™ March 2019
Volume 18 No.3
R35.00 incl. VAT N$35.00 incl. VAT
Rand Airport Feature
DH MOSQUITO
03087
Supersonic Business Jets
Emperor Aviation agents for Van Horn helicopter blades Cover photograph by Gavin Conroy
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fo He r t lic w o H o p pte en eo r le p flig y le h A fr t ir o m
Business Jets
www.africanpilot.co.za
Contents Airline Pilot
Sport Pilot
8
Boeing 727 ends passenger service
96
15th SAPFA Rand challenge rally
8
Lufthansa ends 83-year career
98
US SLSA ranking list
9
World’s largest jet - Boeing 777X
99
Pipistrel releases a new airplane
10
Qantas cancels A380 order
100 SAPFA training camp
12
Boeing invests in Aerion SST
38
Regulars Commercial Pilot
4
Competitions
14
AVDEX AMS saves money
6
Letters
15
Bombardier sells nine CRJ900
30
Events Calendar
16
EPS begins production engines
32
Fact File
18
Textron Aviation Cessna Caravan
34
Picture of the Month
19
Daher TBM completes milestone
46
The Best of the Best
20
Why choose Safomar?
55
Names to Remember
22
Turbine Conversions
102 Accident Report
50
104 Medical
Drone Pilot
106 Register Update
24
UAS impact on General Aviation
108 Flying High
26
Warning radar for UAVs
109 Subscription Form
26
Airbus Facebook
109 Shop Window
27
HiDron
Special Features
Helicopter Pilot 49
Enstrom 480B
Military Pilot
38
Second flying DH Mosquito
50
Supersonic Business Jets
58
Rand Airport Feature
84
Business Jets
52
Qatar Air Force
53
RAF Tornado retirement
Other
54
V-280 Valor reaches 280 knots
36
Legally Grey VIII
42
Early Business Jets
56
RAF Hendon revamped
81
The Airplane Factory - Sling
distributed by
Contributors Athol Franz Divan Muller Stuart Coetzee
Pete van der Spek Honiball Aviation Auditing Cally Eckard
Gavin Conroy Lara Bayliss Rob Jonkers
Aidan Owen Dr Nick Lee 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 March editorial What is happening at the South African Civil Aviation Authority (SACAA) - the Regulator? In order to gather material and photographs for this edition of African Pilot, I spent many hours walking the ramps of Rand Airport visiting customers based at the airport. As I discovered when I prepared the Grand Central Airport feature for February’s African Pilot, almost without exception, every aviation business had serious complaints about the manner in which they were treated by SACAA inspectors. Of course, most business owners wished to remain anonymous to prevent deliberate victimisation by SACAA Inspectors. However, one person told me that when he had asked a particular inspector if the inspector had noticed how many Aircraft Maintenance Organisations (AMOs) had closed down, the curt reply was: “well there were too many AMOs anyway!” The same person then asked the inspector what the SACAA would do when most of General Aviation had packed up and left the country? The answer was: “Well, there are far too many general aviation aircraft anyway and there will always be airlines for the SAACA to regulate!” Not the answer one would expect from an organisation whose task is to support and encourage aviation of all types. Simple tasks that require approval often lie on a SACAA officials’ desk for months at a time; paperwork gets lost, e-mails go unanswered and telephone calls are not returned, yet this is a regulator which achieved 16th place in the world in its most recent International Civil Aviation Organisation (ICAO) audit. Many professionals within South African aviation tell me that there is no consistency by SACAA inspectors. One inspector may find one thing, yet another inspector will find something totally different. No harmony whatsoever. I have also been told that in many instances the general aviation knowledge that inspectors should have is seriously lacking, therefore
their decision making is ultimately flawed. What a dreadful situation! This urgently requires the intervention by the top management of the SACAA so that the regulator can fulfil its stated mission which is:
‘To regulate civil aviation safety and security in support of sustainable development of the aviation industry.’ Whilst we are all in agreement with the requirement for aviation regulation and I for one certainly support the role of the regulator, the fact is that there appears to be very little intent on supporting the sustainable development of the aviation industry in South Africa by the SACAA. This situation has to change or South African civil aviation will continue to decline as it has on the rest of the African continent.
This edition’s cover story I would like to thank Gavin Conroy for granting African Pilot permission to publish his superb formation photograph of restored New Zealand vintage fighters which appears on the cover of this month’s African Pilot magazine. These wonderful iconic aircraft from the foreground to the rear are a De Havilland Mosquito, a Supermarine Spitfire, a P51-Mustang and a P-40 Curtiss Warhawk. A photograph of this magnitude is not likely to be seen again. It is wonderful news that a second Mosquito has been restored to flying condition in Canada. Consequently, I decided to prepare the article that appears on page 38 of this edition on the De Havilland Mosquito which must be one of the most iconic fighter / bombers of the Second World War. This edition also includes an update on business at Rand Airport and our annual Business Jets’ feature. In addition, we prepared an interesting feature on the emerging Supersonic Business Jets that will soon be seen in our skies. Until next month enjoy your flying. 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
012 843 7600 / 0861 42 42 59
Distribution On the Dot
011 401 5938
African Pilot Local International Fax
0861 00 11 30 +27 11 466 8524 / 6 086 767 4333
P.O. Box 30620, Kyalami, 1684, South Africa
African Pilot House No. 6 Barbeque Heights, Dytchley Road, Barbeque Downs, Kyalami, South Africa
website: www.africanpilot.co.za March 2019
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Competitions
Cover DH Mosquito
Total value of the competition in this edition is R5000 March Cover Competition
This month’s cover prize is sponsored by Henley Air - a helicopter flight around the city of Johannesburg for two passengers valued at R5000.
™ VAT R35.00 incl. VAT N$35.00 incl.
Volume 18 No.3
March 2019
F e a tu re R a n d A ir p o rt
Questions 1) How many DH Mosquitos were built? 2) How many upstart companies are developing supersonic business jets?
O
DH MOSQUIT
January 2019 Cover Competition Winners Congratulations to the following winner, Chris van Zyl, who won a Rexon RHP air band handheld radio supplied by Comet Aviation.
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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Su pe rs on ic ts B us in es s Je
B us in es s Je ts 03087
ts for iat ion ag en Em pe ror Av de s lic op ter bla Va n Ho rn he ilot.co.za www.africanp aph by Gavin
Cover photogr
Conroy
fo +H r t OLF w RS o He pe WHU nl op ÀLJ ey le K Ai fro W r m
3) At which Gauteng airport is Henley Air based?
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In formation with the DH Mosquito are a Supermarine Tr.9 Spitfire, North American P-51D Mustang, and a Curtiss P-40N-1 Kittyhawk. The photo was taken in the Hauraki Gulf near Auckland. It was taken just to get a shot with the fighters before the Mosquito left New Zealand for American based collector, Jerry Yagen. Camera was a 1DX, lens was a Canon 24-105L lens, shutter speed was 1/200 which s higher than normal but it is difficult taking photos at 200 knots with the canopy open on a North American T-28 Trojan.
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Dear Athol, I am a loyal reader of your magazine, so much so that I cannot wait for the magazine to arrive in the post, so I purchase African Pilot as soon it is available at our local Pick ‘n Pay and I give the posted copy to my family. I was the fortunate winner of the November 2018 cover competition - a scenic helicopter flight for two over Johannesburg. My wife and I received this prize with great enthusiasm and I booked the flight with Henley Air for Friday 25 January at 11h00. We were welcomed with smiling faces and given a welcome cup of coffee in the spectacular departure lounge. We were introduced to our pilot Ingrid Wolfaardt, who gave us a quick run-down of the procedures and safety rules after which she walked us to the waiting Robinson R44 helicopter ZS-RVG. What a spectacular scenic flight it was! I want to thank African Pilot for the opportunity and Henley Air for its hospitality and professionalism. To Ingrid Wolfaardt: you are amazing and a real asset to your company. I took many scenic pictures of Johannesburg and attach herewith one of my favourite pilot in the helicopter. Kind Regards, Frank van ZantenSolleveld Dear Frank, There is a saying that it is ‘wonderful when a plan comes together.’ Having flown with Henley Air on several occasions myself, I am in agreement with you that the company based at Rand Airport is most professional, whilst always friendly towards its customers. It is very pleasing for African Pilot to receive your favourable report and to know that you and your wife thoroughly enjoyed your flight around Johannesburg. Thank you very much. Regards,Athol. Good Morning Mr. Franz, I bought the African Pilot magazine on Saturday 27th January 2019 with expectations on behalf of my son. I read various articles hoping to find the reason for buying the magazine, but unfortunately I didn’t find what I was hoping for. When reading the magazine for a second time, I realised that you were the Editor and writer of the article about the new Sling TSi. Mr. Franz, I am searching for a company or airline which will be able to assist or sponsor my son Anton to complete his ATPL. This has been a lifelong dream of his. We have been supporting and financially assisting his flying career since the age of 16, but unfortunately due to financial constraints it is just not possible anymore. Anton has recently completed his CPL subjects of the CAA syllabus. However, he still needs to fly the required hours. Due to the limitations we are experiencing with regards to funding, he is forced to work. His working hours limit his time. This is unfortunately hindering him in reaching his goals and completing his CPL. He is currently working for a drone company where he completed an instructor’s course to be able to save money for his career in aviation. I have spent countless hours researching, buying magazines and enquiring with overseas aviation companies. We cannot seem to locate anyone who will assist us in this matter. Would there perhaps be any chance you might know of a company/airline which will be willing to support a student pilot in this regard, or even point us in the right direction to help him gain a cadetship? Any help will be appreciated. Thank you in advance. Regards, Sue Dreyer Dear Mrs. Dreyer, Thank you for your e-mail and I hope that you enjoyed the January 2019 edition of African Pilot featuring the Sling TSi. Your story about Anton is very similar to the very many requests that I receive every month, usually as a telephonic enquiry seeking financial aid to either start or complete a career in aviation. Sad to say there is nothing I can do to help any of these budding young pilots. One thing that is pleasing is that Anton is doing something within the drones’ business so that he can remain active within the aviation industry. I am very sorry to say that there is not any short cut in this aviation business. Aviation is very expensive, especially in becoming a professional pilot. All I can do is wish Anton lots of luck and hope that something happens to change his fortunes. Sincerely, Athol Franz
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*Garmin Stock Photo
- Bright, crisp 10.6” and 7” LCD touchscreen displays offer a wide choice of affordable, space saving glass cockpit solutions for helicopters - Optional Garmin HSVT 3-D synthetic vision helps you see your way clearly in dark nighttime VFR conditions, degraded visibility environments (DVE) - Avoid obstacles with optional Helicopter Terrain Awareness and Warning System (HTAWS), featuring five-colour display shading and audible voice callout alerts for terrain awareness - Interfaces with Garmin GFC 600H flight control system and offers full touchscreen system continuity with Garmin GTN 650/750 series navigators
+27 11 701 3244 salesadmin1@centuryavionics.co.za sal www.centuryavionics.co.za Hangar M1, Lanseria Int Airport SA CAA AMO:0003 KCAA AMO: F|144 K
SADO D688 DCA AMO: MI|414|2016
14 - 17 May 2019
NCAA AMO:FSS|AMO|C3610 CAAB AMO: B|1A|F30
CAAZ AMO: 176|128 March 2019
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ends scheduled passenger service
O
n 12 January 2019, the final scheduled passenger flight of a Boeing 727 was conducted by Iran Aseman Airlines. The aircraft, a relatively new Boeing 727-200 Advanced which was built in 1977, flew as EP851 on a domestic flight from Zahedan to Tehran. The low-key final flight marked the end of a remarkable 55-year run for the tri-engine jet that was a state-of-the-art improvement in speed and efficiency when it was introduced in 1962. Although a few 727s remain in freight and even executive service, including one based at Lanseria International Airport, most of the 1,831 produced until 1984 were retired by early this century because they were noisy and not very fuel efficient. When the 727 entered service with Eastern Airlines in 1964, it carried as many passengers as four-engine airliners but flew higher and faster. It became a fixture on domestic routes, but was eventually eclipsed by twin-engine short-haul models. Due to decades of trade sanctions, Iran has not been in a position to purchase new airliners or spare parts for the legacy airliners it operates.
Lufthansa ends the career of 83-year old Junkers Ju-52 ‘Tante Ju’ The 83-year-old Junkers Ju-52 aircraft, registered D-AQUI, was still operating 16-passenger tourist flights in Germany and Europe until recently. Built in 1936, she was acquired and restored by Lufthansa in 1984.She has been flown ever since then by the Deutsche Lufthansa Berlin Stiftung. However, the airline has confirmed that it would cease the €1 million per annum that the vintage airliner costs to operate by retiring her. As for the future of the aircraft, she may be put to use during airshows, but a decision has not yet been made. In 2007, the German airline also started restoring a Lockheed L-1649 Starliner, for which it also planned to offer tourist flights by 2011.
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However, this project, which was delayed several times, has now been abandoned. On 4 August 2018, another Junker JU-52, registered HB-HOT, of the company JU-Air crashed against a mountain in the Swiss Alps. The plane was transporting eleven men and nine women, but tragically none survived. However, Lufthansa said that its decision to retire its own aircraft did not have any link with that accident.
World’s largest
jet engine is getting ready to power the
GE Aviation, an operating unit of General Electric (GE), is building the GE9X exclusively for the newest version of Boeing’s long-haul airliner the 777X. Launched in 2013, the GE9X programme has recently passed key milestones in its extensive testing campaign and is on track to propel the 777X for its maiden flight.
B
oeing revealed that it had completed the first 777X ground test airplane in October 2018. At the time, the first flight test plane had also received its new CFRP (Carbon Fibre Reinforced Polymer) wings and now, it appears that the GE9X engines have been installed on that 777X prototype.
The plane, which has been housed in Boeing’s Everett, Washington assembly plant, is set to roll out in February 2019 and its first test flight is expected to take place later this year. The first delivery of the 777X, the 777-9 variant is scheduled to enter service in 2020 with launch customer Emirates. GE states it has orders for 700 GE9X engines so far, with customers including Qatar Airways, ANA and Singapore Airlines. When it enters service with the 777X, the GE9X, roughly the size of a 737’s fuselage, will be the largest commercial jet engine available.
The first full GE9X developmental engine was fired up for the first time in March 2016, beginning ground testing at GE Aviation’s Peebles Testing Operation (PTO) in Ohio, US, just six months after the engine design was finalised. Certification testing commenced in May 2017, marked by the firing up of the second GE9X productionconfigured power plant at the PTO site. A year later, in March 2018, the GE9X was taken airborne for its first flight test under the wing of GE Aviation’s 747-400 flying test bed in Victorville, California. Other completed tests included crosswind operability, high-pressure turbine stress, icing, emissions and water ingestion. With a total of eight engines involved in the certification programme, GE states it now hopes to meet a 2019 target date for safety certification, later than initially hoped.
According to GE, the GE9X engine will be the most fuel-efficient jet engine the company has ever produced on a per-pounds-of-thrust basis. The GE9X has been developed on the foundations of the GE90 (it is the fifth evolution of the GE90). That engine, developed back in the early 1990s, powers the Boeing 777. Although the GE9X is the largest engine in the world, it is not the most powerful. For instance, today’s GE90-115B, used on the 777-300ER, is the largest of the original GE90 variants, rated for over 115,000 pounds of thrust.To date, the GE90-115B holds the title of the world’s most powerful engine at 127,900 pounds of thrust (originally, the GE90 was designed for a 76,000-pound thrust requirement). The GE9X, meanwhile, classifies in the 100,000 pound thrust category. Larger engines potentially mean higher fuel consumption and associated costs. However, the manufacturer states that compared with the GE90-115B, the GE9X will be capable of delivering 10% improved fuel burn. It will also have a 5% improved specific fuel consumption compared with any twinaisle engine currently out there. However, what surely stands out the most is that the largest jet engine will have the largest front fan: the power plant will have a composite fan case measuring at over 11 feet (approx. 3.40 metres) in diameter and only 16 fourth generation carbon fibre composite fan blades. The GE9X is designed to achieve an approximate bypass ratio of 10:1 and an overall pressure ratio of 60:1. The power plant features a next-generation 27:1 pressure-ratio 11-stage high-pressure compressor; a third-generation TAPS III (twin-annular pre-mixing swirler) combustor for high efficiency and low emissions; and CMC (ceramic matrix composite) material in the combustor and turbine. March 2019
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QANTAS cancels A380
superjumbos order
In another heavy blow to the already threatened A380, last month Qantas announced the cancellation of its order for eight Airbus superjumbos. “Following discussions with Airbus, Qantas has now formalised its decision not to take eight additional A380s that were ordered in 2006,” a Qantas spokesman said. “These aircraft have not been part of the airline’s fleet and network plans for some time,” he added, confirming the global trend of scepticism regarding the aircraft.This leaves only 79 aircraft in Airbus’ order book, including 53 for Emirates, 20 for leasing company Amedeo, three for All Nippon Airways and three for Air Accord. However, a week before Qantas’ decision, Bloomberg reported that Emirates was also considering cancelling its last order for 20 A380s to order A350s instead. The order from the Gulf company allowed the A380 programme to survive. It seems now that the A380 is threatened more than ever. The world’s largest customer of the Airbus A380 – Emirates - is reportedly studying the possibility of switching its recent superjumbo orders for the newer Airbus A350 wide-body. Airbus has confirmed it is in talks with the gulf carrier regarding the contract only a year after the plane maker scored the lifesaving deal for its double-decker plane. Whilst rumours of a potential Chinese order have been spreading, IAG (British Airways, Iberia, Aer Lingus, Vueling and Level) could also be in negotiations with the European manufacturer to
acquire more A380s. However, on 1 February 2019, IAG’s CEO Willie Walsh criticised the current list price of €400 million during a Oneworld event in London and said:
“I have made it very clear to Airbus that if it wishes to sell the aircraft, it will have to be more competitive with the price.”
The A380 recently lost its popularity with several airlines. In November 2018, Air France announced that following an audit of its network, it would trim down its A380 fleet by up to 50%. In June 2018, Singapore Airlines, the launch customer of the model, returned two superjumbos to lessor German investment company Dr. Peters Group. As the two A380s failed to find interest amongst other airlines, the Dr. Peters Group decided to scrap them and sell them for parts.
AP 2019-01
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Boeing Invests in the
Aerion SST
M
The aircraft has the ability to fly up to 70 percent faster than today’s business jets, saving approximately three hours on a transatlantic flight whilst meeting environmental performance requirements. The aircraft is slated for its first flight in 2023.
Boeing will provide engineering, manufacturing and flight test resources, as well as strategic vertical content, to bring Aerion’s AS2 supersonic business jet to market. The AS2 is designed to fly at speeds of up to Mach 1.4 or approximately 1,000 miles per hour.
Tom Vice, chairman, president and chief executive officer of Aerion said, “The AS2 is the launch point for the future of regulatory-compliant and efficient supersonic flight. Together with Boeing, we are creating a faster, more connected future with tremendous possibilities for enhancing humanity’s productivity and potential.” Terms of the deal were not disclosed. On a side note, Aerion reported a partnership deal with Lockheed in 2017, as well as a hook-up with Airbus in December 2014. Neither appears to have created the value for which both partners had hoped.
uch of the scepticism about whether the Aerion SST 12-seat business jet might ever fly was probably squashed when Boeing NeXt announced that the company was making a significant investment into the aircraft builder. Boeing NeXt’s portfolio includes autonomous air vehicles and passenger-carrying hypersonic aircraft. Founded in 2003 to develop new, more efficient aerodynamic technologies for supersonic aircraft, Aerion Supersonic introduced its AS2 12-passenger business jet design in 2014. The company unveiled the AS2’s GE Affinity engine design in 2018.
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can save money and improve productivity AMO Management is a complex function due to the SACAA and quality requirements. Add to this the volume of documents produced and the retention requirements, the task is truly daunting. AMO management must keep track of inventory, labour, due tasks and maintenance requirements that are continually subject to revision. AMS from AVDEX is a system that caters to all the requirements of a modern AMO. Inventory control of parts fitted to aircraft is essential to the safety and cost effectiveness of the work carried out. It is necessary to trace parts procurement to the final fitting onto an aircraft. AMS provides a purchase order system that allows full trace of parts’ origins. Full trace is enhanced by allowing links to scanned Certificates of Release (8130 or EASA Form1) in digital format to each batch. Job card control: workpacks are created by entry of owner/operator, pilot or scheduled maintenance requirements which in turn are tracked until completion. Taskcards may be imported from the AVDEX AMP maintenance tracking system.Compliance detail of taskcards are used to generate Certificate of Release to Service documents (CRMA). Outwork services: the programme produces purchase orders for services to be complied with by other providers.
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Costing: Ongoing cost analysis of a workpack is available at any time to allow AMO personnel to determine if the workpack complies with the values as authorised by the client. Real-time WIP calculations allow management to readily assess the impact of timely invoicing. Document links: Various digitised documents may be linked to functions within the programme. • Supplier approval certificates • Workpack scans • Workpack invoice • Release documents for parts • Outwork (Services) invoice • PO invoices • Personnel licence Access control and security: Full access control allows access to only those functions to which users have the right to view, add, edit or change.
Contact: Tel (011) 954 1536 E-mail: info@avdex.co.za Website:
www.avdex.co.za a
Bombardier sells nine CRJ900 aircraft to
Chorus Aviation
Bombardier Commercial Aircraft has announced that a subsidiary of Chorus Aviation has finalised a firm purchase agreement for nine CRJ900 aircraft. These aircraft will be operated by Jazz Aviation LP, a subsidiary of Chorus Aviation, under the Air Canada Express banner, making them the first Canadian operator of the new ATMOSPHÈRE cabin for CRJ Series regional jets. Based on the list price of the CRJ900 aircraft, the order is valued at approximately $437 million. “We are delighted that Chorus and Jazz have chosen Bombardier products for the growth and renewal of their fleet. The CRJ900 aircraft is ideally suited to growing markets and is recognised for its superior performance, economics and passenger comfort.
It reaffirms their confidence in the value that the CRJ Series provides to airlines,” said Fred Cromer, President, Bombardier Commercial Aircraft. “The addition of these new CRJ900 aircraft is part of the ongoing modernisation of our Jazz fleet,” said Joseph Randell, President and Chief Executive Officer, Chorus. “These aircraft provide unit operating costs that are amongst the lowest of any regional aircraft, allowing us to more effectively compete whilst addressing changing market demand.” Jazz, under the Air Canada Express brand, will operate the CRJ900 in a dual-class cabin configuration with 76 seats. The airline intends to take delivery of its first aircraft with the latest enhancement to the CRJ Series regional jets – the ATMOSPHÈRE cabin in the first half of 2020. March 2019
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EPS Diesel has shipped a production engine, serial #2, to an OEM for testing and evaluation.
EPS BEGINS SHIPPING PRODUCTION ENGINES
EPS Diesel is rapidly approaching the finish line for certification of its Graflight 8 engine. It has already manufactured multiple engine sets that conform to the drawings that were approved in the certification process. Its first conforming engine, serial number one, is being used for certification testing. Serial number two has already been shipped to an OEM for testing and evaluation. Eventually, numbers three and five will be shipped to the same OEM. The Graflight Flat 8 can be configured to develop from 320 to 420 horsepower. The copies being shipped to the OEM are
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rated at 385 horsepower. The EPS diesel is an entirely original, clean-sheet design with a prodigious list of outstanding innovations designed to reduce weight as well as pilot workload; whilst enhancing fuel efficiency and performance; increasing reliability and TBO hours.
These innovations also offer an incredible range of horsepower settings and providing a substantial reduction in on-going maintenance requirements and costs. The engine synthesises modern technologies in a configuration that substantially advances diesel engine performance. EPS anticipates production line activity by mid-year.
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ENHANCES CESSNA CARAVAN AND GRAND CARAVAN EX TURBOPROPS
Textron Aviation has announced enhanced flight deck capabilities to new production Cessna Caravan and Grand Caravan EX turboprop platforms. The features include new standard and optional equipment as part of Garmin’s G1000 NXi next-generation integrated flight deck, which provides pilots with greater control and connectivity in the cockpit. Options new to the Caravan series include Garmin’s Enhanced Automatic Flight Control System (E-AFCS) with automated features designed to help pilots retain an optimal envelope. The added features include Electronic Stability and Protection (ESP), Underspeed Protection (USP), Emergency Descent Mode (EDM), Coupled Go-Around and an auto-level function.Other options include Garmin’s GSR 56 Iridium Satellite Data Transceiver Link, which provides near worldwide access to downlink weather services
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as well as satellite voice communication and text message capabilities. Flight Stream 510; now a standard feature in the Caravan cockpit permits two-way flight plan transfers, and allows pilots to stream traffic, weather and GPS information from the flight deck to select portable and mobile devices where local regulations permit. New standard equipment also includes dual audio panels with 3D audio capabilities that spatially distribute audio sources and simulate how the human ear naturally hears and processes directional sources. This feature allows flight crews to focus their attention on a preferred audio source and enhances situational awareness by reducing confusion or delayed response time that can occur when hearing multiple audio sources simultaneously. The features will be available on all 2019 Cessna Caravan and Grand Caravan EX turboprops.
Daher TBM completes milestone flights over Antarctica Daher salutes the exceptional flights performed this month by ownerpilots on two TBM aircraft that traversed Antarctica and overflew the magnetic South Pole.These achievements marked the first legs in earning the Polar Diamond Circumnavigator Diploma, recognised by the Federation Aeronautique Internationale which is the world’s governing body for aeronautical and astronautical records and sports, which has only been awarded once before. One of the TBM owner-pilots, Sebastian Diaz from Santiago, Chile reunited three generations of pilots in flying his TBM 850 with Diaz’ father, 88-year-old Patricio - one of the oldest still fully-licensed TBM pilots and Sebastian’s son, Sebastian Jr., as co-pilots.The other TBM owner-pilot, Dierk Reuter from Chicago, USA, was flying with son Alex in his TBM 930, carrying cameras and an inflight tracking system benefitting from an Iridium GO! satellite connectivity device and support of Iridium Communications. In-flight photos were posted to Instagram in quasi real-time using Iridium messaging and software created by the Reuters. The 2,700 nautical mile trip for both aircraft from Santiago, Chile, to 75° South – the latitude required for the polar circumnavigator diploma, required three stopovers and much preparation, as Antarctica offers some of the most challenging environments for aviators. The temperature averages -56°F with constant winds. Both TBMs had to fly over the huge continent; nearly five million square miles in size, largely uninhabited and mostly covered in ice. In addition, central Antarctica presents high ground that rises to more than 8,000 feet, with peak mountains reaching 16,050 feet, where clear blue skies can quickly turn to overcast whiteout conditions. On 1 January, the two TBM aircraft left Punta Arenas in Chile: destination Teniente Rodolfo Marsh Martin Airport on King George Island which is part of Chile’s Antárctica commune in Antarctica
and the continent’s northern-most airport. This airport serves the nearby village of Villa Las Estrellas and Base Presidente Eduardo Frei Montalva, the most important Antarctic base of Chile with a 4,232-foot gravel runway. On 2 January, both TBMs continued to the British Antarctic Survey Sky-Blu base 807 nautical miles southwest, and reached the 75° South latitude turning point before returning to King George Island’s airport. On the way, TBM 930 owner Jim Baum arranged a fly-by of the National Geographic Orion, an ice-class exploration ship, enabling exciting pictures and video to be recorded.
We are impressed by the airmanship of such TBM owner-pilots as the Diaz family and Dierk Reuter, who carefully prepared this dual polar expedition, said Nicolas Chabbert, Senior Vice President of Daher Airplane Business Unit. “We salute the confidence they had in our TBM very fast turboprop aircraft, as they had to face extreme weather conditions flying over one of the world’s most hostile regions.” “The journey from my home town of Chicago to 75S 71W and back can be summarised in figures: 18,782 nautical miles, 64 hours, 3,080 gallons of jet fuel and 19 stopovers. However, these statistics do not tell the complete story about a pilot’s feelings to fly over the South Pole. The TBM is an awesome aircraft to explore the globe,” said Reuter. “We also had the challenge of avoiding the freezing of the fuel because of the extreme low temperatures, for which we used more Prist (fuel system icing inhibitor) than usual,” Diaz said. “We also like to thank the Chilean Air Force for its generous hospitality at SCRM (Base Presidente Eduardo Frei Montalva).”
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Safomar Aviation was established in 1987… in 2018 Safomar celebrated 31 year in business, now entering it’s 32nd year in business stronger than ever, Safomar truly is the aviation company of choice on the African continent.
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afomar is a diverse group of Aviation companies offering Flight Training for Fixed Wing and Helicopters with a base at Grand Central Airport offering top class training conducted by instructors with 1000’s of hours of experience. Operations offices, Ground school and an Aviation apparel situated in the main terminal building. Safomar caters for all your training needs whether you are just entering the world of Flight training or need to renew that licence or gain another rating. With charter operations as an added service offered from the base at Grand Central Airport, Safomar customers have access to VIP charters with single or twin aircraft and a range of helicopters to choose from if Rotorcraft is the preferred mode of transport. May it be bush lodge transfers, business flights for executives, special aviation packages for memorable moments in life, crop spraying, aerial photography, game work or event aerial support plus new and used aircraft sales and leasing services, Safomar Aviation Operations is the company to call. With all of the aircraft operated and owned by Safomar; safety, reliability and availability is key and for this Safomar proudly boasts two maintenance facilities based at Grand Central Airport to support its own fleet of aircraft and that of our special and unique aircraft owner and operator client base. With Rotorcraft and Fixed Wing Maintenance capabilities housed in two separate hangars (Safomar Aviation Maintenance) and (Wingman Aircraft Maintenance) staffed with factory trained engineers, Safomar is capable of offering maintenance for the Cessna, Beechcraft, Diamond, Kingair fixed wing aircraft and Enstrom, Airbus and BK117 Rotorcraft Maintenance. Short Term and Long Term Hangarage facilities in a safe and secure environment with added services is part of the package available to our clients.
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Safomar’s head office is based in Modderfontein, Gauteng with large warehouse facilities with full distribution capabilities for aircraft spares, tyres, wheels brakes, oils, lubricants, rotables and a range of hand picked aviation products available at any time, so as to ensure our clients experience minimal AOG situations plus Rotorcraft Vibration Field service engineers with a proven track record in vibration management for over 25 years are available 24/7 and it doesn’t end there. Safomar distribution hubs in several African countries compliments the product supply and services that Safomar offers. And for those aviation enthusiasts that wish to enter the world of aviation, Safomar has its very own Aerospace training academy situated at O R Tambo International offering aircraft engineer training, cabin crew, fire fighting, first aid, CRM, Dangerous Goods and Aviation trade test facilities. All in All Safomar Aviation Group is your one stop shop for all your aviation needs.
The Safomar Aviation Group is the most diverse Aviation company on the continent, with a proven and respected track record in service and product reliability and delivery excellence, we are proud of our Motto
Head Office: +27 (0) 11 397 6260
www.safomar.co.za
Grand Central: +27 (0) 11 805 0640
www.saosa.co.za
Mega Aero Training Academy: +27 (0) 11 395 4144
www.matasa.co.za
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Turbine conversions partners with
Afritech Aviation Services Hoedspruit based Afritech Aviation Services is pleased to announce that it has partnered with Turbine Conversions to expand turbine conversion kit offerings into the general aviation market by offering a fully STC’d Pratt & Whitney turboprop package for all Cessna 206 models. TCL has 29 years of experience working with P&W. STC SA04034CH for the Turbine 206 Cessna was received December 2015 and EASA approval in May of 2017. Ian Greenwood of Afritech Aviation Services that operates at the Hoedspruit civil airfield has years of experience in the industry. The Turbine Cessna 206 showcases the best source in turbine power by using the powerhouse P&W PT6A-21 engine with proven performance and reliability. Paired with Turbine Conversions innovative air inlet design, owners of Cessna 206 aircraft can get the additional horsepower with lighter weight they have been desiring. Another benefit is the aircraft uses Jet A fuel which is readily available worldwide. Plus, Pratt & Whitney offers a worldwide network of support for their product that is second to none. Bill Hatfield president of Turbine Conversions said
We are very proud of this new product and feel it is going to benefit many owners looking for alternative fuel options in this size aircraft. We have been waiting to find the right partner to bring our product to Africa and we are excited about our future with Ian Greenwood and Afritech Turbine Conversions is a family owned and operated company that has specialized in the manufacturing of PMA parts and FAA approved innovative enhancements that improve safety and profitability for aircraft since 1990.
For more information contact Ann Hatfield e-mail: ann@turbineconversions.com Ian Greenwood at Tel: +27 15 8171831 or e-mail: ian@afritechaviation.co.za 22
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Unmanned Aircraft System (UAS): The impact on General Aviation and what the future holds In light of recent reported drone sightings near airports, it is necessary to take a look at the importance of airspace restrictions, certification requirements, current regulations and how drones can affect general aviation practice.
The law The Federal Aviation Administration’s (FAA) ‘know before you fly’ guide states that users are not permitted to fly their unmanned aircraft beyond line of sight, fly their drone within five miles of an airport or in proximity to any manned aircraft unless specifically authorised by the FAA. These unmanned aircraft must also not fly near people or stadiums. Operators must not be careless or reckless, fly anything that weighs more than 55 pounds (25Kg), or fly for payment or commercial purposes unless specifically authorised by the FAA. FAA guidelines also state that users could be fined if they endanger people or other aircraft. According to federal law, users could also be fined $250,000 or face imprisonment of up to three years for failure to register a drone. For a UAS operator who holds a manned pilot certificate, the real threat is the impact those actions have on a person’s pilot certificate, suspension or revocation.
Registering your drone in the USA When registering as operators, UAS pilots must state if they are planning on using the drone for recreational or commercial purposes. If they state they are using it for recreational purposes then they must follow the Modeller Community-Based Organisation’s guidelines, previously known as Section 336, and register as ‘modellers.’ If they are using it for commercial purposes, then they must complete the Part 107 test. Federal law states that any operator must register all aircraft that weigh more than 0.55 pounds and less than 55 pounds, be at least 13 years old in order to register and to renew UAS registration every three years.
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Risks to General Aviation The threat that drones pose to general aviation practice is obvious; any mid-air collision with an object is dangerous to aircraft. Bird strikes happen to general aviation aircraft regularly and whilst most passenger aircraft are capable of flying with one engine out of commission, drones pose a larger threat to smaller singleengine aircraft. According to a study published by the Alliance for System Safety of UAS through Research Excellence (ASSURE), a metallic object, such as a drone containing lithium batteries, could cause an uncontained failure if struck by a passenger carrying airplane with turbine engines. On 8 January 2019, Heathrow Airport, the largest and busiest airport in the UK, received word of multiple illegally operated drone sightings in close proximity to the airport. Whilst the drones were not found by local police officials, the threat caused the airport to take safety precautions and shutdown for an hour and a half. Just three weeks prior to this incident, Gatwick Airport, London’s second largest airport, also experienced a similar situation where two more illegally operated drones were allegedly sighted. This resulted in a 36-hour shutdown leading to 1,000 cancelled flights that affected more than 1,400 passengers. However, it must be noted that apart from police authorised drones and helicopters, in the case of the Gatwick Airport closure, not a single drone was photographed. In fact the paranoia caused even had investigators flagging the red light on top of a tower crane on a nearby construction site.
The FAA reported 786 potentially illegally operated drone sightings in the US between April 2018 and June 2018 and 452 sightings between January 2018 and March 2018. The FAA said it encourages the public to report unauthorised drone operations to local law enforcement and users must cease this ‘dangerous, illegal activity.’ The FAA also said it receives more than 100 reports each month and wants to ‘send out a clear message that operating drones around airplanes, helicopters, and airports is dangerous and illegal.’
On 14 January 2019, Department of Trade (DOT) Secretary Elaine Chao announced proposed new rules and a pilot project to allow drones to fly at night and over people without waivers under certain conditions. These proposed changes to Part 107 would attempt to ‘balance the need to mitigate safety risks without inhibiting technological and operational advances.’ When the FAA announced this draft Notice of Proposed Rulemaking (NPRM), it indicated that it will be ‘seeking public input to identify major drone safety and security issues that may pose a threat to other aircraft, to people on the ground, or to national security as drones are integrated into our national airspace.’
Avoiding potential risks In order to reduce aircraft-drone related accidents, the research team from ASSURE evaluated the potential impacts of a 2.7-pound (1.2Kg) quadcopter and 4-pound (1.8 Kg) quadcopter as well as an 8-pound (3.6 Kg) fixed-wing drone on a single-aisle commercial transport jet and a business jet and then reported on the results. ‘The windshields generally sustained the least damage and the horizontal stabilizers suffered the most serious damage,’ the report stated. ‘The structural damage severity levels ranged from no damage to failure of the primary structure and penetration of the drone into the airframe. The team conducted a preliminary computer simulation to evaluate the potential damage to engine components if a drone is ingested into an aircraft engine, including damage to fan blades, the nacelle and the nosecone.’ The team announced in 2017 that it planned “future additional research on engine ingestion in collaboration with engine manufacturers, as well as additional airborne collision studies with helicopters and general aviation aircraft.” Generally, the FAA states that it is best practice to avoid flying a drone near airports. There are three options if you must fly near an airport. If you have a remote pilot certificate and are following Part 107 rules, you must get permission to fly in a controlled airspace from air traffic control through Low Altitude Authorisation and Notification Capability or through the FAA Drone Zone website. The second option is applicable if you are flying with a model aeroclub organisation following the special rule for model aircraft, then you must notify the airport operator and air traffic control tower to fly within five miles (8 Kms). The last option applies to a public entity. In this case, the FAA may issue you special permission to fly in a designated location near an airport.
Looking ahead On 5 October 2018, the FAA Reauthorisation Act repealed Section 336 of the 2012 version of the FAA authorisation law. During that time, a statement was released by the agency that it is ‘evaluating the impacts of the changes and how implementation will proceed. ‘It is still unclear how or when this act will be fully or partially implemented.’
Whilst the FAA has released draft plans for future allowance of commercial night flying, we are not likely to see any implementation for another year or two until the commenting phase has passed.
What can you do? Know the drone laws in the state where you live, as they vary from state to state. For example, EAA’s home state of Wisconsin has two state-wide laws concerning the use of drones. Act 346 states that operators are not to use a drone to interfere with hunting, fishing, or trapping whilst Act 318 prohibits the operation of UAS over correctional facilities.
Experimental Aircraft Association’s (EAA’s) role EAA is working with other industry leaders on the FAA’s Unmanned Aircraft Safety Team (UAST) to ensure that the process of integrating drones into the airspace system is safe for all. EAA is involved as a member of the UAST in a sightings’ report working group, tasked with creating a system for manned aircraft’s pilots to report drone sightings. In addition, EAA has participated in aviation rulemaking committees (ARC) focused on UAS safety and continues to carefully review any proposed rules with members’ interests in mind. Whilst the safety of general aviation is always the top priority, EAA recognises drones, and particularly traditional model aviation, as a strong pathway into the manned aviation world. EAA also has a very active relationship with the Academy of Model Aeronautics (AMA) and partners with the AMA on joint youth education programmes, supports mutually beneficial advocacy efforts and encourages EAA chapters and AMA clubs to collaborate on promoting recreational aviation activities. EAA and AMA members also receive select reciprocal member benefits, including discounted membership to both organisations. EAA integrates Radio Controlled (RC) model flying into the EAA AirVenture Oshkosh event through our Twilight Flight Fest and the RC fun fly area at Pioneer Airport and at Aviation Gateway Park in the Drone Cage. RC and free flight model activities are also showcased at the EAA museum at the annual Family Flight Fest weekend. March 2019
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Successful flight tests with Hensoldt’s collision warning radar for UAVs The sensor solutions’ provider Hensoldt has successfully concluded flight tests with its collision avoidance radar system for UAVs. This sensor is intended to improve safety in both military and civilian air traffic. Hensoldt has developed a demonstrator of a so-called detect-and-avoid radar system, which uses the latest radar technology to detect objects in the flight path of a UAV and to give early warning of any threat of collision following precise evaluation of the flight direction. At the same time, the sensor also assumes all the functions of a weather radar system. In the flight tests, which were carried out on behalf of the German procurement authority BAAINBw and in collaboration with the German Aerospace Centre (DLR) in Brunswick, the radar demonstrated its capabilities in a real setting, therefore confirming the results previously achieved in ground tests. In test flights lasting several hours, the radar installed in a Dornier Do 228 belonging to the DLR reliably detected the test aircraft approaching at different altitudes and angles. The detect-and-avoid radar system uses state-of-the-art AESA technology (Active Electronically Scanned Array), which allows several detection tasks to be carried out at the same time and enables objects to be detected extremely fast. It replaces the pilot’s visual assessment of the situation. Thanks to its excellent detection capabilities, the multifunction radar is equally suitable for both military and civilian UAVs, e.g. for the delivery of cargo. A second series of flight tests is planned for the coming year.
Hensoldt is one of the world’s leading radar manufacturers and operates one of Europe’s largest cleanroom production facilities at its Ulm site in order to produce the radio-frequency components required for AESA equipment. The company’s radar systems and radar components are used on board aircraft, satellites, ships and in ground stations. The platforms equipped with Hensoldt’s devices include the Eurofighter combat aircraft, the TanDEM-X satellites, the US Navy’s littoral combat ships and the German Navy’s frigates. Furthermore, Hensoldt supplies air traffic control (ATC) authorities and armed forces all over the world with ATC radar systems and transponders.
Hensoldt UAV collision warning radar
Facebook and are still working on drone-based internet service
Digital Trends reports that the German publication published documents it obtained through a Freedom of Information Act request that show Facebook is working with Airbus on the Zephyr project, with the collaboration growing. This was after Facebook announced last June that it was giving up on its independent drone internet programme called Aquilla after four years of development. The documents show that flights of a Zephyr drone with Facebook payloads were scheduled in Australia last fall, though it does not indicate whether those flights actually took place. The two companies also held meetings with European regulators last April concerning the use of Zephyr drones to deliver Internet service to remote communities. Whilst not confirming the report, Facebook
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said in brief statement to NetzPolitik that the company continues to ‘work with partners on High Altitude Platform System (HAPS) connectivity,’ but did not provide any details.
HiDRON
Stratospheric helium-filled weather balloon towing the glider up
measures weather conditions in the stratosphere UAVOS Inc. and Stratodynamics Aviation Inc. have successfully completed the next stage of flight tests of the earth observation platform called the HiDron to an altitude of 82,000 feet. The HiDron also carried atmospheric measurement system onboard, in a collaboration with researchers from the University of Kentucky. The night-time flight lasted four hours, including the one-hour weather balloon launch period with an average climb rate at 22 feet per second. At release altitude the HiDron was 22 miles away from the launch site where it headed home and was above launch area at an altitude of 59,000 feet. The HiDron then glided near the home position with a descent rate much slower than a comparable parachute-borne instrument. The return flight home lasted about three hours.
A
ccording to the mission team, the HiDron stratospheric aircraft performed well in standard operational modes and in challenging BVLOS (Beyond Visual Line Of Sight) conditions. It operated in headwinds up to 97 knots and temperatures as low as -76° F, experienced wing icing and reliably returned home and landed autonomously. The HiDron’s flight stabilisation after balloon release and tuning the UAV controls and components for stratospheric flight were main objectives of the mission. During the flight, operators also checked the performance of the HiDron’s avionic systems, flight characteristics, safety features, instrument integration, and auxiliary tracking systems including a transponder. The HiDron’s payload collected meteorological data and the atmospheric instruments were integrated with the autopilot telemetry and the sensors custom fitted to the aircraft. Data was collected at the ground station in real-time and compiled with the flight records. The instrument integration was also evaluated. Whilst areas for further refinement were identified, the HiDron and onboard measurement system performed well and demonstrated operability in high winds, cold temperatures, and low air density conditions. The obtained performance data will be used for the next stage of testing at an altitude of 98 000 feet. The high-altitude flight was conducted in collaboration with the regional Air Traffic Control Agency. The night-time flight was preferred to minimise impact on commercial air traffic.The HiDRON passed through commercial airspace twice, on the ascent and descent and an adjustment to civilian aircraft routes was made during flight window. A backup UAVOS live-linked ground station and operator were stationed at the Air Traffic Control centre, (multiple ground control stations can be synchronised from different locations.) This enabled the mission team and air traffic control staff to track the aircraft’s position from the ground station and onboard transponder. Air traffic control staff indicated the transponder was sufficient for subsequent flights.
The HiDRON, a joint project of UAVOS Inc. and Stratodynamics Aviation Inc., is a fixed wing glider integrated with meteorological equipment and launched by a stratospheric helium-filled weather balloon. With an 11-foot wingspan, the HiDRON weighs under 11 pounds (5kg) and is capable of carrying an in-situ measurement instrument weighing up to 2.2 pounds (1kg). Data from the integrated instrument is transmitted via telemetry immediately and during the ascent into the stratosphere to a ground station, (much like a typical weather radiosonde). After reaching an altitude of 13.5 nautical miles, set by the ground station operator, the HiDRON disconnects from the balloon and glides back to the specified landing site. Changes to the flight plan can be made by the operator in real-time. To increase the flight duration, algorithms automatically process efficient flight controls to maintain optimal energy. Aircraft landing is fully automatic. All operational parameters are transmitted via radio telemetry with a range of 66 miles. An iridium satellite link provides a back-up communication system. Other safety features include a deployable parachute and a dual redundant balloon release system. “A project goal is to better understand meteorological and weather forecasting models by measuring atmospheric conditions during high-altitude aerial vehicle flights and we are very excited to share the data collected using the HiDRON with the scientific community,” said Marcelo Guzman and Travis Schuyler, University of Kentucky, Researchers. Travis Schuyler added, “This is the first time that this kind of atmospheric-sensing equipment has been integrated into a balloonlaunched, unmanned glider and the results will enable the evolution of new UAV technology and in-situ observation methodologies.” March 2019
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2019
Event
Venue
Contact
4 - 7 March
HAI Heli-Expo
Georgia World Congress Centre, Atlanta, Georgia
rotor@rotor.org www.rotor.org
7 March
General Aviation Hangar Talk with the SACAA
Durban
7 - 10 March
Aero Club Air Week and mini airshow
Middelburg Airfield
RSVP to Mr Mpho Ramoshaba 011 545 1601 rasmoshabamm@caa.co.za Richardt Lovett 082 771 8775 mail@pegasusi.co.za Aero Club Alan Evan Hanes 011 082 1100
9 March
SAPFA Speed Rally
Middelburg Airfield Rob Jonkers 082 804 7032 rob@aerosud.co.za
9 - 10 March
Swellendam Flying Club host Sport Aerobatic Club Regional Championships
Swellendam Airfield
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
FASHKOSH
Stellenbosch Airfield
Anton Theart 079 873 4567 gm@stelfly.co.za
23 March
SAPFA Virginia Fun Rally
Virginia Airport
26 March
General Aviation Hangar Talk with the SACAA
Nelspruit Airfield
28 March
General Aviation Hangar Talk with the SACAA
Cape Town
4 - 6 April
SAPFA Rally Nationals & Fun Rally
Stellenbosch Airfield
6 April
Coves airfield fly-in
Mary de Klerk 084 880 9000 maryd@expandingbranding.co.za RSVP to Mr Mpho Ramoshaba 011 545 1601 rasmoshabamm@caa.co.za RSVP to Mr Mpho Ramoshaba 011 545 1601 rasmoshabamm@caa.co.za 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
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 Developed as a private venture by Folland Aircraft, the Gnat first flew on 18 July 1955. The Folland Gnat was a British compact swept-wing subsonic fighter aircraft that was developed and produced by Folland Aircraft. It was designed to be produced quickly and affordably. As such, it was a small aircraft with a length of 9 metres and a wingspan of only 6.7 metres. The Gnat was armed with two 30 mm cannons and had an excellent power-to-weight ratio. The aircraft also proved to be extremely manoeuvrable. The Finnish Air Force, which had ordered thirteen
Gnats, was the first operator to use the aircraft type operationally. The Indian Air Force received its first Gnats in 1958 and used these aircraft effectively in combat against Pakistan during the 1960s and ‘70s. India’s Hindustan Aeronautics built almost 200 Gnats under licence. The Indian-built variant of the Gnat was named the ‘Abet.’ The Royal Air Force received its Gnats in 1962 and used its aircraft for advanced training and aerobatic displays. The only other Gnat operator was the Yugoslav Air Force, which received two aircraft for evaluation purposes. Ultimately, about 450 Gnats and Ajeets were produced.
Did you know? The Gnat was designed by William Petter, designer of the English Electric Canberra bomber and Lightning interceptor. During the Indo-Pakistan War of 1965, Indian Gnats shot down seven Pakistani Sabres, earning the nickname ‘Sabre Slayers.’ The Royal Air Force’s Red Arrows aerobatic team used Folland Gnats from 1964 to 1979. Gnats were used as fictional naval fighters in the 1991 comedy ‘Hot Shots,’ a parody of the movie ‘Top Gun.’ 322 3
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By Athol Franz Nanchang CJ-6 This picture of Gordon Dyne flying his beloved Nanchang CJ-6 was taken overhead the Suikerbosrand nature reserve some years ago. Athol used his Canon EOS-1D Mk IV fitted with a Canon 28 to 105 mm image stabilised lens as shutter speed 80sec. The chase plane was Athol’s shared Cessna 182 flown with the door off to obtain the best quality clear air image. 34
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Sponsored by
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