™ December 2018
Volume 17 No.12
R35.00 incl. VAT N$35.00 incl. VAT
Bell 430
helicopter
Cover photograph by Athol Franz
Fl ig h Da t fo ko r tw ta o DC on a R2 4 00 val Sky ue c 0 d las at s
Airlines Association Annual General Assembly www.africanpilot.co.za
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Contents Airline Pilot 8 10 14 15 16 17 18
Sport Pilot
Aerion first supersonic’s business jet AASA 2018 AGA First scheduled flight Air cargo traffic to double Aircraft to replace satellites? Comair and Infinea launch Nacelle BA London-Durban B787
Commercial Pilot 20 22 23 24 26 28
Century Avionics’ G600 TXi Garmin GDL 50 Gulfstream G600 better range Embraer Praetor business jets First Pilatus PC-24 SA customer NBAA high-energy convention
Drone Pilot
36 38 40
Drone Net cost-effective security Global UAV autonomous flight DJI refines geofencing
Flying Cars 50 50
EASA safe air travel NBAA-BACE pilotless VTOL
Kopter Group - firm order with SAS Airbus Helicopters market leadership Bell 430 helicopter
Military Pilot 62 62 63
Training systems for T-38CTalon Thai Air Force H225M helicopters Denel Dynamics’ A-Darter
EAA goes on record Rally at Stellenbosch (FASH) My flying life – so far Near the finishing line Vintage wheels and fly-in Team Xtreme
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Regulars 4 6 30 32 34 65 74 76 78 100 102 104 106 111
Competitions Letters Events Calendar Fact File Picture of the Month Names to Remember Accident Report Medical The Best of the Best Register Update Flying High Shop Window Aircraft Sales Subscription Form
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Special Features 81
Helicopter Pilot 56 57 58
66 67 68 70 72 73
OR Tambo International Airport
Other 44 48 52 54 60 98
The Fairey Battle Picture of the month competition Avi Afrique 2018 Legally grey Boultbee Spitfire simulator Aviation cyber security
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distributed by
Contributors Divan Muller Honiball Aviation Auditing Jennifer Cummins Dr. Nick Lee
Pete van der Spek Mary de Klerk Irene McCullagh
Aidan Owen Richard Nicholson Jnr. Keaton Perkins
Athol Franz Shanna Linton Charlie Marais
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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 ten pages of African Pilot may be downloaded free of charge by visiting www.africanpilot.co.za
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Editorial December editorial What an exciting time aviation throughout the world is experiencing! The advent of new autonomous technology has led to incredible developments within the miniaturising of digital photographic platforms in drone applications, which has led to a revolution within the aerial surveillance and surveying industry. Just think; even wedding photographers now have an extra tool in their camera bags by using a small drone to take pictures of the bridal party, from an elevated position. At the same time this evolving technology has opened up completely new ideas within the ‘flying cars’ business where almost every major aviation company in the world has involved itself in research and development of future urban transport. Consider this: Uber is the largest taxi company in the world, but it does not own any taxis! Uber has indicated that it wants e-hailing flying taxis to be a reality within the next few years and already there is a Dubai pilot programme in operation today.
African Pilot’s amazing 18 years African Pilot has entered its 18th year of continuous publishing, which is not bad for an aviation magazine that started from scratch all those years ago. This means that 201 monthly aviation magazines have been printed, not 204 as one might expect, because in the first six months of African Pilot’s life we only published in alternate months. In addition, African Pilot has published in the region of 900 weekly APAnews bulletins on Mondays fifty times per year.
Revival in South African aviation?
I certainly hope this is a true reflection of our stressed economy, because aviation is always an early indicator of an economic upturn. However, much of this optimism comes from the sport and recreational sector where certain sections of the Aero Club of South Africa (AeCSA) have worked very hard over the past few years to establish significant interest in various aspects of private aviation. Long may this last! Please note that African Pilot is the only South African aviation magazine that genuinely supports the interests of all sectors of the AeCSA on a continuous basis. At the same time the Commercial Aviation Association of Southern Africa (CAASA) has made its mark by truly representing this sector of aviation at as many forums as possible, especially those held by the regulator. It is most interesting to observe the synergy unfolding between the South African Civil Aviation Authority (SACAA) as the regulator and the aviation industry represented by CAASA, as they come together to resolve certain ‘misunderstood issues’ especially when it come to International Civil Aviation Organisation (ICAO) recommendations. I believe that there is a genuine willingness by the regulator to engage with the aviation industry, but at times there is also a certain amount of stubbornness from the regulator’s side when it comes to promulgating important industry regulations. Fortunately CAASA has many dedicated and articulate members who are in a position to work through the problems so that the regulatory environment will be well understood in the future. With all this said African Pilot’s team wishes all its readers safe travelling over the festive season and enjoy the holiday. Just look out for those thunderstorms should one be flying.
Whilst compiling the 2019 aviation events’ calendar, I have noticed that there have been more events booked for the year, which is encouraging. The question is: ‘Are we seeing a revival in General Aviation in South Africa?’
Finally, my grateful thanks to African Pilot’s dedicated readers and loyal advertisers for their enormous support in 2018. 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 December 2018
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Competitions Total value of the competition in this edition is R2000
Cover Bell 430 Executive Helicopter
November Cover Competition
This month’s cover prize has been donated by Skyclass aviation for a flight for two people on a vintage Douglas DC-4 belonging to the SAA Museum Society.
Questions 1) In addition to the DC-4 what other vintage aircraft does Skyclass operate? 2) At which world heritage site did the Airlines Annual General Assembly take place? 3) From which world famous helicopter series was the Bell 430 derived? October Cover Competition Winners Congratulations to the following winner, who won an ASA CX-3 flight computer donated by General Pilot Supplies valued at R1655: Xander Stander 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 beautiful Bell 430 Executive Helicopter was photographed by Athol Franz from a Robinson R44 helicopter. Athol used his Canon EOS1D MK4 camera fitted with a 24 to 105 mm image stabilised lens. The shutter speed was 60 sec, ISO 200, f22 and at 35mm focal length. The reason for the very slow shutter speed is to ensure that the four blades of the helicopter show some spin.
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Dear Athol Being a huge fan of military aviation, I attended the AAD at Waterkloof Air Force Base on Saturday, 22 September 2018, specifically to enjoy the airshow. To be honest, I was quite disappointed with what was presented. With our government being good friends with Russia and China I thought they might have been able to convince one of these countries to send a jet or two to be flown during the show, but no such luck! Only Zimbabwe went to the trouble of sending an aircraft for the air display. I arrived at the venue shortly after 07h00 and without the normal opening ceremony and parade taking place, six Gripens and three Hawks took to the skies. Although it was exciting to see so many of our frontline aircraft flying together, I am of the opinion that the display should have taken place later during the day after more spectators have arrived. In my opinion, without much international participation in the flying display, the organisers should have gone to greater lengths to at least display more of our heritage SAAF aircraft. I fully understand that the SAAF is severely restrained as far as finances go, but how about securing some sponsorship? Some questions that come to mind are: • Mirage III - some years ago it was reported that the SAAF museum’s Mirage III has been grounded because the ejection seat rockets had reached their expiry date. Surely they could have been replaced in the intervening years? • Cheetah - the Cheetah D owned by Denel would have been a welcome sight at the show. I know it is airworthy because it has been flying in the vicinity of the Waterkloof AFB during the past couple of days • Mirage F1 - I wonder what happened to the Mirage F1 owned by the Paramount Group / AeroSud? Perhaps with little bit of effort from the organisers this aircraft could have performed at the airshow • Impala Mk I - the Impala Mk I based at Wonderboom airport was also absent • Vampire - a performance by the Vampire owned by the SAAF museum would also have been a welcome addition to the show • Albatross - I am uncertain whether the museum owns an airworthy example, but surely a private owner could have been convinced to display his / her aircraft at the show
• Casa - I am under the impression that a number of sky divers were dropped from a SAAF Casa, but it remained a speck in the sky and offered no opportunities for photographers. On a different note, the Rooivalk painted white (presumably for deployment on UN peace keeping missions), was used during the mini-war display. Although it is an awesome machine the white aircraft really looks out of place in photographs with other aircraft in the same frame. There was a camouflaged version on static display. In the absence of international participation in the airshow seeing some of the above aircraft flying would have been wonderful. I left AFB Waterkloof at around 15h30, so perhaps I missed some of the above, but I doubt it. Keep up the good work with your excellent magazine. Kind regards Dries de Villiers
Dear Dries, Thank you for your important e-mail. For the record and due to the fact that African Pilot exhibited at AFB Waterkloof for the full five days, there is doubt that the Saturday airshow was rather poor. However, the Sunday airshow was a real cracker. Like you, I too have asked many questions about the capability of the modern SAAF and why so many of the aircraft you mentioned were missing at this year’s AAD airshow. I know that from a civilian perspective, Kevin Storie representing CAASA the lead partner’s interests tried his hardest to get more civilian participation and frankly he did rather well. There were so many other things that went wrong at AAD2018 and I dealt with some of these issues in my report published in the November edition. Unfortunately, I also believe that we have seen the best of AAD airshows in the past, because there are many civilians who detest being treated with contempt by the SA Military and therefore it is easier to simply stay away. Sincerely, Athol.
• Super Lynx - although one of these naval helicopters was on static display I cannot remember ever seeing one in the air at an airshow in Gauteng
Dear Mike, Dear Athol, Defence Intelligence and I use the word ‘intelligence’ with caution, has not allowed the Impala to take part at AAD2018 due to the fact that the application arrived late. SACAA managed to complete the required paperwork for the ‘Authority to Fly’ in a month. So the combination of the two government departments work totally against promoting aviation in South Africa. The Impala has missed three airshows and AAD2018 will be the forth. Needless to mention that the Impala has taken part in both the military airshows, Waterkloof and Zwartkops, for a number of years.
Yes we all noticed that the Impala was not on the airshow programme, but of course, sadly there were many other civilian aircraft that were also missing for the AAD programme this year. I am not altogether sure where the ‘buck stops’ but it was clearly evident that the SA Military were ‘calling the shots’ and even the airshow boss Col Keith Fryer was placed into some difficult and embarrassing situations.
Kind regards.
However, on Sunday sanity prevailed when the chief of the SAAF Lt General Msimang put his foot down so that the Sunday airshow was an outstanding success. It seems that certain people within the SAAF have to stamp their authority over ALL aspects of what should be a joint team effort to make the AAD airshows a phenomenal success. I like many others feel your disappointment, because all of this is so unnecessary.
Michael Weingartz Senior maintenance test pilot
Regards, Athol.
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Hello Athol, It is with great pleasure that I write this letter highlighting the closeness and generosity of the aviation community. My father owned and enjoyed a Jabiru 450 for the past 14 years. ZU-LAJ competed in the PTAR twice. In its first race in 2004; it scored a second place for its category. My father passed away on the 1st of August 2018. Dear Justin, The staff at Jabiru in George was extremely helpful and generous in assisting with his final wish: to have his ashes scattered in the ocean in front of his house in the Southern Cape. Len and Les did not hesitate to offer their factory aircraft including the pilot; Richard who sacrificed his Saturday. It was befitting that his last flight was in a Jabiru. The weather was great and provided quite a show as you will note in the photo attached. Whilst we are eager to reimburse them, they would have none of it. They are now assisting me in freighting the little Jabiru back to its roots. I reside in Australia and ZU-LAJ is going back to where it came from! Our family cannot thank them enough or adequately for the great service and assistance they have provided personally and professionally. They are indeed an inspiring example of the generosity and closeness of the aviation community.
Thank you for your e-mail and YES I know how difficult this situation can be, because about seven years ago, I also lost my father at the age of 86 and I do miss him, especially for the excellent advice and example he always provided to me. I am very pleased that you are taking your father’s Jabiru back to Australia and hopefully you will spend many pleasurable hours flying this delightful LSA aircraft. I have known Len and Les Alford for the 18 years that African Pilot has been published in the South African market and I have always enjoyed the complete honesty and sheer determination that they have taken to market the Jabiru range of LSA aircraft. Thank you again for your open and honest e-mail.
Kind regards, Justin Jagger Mount Gambier, South Australia
Regards, Athol.
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Aerion Supersonic’s
first supersonic business jet the AS2, on track to fly in
2023
S
upersonic jet maker Aerion revealed a concrete oncrete timeline for the final stages in the development of its first supersonic business jet; the AS2, saying it is ‘on track’ for first test flight in 2023. To raise the stakes, the manufacturer also announced its plans now include a new engine variant and a new cockpit design from two major industry players. When the new faster-than-sound jet takes off for its first test flight, it will mark 20 years after the last flight of the Concorde, which took place on 24 October 2003. General Electric’s GE Aviation unit, together with Aerion Supersonic, announced on 15 October 2018, that it had completed the initial design of the new Affinity turbofan that will power the $120 million worth 12-seat AS2 jet when it makes its first flight in five years’ time. “We are on track to fly in 2023 and before that year is out cross the Atlantic at supersonic speed, which will be the first supersonic crossing since the Concorde’s retirement 20 years earlier,” Aerion’s chief executive Tom Vice was quoted as saying on 15 October 2018, ahead of the National Business Aviation Association convention in Florida, USA. The Affinity is described by GE as a new class of FADEC (Full Authority Digital Engine Control) controlled medium bypass ratio engines that will provide ‘exceptional and balanced
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performance’ on both supersonic and subsonic subson flights. However, there is more to it than just an design. The underpinning n initial d issue for new and improved supersonic designs, put forward by startups including Aerion, Boom Supersonic and Spike Aerospace was meeting current noise regulations, according to which, their aircraft would be unable to fly over land in many countries worldwide, including the US. According to Boom Supersonic, its 55-seat XB-1 jet will be made from carbon composites and use design features that will improve its aerodynamic qualities. Spike Aerospace says its 18-seat S-512 jet should be capable of reducing its sonic boom to an acceptable level due to the jet’s ‘cranked delta wing’ shape, which resembles the Concorde with a lower portion of its wings removed.
However, how do we minimise the sonic boom of a jet that is designed to have a range of 4,200 nautical miles at Mach 1.4
?
Aside of new engineering tools and lightweight materials at hand for today’s manufacturers, Aerion contracted GE Aviation to work on engine constraints. The companies aim to develop the ability to fly supersonic up to Mach 1.2 over land without a sonic boom hitting the ground.In what could be a major step in the development of a potential successor to the Concorde, GE said the Affinity, designed
as a twin-shaft, twin-fan turbofan engine, will be able to meet the rigorous landing and take-off noise requirements that are set to come into force at the end of 2022 in the US. Affinity is purposefully designed to enable efficient supersonic flight over water and efficient subsonic flight over land, without requiring modifications to existing compliance regulations. The engine is designed to meet stringent Stage five subsonic noise requirements and beat current emissions’ standards. Since 1971 supersonic flight over land has been prohibited by the Federal Aviation Administration (FAA). However, back in May, 2018, the agency announced on its website it is developing civil supersonic aircraft noise standards (the only noise standards in regulations to date apply to the Concorde). The FAA will begin collecting data as early as the end of 2020 to study permitting supersonic flight over land.The US Federal Aviation Administration is drafting new regulations that would help advance the development of civil supersonic aircraft. GE is not the only big name to join the ranks on Aerion’s supersonic jet project. Lockheed Martin’s Skunk Works has already been working with the Nevada, US-based manufacturer to develop the 12-seat AS2. According to David Richardson, the director of air vehicle design at Skunk Works, finalisation of the engine specifications allows the company to now move on from conceptual work to developing a preliminary design of the aircraft.
Another industry giant, Honeywell Aerospace was also revealed as Aerion’s design partner, set to develop the cockpit and major cabin systems for the AS2. All in all, supersonic plane maker’s chief Tom Vice believes that:
“
Aerion and our AS2 industry team, comprised of Lockheed Martin, GE Aviation and Honeywell, have solved many of the tremendous challenges in creating a supersonic renaissance
”
he was quoted as saying.
The company is hoping to have its business jet certified by 2025.
However, is Aerion really ‘creating a renaissance of supersonic travel’ and will it beat its competitors to be the first to enter the market
?
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Group picture of most delegates
2018 (AASA AGA) This year’s AASA AGA was staged in Livingstone, Zambia on the edge of the Victoria Falls, one of the seven natural wonders of the world, which is also one of the most sought-after tourist destinations in Africa. On the Saturday afternoon delegates were treated to a river cruise on board three large Zambezi river boats. Thanks to Vuyani Jarana, CEO of South African Airways and the SAA team for hosting this year’s Assembly. Mr Jarana also prompted the theme for this year’s assembly: “Enabling African Airline Service Excellence.”
‘Service excellence – a differentiator in today’s world’ Around 220 delegates from all parts of the commercial airline industry attended the three-day event that was staged at the Avani Victoria Falls resort. At the start of deliberations on Friday 12 October, delegates were welcomed by AASA chair person Advocate Mandi Samson (acting CEO of Air Namibia) who said; “African Airlines are investing in world class equipment and skills to ensure that their products are able to compete with airlines worldwide. In the competitive global market today where goods and services are transported, it is imperative that the airlines of Africa deliver world-class service standards. This is the expectation of the travelling public and shippers of cargo today.”
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By Athol Franz Of the 19 airline members, 15 were present at this year’s AGA including 13 CEOs of those airlines. Of the 35 associated members 30 were present, which certainly shows real commitment to the development of airlines in the southern African region. There were 21 sponsors of this year’s AGA all of whom made it possible to stage the event. Although there were zero IATA airline member hull losses during 2017 and 2018 to the present day, economic conditions resulted in negative to poor growth through much of the region. Another matter that was highlighted this year was that it is easier for Europeans to travel to African destinations than it is for African people themselves.
Mr. Chris Zweigenthal (AASA CEO) made the following comments in his key note address: “Foremost, safety must be our top priority. This is an area where phenomenal improvements have been made over the past decade. Ten years ago, Africa had the poorest safety record by some margin. Interventions by industry and government, notably the IATA Operational Safety Audits, have provided the impetus and supported this turnaround. So much so, in 2017, there were no accidents involving jet airliners operated by IATA’s African member airlines. Whilst we have become a top performer, we must strive for continued safety excellence so that we retain and build travellers’ confidence in African aviation. A safe, reliable and efficient air transport industry requires constructive collaboration between airlines, airports, air navigation services, weather services and regulators. Today in South Africa they co-exist symbiotically in our eco-system. It is our hope that similar partnerships flourish across the region.”
Africa’s skies to Africa’s airlines whilst closing the show-stopping gaps of the earlier agreements. There have been some bilateral and regional reform initiatives, but the continental-wide implementation has not yet occurred. In preparation, competition authorities are being established and provisions are being put in place, to accelerate SAATM’s implementation during 2019.
Paul Steele (SVP, Member and External Relations, IATA), Misheck Lungu (permanent secretary for transport and communications, Zambian Government), Adv Mandi Samson (Acting MD Air Namibia), Chris Zweigenthal (CEO AASA), Poppy Khoza (SACAA), Vuyani Jarana (CEO SAA)
However, the picture of our airlines’ commercial and financial performance is painted in red ink, indicating we are not fully capitalising on our assets, or making the most of what is a great value-for-money destination for tourism, investment and trade. IATA expects the world’s airlines will return a combined US$ 33.8 billion profit this year, but says Africa will remain in the red, with a US$100 million loss. For our sub-region, we anticipate a US$ 300 million loss for the year, reflecting airlines’ fluctuating fortunes. Most industry projections are for 4.9% passenger growth in Africa annually over the next 20 years, out-pacing the 4.5% global rate. In Southern Africa, on a year-to-year basis, overall growth will vary between zero and 4%. On an annual basis, it is expected to average between 2% and 3% over the next five years. Demand across Sub-Saharan Africa will remain dampened by prevailing economic conditions, including a lower than expected GDP growth of 2.3%. This includes South Africa, where bullish forecasters are calling GDP expansion up to 1%. Further compounding the picture is a consolidation of flights and the ascendance of low-cost airlines, which presently carry between 40% and 50% of the traffic on routes where they compete with legacy carriers. For the aviation industry to develop, passenger growth must return to levels greater than 5% as soon as possible. This increased demand will have to be met with increased capacity, either with more flights or larger aircraft. It will also need an appropriate investment in airport and airspace capacity. Some of our airport and air navigation services partners have already begun planning and building for this. If the capital expenditure for this infrastructure is to be funded through user-fees, then a robust economic regulation process will need to be expanded throughout the region. This is to ensure only cost effective and feasible projects are implemented. This is especially relevant given that the appetite for investment in airports is greater than in airlines.
Tourism is acknowledged as a strategic lever of economic growth and a significant contributor to GDP. Notwithstanding the challenges associated with SAATM, a study of bilateral entitlements between regional states and internationally, show there is sufficient spare capacity to introduce additional flights. Other handbrakes on air travel, tourism and their ability to drive economic growth also need to be released. Whilst Nigeria, Angola and Rwanda have relaxed some of their visa requirements, other countries, including South Africa (despite the recently announced concessions), need to reform their immigration regulations to create an inviting, accessible, efficient and welcoming experience for tourists. Discussions need to be re-opened with authorities to resolve the problematic provisions regarding minors. Data security also requires urgent attention. Attacks and breaches of IT systems and databases have caused customers to demand greater diligence by airlines and other organisations in protecting their data. Personal data protection is a legally enshrined human right. Airlines face fresh regulatory and legal obligations to secure and protect customer data or face stiff penalties and reputational consequences if they do not. In May this year, the new General Data Protection Regulation (GDPR) became the EU’s primary law to protect EU citizens and residents’ personal data. It applies to any company marketing goods and services to EU residents, such as airlines, travel and tourism organisations, including those in Africa. According to The Internet Society, only 17 of 55 African states (six within SADC) have enacted data protection legislation, but it is fragmented and inconsistent. The AU Commission together with the Internet Society, recently published a continental guideline on data protection intended to address the challenges in this area for all stakeholders. As airlines will need to incorporate the necessary provisions, we will appeal to governments to adopt a consultative approach in formulating these policies and laws. However complex the challenges, we should never lose sight of the fact that we are a service industry. Everyone in the air transport supply chain is dependent entirely on their respective customers. When customers are dissatisfied, they take their business elsewhere.”
Some African airlines see the established and emerging powerful mega-carriers that regard Africa as an attractive and lucrative market, as a threat to their business. Competition will not disappear. It is a fact of life for all businesses and airlines are not immune from competition. Governments are increasingly agnostic about who carries the visitors and the exports, as long as they keep coming, bringing hard forex with them. In response, we are beginning to see collaboration between some of the region’s airlines and the established and these rising mega-carriers .
Yamoussoukro Declaration Some 30 years ago, the former Organisation of African Unity members signed the Yamoussoukro Declaration. This was the original initiative to liberalise Africa’s skies. With nothing substantial to show, it was superseded by the 1999 Yamoussoukro Decision, which also failed to fulfil its objectives. Earlier this year the African Union launched the Single African Air Transport Market (SAATM). It aims to open
Miles van der Molen, Zuks Ramasia and Chris Zweigenthal
Paul Steele keynote speaker Paul Steele, a senior Vice President of member and external relations as well as corporate secretary of IATA made the following remarks: “The theme for this AASA AGA of “Enabling African Airline Excellence” is forward looking and engaging and is crucial for the December 2018
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future development and health of African airlines and the AASA membership. All of us here, I am certain, recognise that aviation is a crucial sector that drives economic development at the country, regional, continental and indeed global level. Let me put that into context by giving you a few numbers from the latest ‘ATAG aviation benefits beyond borders’ report that was published recently: • Aviation is the life-blood of the global economy. We support 65.5 million jobs, and 2.7 trillion in GDP, which is 3.6% of global GDP supported by aviation • In 2018 we will transport more than four billion passengers • This means on any given day, more than 12 million people are in the air or the equivalent of almost the entire population of Zambia • We achieve that by operating over 120,000 flights all over the globe, safely and largely on time • Let’s not forget cargo - $18.8 BILLION dollars’ worth of goods carried every single day. Closer to home, here in Africa, air transport supports 6.2 million jobs and 55.8 billion in African economic activity, which is 1.8% of all employment and 2.6% of all GDP in all African countries in 2016. Aviation directly employs over 415 000 people in Africa, whilst Africa accounts for 98 million passengers a year, 1,130,000 flights, 349 commercial airports, 161 airlines, 1277 aircraft in service, 36 air navigation services’ providers and 968 000 tons of freight. In total, accounting for the sector’s direct impact, its supply chain impact, its wage expenditure impact and the impact of tourism made possible by air transport, the aviation sector supported an estimated 6.2 million jobs and a $55.8 billion contribution to GDP in Africa in 2016. Since 2014, there has been a renewed drive by African leaders and policymakers to improve Africa’s socio-economic prospects through improving connectivity across the continent. Research shows that if 12 key markets in Africa had open air services with each other, an additional $1.3 billion would be added to the GDP of those countries, creating an additional 155,000 jobs, saving travel times and making air travel more convenient and affordable for travellers. In January 2018, African Union heads of state launched the Single African Air Transport Market and its implementation is now being rolled out across the continent, with 26 countries so far joining the initiative and up to 40 expected by the end of 2018.” In closing, Chris Zweigenthal said: “In conclusion, to flourish and become sustainable drivers of economic growth, Africa’s airlines don’t need artificial barriers or protectionist policies. African airlines can compete and succeed with the cultivation of a strong service culture and the development of unique, hospitable services. We recommend that all airlines and industry partners critically review their customer service ethic, processes and procedures and take what they can from the presentations and panel discussions back to their businesses and implement initiatives to take their customer service product offering to the next level.”
AASA Annual General Meeting At the Saturday AGM Miles van der Molen (CEO CemAir) was elected to the chair of AASA, whilst Zuks Ramasla from South African Airways was elected to be the vice chair person. There was some debate about the venue of the 2019 AASA AGA, taking place either on Reunion Island to be hosted by Air Austral or in Kasane, Botswana where Air Botswana would be the host. The decision about the host airline and the host venue was left to the incoming board to debate and delegates would be advised in due course about the decision.
(Left to right) Back row: Paul Steele (SVP, Member and External Relations, IATA), Elmar Conradie, (CEO Flysafair), Miles van der Molen (CEO CemAir), Rodger Foster (CEO Airlink), Isaac Makhubela (SA Express), Erik Venter (CEO Comair) Middle row: June Crawford (CEO BARSA) Front row: Maureen Kahonge (AFRAA), Vuyani Jarana (CEO SAA), Adv Mandi Samson (Acting MD Air Namibia), Mr Thomas Kgokolo (ATNS Interim CEO), Agnes Khunwana (CEO Air Botswana), Chris Zweigenthal (CEO AASA)
In conclusion Like many others, my take on recent annual AASA AGA conferences is that it is great to get together to have in-depth discussions about what should be done to open up African skies, but the time has never been better for the implementation of the principals of the Yamoussoukro Declaration to come into force throughout the African region. Whilst it appears that many African governments are starting to address the short comings of their particular internal and external policies, there will always be those who either ‘sit on the fence’ or are still far too corrupt to ever see the light.
Delegates from CAASA, Aero Club and RAASA
Zambezi river cruise
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1914 Benoist Flying Boat replica
The first d e l u d e h c s l a i c r e m m co t h g i l f r e g n passe d commercial first schedule ’s ld or w ) e th y 1914; us (1889–1916 On 1 Januar ntony H. Jann A n he e w e yp T ac took pl enoist boat Line B passenger flight rg–Tampa Air bu rs te lorida. The F Pe , . pa St piloted a burg to Tam rs te Pe e . St at from P heil and mor XIV flying bo , Abraham C. or ay m ’s e rg th bu n whe St. Peters rture. That was passenger was essed the depa itn w mmercial co le op of pe ts that pilo than 3 000 ed in rm te t de t overnmen came the firs US Federal G ore Jannus be ef er Th d. se be licen flights should d pilot. se en omas W. Federally-lic designed by Th e an pl bi a upper ype XIV was res) long. The The Benoist T feet (7.925 met 26 res). as et w m ne 1 la rp feet (13.41 Benoist. The ai a span of 44 s). d ha am gr th lo bo ki gs (567 and lower win 1,250 pounds ed , gh ed ei at w ir sp IV X -a ype normally Empt y, the T a water-cooled, or by ot ed M er w ts po er as Rob The Benoist w (7.819 litre) -displacement ch in ccylinder engine bi xsi cu e 9lin 477.12 o-cycle in tw X 6ower el od M and 75 horsep Company 1913 at 1,000 rpm er ow oot ep -f rs 10 ho a ed 66 ch turned which produc rive engine whi -d er ct sh re di pu a a as in It w propeller at 1,225 rpm. aded wooden bl otw er et diam (3.048 metre)
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African Afr frica ican n Pilot Pilott Pilo
December 2018
(1.334 metres) et, 4.5 inches fe ur fo as w 10 metres) The engine d two feet (0.6 configuration. an gh hi s) re (0.610 met . long, two feet 25 kilograms) 275 pounds (1 ed gh ei w St. It e. id w hased by the IVs, both purc X e yp ty T ci st e oi th o Ben idised by There were tw and were subs es in L . da at ri bo lo ir mpa A h and F Petersburg Ta Lark of D ulut ed m na e 5 er 20 w 1, ied rg. They ying boats carr of St. Petersbu ths, the two fl on m e s). W hen re re th et m xt lo O ver the ne s (17,702 ki ile m 00 ,0 11 ofitable and flew over as no longer pr passengers and w e in rl ai e th used to fly y ceased, of D uluth was the city subsid k ar L d. en es, but was came to an e United Stat the operation th nd ou ar s several citie . passengers at iego, California repair at San D nd yo be ed ag dam ley accident at killed in a trol as w st oi en B as W. me a test pilot Designer Thom ny Jannus beca To . 17 19 ne w Cur tiss o on 14 Ju onstrating a ne m Sandusky, Ohi de as w he rplane tiss. In 1916 pilots. The ai for Glenn Cur a and training si us two R d in an ne la ol. Jannus Model H airp near Sevastop a Se ck la B the crashed into e killed. er w rs ge passen
Boeing forecasts air cargo
traffic will double in 20
years
The requirement for more than 2 600 freighters over the next two decades to keep up with increasing global freight traffic, which is expected to double at 4.2% growth annually, has been forecast by Boeing. According to the new World Air Cargo Forecast, released by Boeing last month at The International Air Cargo Association’s Air Cargo Forum and Exhibition, 980 new medium and large freighters and 1,670 converted freighters will go towards replacing older airplanes and growing the global fleet to meet demand. According to Boeing’s analysis, some of the factors driving the growth in air cargo include a growing express market in China and the global rise of e-commerce, which is forecast to increase 20 percent annually to nearly $5 trillion in 2021.
To meet growing market needs, Boeing also forecasts: • The world freighter fleet will expand by more than 70 percent, from the current total of 1 870 to 3 260 airplanes. • Boeing projects new production freighter deliveries valued at $280 billion. • Demand for regional express services in fast-developing economies will boost the standard-body share of the freighter fleet from 37 percent today to 39 percent. • 1,170 standard body and 500 medium wide-body passenger airplanes will be converted into freighters over the next two decades.
• Dedicated freighters, which provide unique capability that passenger belly-cargo cannot match, will continue to carry more than 50 percent of the world’s air cargo demand. The majority will be in the large widebody freighter category, such as the 747-8 freighter and 777 freighters.
Since January 2017, Boeing has sold 128 freighters, including 80 new production and 48 converted freighters.
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Can commercial aircraft replace current satellites
A more connected world makes the globe shrink. Increasingly people are gaining internet access at an exponential rate and it is changing the way of life. Our devices are becoming progressively more connected through the IoT (Internet of Things), but this is not some advanced technology that will affect only the first world. Internet access is becoming the standard rather than the exception, but this has not always been the case. Around the world, there are still four billion people without internet access. One of the challenges in bringing internet connection to these people is the prohibitive costs of launching satellites to cover regions that would be of negligible commercial value. There are also other considerations as satellites provide additional valuable services such as aiding navigation or monitoring the environment and meteorological conditions. Despite clear value, there are still large parts of the world that go without proper coverage. With advancements in aircraft payload capabilities and the rapidly growing number of flights, commercial aircraft should be able to fulfil the growing need of satellites within 20 years, at nominal costs whilst yielding excellent results.
Aircraft gaining a new commercial function At any given time, there are approximately 8000 airborne aircraft providing a combined coverage of more than two million square miles over all parts of the world. The current global fleet of aircraft is greater than 31 000 aircraft and by 2037, the global fleet of aircraft is expected to be close to 63 000 with more flights forecast to fly over barren parts of the world where a large portion of the population lacks a solid internet infrastructure. An aircraft equipped with special transmitting devices flying at an altitude of 11 km (normal cruising altitude) will be able to function just the same as a traditional satellite at a fraction of the cost. Retrofitting current aircraft with necessary devices can cost very little when compared with the millions satellites cost and due to the frequency of flights can provide uninterrupted coverage. The use of aircraft to provide internet services will improve connections around the globe since they also fly over areas that are not connected today. Since there are few overhead and maintenance costs, the price for the end user will be insignificant, whilst airlines will benefit from an additional revenue source. The technology needed for this feat is not new, as installing $600 000 worth of equipment in aircraft today enables aircraft to send and receive using the internet. The next step in the natural evolution of connecting aircraft will enable commercial aircraft to be transmitters of services and not just receivers.
Astronomical cost of satellites
Presently there are 1 980 active satellites in orbit around the earth and with the exception of GPS and Iridium satellites, most are custom built. The process to build a satellite is long, expensive and can take years from initial conceptualisation through to completion. Even GPS satellites that have many copies face a similar path and timeline. Launch into space is not without risks either as the only current options to access space is through hazardous rocket launches. A rocket launch can cost
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over $400 million and needs to take a geosynchronous satellite up to an altitude of 36 000 kilometres, well beyond the Karman line which marks the boundary between Earth and space at 100 km. Even after a successful launch, the satellite still needs to deploy and become fully operational. A small defect can be catastrophic, as satellites cannot be retrieved. In addition, satellites have limited abilities to update so the technology used on expensive satellites can become obsolete during the early part of its service life. Even if everything goes according to plan, the question remains as to whether or not satellites are overkill in some scenarios. Whilst some specialised military missions can only be achieved from space, the argument can be made that satellites are overkill for many civil and commercial missions. With the constant advancement of technology and the miniaturisation of electronics, more efficient methods of connecting the globe and providing internet access are becoming available.
Lowering the price
Despite the astronomical costs of launching a satellite, the race is still on for aircraft to replace satellites before satellites become cheap enough to compete with aircraft. The average cost to launch a satellite is 422 Million (M)USD, but SpaceX’s reusable rockets have enabled the price to come down to only 65 M USD providing savings of over 300 M USD. The trend of making space more affordable is opening up new possibilities. Another example of this is the commercial space company Rocket Lab, which has proved its ability to launch small satellites into orbit for 5 M USD. Whilst they have a considerably smaller payload capacity, when compared with SpaceX, Rocket Lab is fulfilling the niche of launching small satellites and CubeSats that have gone mostly unserved by previous launch providers.
New frontier in broadcasting services
Even with the trend of rapid cost savings in the space launch industry, it is questionable whether or not companies like SpaceX and Rocket Lab will even prove profitable when current aircraft can replace the majority of satellite capabilities. Aircraft equipped with the ability to transmit internet and television services will make a large portion of current satellites irrelevant and will do it at orders of magnitude cheaper than current options. The extreme cost of satellites means only the wealthiest companies can offer their services, but once that same technology is installed on aircraft, there will undoubtedly be a massive disruption to the industry and will result in a revolution similar to the way commercial aircraft revolutionised global travel.
Comair and Infinea launch
A joint venture by both Comair and Infinea, saw the official launch of Nacelle, a new player in the Aerotech industry, at its head office in Sandton on Thursday evening 18 October 2018. The new company is set to disrupt the evolving aviation industry, by providing innovative digital solutions that will deliver a seamless passenger experience. According to Amanda Mocellin, Chief Executive Officer (CEO) of Nacelle: “A competitive market is forcing players to compete with ever more innovative and cost-effective ways of attracting and maintaining a customer base. The need for new and creative adjacent revenue streams are becoming a priority for many airlines, airports and property organisations.” According to the latest IATA report, passenger numbers are to surpass 4.3 billion by the end of 2018. Says Mocellin: “Passengers have changed and they are demanding a seamless experience. Industry trends and customer demands usually end up on the plate of the in-house technology department, who are further constrained by decreasing budgets, more stringent regulatory and governance requirements and dwindling resources.” The new venture’s strength and opportunity lies in leveraging and commercialising Comair’s decades of discipline in operational processes, with Infinea’s deep expertise in software development and IT support.
platforms, payment solutions, and customer-centric technology from Infinea. “Even more exciting are the partnerships that Nacelle is forging with property and airside management providers, parking companies, and aviation technology specialists with a view of bringing into Africa leading inexpensive aviation platforms and solutions and supporting them locally, whilst empowering local engineers with global skillsets,” said Fred Baumhardt, Chief Executive Officer of Infinea.
About Nacelle Nacelle is a highly innovative South African Aerotech technology company, with industry-specific experience and expertise that provides specialised, re-usable and rapidly deployable software components and services to customers worldwide; whilst leveraging deep relationships with key industry partners.
For more information about Nacelle please visit
www.nacelleaviation.com
Erik Venter, Chief Executive Officer of Comair, added that: “Like most industries, technology plays a pivotal role in our business. That is why we’ve decided to spin off our IT budget and team into a separate entity that will provide a variety of IT related services, which will include the commercialisation of our intellectual property.” Nacelle combines some of the brightest digital and technology specialists in the country, who will now be able to leverage the
Erik Venter, Amanda Mocellin, Fred Baumhardt December 2018
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London-Durban direct. Arrival of a 787-8 Dreamliner - Tuesday 30 October By Pete van der Spek
The arrival on Tuesday 30 October, at King Shaka International Airport Durban, of a British Airways 787-8, heralded a new chapter in the co-operation between South Africa and in particular, Durban and the UK. The Boeing Dreamliner arrived just after 05h08 and departed just after 07h35, making for a speedy turnaround time. In the media briefing held at the Oysterbox Hotel in Umhlanga on Tuesday, Paolo De Renzis, British Airways Europe and Africa Commercial manager, mentioned the fact that flying boats of the then Imperial Airways (later BOAC) flew the UK-Durban route and now British Airways is back with the newest generation aircraft in its fleet. He added: “the world is changing with increased competition putting pressure on notoriously thin airline margins. That has been partially mitigated by the arrival of much more efficient aircraft which means carriers may be able to make money on routes that were previously unprofitable.” With more than 100,000 people travelling to and from the UK/ Durban route each year, until now through hubs such as Johannesburg,
British Airways Crew
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Cape Town and Dubai, the potential market is definitely there for British Airways to capture. It is not only easier for UK tourists to get to KZN tourist spots such as Hluhluwe game reserve and many others, as well as the Drakensburg region, but it is also a good opportunity for KZN residents to get to the UK much easier. This is definitely a win/win situation all round.
The flight numbers are as follows: •
•
BA41 – London to Durban departs Heathrow at 15h45 (winter months) (16h45 summer months) on Monday, Thursday and Saturday. Arriving Durban at 05h35 on Tuesday, Friday and Sunday BA40 – Durban to Heathrow – departs 07h35 Tuesday, Friday and Sunday to arrive the same day at 17h45 (winter months) and 18h45 (summer months)
Tickets will be very keenly priced and the fact that it is a direct flight from Durban to London is an absolute no brainer for KZN residents.
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Century Avionics’ first Dual G600 TXi Upgrade BEFORE
AFTER
n 3 September, Century Avionics commenced a Dual G600 TXi upgrade into a Pilatus PC-12. The aircraft was equipped with the BendixKing Dual EFIS 40/50 and a Garmin GNS430/530 W TAWS combination for NAV/COM/GPS/TAWS and a GMX200 multifunction display for Radar and a moving map for added situational awareness. It was also factory fitted with a second Pitot Static system and an Emergency Power Supply for its avionics.
O
concierge for hassle-free database updating and flight plan transfer to and from the Dual G600 TXi and GNS 530W/430W with the use of a FS510 Flightstream which wirelessly connects your tablet with your avionics and also provides your Garmin Pilot App with attitude information. A GAD43e was used to successfully interface the radar altimeter and altitude preselect function from the autopilot to the G600 TXi providing a complete interfaced solution and display on the PFD.
For the Dual G600 TXi Touchscreen upgrade, Century removed the existing ‘six-pack’ on the pilot and co-pilot side and remote mounted LRUs. The existing radio stack, traffic, radar, autopilot and radar altimeter could be integrated successfully into the new glass MFD/PFD. The angle of attack is interfaced with the G600 TXi and a fast/ slow enablement specific to the PC12 is incorporated in the installation.
The installation took 30 working days and was ready for the compass swing and ground run on 5 October. A post-installation inspection of the avionics was scheduled with the SACAA to comply with the certification requirements and a test flight planned for 12 October.Customers who purchase a new GFC 500, GFC 600, G500 TXi or G600 TXi flight display until 28 December 2018 are eligible to receive $500 to $1,000 USD via mail-in rebate.
An existing two-inch electric attitude indicator was relocated to the co-pilot panel and an L3 Com ESI 500 (with backup battery) was installed to provide an electronic standby instrument as required by the G600 TXi AML STC available from Garmin for use by Garmin dealers for installation and certification. An electronic clock with dual USB ports from Mid-Continent was installed in the original clock position to enable flight crew to charge devices used for the Garmin Pilot App which serve as a
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For further information please contact
Century Avionics by +27 11 701 3244 or salesadmin1@centuryavionics.co.za or
www.centuryavionics.co.za
R1400 Discount
R700
R700 Discount
Discount
R1400 Discount
D2 Delta S
D2 Delta
D2 Delta PX
We would like to thank all our clients, suppliers and employees for making our 40th Anniversary year one to remember. Season Greetings to all!
+27 11 701 3244 salesadmin1@centuryavionics.co.za www.centuryavionics.co.za Hangar M1, Lanseria Int Airport, South-Africa SA CAA AMO:0003 KCAA AMO: F|144
SADO D688
CAAZ AMO: 176|128
NCAA AMO:FSS|AMO|C3610 CAAB AMO: B|1A|F30
DCA AMO: MI|414|2016
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GDL 50 Providing an easy-to-use and completely portable aviation datalink, the compact GDL 50 ADS-B receiver lets you access the subscription-free ADS-B weather and traffic services only available in the US, whilst providing your GPS position, speed and altitude information as well as backup attitude reference. The GDL 50 is equipped with a dual-channel ADS-B In traffic receiver. There is no ADS-B Out, but the device outputs the ADS-B data via Bluetooth to tablet, smartphone and Garmin portable GPS displays. The GDL50-series Bluetooth receivers connect with a Garmin Pilot subscription-equipped smartphone or tablet via the Connext tab in the main menu. The GDL receiver can connect to multiple devices/ displays at the same time. For example, with the optional power/data interface harness, you could hard-wire the GDL to two additional displays, for a total of four when you count the two Bluetooth displays. Maybe you have the GDL connected wirelessly to an iPad and also an iPhone, but also want to connect to a hard-wired aera660 or GPS796 SAA Captain and world aerobatic champion Nigel Hopkins purchased a GDL 50 before his recent trip through Africa which covered 2,200 nautical miles each way and he answered a few questions about his experience with this portable unit.
Q – What was the main reason for purchasing the GDL 50? “The Extra 330SC has a very basic instrument layout and I needed a GPS solution with a back-up horizon for safety for our 2200nm ferry up the African west coast. The GDL provides the ideal portable solution.”
Q – How well does the GDL 50 and the Garmin Pilot App work together?
“Ideal compatibility with IPad mini display and the option of a split screen for map and PFD and IPhone back up use. Very user friendly and easy plan trips.”
Q – Any specific problems that occurred on the trip? “None.”
Q
– What was the result of ADS-In Traffic receiving like?
“We used a Cessna Caravan as a ‘chase plane’ and the ADS-B display allowed us to ‘find’ the Caravan at times when we were split from the formation. I also used the display to make contact with an SAA aircraft to receive weather updates.”
Q – How long does the battery last? “I had the GDL powered through the USB socket; therefore I did not rely on the battery. The manual indicates up to eight hours though.”
Q – Is GDL 50 user-friendly? “Very. The unit self-powers when connected to the main power. The Garmin app is very simple to operate.”
Q – Would you recommend the unit to your friends? “I certainly would! It is a perfect portable solution and great value.”
For more information please give
Century Avionics
Garmin GDL 50
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a call +27 11 701 3244 E-mail: salesadmin@centuryavionics.co.za Website: www.centuryavionics.co.za
Gulfstream to deliver even better range
G600
operating speed for the aircraft is Mach 0.925. Since December 2016, the five aircraft in the G600 flight-test programme have accumulated more than 2,600 flight hours over more than 685 flights. The aircraft is nearing the end of its flight test and certification programme, with only crew workload, flight into known icing and function and reliability tests remaining.
Last month, Gulfstream Aerospace Corp. announced a second range increase for its all-new Gulfstream G600 business jet. The awardwinning aircraft will deliver 5,500 nautical miles/10,186 kilometres range at its high-speed cruise of Mach 0.90, a 700-nm/1,296-km increase over original projections.
The other aircraft Gulfstream launched simultaneously four years ago, the Gulfstream G500, earned its type and production certificates from the US Federal Aviation Administration on 20 July 2018 and is now awaiting type certification from the European Aviation Safety Agency. The first G500 entered service on 27 September. Recently the G600 completed certification testing for flying qualities; engine and thrust reverser operations; ice protection and environmental control system; field performance; smoke evacuation; flight controls; ventilation and cooling; fuel system and flammable fluid drainage.
With its increase in range, the G600 can now fly nonstop from London to Los Angeles, SĂŁo Paulo to Aspen or Hong Kong to Vienna at Mach 0.90. The G600 can travel 6,500 nm/12,038 km at its long-range cruise speed of Mach 0.85. The maximum
The aircraft’s all-new interior earned top honours in Private Jet Design at the 2018 International Yacht & Aviation Awards. The G600 is expected to earn its type certification later this year, whilst its service entry is expected to be in 2019. December 2018
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Embraer introduces Praetor 500 and Praetor 600 business jets “The Praetor 500 and Praetor During a company event at Orlando Executive Airport, will lead the midsize class with 600 are the disruptive aircraft for where the 2018 National Business Aviation Association’s a continental range of 3 250 Business Aviation Convention and Exhibition (NBAA- nautical miles. “The new Praetor the entrepreneur, for the pioneer, BACE) took place between 16 – 18 October, Embraer 500 and Praetor 600 will be the for the innovator,” said Michael introduced the new Praetor 500 midsize and Praetor most technologically advanced Amalfitano, President and CEO, 600 super-midsize business jets. aircraft to enter the midsize Embraer Executive Jets. “The Praetors are aircraft certainly A Praetor was a title granted by the government of Ancient and super-midsize categories,” Rome to men acting in one of two official capacities: the said Luciano Froes, Senior Vice in keeping with their name, commander of an army (in the field or, less often, before President, Marketing, Embraer leading the way in redefining the army had been mustered); or an elected magistrate. Executive Jets. “Different by the characteristics of what a design and disruptive by choice, these new aircraft will deliver the midsize and super-midsize aircraft should deliver to the market. ultimate customer experience with an unparalleled combination of The introduction of these aircraft supports our vision of fascinating performance, comfort and technology.” our customers and providing them with superior value and the best experience in the industry.” Advanced technology also abounds throughout the cabin beginning with the industry-exclusive upper tech panel that displays flight The Praetor jets will introduce unprecedented range in their categories. information and offers cabin management features also available on The Praetor 600 will be the farthest-flying super-midsize business personal devices through Honeywell Ovation Select. High-capacity jet, which allows nonstop flights between London and New York. high-speed connectivity for all aboard is available through Viasat’s The Praetor 500 will be the fastest midsize aircraft, capable of reaching Ka-band with speeds of up to 16Mbps and IPTV, another Europe from the west coast of the US with a single stop. With four industry-exclusive in midsize and super-midsize business jets. passengers and NBAA IFR Reserves, the Praetor 600 will have an Being the only midsize and super-midsize business jets with intercontinental range of 3 900 nautical miles and the Praetor 500
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Executive Jets
full fly-by-wire technology and active turbulence reduction, passengers will enjoy the smoothest possible flight, complemented by a best-in-class 5 800-foot cabin altitude for ultimate passenger comfort. To celebrate these new aircraft, Embraer is also introducing the new premium style Bossa Nova interior edition. “Inspired by our Brazilian heritage, the Bossa Nova interior will delight Praetor customers with its distinctively elegant ambience,” said Jay Beever, Vice President, Interior Design, Embraer Executive Jets.
“
With personal comfort as the key design driver, the Embraer DNA Design will render an unparalleled passenger experience in the Praetor jets. Upon the foundation of ergonomics and superior craftsmanship, each customer’s personal design style will be reflected throughout the cabin.
”
The Praetor jets feature the state-of-the-art Rockwell Collins ProLine Fusion flight deck with the industry-first vertical weather display, air-traffic-control-like situational awareness with ADSB-IN and predictive wind shear radar capability. The Praetor cockpits will also offer options that include the Embraer Enhanced Vision System (E2VS) with a Headup Display (HUD) and an Enhanced Video System (EVS), an Inertial Reference System (IRS) and a Synthetic Vision Guidance System (SVGS). The Praetor jets are currently under development with two Praetor 600 prototypes in flight tests as well as one production-conforming aircraft, and one productionconforming Praetor 500 in its maturity campaign. The Praetor 600 is expected to be certified and enter service in the second quarter of 2019, followed by the Praetor 500 in the third quarter of 2019.
Executive Jets
Embraer EMB-545 Praetor 500
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First Pilatus PC-24
delivered to South African customer On Monday 15 October, the first Pilatus PC-24 ‘Super Versatile Business Jet’ was delivered to a South African Cape Town customer. The jet stopped at ExecuJet’s FBO facility at Lanseria International Airport briefly, so that some media people could have a look at the sheer beauty of this new business jet that has entered the market.
A
fter receiving type certification for its all-new PC-24 jet in December 2017, Pilatus has delivered twelve aircraft to the United States, Switzerland, Luxembourg and this one to South Africa. By the end of this year, the company expects 23 PC-24s will be in operation with customers. The global fleet of in-service PC-24s have accumulated 1200 flight hours, with the fleet leader already clocking up over 620 flight hours. This aircraft, the first serialised production PC-24, is owned and operated by the US fractional ownership company, PlaneSense. First customer and pilot feedbacks George Antoniadis, President and CEO of PlaneSense commented: “Our clients absolutely love the PC-24 and it is a wonderful complement to our expansive fleet of PC-12s. The jet has allowed us to expand our offering with a larger cabin and higher speeds. Its ability to access very short runways allows us to safely reach destinations that other business jets cannot. With that larger choice of runways and higher cruise speed, we can significantly reduce point-to-point travel time, a true game changer. We cannot wait to add more PC-24s to meet our clients’ demands.” The Authorised Pilatus Centre Western Aircraft is the operator of PC-24 serial number 102. The Chief Pilot Scott Marshall provided a pilot’s perspective: “Flying the PC-24 is an absolute thrill. With more than 6,000 flying hours over the last 13 years in Pilatus aircraft; PC-6, PC-12 and now the PC24 it is truly a pilot’s airplane. The ergonomic cockpit layout paired with the ACETM integrated avionics’ suite shows that Pilatus, as always, developed this aircraft with the pilot in mind.
Whether hand flying in cruise or on approach, the aircraft is one of the most stable and forgiving aircraft that I have ever flown. With the long standing tradition of innovation, craftsmanship and reliability, Pilatus has definitely exceeded my own lofty expectations.” With post certification activities well in progress, Pilatus continues to conduct post-certification testing on several items to expand the PC-24’s operational capabilities, including steep approach, air ambulance interiors as well as operations on unpaved runways. To date, more than 150 take-offs and landings have been conducted on dirt, grass and gravel surfaces in Switzerland, Canada, Italy and the United Kingdom. Pilatus expects to receive certification for operation from these surfaces before end of this year. Full coverage with CrystalCareTM most PC-24 customers are also subscribing to CrystalCare™, Pilatus’ new comprehensive, nose-to-tail maintenance support programme. For a fixed hourly and monthly fee, customers are covered for all scheduled and unscheduled maintenance events, parts, avionics, engines, inspection, troubleshooting and repair work, shipping, AOG recovery and even consumables. Ignaz Gretener, VP General Aviation for Pilatus stated: “Being ranked number one in customer service by PC-12 operators for 17 consecutive years has set the service expectations high for Pilatus entering the business jet market. Our goal is to continue expanding our services by raising the bar even higher in terms of customer support. Our first step on that journey with the PC-24 is the introduction of CrystalCare™, the most comprehensive guaranteed maintenance programme in the industry.” Markus Bucher, CEO of Pilatus, continued: “We are very pleased with how well the PC-24’s entry-into-service programme has progressed over the past nine months. Customer feedback has been great, in what they like and what they would like us to improve. Overall though, our strategy to bring a modern, unique and capable new aircraft into this market segment has been met with an overwhelmingly positive response from current customers and those operating other brands of business jets.” The PC-24 attended the National Business Aviation Association’s annual convention and exhibition (NBAA-BACE) in Orlando, Florida.
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National Business Aviation Association (NBAA) wraps up its dynamic, high-energy convention 16-18 October in Orlando, Florida in the USA The NBAA brought its 2018 National Business Aviation Convention & Exhibition (NBAA-BACE) to a close on Thursday 18 October. It was an event characterised by energy, excitement and a focus on the future, according to the organisation. “It certainly seemed that NBAA-BACE exceeded even the highest expectations,” said NBAA President and CEO Ed Bolen. “Exhibitors told us their booths were packed and attendees continually remarked on the latest technologies and services displayed on the show floor, the quality of our sessions and the networking opportunities available.” Bolen added that the positive energy was palpable in every corner of the show floor and static display. “The convention showed that this is one of the best environments for business aviation in decades,” said As Bolen. “We focused on the people, technologies and leadership qualities that will maximise today’s opportunities, whilst keeping 2018 drew to a an eye on the investment and close, organisers innovation that will drive pointed to several the industry’s future.”
NBAABACE
indicators illustrating Bolen’s point, including:
•
The event drew about 1,000 exhibitors from the US and around the world. Attendees at the show represented all 50 US states and about 90 countries. More than 100 exhibitors were new to the show
•
More than 100 aircraft were exhibited outdoors at the airport, at an indoor static display inside the convention centre and elsewhere on the show floor. Two new aircraft were introduced and several others were displayed for the first time, at this year’s convention
•
The keynote sessions for the show’s first two days were headlined by visionaries pioneering the future of business aviation. For example, Eric Allison, head of Uber Elevate, shared Uber’s plans for fostering urban mobility with electrically powered vertical take-off and landing (eVTOL) aircraft. Solar Impulse Chairman Bertrand Piccard told his story of flying around the
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world without a drop of fuel, urging the industry to dare to make ‘impossible dreams’ such as solar flight a reality •
Sharing their insights on leadership excellence in changing times were two leaders of Enterprise Holdings, the largest carrental provider in the world: President and Chief Executive Officer Pamela Nicholson and Executive Vice President and Chief Operating Officer Christine Taylor
•
As always, government leaders were on hand to brief attendees on the latest legislative and regulatory issues affecting business aviation. In addition, political titans Paul Begala and Matt Schlapp debated the two parties’ electoral fortunes in the midterm elections
•
The keynote sessions featured a first-time immersive experience, with the 2018 Collier Award-winning Cirrus Vision Jet on display, as well as an experimental flying car from Terrafugia.
Organisers also took time to honour some of aviation’s legendary figures. With a powerful standing ovation, the Women’s Airforce Service Pilots, who served during WWII, accepted NBAA’s Meritorious Service to Aviation Award. NBAA also presented the association’s Al Ueltschi Award for Humanitarian Leadership to aerobatic icon Sean D. Tucker and the Bob Hoover Academy, for inspiring ‘at-risk’ youth by teaching them to fly. Recognition of the Bob Hoover Academy was just one of many noteworthy moments throughout the week that underscored how the industry is investing in its future workforce. NBAA celebrated its inaugural Business Aviation Top 40 Under 40 and hosted Young Professionals (YoPro) networking and education sessions, as well as panels on workforce retention, women in aviation leadership and tips from rising industry stars. On the show’s final day; Careers in Business Aviation Day, more than 1,000 students came to NBAA-BACE without being charged an entry fee, where they heard from aerobatic pilot Anthony Oshinuga and other mentors. The agenda was filled with wellattended education sessions, as well as an inaugural NBAA small operators’ symposium, the association’s fourth annual National
Safety Forum and its 10th annual single-pilot safety stand down. “This year’s convention highlighted business aviation’s proud history, exciting present and inspiring dreams for the future; a future that has never felt so close as it did this week,” NBAA CEO Ed Bolen continued.
Imagining the possibilities of General Aviation in 2025 As the basic designs of the most popular singleengine general aviation aircraft flying today are between 20 and 70 years old, the light pistonengine market segment is ripe for innovation, according to Rene Nardi, a 35-year aerospace veteran who is leading a team exploring the opportunities for revitalising and expanding the market through the introduction of multiple advanced technologies.
“We are not going to get rid of the pilot anytime soon.” However, the man-machine interaction will be different, he said. The pilot will communicate with the aircraft using natural language and hand gestures also will be utilised to execute commands.
Nardi, who has a Ph.D. in aerospace propulsion and an MBA, shared his vision of what the next generation of light aircraft will look like during an education session titled ‘General Aviation 2025.’ Nardi predicted that disruptive automotive technologies will soon migrate to aviation, making four- to six-seat airplanes safer, simpler and more comfortable, thanks to the convergence of electrification, automation and autonomy.
Nardi said prototypes of these revolutionary four-seat aircraft could be flying within a few years and enter service as soon as 2025. Six-seat versions could enter the market by 2030. However, to realise this vision, battery technology must advance enough to make these power sources light enough to enable electric aircraft to outperform gasoline-powered equivalents. New types of electrical power sources are in the works, including lithium-sulphur and lithium-seawater batteries. In addition, to make these new aircraft viable, the acquisition and operating costs must be competitive.
Electric-powered aircraft could have time between overhauls approaching 10,000 hours, suggested Nardi, which would essentially mean the powerplants could last for entire life of the aircraft. He expects these airplanes to feature new configurations, including electric open rotors (counter-rotating) and ducted fans. Automation will offer flight-envelope protection, whilst artificial intelligence will handle repetitive tasks (such as performing checklists.) Eventually, fully autonomous flight promises to reduce two primary causes of aircraft accidents – loss of control and controlled flight into terrain. However, Nardi said the era of pilotless aircraft is not imminent.
Perhaps most important, much like the challenge facing autonomous ground vehicle makers, the public must be convinced that pilotless aircraft are safe and reliable. A poll of attendees at the education session indicated that, on a scale of 1 to 5, with the higher figure signifying complete confidence in riding in such aircraft, the average was only 2.8. Nevertheless, Nardi is bullish on the possibilities. He said that once these new-technology aircraft enter production, 10,000 aircraft per year could be sold in the following decade, with a total market valued at $70 billion worldwide.
NBAA-BACE returns to Las Vegas, Nevada, between 22 and 24 October 2019.
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2018
Event
Venue
Contact
1 - 2 December
SAC ACE of Base
Brits Airfield
Annie Boon chunge@mweb.co.za
8 December
International Civil Aviation Day
Nelspruit Airfield
Pappie Maja 083 451 2627 majap@caa.co.za
2019
Event
Venue
Contact
19 - 20 January
SAC Gauteng Regionals
Vereeniging Airfield
Annie Boon chunge@mweb.co.za
26 January
SAPFA Rand Airport Challenge
Rand Airport
2 February
SAPFA Morningstar Speed Rally
Morningstar Airfield
Aviation Africa Summit
Kigali Convention Centre, Rwanda
mark.brown@africanaerospace.aero
rotor@rotor.org www.rotor.org
27 -28 February
Frank Eckard 083 269 1516 frank.eckard@mweb.co.za
Hans Potgieter hcom@mweb.co.za Mark Brown www.aviationafrica.aero
4 - 7 March
HAI Heli-Expo
Georgia World Congress Centre, Atlanta, Georgia
9 - 10 March
Swellendam Flying Club host Sport Aerobatic Club Regional Championships
Swellendam
Pieter Venter pventer@vgv.co.za
12 - 14 March
Saudi Airshow
Thumah Airport, Riyadh
www.saudiairshow.aero
13 - 15 March
Ageing Aircraft & Aircraft Corrosion seminar
OR Tambo International Airport
lmjaviationbookings@gmail.com
23 March
FASHKOSK
Stellenbosch Airfield
Anton Theart 079 873 4567 gm@stelfly.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 Development of the Chinese Xian H-20 stealth bomber began either in the late 1990s or early 2000s. When existence of the programme was first announced in 2016, it was predicted that the aircraft would enter service in 2025. However, it now appears that the mysterious bomber, which remains shrouded in secrecy, might enter service earlier than anticipated. Chinese media recently announced that the H-20 would be publicly unveiled next year, during the People’s Liberation Army Air Force’s (PLAAF) 70th anniversary celebrations. Researching the technology to develop a stealth strategic bomber requires a significant
investment of time and funds, but China may have circumvented these obstacles through cyber attacks and industrial espionage. This means that the H-20 might end up looking surprisingly similar to the USA’s Northrop B-2 Spirit. In fact, some experts reason that the new Chinese bomber might be somewhat comparable with the USA’s B-21 Raider, which is still under development. As with its American counterparts, the H-20 will likely have a flying wing design, tremendous range and will be capable of delivering nuclear and conventional weapons, including cruise missiles.
USAF
B2 ste
alth bo
mber
Did you know? Development of the H-20 is significant, as its purpose will no doubt be to diminish the USA’s military advantage in the Western Pacific region. It is certain that the new bomber will play a significant role in territorial disputes in the South China Sea, whilst threatening Taiwan’s independence.The H-20 might have a secondary role as a force multiplier by serving as a C4ISR (Command, Control, Communications, Computers, Intelligence, Surveillance and Reconnaissance) asset. In other words, it could be used to process and share information with various surveillance, reconnaissance and combat aircraft. 322 3
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Athol Franz took this picture from a Robinson R44 piston helicopter south of Johannesburg early on a Monday morning. Athol used his Canon EOS 1D Mk4 camera fitted with a 28 to 105 image stabilised Canon lens. The shutter speed was 60 sec in order to feature some spin in the four-bladed helicopter. The aperture was F22 at 47mm focal length ISO 200.
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Bell 430 VIP Helicopter By Athol Franz
Sponsored by
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