canada (DDC)
unveils Its largest and longest-range Cargo Delivery Drone T
he ‘Condor’ has a payload of 400 pounds and can fly more than 100 nautical miles.
It has been in development for the past year and is the next generation in DDC’s drone delivery cargo aircraft. With a payload capacity of 400 pounds, and a potential travel distance of up to 108 nautical miles, the Condor pushes the limits in both cargo capacity and distances. The Condor is powered by a next generation gas propulsion engine. The Condor measures 22 feet in length, is 5.1 feet wide and seven feet high. It has a wing span of approximately 20 feet and is capable of vertical take off and landing. It is equipped with DDC’s proprietary FLYTE management system which is the same platform used in all of DDC’s cargo delivery drones. This is also the same management system that was used in the autumn of 2018, during the company’s operations in Moosonee and Moose Factory, in Ontario in support of Transport Canada’s Beyond Visual Line-of-Sight (BVLOS) pilot project.
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DDC will be working closely with Transport Canada to secure the necessary approvals to begin flight testing the Condor in Q3 of 2019.
High-fidelity simulator for Predator RPA enters service with Italian Air Force The Italian Ministry of Defence and Italian Air Force have formally qualified the CAE-built Predator Mission Trainer for zero flight time training on the Predator B/MQ-9 variant and the simulator has been accepted as ready-for-training at the Amendola Air Base in Italy. The Predator Mission Trainer (PMT) is the highest fidelity simulator ever developed and fielded for the Predator family of remotely piloted aircraft (RPA) systems developed by General Atomics’ Aeronautical Systems (GA-ASI). Officials from the Italian Air Force and executives from CAE and GA-ASI celebrated the milestone during a ceremony today at the Amendola Air Base. “The incredible realism of the Predator Mission Trainer gives us a critical training capability to efficiently produce the highly skilled Predator crews we need to conduct a range of operational missions,” said an Italian Air Staff Representative. “Having the world’s highest fidelity Predator Mission Trainer as part of our unmanned systems’ centre of excellence in Italy gives us unmatched training flexibility and the ability to leverage simulationbased virtual training throughout our curriculum.”
for enhanced mission training, and use of the Open Geospatial Consortium Common Database (OGC CDB) architecture for interoperable and networked training capabilities. “GA-ASI was pleased to collaborate with CAE to develop this advanced simulator for the Predator and we expect this training capability will be highly desired by other countries’ militaries wishing to acquire our family of remotely piloted aircraft systems,” said David R. Alexander, president of GA-ASI. “The Predator Mission Trainer will play a key role helping the Italian Air Force develop highly skilled and well-trained aircrews which are prepared and ready to operate the proven Predator RPA systems.”
The Predator Mission Trainer was jointly developed by CAE and GA-ASI. Early in 2018, the Italian Air Force began training on the Predator A variant of the Predator Mission Trainer. As prime contractor on the programme CAE collaborated with GA-ASI and the Italian Air Force to perform flight testing on an actual Italian Air Force Predator aircraft to gather the required flight data used in the development of the Predator Mission Trainer. The use of actual flight data specific to an individual aircraft, which is required when developing Level D simulators; the highest qualification for flight simulators is a first for the Predator family of RPAs. For the physical hardware, CAE used an actual Block 15 Mobile Ground Control Station (MGCS) provided by the Italian Air Force to ensure the highest level of fidelity and realism. The Predator Mission Trainer also features CAE’s high-fidelity sensor simulation, fully interactive synthetic and tactical environment April 2019
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2019
Event
Venue
4 - 6 April
SAPFA Rally Nationals & Fun Rally
Stellenbosch Airfield
Contact Frank Eckard 083 269 1516 frank.eckard@mweb.co.za
JP Fourie 083-625-4804 jp.fourie@nac.co.za West of Thys Kuhn 082-568-5614 thys.kuhn@gmail.com Hartebeespoort Dam Jan Hanekom 083-279-6572 jan@tilt-tech.co.za
6 April
Coves airfield fly-in
6 April
Robertson Annual Breakfast fly in
Robertson Airfield
11 April
Pilot Career Show
TBA
13 April
Uitenhage Festival
Uitenhage
4 - 14 April
Stars of Sandstone
Ficksburg, Eastern Free State
www.starsofsandstone.com
10 - 13 April
AERO Friedrichshafen
Germany
Stephan stephan.fischer@messe-fn.de
20 April
Rand Airport Easter fly-in
Rand Airport
26 - 28 April
EAA National Convention
Vryheid
Marie Reddy marie.reddyy@gmail.com
27 April
SAPFA EAA Convention Adventure Rally
Vryheid
Rob Jonkers 082 804 7032 rob@aerosud.co.za
27 - 28 April
SAC Judges Trophy
TBA
Annie Boon chunge@mweb.co.za
29 April - 1 May
Airport Show 2019
Dubai
2 - 5 May
SAPFA President’s Trophy Air Race
Alwyn du Plessis 083 270 5888 boeredata@breede.co.za
Greta Senkevie greta@aviationcv.com
Lourens Kruger 082 320 2615 lmk@telkomsa.net
Carolle Olivier 011 827 8884 events.randairport@gmail.co.za
Alexander +971 50 662 6371 shalagin@reedexpo.ae Rob Jonkers 082 804 7032
Saldanha Airfield
chairman@sapfa.co.za / Race@sapfa.org.za www.sapfa.co.za
Airshow organisers: African Pilot annual airshow award details on our website: www.africanpilot.co.za Local 0861 001130 International +27 11 466 8524 Pre & post publicity: E-mail: editor@africanpilot.co.za Website: www.africanpilot.co.za Details are published in the magazine, the African Pilot weekly Newsletter and the African Pilot Website. They serve to remind aviation enthusiasts of forthcoming events during the week running up to the event. Capital Sounds for sound and broadcast: Brian Emmenis 057 388 2351 E-mail: capital@icon.co.za ASSA - Air Show South Africa Website: www.airshowsa.org.za. To reserve an airshow or fly-in please book on-line: www.airshowsa.org.za Louise Hofmeyer 083 454 1104 E-mail: louise@airshowsa.org.za Management & Airshow Authorisation: Tania van den Berg RAASA 011 082 1000 E-mail: tania@raasa.co.za Website: www.raasa.co.za
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By Divan Muller Based on the futuristic-looking Lockheed Have Blue, the F-117 Nighthawk completed its maiden flight in June 1981. The Nighthawk entered service with the US Air Force (USAF) two years later, but was first revealed to the public in 1988. With its unusual-looking faceted angles, the F-117 had an extremely low radar cross-section, making it the first aircraft to be designed around stealth technology. The aircraft was powered by two General Electric F404 engines, which were essentially non-afterburning versions of the engines used by Boeing F/A-18s. Although the F-117 was best known as a ‘Stealth Fighter’, it did not carry missiles and was specifically
designed to deliver guided bombs. In fact, one of this stealthy attack aircraft’s greatest strengths was its ability to laser-designate its own targets, whilst dropping laser-guided bombs. In total, about sixty F-117s were built. As air defence technology improved and fi fth generation fi ghters became available, the need for Nighthawks decreased. The USAF retired its F-117s in 2008. Th e aircraft were placed in storage in such a way that they could be recalled to service if required. Despite being officially retired, it appears that a small number of F-117s have been kept in fl ying condition.
Did you know? F-117 pilots were known as ‘bandits’, with each pilot being assigned a sequential ‘bandit number’. In 1999, a USAF F-117 was shot down by a Yugoslav surface-to-air missile during the Kosovo War. Subsequent Yugoslav propaganda posters contained the words, “Sorry, we didn’t know it was invisible.” The Nighthawk was the only American military aircraft with an ‘F’ for ‘Fighter’ designation, whilst having absolutely no air-to-air combat capability. Although F-117s have been officially retired for more than a decade, they continue to make aviation news’ headlines when aviation enthusiasts photograph these aircraft during secretive training missions. Highly plausible rumours have emerged, suggesting that about four F-117s have seen combat in Syria and Iraq as recently as 2017. 34
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SAMSON SKY
ACHIEVES TWO MAJOR MILESTONES Samson Switchblade – the world’s most popular Flying Car – has just achieved two of the biggest milestones in the company’s ten-year history. The vehicle’s transforming tail is now fully automated, re-configuring at the touch of a button. In only two minutes, the flying car’s tail transforms from driving to flying mode or vice versa under its own power. In addition, the main wing structural test was completed successfully, clearing the road for final assembly of all components. The Switchblade is unique amongst flying cars, in that the wings and tail are safely stowed and protected whilst driving. This feature and the fact that the Switchblade is a high-performance vehicle in both modes, sets it apart from other entrants in the race to build the first practical flying car. The patented hinged-beam structure for the wing held up the equivalent of a Toyota Corolla on each wing, for a total weight of 5,082 pounds (2305 Kg). Testing was done with the main wing, flaps and ailerons attached. No binding of the flight surfaces was found at maximum loading of the wings which individually weigh 55 pounds (25 Kg) each side. “Passing the static wing load test, using FAA guidelines, is a huge milestone for Samson”, stated Sam Bousfield, CEO. Carbon fibre is used extensively in the Switchblade’s structure and is what enables the vehicle to be light enough to absorb the extra weight required for a dual use ground / air vehicle. “We have been working for several years to develop and incorporate the latest in carbon fibre parts production so that we can keep up with the demand for the Switchblade”, explains Bousfield. “There have been many advances in the industry, including a considerable amount of our own testing, trying new methods and materials to find the
combination of fast production, low cost and high strength necessary for a viable flying car to be produced in any great numbers.” Switchblade reservation position 910 was taken last month, with reservation holders in 30 countries internationally and in 47 of the 50 US States. The top piston engine producer continues to be Cirrus Aircraft in Minnesota, with a typical production rate of 340 units per year. Only Boeing and Airbus are in the range of annual production numbers approaching 800 aircraft per year. Motorcycles and snowmobile manufacturers produce perhaps 10,000 vehicles per year of each model, showing the wide gap between flying vehicle production rates and ground vehicle production. “The transforming tail, when it folds up, has the appearance of a living thing rather than a mechanical creation”, exclaims Bousfield. “I think the way we have made this all work out is capturing people’s confidence even more than we planned and we are having to arrange for larger production capability as a result.” The Switchblade is a three wheel, street-legal vehicle that parks in your garage and enables you to drive from your home to the nearest airport. There you swing out the wings and extend the tail, flying your registered aircraft directly to your destination at up to 190 mph and 13,000 feet. After landing, you transform back into driving mode and drive the last few miles to your final destination. In the US, there are airports within 15 minutes of where most people live. In most countries, airports offer a way to connect one city to another, similar to rail or roadways, but without all of the congestion.
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By Athol Franz This Bell 206L, ZS RUM was fully refurbished by Emperor Aviation based at Rand Airport and features brand new Van Horn main rotor blades and tail rotor blades. The photograph was one of many taken by Athol Franz flying in a Robinson R44 helicopter for this specific sortie south of Rand Airport. Athol used his Canon EOS 7D camera fitted with a 28 to 200 mm image stabilised lens. Shutter speed was 60 sec trying to achieve considerable movement in the blades, with a focal length of 60mm at f22 and ISO 200. 36
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