â„¢ Volume 17 No.11
AAD2018
R35.00 incl. VAT N$35.00 incl. VAT
Cape Town
Airports
Gifts for Pilots Cover photograph by Christine Brits
He lic op te fro r fli m gh He t fo nl r t ey wo Ai pe r op le
November 2018
www.africanpilot.co.za
Contents Airline Pilot
Regulars
8 10 12 14 15
4 6 26 28 32 76 80 82 84 98 104 105 106 108 111
The Queen of Skies Qatar Airways grows fleet Virgin Atlantic Comair record earnings Superjumbo A380
Commercial Pilot 16 18 18 20 22
Legally Grey IV Bombardier’s largest bizjet AYJET purchase 200 aircraft Doctor with a passion for aviation Usings airplanes to assist victims
Drone Pilot 30 31
Herbicide-spraying drone Singapore’s HES unveils plans
Toyota patents design AeroMobil launches flying car
Helicopter Pilot 58 59 60
Airbus Helicopter 100 H135s RAF’s Red Arrows Bell 505
Military Pilot 62 64 66
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Special Features
Flying Cars 52 53
Competitions Letters Events Calendar Picture of the Month Fact File Accident Report Medical The Best of the Best Names to Remember Register Update Flying High 2019 Wall Calendar Shop Window Aircraft Sales Subscription Form
34 AAD2018 85 Cape Town Airports 100 Gifts for Pilots
Other 44 48 54 56
Orion Flying Legends Satellites in space Bat Hawk flies into Zip Line
MD Helicopters SAAF Air Power Capability Demo Sikorsky Raider
Sport Pilot 68 70 72 74
Secunda Rally LSA weight limit increase Stemme S10 Pilot report Annual RV fly-in
distributed by
Contributors Athol Franz Aidan Owen Pete van der Spek Christopher Newman Dr Nick Lee
Christine Brits Divan Muller Mary de Klerk James Pitman
Charlie Hugo Charlie Marais Rob Jonkers Mario Scolari
Fiona Hugo Honiball Aviation Auditing Tim Schärf Frank van Heerden
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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 November editorial General Aviation accidents What is happening within General Aviation in South Africa? Over the past few weeks there have been several fatal accidents involving various disciplines from Microlights to training organisations. This very sad situation needs to be addressed by the SACAA as well as RAASA as a matter of urgency with a new aviation safety campaign. Having been involved with various aviation safety poster initiatives over the past 12 years, African Pilot is willing to become involved in any future aviation safety initiative again.
AAD2018 Within this edition we have devoted considerable space to the Africa Aerospace and Defence 2018 (AAD2018) exhibition and airshow staged at Air Force Base Waterkloof. Firstly as the lead partner this year, congratulations to the Commercial Aviation Association of South Africa (CAASA) for its excellent organisation from a civilian perspective. CAASA went out of its way to ensure that the show was successful and had relevance. However, many of the aviation companies that have traditionally supported AAD exhibitions were absent this year. Speaking to several of these companies, it became abundantly clear that the poor treatment their staff members and customers received at the hands of the South African Military at the AAD2016 exhibition and airshow was the deciding factor to allocate their promotional spending elsewhere. Many promises were made to exhibitors and trade visitors alike that the situation would improve this year, but sadly in my opinion the situation was even worse than 2016. The air base itself is in a terrible
condition, with dust, stones and litter everywhere. After so many years one would think that the SA Military would have started a programme of grass planting and cleaning up the air base. Having said all of this, the Sunday airshow was a cracker! Therefore many congratulations to all those involved who made the airshow work. Once again it was Kevin Storie from CAASA who managed to get several civilian South African aircraft together to perform various fly-bys that delighted the significant crowd. The SAAF Museum’s aircraft were also seen in abundance and the present operational SAAF squadrons provided outstanding displays. To Col. Keith Fryer, who was the airshow boss, your love for aviation and the passion you delivered was extraordinary, especially in the face of so many other individuals that interfered in the process of managing an excellent airshow. The full report with pictures is to be found on page 34 of this edition.
Cape Town airports’ feature My trip to Cape Town in September to visit the various airfields within the Mother City was disappointing because it appears that several businesses based at Cape Town International Airport have closed their doors. Whilst airline traffic is certainly on the increase, unfortunately the General Aviation sector appears to be declining. This year’s Cape Town Airports’ feature is to be found on page 85 of this edition. Until next month, the recent spate of accidents reminds me of that old adage: ‘Altitude is your friend.’ Fly safely please. 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 November 2018
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Competitions Total value of the competition in this edition is R4000
Cover Rooivalk helicopter
November Cover Competition
Henley Air has sponsored a helicopter flight around the city of Johannesburg for two passengers. Questions 1) At which Air Force Base did AAD2018 take place in September? 2) Which organisation was the ‘lead partner’ for AAD2018? 3) At which Gauteng airport is Henley Air based?
September Cover Competition Winners Congratulations to the following winner, who won one of five avionics function checks donated by Century Avionics valued at R2500 each: Mary-Jane Davis
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 month’s cover picture of the Rooivalk helicopter despatching flares at sunset was taken by Christine Brits at AAD 2018 – the Sunday airshow. Christine took this picture with her Canon 7D MkII fitted with a 100 to 400 Canon image stabilised lens.
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Dear Athol, I have been subscribing to your magazine, African Pilot, since 2012 and enjoy the content immensely, without exception. Although, content about microlights are slightly higher on the priority list. Unfortunately, I will be cancelling my subscription once it has expired. The reason being, today 14 September, I received my copies of African Pilot for July and August due to superb service provided by our beloved postal service. Although more costly, I am forced to rather buy African Pilot off the retail shelf, rather than relying on this type of service. Please note, reading of your excellent magazine will not cease! Thanks for the interesting and thoroughly investigated articles contained in the magazine. Please keep it up!!
anytime in the near future. The problem is that the sort of people who work in the Post Office have no idea how their continued disruption of the service they are supposed to provide has impacted their own futures, because publishers are all looking for alternative services. One of the reasons why the courier service has flourished in South Africa can be directly attributed to the failure of the SA Post Office, which like nearly all government services is bankrupt! However, the good news is that African Pilot has several alternatives. Presently we are conducting a costing exercise with several courier companies to deliver the magazine to your preferred address and we will soon announce this change. In addition, African Pilot is available on your cell phone, computer or any other electronic media device. All you need to do is visit our website: www.africanpilot.co.za to find out more.
Regards, Gerrit Jonck We are trying our hardest to be the very best aviation magazine in the market, but when I receive an e-mail such as yours I am saddened by the apparent total collapse of orderly government services in this country.
Dear Gerrit, Thank you for your e-mail and frank opinion of South Africa’s pathetic postal services, which I sincerely believe will not improve
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Sincerely, Athol Franz
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Boeing 747 - USAF
Boeing 747 - Cathay Pacific
50 years of the
Queen of Skies the Boeing 747 By Janet Bednarek, Professor of History, University of Dayton On 30 September 1968, the first Boeing 747 rolled out of its custom-built assembly plant in Everett, Washington. From the beginning, everything about the plane once known as the ‘queen of the skies’ was a delight for its pilots and passengers alike. The 747 was the first wide-body ‘jumbo jet’ ever built, involving about 50,000 construction workers, mechanics, engineers and others who took it from an ‘idea to the air’ in just 16 months in the late 1960s. Until 2007, with the introduction of the Airbus A380, it was the largest civilian airplane in the world. Versions of the 747 have been used in a variety of famous ways. In 1990, for example, a pair of 747 - 200s began operating as Air Force One, the plane that ferries the US president around. The prototype 747 was first displayed to the public on 30 September 1968. In order to produce the 747, Boeing had to first erect what was
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and still is the largest building by volume ever constructed. It is large enough to house 75 football fields or all of Disneyland. Even though all US airlines have now retired their 747s, marking the end of an era, I believe it is worth remembering the amazing story of the airplane that helped make international air travel affordable.
The jumbo jet is born The story of the 747, like those of many other aircraft, began with a military request. In 1963, the US Air Force (USAF) issued a proposal for a very large transport aircraft to carry heavier loads and have a longer range than the then-existing transport aircraft such as the
Joseph Frederick ‘Joe’ Sutter was an American engineer for the Boeing Airplane Company and manager of the design team for the Boeing 747 under Malcolm T. Stamper, the head of the 747 project. Smithsonian Air and Space Magazine has described Sutter as the ‘father of the 747’.
C-141.Although Boeing lost its bid for what is now known as the C5 Galaxy, the designs and studies that went into its proposal did not go to waste. That is because around the same time, Juan Trippe, the hard-charging president of Pan American World Airways, wanted Boeing to build an airliner twice the size of the first-generation jet airliner, the 707. “It would be a great weapon for peace, competing with intercontinental ballistic missiles for mankind’s destiny,” he insisted.
A big risk However, at the time it was a very risky endeavour. Many in the aviation industry, including Boeing executives believed that the future of air travel belonged to the fast, not the large. They envisioned new fleets of supersonic aircraft such as the Concorde, which began flying in 1976 that would make the existing subsonic flight obsolete, especially on the long routes the 747 was designed to fly. By way of comparison, Concorde could make the trip from London to New York in about three hours, whilst a flight on a 747, or any other subsonic commercial airliner, could take eight to 10 hours. However, Boeing went ahead with the project anyway. The new plane had its first test flight on 9 February 1969 and debuted to a world audience at the Paris Air Show later that summer. By the end of the year, the Federal Aviation Administration declared it airworthy and Pan Am took delivery of its first 747 on 15 January 1970. Although the 747-100 at full capacity promised the airlines cost efficiency, the airliner rarely flew that way, with 400 passengers. In part, this was because the 747 had the misfortune of launching during a recession and the first oil crisis, both of which resulted in fewer passengers. In addition, the project’s size itself almost threatened the aerospace company and its banks with bankruptcy because the aircraft’s development required Boeing to take on US$2 billion in debt, or about $20 billion in today’s dollars. Fortunately for Boeing, it hedged its bets by designing the aircraft to function both as a passenger airliner and as an air freighter. It was the freighter variant that required the ‘hump’ at the top of the fuselage to hold the cockpit so that the nose section could swing open. Since then, Boeing built more than 1,500 747s and about 500 still fly today.
The golden age of flight The 747 was and probably still is the most easily recognizable jet airliner. Whilst most people would have a hard time distinguishing between a Boeing 707 and a DC-8 or pretty much any other pair of jet airliners, the 747’s large size and distinctive ‘hump’ at the front make it unmistakable. It debuted at the end of the so-called golden age of flight, a time when air travel was still seen as glamorous and most airlines catered to an elite clientele. As such, early operators used the upper deck as a passenger lounge for first-class passengers, rather than filling the plane to its full capacity. In the late 1970s, in an effort to entice more passengers, American Airlines went one step further, turning the lounge into a ‘piano bar’ complete with a Wurlitzer organ and entertainer who led singalongs with the passengers. However, deregulation soon made such glamorous amenities obsolete as airlines focused on cutting costs rather than offering high end services. Over time, smaller and more efficient long-range twinengine aircraft such as the 777 and 787 diminished the need for a hulking jumbo jet.
Icon of aviation Despite its problems, the 747 won a coveted place in American popular culture. It ‘starred’ in two disaster movies; ‘Airport 1975’ and ‘Airport 77’, not to mention several films that involved hijackings, including ‘Air Force One.’ The 747 also gained further fame from certain specialty missions. NASA, for example, used a specially modified 747 to transport the space shuttle between landing and launch sites. Naturally the 747 continues to fly the US president and his entourage around. In 2024, the 747-8, possibly painted red, white and blue at President Donald Trump’s request, will take over the job, with a longer range, slightly higher speed and a higher maximum take-off weight. However, Boeing does not have any plans to assemble another for any other airlines. US airlines stopped flying 747s in 2017 and what looks to be the final passenger 747-8 went to Korean Airlines that year. However, the iconic Boeing 747 may still have a long life ahead as a carrier of freight. For example UPS recently ordered 14 - 747-8 freighters, whilst other international freight airlines have ordered several 747-8F models and these icons of aviation will still fly well into the 21st century. November 2018
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Qatar Airways A350-1000
QATAR Airways grows its A350-1000 fleet
Qatar Airways has upsized five A350-900s currently on order to the larger A350-1000 version. The amended order reinforces Qatar Airways’ position as the largest A350-1000 customer with a fleet of 42 aircraft. The A350-1000’s fuselage is seven metres longer than its smaller brother, providing greater capacity (44 more seats in Qatar Airways cabin configuration) that perfectly matches airlines’ needs on their growing long-haul routes. Qatar Airways’ Group Chief Executive, His Excellency Mr. Akbar Al Baker said: “Qatar Airways is delighted to have upgraded five of its previously ordered A350-900 to the more recently launched A350-1000. Since taking delivery of the world’s first A350-1000 in February 2018, we have been extremely pleased with the aircraft’s performance, which has prompted us to update our original order. The A350-1000 has been a welcome addition to our fleet and very well received by our passengers who enjoy the new generation aircraft’s unprecedented levels of comfort and technology.”
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“
Since its entry into service, the A350 Family has proven outstanding reliability and efficiency. We are delighted to see launch customer Qatar Airways extend its confidence in the A350-1000
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Guillaume Faury, President Airbus Commercial Aircraft. “Qatar Airways is renowned for its standards of excellence and we are pleased the A350-1000 delivers to its expectations, being the aircraft of choice to seamlessly increase capacity in unprecedented comfort on its growing long-haul routes.” With 76 aircraft on order, Qatar Airways is the largest A350 XWB customer and currently operates 30 A350 XWBs comprising of 27 A350-900s and three A350-1000s.
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Demo Plant where the fuel was produced
EPIC Fuels provided expertise in fuel blending as well as technical and logistical support to Virgin Atlantic and LanzaTech, to enable the first-ever commercial flight using a unique blend of petroleum-based jet fuel and alcohol-to-jet synthetic paraffinic kerosene (ATJ-SPK) fuel produced from waste gases.
Virgin Atlantic
LanzaTech’s pioneering technology captures carbon-rich industrial waste gases such as those from steel mills and recycles them into ethanol. The ethanol, in turn, can be used for a variety of low carbon products, including being upgraded to ATJ-SPK, which can be blended into jet fuel. Virgin Atlantic and LanzaTech selected EPIC Fuels as a partner to ensure the project’s success based on EPIC’s extensive experience in both conventional and renewable fuels. In this landmark effort, EPIC provided support and expert knowledge in transportation, logistics, aircraft refuelling equipment and on-site quality control and consultant support in both the blending and testing process prior to the flight as well as for the fuelling operations at Orlando International Airport. After blending traditional jet fuel with LanzaTech ATJ-SPK, the fuel mix was rigorously tested at a commercial jet fuel-testing laboratory.
Richard Branson holds the eco fuel
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EPIC also worked with Menzies Aviation at Orlando International Airport (MCO) to ensure all requirements were met for both ASTM testing and airport operations for this fuel. The results met the required specifications for ASTM 1655 jet fuel and were cleared for use on the historic flight onboard one of Virgin’s luxurious Boeing 747 aircraft. The first flight using this fuel was VA flight 16 from Orlando to London Gatwick (LGW) on 2 October 2018.
operates first-ever commercial flight using captured emissions
Over the last several years, EPIC has provided both technical and logistic expertise in programmes for sustainable fuel alternatives. Highlights include flights flown by Alaska Airlines in 2016 using a blend of sustainable produced from non-edible, sustainable corn and renewable sustainable fuel made from residual wood; Singapore Airlines’ first-ever flight powered by a blend of sustainable fuel made from used cooking oil and conventional jet fuel. In addition, EPIC has provided support for multiple Boeing ecoDemonstrator flights including a flight with US-made ‘green diesel’ sustainable fuel in June 2015 and Boeing’s first-ever flights using a green diesel blend during the ecoDemonstrator 787 flight test programme in December 2014.
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Comair
reports record earnings despite soaring fuel costs
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n September, Comair Limited announced record earnings despite dismal trading conditions that include poor GDP growth, rising fuel prices and a domestic airline market characterised by surplus capacity.
With its non-airline business contributing 25% to net profit before tax, earnings per share (EPS) increased by 10% to 69.8 cents per share, whilst headline earnings per share (HEPS) increased by 4% to 69.5 cents per share. This surpasses the previous year’s EPS of 63.7 cents per share and HEPS of 67.0 cents per share. Consequently, profit after tax was R326 million, which is up R29 million compared with the prior year. The group generated cash of R946 million from operating activities, resulting in a closing cash balance of R685 million and has thus approved a final gross cash dividend of 17 cents per ordinary share. This marks 72 years of uninterrupted profitable operation, thought to be a world record in the airline industry. However, says Comair’s CEO, Erik Venter, there is still room for improvement: “Whilst profits for the year were good, we are still not achieving the margins that will allow for the optimum pace of upgrading our fleet. The weak economy will maintain pressure on consumer spending whilst the oversupply of seats in the domestic market suppresses pricing across most routes. We are well placed to operate in these difficult conditions, with strong brands, committed staff, effective equipment, an efficient cost base, strong cash reserves and a diversification strategy into the non-airline segment of the business which yields comparatively higher margins and is less capital intensive than the airline segment. Our continued investment in efficiency, innovation and diversification has helped the business thrive despite a moribund economy and an increase in the fuel-price of nearly 15%. Our significant investment in new aircraft over the past five years is now clearly demonstrating the value of this strategy.” Venter added, “This year we acquired a pre-owned Boeing 737-800 and made predelivery payments on our order for eight new Boeing 737 MAX 8s, the first two of which will be delivered in February 2019. It is a combined net cash investment of R305 million.”
Comair CEO Erik Venter
Comair also acquired two businesses to bolster its training capacity: EPT Aviation Training and Global Training College South Africa, both of which provide cabin crew training and passenger handling training. The group also acquired Metaco Holdings, which focuses on leadership development and change management. Comair’s catering subsidiary, Food Directions, has an ongoing expansion programme at its Anchor Industrial Park facility. It has won two concessions for extending its business: a licence to provide catering to third-party airlines and a tender to provide lounge food and beverages for British Airways at both OR Tambo and Cape Town international airports. In addition, Food Directions has been awarded the catering for the group’s SLOW lounge network, improving economies of scale within the group. Comair has also committed to investing R54 million on improved technology to enhance the group’s operating performance, customer service and revenue generation. Investment in IT included the R34 million acquisition of a data integration platform from Tibco, which enables cross-channel data extraction to improve service and product offering. Post financial year, Comair’s IT unit entered a joint venture with Infinea SA Holdings to establish Nacelle, a service provider focused on aviation and related sectors. Underpinning these successes, says Venter, is the group’s focus on managing, attracting and retaining talent. “We invest in our skills’ base and value our people and their loyalty. It’s why we’re proud of our Top 500 award for South Africa’s best managed companies, in which we were named first in the airline sector,” he concluded.
Comair brands In line with its diversification, Comair also invested in its thriving training and lounge businesses, and in IT. Those investments include R46 million on Comair’s aviation training facility, R41 million on its lounge business and R54 million on its technology solutions. In progressing towards an extensive aviation training academy with a global customer base, Comair has doubled its capacity for pilot training at its Rhodesfield facility. Venter says, “Our simulators run around the clock to accommodate and train personnel from 36 airlines, so we are adding four simulator bays to create the necessary capacity for expansion.”
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Wrenelle Stander to head Comair’s airlines’ division As an aviation industry veteran, Wrenelle Stander has been appointed Executive in charge of Comair’s airlines division. From November, Stander will lead Comair’s two airline brands, kulula.com and British Airways, which Comair operates regionally as part of a licence agreement. Stander has more than 25 years’ experience in the aviation and energy industries, 15 of them at executive leadership level. Her previous posts include that of Managing Director of the Air Traffic and Navigation Services Company (ATNS), one of only three women worldwide to head an air navigation services’ company. She was also Deputy CEO of the South African Civil Aviation Authority (SACAA) and Director General at the Department of Transport. More recently Stander has held a number of senior roles at Sasol. She also has extensive board experience at Comair, having previously served as an independent, non-executive director from 2008 to 2016. Currently she serves as a director of the Sishen Iron Ore Company Pty Ltd, as well as on the board of Christel House, an education NGO. She holds an MBA from Oxford Brookes University in the UK and a BA (Hons) degree from UCT.
Wrenelle Stander
Superjumbo A380 survival hanging by a thread again?
n February 2018, Emirates threw a lifeline for the Airbus A380 line by signing a $16 billion deal for up to 36 aircraft of the type. However, recent reports on stalling engine negotiations are raising questions of the superjumbo survival prospers again. Quoting sources familiar with the matter, on 8 October Bloomberg reported that Emirates has reached a deadlock in talks with Rolls-Royce on price and fuel burn on engines that are to power its future superjumbos. According to the publication, the Gulf carrier has already missed engine selection deadline, thus likely delaying first delivery in 2020.
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out of the deal? Airbus and Emirates were expected to steal the headlines at the Dubai Airshow 2017 with the announcement of a $16-billion-worth deal for the A380s.
Airbus announced that Emirates had signed a Memorandum of Understanding (MoU) to acquire up to 36 A380 aircraft. Although the commitment is for 20 A380s whilst 16 remain an option, the agreement might just be that breath of fresh air the A380 desperately needed. Stalling engine negotiations could potentially threaten the deal altogether and what would happen if Emirates decided to pull
Following the delivery of its first A380 in July 2008, Emirates took its 100th A380 on 3 November 2017 in Hamburg, firmly securing Emirates status as the largest operator of A380 and the one on which superjumbo’s survival was dependent. Emirates’ order for 20 A380s (six of which were cancelled in September 2018, according to Airbus’ order book, is the only superjumbo order in 2018.
However, Emirates opted for a similarly valued deal for 40 Boeing Dreamliners instead, leaving the continuity of the Airbus superjumbo line in a precarious position. What followed was summarised quite bluntly by Airbus commercial aircraft salesman John Leahy, who said the A380 programme would be shut down unless Emirates places further orders for the Super Jumbo.
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Legally grey
G
rey is everywhere. Some days we hunt the grey. Some even try to surf the grey, but few survive the grey. The game industry in South Africa and for that matter, Southern Africa, experienced the greyness for quite a few years. In fact, I believe we were surfing the grey for so long, that we forgot what represented the truth. No, this is not one of those preachy stories, just a bit of introspection to bring reality back in focus. I believe many people were never focused on what the truth is, but rather on the grey areas between the lines of the law. Am I one of those? Well, let me think on how to answer this one. If I admit that seeking the grey areas occupies most of my day, most would believe that I am a cheat. If I say that I never contemplate the grey areas, most would believe I am a fake. Not a very good choice I would say, or at least very limited in describing my view of living without having to look over my shoulder all the time. What no one wants to know – is the truth. The law has this thing that it hurts, it limits and it spoils the fun. This perception has its root in money.
The game industry was experiencing a growth and yielded enormous wealth for quite a few of the farmers. Once the farmers got it going, the speculators and investors were on the band wagon and everyone had a few wild animals. However, let me go back a few years. My Dad slammed on the brakes as if a crash was imminent. The Plymouth was a heavy car and the inertia great. The dirt road did nothing to help the situation and soon the car was over the little sand wall so prominent next to gravel roads. The car was trying to get airborne and being in the back, I was now flying between the roof and the back seat, the doors and then back onto the seat. It seemed that the car was going to roll and time, although it did not stop, seemed to take longer than I would have expected. With one more serious bang as we hit mother earth again, the car stopped in a pool of dust. I was stunned and struggled to make sense. My uncle in the left front seat uttered some profanity, but my Dad was already opening the car boot. Out came the .22 rifle. It was and still is, a Bruno and a fine piece of workmanship that has experienced many a rough ride. In no time my dad had aimed and I heard the crack as the small calibre fired. Before anyone could make any more sense out of the situation, Dad threw the rifle back into the boot of the car and he took off on foot like an inspired rocket. The fence was between three and four feet high, but he sailed over it like a practised hurdler. By now I had him in focus and saw him grab the Springbuck by the horns and slit its throat with
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Part IV
by Honiball Aviation Auditing
his ever-present pocket knife. The dust settled and my dad came back to the car with the dead animal over his back. Proud and without any further ado, dropped the venison into the boot and slammed it closed. The Plymouth started first try and without any comment he got back on the road and continued the conversation as if nothing had happened. The Cape flats were big and uninhabited and animals roamed freely. I later learned that taking one for the pot was the way of many Capetonians. No selling of the food, just something for the special dinner occasionally. No, I did not know anything about what was happening on the other side of the mountains as at that stage of my life I did not, except for the odd movie, know that there was another side of the mountain. The perceived innocence of my earlier experiences did not prepare me for the game rush. Farmers started farming with game instead of cattle and sheep. It costs less, the animals are not easily stolen and the international hunters discovered a hunting paradise. Soon smarter farmers started to breed and before we knew it, the Free State and some of the other provinces had prized animals. Business was booming and every game farmer quickly realised that a helicopter made sense, as the cost of renting one in for the day’s capturing, culling or darting operations, added seriously to the costs. This was the beginning of the grey. Soon every young man had a helicopter pilot’s licence and the trade seemed endless in bringing in the bucks. Not long after this the accident rate of helicopters increased to a level where many a helicopter owner, now hunted by anyone and everyone that can sue him, wished that the grey area was bigger.
Well, there are three ways of doing aviation business. The legal, the illegal and then the grey area. Insurance companies have in the meantime wizened up and claims started to become problematic. The saying ‘penny wise and pound foolish’ comes to mind. Is it really so expensive to become legal? Long-term business cannot survive on dodging the truth. Yes, there is a middle ground, but it is definitely not a legal grey area. The SACAA may cotton-on to your business, but when things go pear-shaped as metal meets mother earth, much more is at stake. Not just the business, but also the livelihood of your entire family. Honiball Aviation Auditing specialises in keeping you out of the grey. To know the law is, but one reason to contact Thomas. To smooth out your legal road and to navigate you actively into clear and trouble-free waters is his speciality. Remember that to be legal wise is a proactive move. Reactive moves are not for great business folk. Are you in it for keeps? Then contact Thomas Honiball and protect the next generation from themselves, be legal-wise and become aviation legalised.
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Bombardier Global 7500
BOMBARDIER’S largest bizjet now certified
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his certification represents the approval of the design, airworthiness limitations and operating conditions of the aircraft designed and manufactured by Bombardier in Canada. Bombardier can now take important steps to deliver the Global 7500 to customers worldwide.This project was a significant undertaking and saw strong collaboration between Transport Canada and Bombardier officials. This is another example of a continued commitment of the department to work with the aerospace industry to foster growth and innovation. Certification by the FAA and EASA is expected to follow shortly. “The certification of our clean-sheet Global 7500 business jet is a defining moment for Bombardier, for our employees and for the industry, as we approach entry-into-service,” said David Coleal, President, Bombardier Business Aircraft. “Thanks to the rigour and innovation of our design and test programme, the Global 7500 aircraft has succeeded in elevating every standard by which a business jet is measured; comfort, luxury, performance and a smooth ride. At entry-into-service, this aircraft will meet the latest and all of the most stringent certification requirements and is set to redefine international business jet travel. We couldn’t be more proud of this achievement.”
“Canadian aerospace products have a well-deserved global reputation for quality, value and reliability. The certification of the Bombardier Global 7500 aircraft is a significant accomplishment that will create good quality jobs for Canadians and support the continued growth of the local and regional economies where these aircraft are built,” said the Honourable Marc Garneau, Canada’s Minister of Transport. The Global 7500 aircraft has accumulated more than 2,700 flight hours since the flight testing programme began in November 2016. Thanks to Bombardier’s latest advancements in airframe and wing design, the Global 7500 aircraft exceeded its original take-off and landing performance commitments, leading to a new published take-off distance of 5,800 feet,” said Michel Ouellette, Senior Vice President, Global 7500 and Global 8000 Programme, Bombardier Business Aircraft. “This improved take-off performance distance is almost 500 feet shorter than the closest and smaller competitor aircraft, which enables the Global 7500 business jet to operate out of airports with shorter runways all while offering Bombardier’s signature smooth ride.”
AYJET sign a purchase agreement for six Sonaca 200 aircraft As an approved training organisation and a flight school based in Istanbul (Turkey), AYJET has selected the new Sonaca two-seater single-engine aircraft. Due to the increasing demand and collaboration with airline companies for pilot training, AYJET decided to enlarge its fleet and after a rigorous search chose Sonaca Aircraft. Sonaca Aircraft’s excellent experience and well-equipped aircraft were the deciding factors in AYJET’s choice. “The Sonaca 200 aircraft’s robust construction, low operating cost and outstanding performance for flight training have played an important role in purchasing” declared Captain Pilot Salim Onur, AYJET 18
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Chief Flight Instructor. AYJET has decided to purchase 6 Sonaca 200 aircraft in order to enlarge its aircraft fleet. AYJET plans to enlarge its fleet with Sonaca aircraft and globally develop this new partnership in the future.
Sonaca 200
About AYJET Turkish Civil Aviation has entered a rapid growth trend since the year 2000. As a natural result of this development, a select group of captain pilots, who have dedicated themselves to aviation, anticipated that the need for pilots would increase and established AYJET Approved Training Organisation in 2005. From Private Pilot Licences (PPL) to Airline Transportation Pilot Licences (ATPL-Frozen) in modular training, ATPL(A) Integrated Training and MPL training with SunExpress Airlines, AYJET has the authority to give flight training at all levels. leading Flight Training Centres. AYJET has a fleet of 19 DA20-C1 Eclipse SEP and 3 DA-42 Twinstar MEP aircraft as well as three FNPTII flight simulators, which are conveniently located at Hezarfen Airport, making it an appropriate training environment far from Istanbul’s congested air traffic.
About Sonaca Aircraft Sonaca Aircraft is a subsidiary of the Sonaca Group of Belgium, a major stakeholder for over 80 years in the development, manufacture and assembly of advanced aeronautical structures for the civil, military and space markets. With a start-up capital of more than three million Euros, Sonaca Aircraft is 90% owned by the Sonaca aeronautics’ original equipment manufacturer.
Sonaca Aircraft’s first objective is the development, certification and marketing of a new single-engine two-seater aircraft ‘Sonaca 200’, which has been specially designed and adapted for pilot training and leisure flights.
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DOCTOR
with a passion for
AVIATION By Athol Franz
Ever since his school days, Dr. Daniel van der Merwe love of aviation always had a lov and as a youngster youngst he wanted pilot. However, to become a pi could not enrol he was told he co due ffor the th SAAF d e to his vision, (wearing corrective lenses) and his parents could not afford the costs for private pilot training.
S
ubsequently Daniel pursued a medical career with a special interest in emergency medicine. He continued to surround himself with aviation, paragliding as a student, becoming a paratrooper in the SANDF special forces and serving on the “Flight for Life” HEMS during weekdays and fixed wing medevacs on weekends. It was only when Daniel started working as an emergency physician in Canada that he could pursue his dream of becoming a pilot, after a colleague introduced him to the Winnipeg Flying Club where he immediately enrolled as student pilot. After his first flight, Daniel was hooked and after obtaining his Private Pilot’s Licence, he continued to complete his Canadian Commercial Pilot’s Licence and Multi-Engine Instrument ratings. Once Daniel returned to South Africa, he quickly completed his South African Commercial Pilot’s Licence and after undertaking his C208 (Cessna Caravan) rating, landed his first job as a Commercial Pilot with Fugro Airborne Surveys (now CGG), operating low-level survey flying all over Africa. He later moved onto the Reims C406 (Twin-Caravan), flying more advanced off-shore and mountain survey operations. After being with Fugro for two years and after completing his Beech 1900 rating, Daniel started flying for Solenta Aviation, flying on contracts for DHL, The UN & ICRC all over Africa and the Middle East, ironically at times flying passengers to the same oil fields he had previously surveyed.
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With his medical qualifications and experience Daniel was recruited to assist with the start up of the Aeromedical Division for African Medical Investments together with Marc Adcock, Hennie Joubert and Theo Smit. Daniel operates as Chief Medical Officer and as a Pilot on the Dassault Falcon 20. He was responsible for procuring all the medical equipment and obtaining the Part 138 Medical Certification with the SACAA. After securing a contract for the delivery of Medical Services by ER24, Daniel moved back into full-time Emergency Medicine, first at Pretoria East Hospital and then taking over the Emergency Centre at Midstream Hospital, building it up into a reputable Emergency Centre seeing more than a thousand patients per month. However, even though Daniel was flying small Sling aircraft over weekends, he missed commercial flying and accepted an invitation by his former medevac colleagues, now operating as Guardian Air, to become a relief pilot for the company over weekends, starting on the Beech King Air 200, as he was already rated and had extensive experience on this aircraft type. Daniel used this opportunity to motivate himself to complete his Airline Transport Pilot’s Licence (ATPL), which he completed at the end of August 2018. Exactly a month later, after renewing all courses required for commercial flying, he reported for duty at 06h00 on Saturday 29 September for his first Medevac flight to Chimoio, Mozambique, after a seven-year break from commercial aviation. Indeed, it has been ‘seven dry years’ for a man with an insatiable love for aviation.
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Using airplanes to assist earthquake and tsunami victims BY MISSION AVIATION FELLOWSHIP (MAF)
On 4 October 2018, Mission Aviation Fellowship (MAF) provided disaster relief flights to facilitate aid efforts on Sulawesi Island, PALU, Indonesia, following the deadly earthquake and tsunami that occurred on 28 September 2018.
“MAF is working in partnership with Ethnos360 Aviation and Helivida,” said John Woodberry, MAF’s global director of disaster response. “We have put together a collaborative team operating two Kodiak airplanes and one helicopter, which gives us the ability to reach the towns which have seen destruction, as well as the more remote areas where people are suffering.”
For more than 60 years, MAF has been providing flight services in what is now the country of Indonesia. The organisation has 150 staff and 15 airplanes at seven permanent bases across the vast island nation. “Our personnel know the local language and culture, which is a big help in a disaster situation. It allows us to work more effectively, so those who need help get it sooner,” said Woodberry.
MAF is a Christian non-profit organisation that uses its fleet of 128 airplanes to help those living in the most isolated parts of the world, giving the residents of those areas a chance for a better life. When natural disasters strike, MAF’s experienced disaster response teams are able to mobilise quickly, providing air transportation, VSAT communication systems and logistics’ expertise so that help can reach those in need. According to data released on 3 October by the ASEAN Coordinating Centre for Humanitarian Assistance, more than 1400 people died when an earthquake rated 7.4 on the Richter scale shook Sulawesi Island, triggering a tsunami that devastated the city of Palu and areas nearby. More than 65,000 houses were damaged and 71,000 displaced people are sheltering at 141 evacuation sites.
Mission Aviation Fellowship receives the majority of its funding from donors who support its mission. MAF uses planes to transform the lives of the world’s most isolated people in need. Founded in 1945, MAF has grown to a global family of organisations serving in 37 countries across Africa, Asia, Eurasia, Indonesia and Latin America. The ministry’s recent work includes helping combat an Ebola outbreak in the Democratic Republic of the Congo (DRC), providing food and other necessities for thousands of refugees in the DRC and supporting the work of missionaries, evangelists and Bible translators around the world. MAF South Africa’s headquarters is in Johannesburg.
“Our people at the site are seeing houses that have crumbled, huge boats stranded on land by the tsunami and some areas near the shore that have been wiped clean of any structures,” Woodberry said. As aftershocks continue in the area, many people are sleeping outside. The MAF team arrived in Palu on Tuesday 2 October and immediately set to work. “Some of our first flights were to evacuate school children from Palu back to their homes in the Ampana area,” said Woodberry. “They had been waiting at the hangar for a couple days before we even arrived. They were hungry, so we fed them as well. We have also been flying in personnel from other relief agencies that are arriving to help.” Since much of the communication infrastructure has been damaged by the earthquake, MAF has set up a VSAT communication system at the Palu airport. This allows aid agencies to communicate with their teams in other areas.
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For further information, please contact Gabriella Szabo, Marketing and Events’ Coordinator, MAF SA. Tel: +27 (0) 11 659 2880 or +27 (0) 74 824 4024 E-mail: fundraising@mafsa.co.za
www.mafsa.co.za
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2018
Event
Venue
Contact
6 - 8 November
Dubai Helishow
Royal Pavilion Al Maktoum Airport
Mr Abel Bajamunde abel@domusgroup.ae
7 November
EAA Chapter 322 meeting
Dicky Fritz Moth Hall, Edenvale
Clive King 082 850 4141
Marie Reddy 083 259 7691 10 November
SAPFA EAA Sun ‘n Fun Adventure Rally
Brits Airfield
marie.reddyy@gmail.com Rob Jonkers 082 804 7032 rob@aerosud.co.za
17 November
Aero Club of South Africa awards dinner
Wanderers Club
24 November
SAPFA Fun Rally
Springs Airfield
1 December
SAC ACE of Base
Brits Airfield
Annie Boon chunge@mweb.co.za
2019
Event
Venue
Contact
19 - 20 January
SAC Gauteng Regionals
Vereeniging Airfield
Annie Boon chunge@mweb.co.za
office@aeroclub.org.za
Jonty Esser 082 855 9435 chairman@sapfa.co.za
Airshow organisers: African Pilot annual airshow award details on our website: www.africanpilot.co.za Local 0861 001130 International +27 11 466 8524 Pre & post publicity: E-mail: editor@africanpilot.co.za Website: www.africanpilot.co.za Details are published in the magazine, the African Pilot weekly Newsletter and the African Pilot Website. They serve to remind aviation enthusiasts of forthcoming events during the week running up to the event. Capital Sounds for sound and broadcast: Brian Emmenis 057 388 2351 E-mail: capital@icon.co.za ASSA - Air Show South Africa Website: www.airshowsa.org.za. To reserve an airshow or fly-in please book on-line: www.airshowsa.org.za Louise Hofmeyer 083 454 1104 E-mail: louise@airshowsa.org.za Management & Airshow Authorisation: Tania van den Berg RAASA 011 082 1000 E-mail: tania@raasa.co.za Website: www.raasa.co.za
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This photograph was taken in a series while trying to take advantage of the ridge lift to get over the top of the escarpment with John Coutts, flying his JS1 revelation. The pictures were taken in front of a spur just below the Sterkhorn in the Central Drakensberg. This was in early August 2018 during the annual Wave Camp, where a number of glider pilots predominantly from the Magalies Gliding Club spend a week at El Mirador airfield (FALQ) taking advantage of the unique gliding conditions present in the Drakensberg. Presently I am finishing the final year of my BEng Mechanical Degree at the University of Pretoria and recently completed my PPL with Legend Sky based at Rhino Park. I have been flying gliders with my father since childhood and will try to get my GPL once I have finished my degree at the end of the year. The pictures were taken with my Nikon D90 and Nikkor AF-S 70-300mm f/4.5-5.6G lens with a Marumi circular polarising filter. The ISO was set to 400, with aperture of f4.8 and shutter speed of 1/1000 seconds. The D90 is an older camera that loses quality at high ISO, so I chose to shoot at low ISO with a large aperture in order to get a high enough shutter speed in order to capture the moment.
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Soaring By Tim Schärf
Sponsored by
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