FlightCm African Aviation
Edition 141/142 | JULY/AUGUST2020 Cover: Dassault
MULTI-ROLE TANKERS AS VIP AIRCRAFT COPING WITH COVID - CAPE TOWN AIRPORT
GIDON NOVICK – TO START A NEW AIRLINE!! South Africa’s ILS calibration problems
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2004 CESSNA GRAND CARAVAN (EXECUTIVE)
TOTAL TIME: 2475 Hrs TTSN ENGINE: 2475 Hrs TTSN AVIONICS: GARMIN 600/530/430 ADDITIONAL EQUIPMENT: Cargo Pod, Aircon, One owner since new POA Based in South Africa
2008 CESSNA CITATION MUSTANG TOTAL TIME: 1192 Hrs TTSN ENGINES: 1192 Hrs SMOH AVIONICS: Fully Integrated Garmin 1000 suite
TOTAL TIME: 6985 Hrs TTSN ENGINE: 3400 Hrs SMOH AVIONICS: GARMIN 1000 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE II Kit, One owner since new POA Based in South Africa
1997 BEACHCRAFT BEECHJET 400A TOTAL TIME: 5150 Hrs TTSN ENGINES: 1625 Hrs SMOH AVIONICS: Collins Equipment ADDITIONAL EQUIPMENT: Airshow 4000,TCAS,TAWS POA Based in South Africa
ADDITIONAL EQUIPMENT: • Garmin Synthetic Vision • 40 cu, ft Oxygen Bottle • Jeppesen ChartView • TAS Traffic Avoidance • Enrolled on CESCOM • Maintained by Cessna Agents POA Based in South Africa
1982 CESSNA CONQUEST I TOTAL TIME: 4805 Hrs TTSN ENGINES: 1585 / 1325 Hrs SMOH AVIONICS: GARMIN 600 / 430 ADDITIONAL EQUIPMENT: De-Ice, Cleveland Brakes, One owner since new POA Based in South Africa
1996 CESSNA GRAND CARAVAN TOTAL TIME: 11 995 Hrs TTSN ENGINE: 2650 Hrs SMOH AVIONICS: GARMIN 750 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE III Kit, POA Based in South Africa
Contact Maartin Steenkamp: C +27 (0)82 807 6701 or Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za
SA Flyer 2020|07/8
2009 CESSNA GRAND CARAVAN
Ed's note... JULY/AUG 2020 Edition 141/142 Falcon 6X
Bush Pilot - Hugh Pryor Collins Aerospace
12 GIB Events Calendar 15 The Professional Instructor 16 Defence - Darren Olivier 18 Quote of the Month 21 Savage Barn Find in Uganda 22 Alpi Flight School Listing 26 AME Directory 27 AEP AMO Listing 28 Federal Airlines Charter Directory 30 Back Pages 31 New Airline Launch
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N the 22nd of January, ZS-CAR, the Civil Aviation Authority’s Cessna Citation Flights Inspection Unit’s calibration aircraft tragically crashed in George. By the time you read this, it will be six months since that crash. There is concern in the industry that soon many of the ILSes in South Africa will no longer be valid for instrument approaches. The SACAA states that ILS and VOR certificates are valid for 150 days with an automatic tolerance of 30 days without the requirement for an extension application. Thereafter, an operator can apply for a 25 day extension in accordance with Part 171 of the regulations. After the expiry of the 25 day extension, if the calibration has not taken place, the operator can apply for an exemption which can be granted for up to 180 days. This generous time framework has allowed the CAA to take its time in replacing its lost ILS calibration capability. However, Durban, Kruger Mpumalanga and George airports have already been switched off. The rest will no longer be valid from August. I am reliably told that a solution was offered that would have resumed the calibrations within a month or two of the loss of ZS-CAR. However, when bureaucracy is involved, things are never easy or simple. And, an aircraft with all the expensive and heavy equipment necessary for calibration flights has to be acquired and imported, the crew trained and the whole outfit put into service. This will take many more months. We need bold action from the regulator. But after a near disaster 12 years ago, when the CAA was facing a downgrade because of its lack of capacity, our regulator has been focused on ICAO compliance and standards.
Thankfully our licenses are still recognised around the world, and our airlines are not blacklisted. However, the downside of this is that the regulator zealously does things by the book and is allergic to innovation. This is a pity because the loss of the calibration aircraft presents a fantastic opportunity for the CAA to pioneer the use of drones to calibrate navigation aids. It is trite to say that every cloud has a silver lining, but the loss of their aircraft presents a wonderful opportunity, which they should seize with both hands. A quick google shows that using drones is not even very daring. Companies are already advertising drone calibration, and in this hyper-regulated environment have presumably shown that they can do it. The great thing is – in homegrown MGL Avionics in Cape Town, we have the skills to design and build a drone system that can do it. However, Rainier Lamers the CEO of MGL laments: “.. a dysfunctional CAA technical department makes it impossible to certify our products in a way that this would be acceptable in other countries. ICAO rules mean we could only do this in another country if we move at least final assembly of these products there. But that is beyond our means.” And so the stultifying bureaucracy of our regulator stifles yet another wonderful opportunity.
Guy Leitch
Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com
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Editor
Companies
FALCON 6X:
Luxury Enhanced with Fighter DNA Big aeroplanes tend to land at big airports — they need the runway length and little planes are generally suited to little airports in out-of-the-way places. But the Dassault Falcon 6X is a big business jet with a big cabin that lands almost everywhere.
T
HE 6X has the largest cross-section of any purpose-built business jet. It’s 6 ft 6 inches (1.98m) tall — tall enough for 99 percent of passengers and 8 ft 6 inches (2.58m) wide. Passing a fellow passenger in the aisle doesn’t require an awkward ballet, as in smaller jets. The conference/dining table doesn’t have you knocking elbows. There’s more than enough personal space for everyone. The cabin length, excluding the cockpit and baggage area, is 40 ft 4 inches (12.3m). This provides ample space for three large living areas as well as a kitchen galley forward and a lavatory aft. And yet, this big comfortable jet can slip into and power out of 4,000-foot runways with ease. That sort of performance opens up a wide world of potential airport destinations, and in more interesting places — both out of the way spots on remote ocean islands, or at small airports in urban centres such as London City airport.
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The 6X is the latest in the Falcon line, benefiting from Dassault’s latest technological advances. It’s scheduled to make its maiden flight in early 2021, with certification and entry into service in 2022. The 6X’s 5,500 nm (10,186km) range allows direct flights between Johannesburg and London or Cape Town and Dubai. The fuel efficiency of the 6X’s Pratt & Whitney PW812D engines helps in achieving that long-range performance with the added benefit of low emissions. This D (for Dassault) variant is a 13,000-14,000 lb thrust turbofan optimized for the fast, highflying 6X. The aircraft can operate as high as 51,000 ft and has a maximum speed of Mach 0.9. Dassault has invested heavily to keep passengers in the quietest of environments, using sensitive noise-testing labs to identify and isolate even minor sources of noise. Current Falcon aircraft are achieving remarkable noise levels as low as 48 dB SIL, about what you would find in a suburban living room. Dassault achieves this by reducing airframe vibration from the
engines and by placing noise cancellation materials between the outer skin of the aircraft and the cabin shell. The cabin has plenty of moodenhancing natural light with 30 large-size passenger windows. The air inside the cabin remains fresh and clean, thanks to an advanced air purification system. The 6X is equipped with satellite communications so passengers are constantly connected by phone or Internet. Wide bandwidth even allows live video streaming. On a more technical level, the 6X also excels. All Falcons are known for their shortfield capabilities through advanced wing design, and the 6X is no exception. Its extendable leading-edge slats and trailingedge flaps enable approach speeds as low as 109 knots indicated — about 10 knots slower than competitors, which is critical for short landing and take-off performance. A new addition to the 6X wing’s highlift devices, called a flaperon, enhances this capability. With such an ideally balanced wing design, the 6X can easily operate at challenging, short-field and steep approach airports such as London City or Lugano, Switzerland. Day or night, in poor weather conditions, the 6X provides pilots with maximum situational awareness thanks to FalconEye, a head-up display (HUD) combining enhanced vision with synthetic vision. Dassault is the first business jet maker to develop a HUD with this unique technology. FalconEye features a fourthgeneration multi-sensor camera whose six
sensors present top quality images in both the visible and infrared spectrums. These images are combined with worldwide synthetic vision databases that map terrain, obstacles, navigation, and airport and runway data. FalconEye is derived from a military technology that Dassault Aviation has applied to its civil aircraft. “What makes Dassault Aviation unique is that we are the only business jet-maker that also makes fighter
jets,” explains Dassault Aviation Executive VP Carlos Brana. “In fact, both are designed by the same engineers and manufactured at the same facilities.” “When people walk through the 6X mockup for the first time, they are impressed by its beauty. But with Dassault aircraft, beauty is more than skin deep. In any case, we are proud that our interior is what makes people fall in love with a Falcon like the 6X,” says Brana.
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BUSH PILOT HUGH PRYOR
PARK OR
Fly
I was frankly astonished when I opened the newspaper
the other day, it was a ‘broad sheet’ one with big pages...to be confronted by a full-page photograph of ranks and ranks of grounded airliners.
M
Y initial reaction was that I had not realised that Boeing had turned out that many 737 Max 8s and then I noticed that I was actually looking at a picture of Gatwick Airport and quite a lot of the aeroplanes sitting on the ground were not even made by Boeing at all...they were Airbuses. And then I moved on to the next page, which was covered in aircraft parked in Sydney, Australia. There were so many that I lost count of the tail fins. Suddenly the gaping chasm which the Coronavirus has opened up in the capitalist system, broke cover and opened my eyes ...here were billions of dollars, just parked, awaiting the cutting torch, unless we can sort out this virus. And most of them were not long off the production line. While we are on the subject of ‘cutting’. This mountain of spare aircraft represents the ‘Cutting Edge’ of human engineering technology...the materials used have advanced almost by the minute. The engines have taken the expertise of people like Junkers and Caproni and Whittle to extremes of power and endurance which they could never have dreamed of. To take the human race from just managing to fly almost the length of a Boeing 747’s wingspan, in 1903, to being able to cart millions of holidaymakers all over the world, at prices which would be the equivalent to a couple of months’ salary, in the ‘old days’. Okay, the money has changed, but we
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have also had a couple of wars, big time wars which changed the butterflies into bees. Then, with the Second World War, the bees became goshawks and their engines graduated from Kestrels to Merlins and then the Griffin and then on to turbines. Now, I know that you guys will be wondering why an old duffer like me should be expressing opinions on the current aviation catastrophe, so I will explain... It may come as a surprise to some of you that I actually own a share in an aircraft... I own the third bolt on the right main wheel of a 1947 Piper Super Cruiser, which is currently in the process of being rebuilt, after landing in the high canopy of the Congo rainforest during a game count. I bought it in 1972, from an old friend who later became my best man, for the exorbitant price of $5000 in 1972. Okay so $5000 is not quite up to the price of a Boeing or an Airbus, but my Piper Super Cruiser is not just going to sit on the ground until somebody comes along and chops it up. It has been flying for the last seventythree years and will probably be flying for the next seventy-three, if we can find people who know how to look after it. It will be ‘zero-timed’ with a 159 hp Lycoming O-320, out of a Super Cub, in the place of the old and, to be honest not totally reliable 145 hp Lycoming O-290-D2. They are also going to fit it out with flaps, so effectively it will become a three-seat Super Cub with proper doors...which makes me wonder why they didn’t do that in the first place with the Super Cub?
Incidentally, my Super Cruiser, with its rather heavy engine, was much easier to pick up and turn around, by using the tail handle at the aft end, and I have carried the crankshaft of a claas combine harvester, on my wife’s lap in the back...tied down...I mean the crankshaft, as well as my wife, obviously...and that brought the C of G nicely aft, so that I was able to carry out my first really smooth three-point landing at the farm, in front of a cheering crowd of my cousins, one of whom had just bought a Piper Pacer, which he wanted me to teach him to fly. The Pacer was a different animal altogether from the delightful Cruiser. It was short-coupled and had such tiny wings that you could almost reach out and take the pitot cover off from the cabin, if you had missed it on the pre-flight check...and I speak from experience...although you heard that here for the first time! Comparing the ‘Cruiser’ to the ‘Pacer’ is rather like comparing the delightful DC10 to the grumpy, bad-tempered MD-11. I remember, as a Swissair Passenger, after a barely survivable MD-11 ‘Arrival’ on Runway 14 at Kloten. The Chief Stewardess walked into the cabin, jokingly hitching her knickers up and laughingly announced that the abruptness of the landing had been caused by a ‘software’ problem...which brought cheers and hoots of laughter from all of us passengers. Annie, my ‘Dragon’, and I flew MD 11s with Swissair many times after that, but one of those involved a rather dramatic ‘Aborted Takeoff’ and ‘Emergency Braking’ on Runway 08 (the short one,) at Kloten and that also brought screams from the passengers, but they were not laughing this time. No, give me a sweet old Cruiser, rather than a smart Pacer, or an old DC-10, rather than a slippery new MD 11 any day, please.
Companies
COLLINS AEROSPACE: Supporting Africa’s COVID-19 Recovery Jens Ziesel is the new Regional Director for Africa for Collins Aerospace Avionics. One of his main tasks is to assist the African air transport industry in its recovery from the Covid-19 pandemic. Aerospace's Jens Ziesel is committed to helping Africa through the Covid-19 crisis.
Z
IESEL understands some of the unique challenges in Africa as prior to joining Collins Aerospace, he served in Chad and the CAR for the Austrian Armed Forces and he believes that Africa holds enormous potential for Collins Aerospace. He says that the growth potential in Africa is a great opportunity for Collins to grow
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its African customer and partner base. For the recovery of the Covid-19 pandemic, Collins Aerospace has committed to making airports, aircraft and airspace safer. Ziesel believes that, from the time passengers begin their journey from their home or office to leaving the destination airport, only Collins Aerospace is able to deliver the range of technology that will enable end-to-end passenger security and safety. Collins is a giant global player with over 16,000 engineers who have the industry knowledge and experience to enable Collins to understand the unique needs of airports, airlines and customers in Africa. Collins employs its expertise to deliver leading-edge, customised solutions that are focused on passenger safety and comfort, airport operational efficiency and aircraft availability, maintainability and sustainability. Collins Aerospace has already established a strong presence in Africa, providing complete aeronautical solutions to aircraft manufacturers, integrators, airlines, airports and governments. Collins Aerospace has almost 200 employees spread over six locations in South Africa, Morocco, Tanzania, Egypt, Ethiopia and Kenya. And the company’s commitment to Africa is growing. In Morocco it has expanded by 40%, creating 60 new jobs, supplying components to Boeing and Airbus. Ziesel is proud of the level of commitment shown by his company in support of the African air transport industry during the Covid crisis. He points out that their top priority has been their employees and customers. Collins’ dedicated Africa team has been available 24/7/365 in support of customers and is currently fully dedicated to support them for the return to operations, working on the technical and safety challenges, with specific focus on airworthiness, crew training, and maintenance work. Ziesel states that Collins Aerospace is committed to increase its presence and market share in Africa. “Listening to our customers is part of our DNA. By showing this we strongly believe that we will enlarge our footprint across the whole continent,” he says. As post-Covid travel resumes, passenger movements will require a ‘No-touch’ seamless experience and airports must adapt to address all passenger touchpoints. This includes curbside arrival, check-in, baggage drop, security access and screening, customs and immigration, self-boarding gates, the in-flight cabin experience and destination border control. “Each of these touchpoints provides an opportunity for passengers and airport staff to come into contact with each other and COVID-19. While no one can predict the future, what is absolutely clear is that until passengers feel safe to travel, the global airline industry will continue to struggle,” Ziesel says. To address this, Collins Aerospace offers, “integrated and intelligent solutions for passenger processing and facilitation, airport operations and baggage management. Our self-service solutions create a seamless travel experience for a high volume of passengers. We provide airports in Africa the solutions needed to improve operational efficiency and enhance the passenger experience.”
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Gidon Novick to launch a new airline in South Africa. Gidon Novick has astounded everyone by announcing the launch of yet another low cost carrier in South Africa
Gidon Novick is best known for launching the low-cost carrier (LCC) airline model in South Africa. Its zany kulula.com branding and cheeky advertising was revolutionary for the normally staid Comair. Jet enthusiasts around the world fondly recall the wonderfully annotated Boeing 737 dubbed ‘Flying 101’ with its fun captions painted on the plane.
S
O when Novick announced in July that he was going to start yet another LCC in South Africa, and in the middle of the Covid-19 pandemic, people sat up and took notice. Novick joined Comair as a young chartered accountant with a fresh MBA minted in the USA. In joining Comair he
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stepped into the very large shoes of his father Dave Novick, who had headed the airline for over 50 years. Gidon Novick defied the sceptics when kulula.com proved profitable from inception and was responsible for most of the dramatic growth South Africa’s domestic airline market has enjoyed. After being joint CEO of Comair with Erik Venter until 2012, Gidon left
the airline industry for fresh challenges – in loyalty programmes and then tourism and hotel funding. However, like many airline CEOs, he has been unable to resist the lure of airlines and, ever the visionary entrepreneur, he astounded industry watchers by announcing his plan to launch yet another LCC, despite it being the most difficult of times for the industry, worldwide and particularly in South Africa, which has endured severe anti-Covid-19 lockdown regulations. Novick’s rationale is that the entire aviation industry is going through; “a reset and this creates new opportunities. Survival more than ever, will be based on efficiency and avoiding the complexity that airlines inevitably accumulate over time. This is a once-in-a-generation opportunity to start with a fresh, efficient and unencumbered business model,” he says. “If we have a super-efficient operation and the lowest costs, that will give us a competitive advantage. And over time that gives us a lot of security,” Gidon says. “The opportunity is now, because aircraft values are down around 40%. One of our key lessons from the current crisis is to avoid debt. We have managed to do that in all our
other businesses and the airline industry will be the same. In the new post Covid-19 world it will be even more important that any kind of fixed overheads that put the business at risk must be avoided.” Although he expects the new airline to be debt free, he wants to own his own aircraft, as that is the most cost effective and enables the airline to be flexible through the lean periods. Although many airlines naturally vary their frequencies for peak and off-peak periods, Novick says that “a key tenet of our model is to be able to do that far more extensively, which means minimal fixed overheads.” As a businessman needing to impress sceptical funders, Novick has done the necessary feasibility studies and he says that these confirm that there is room for his new airline. Testimony to the regard the industry has for him is that he says that funding is not the most difficult of his challenges. His fleet plans revolve around used large gauge narrow body aircraft. He will focus exclusively on the Johannesburg (OR Tambo) - Cape Town O-D route pairing which, thanks to South African airspace deregulation, has been one of the 10 busiest O-D pairings in the world. Despite his long history of operating Boeing 737s at Comair/kulula, he is not fully a Boeing man and acknowledges that the Airbus A321 in a 230 seat high density configuration would be ideal on the Cape Town route. When asked if he was going to include Durban to complete the JNB - CPT triangle, he admitted that kulula struggled with yields on that route, given that it is a short sector with competition from road travel. And when asked about using Lanseria Airport as an alternative to Johannesburg’s OR Tambo, he said that the new airline would concentrate on OR Tambo as that “is where the action is – where demand for domestic travel is centred, and there won’t be issues with slots for a long time.” The new airline does not yet have a name nor a launch date, but he hopes to launch before the South African peak season over December. It normally takes at least 18 months to get a new Aircraft Operators Certificate (AOC) so Novick says that he is partnering with an existing operator – but won’t be drawn as to which one it is. Novick is careful to not be seen to be charging headlong into a gap which might not yet exist in this very uncertain market. “We are in no rush as the timing has to be right,” he says. He identifies three key challenges arising
from the Covid pandemic: 1) The economic challenge; 2) Regulatory restrictions; 3) The perception of the health risk in travelling in a cramped airline cabin. He says that the key advantage of
and-mean’ airline as well as in the tourism industry, will enable him to launch a winning low-cost carrier. His airline launch will fly in the face of the other low-cost carriers in South
“a super-efficient operation and the lowest costs will give us a competitive advantage” starting an airline right now is that “there are great skills and talent available and aircraft can be obtained at extremely good prices.” He admits that he does not know how long it will take for the industry to recover and in particular, how long it will take before passengers start trusting the safety of flying from a health perspective. He accepts that the economic consequences of the Covid pandemic will
Africa, being kulula.com, FlySafair and Mango, which have long complained about overcapacity in the market, particularly since the arrival of FlySafair with its fleet of seventeen 737s. When asked whether his new airline will not just be adding to this problem, Novick points out that he is still hopeful that the South African government will act rationally regarding its role in the industry. He therefore remains confident
Novick earned his spurs by launching LCCs in South Africa using kulula with edgy advertising and memorable marketing such as this 'Flying 101' paint scheme.
have a severe impact on people’s ability to afford to fly. Interestingly, he believes that business travel will be the hardest hit due to many businesses having made the switch to video conferencing. He therefore acknowledges that the ‘new normal’ will be a much smaller industry but he is confident that his experience in assembling a ‘lean-
that, given a level playing field without state subsidies of its own airlines, a tightly cost controlled and debt-free start-up will be a successful model. Gidon believes a key requirement for a successful airline is that it must be agile enough to navigate the inevitable tough periods. He is therefore committed to a
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minimalist model of cost efficiency and simplicity. Thus, despite his track record with the Discovery Medical Aid Vitality programme, the new airline will not be offering a traditional loyalty program.
a multitude of challenges, including new biosecurity protocols and overcoming people’s resistance to flying. A huge uncertainty remains as to when the South African lockdown regulations will be
The Covid pandemic will have a severe impact on people’s ability to afford to fly However, he remains committed to the travel trade and will be accessing broad distribution channels, including direct webbased sales, travel trade and online travel agencies. Gidon says that he will start small and will be careful not to flood the industry with seats. He acknowledges that he has
lifted sufficiently to enable free passenger movements for the airlines. At time of writing the lockdown level is at 3 out of 5 and it is not expected that significant free movement will be possible before level 1. Noteworthy is that kulula.com have said that they will not be returning to the air before November.
The airline will target all travellers. “The distinction between business and leisure has been blurring for a while now and Covid has accelerated this. People’s work and private lives have become a lot more integrated.” Tourism remains the long term focus though. “Notwithstanding this major setback, South Africa is a globally competitive tourist destination and tourism is critical to our economy.” While he recognises the importance of code sharing to feed and de-feed his routes, he says that he has no immediate plans for any sort of alliance, other than perhaps a very limited interlining arrangement. “I can’t imagine that in this climate, a large and established international airline would want to partner or codeshare with an unknown start-up,” he says. Having just turned 50 years old, Gidon is proud to be what he calls “a middle-aged man with a combination of energy and experience. This is a once-in-a-generation opportunity to start with an efficient and unencumbered business model,” he says. Given his track record, the new start-up will be one to keep a close eye on.
AMO 1288
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SA Flyer 2020|03
Aviation Services • Composites & Aircraft Structures • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Fire Extinguishers • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382
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SA Flyer 2019|05
• Quality • Safety • Service Excellence • Honest Pricing
SA Flyer 2020|03
EVENTS CALENDAR PROUDLY SPONSORED BY GIB INSURANCE BROKERS SAC KZN REGIONALS 7 – 8 March 2020 Ladysmith Airfield Annie Boon chung@mweb.co.za
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Please note that the calendar was not updated as events have either been postponed or cancelled due to the corona virus.
FASHKOSH AIRSHOW 20 – 21 March 2020 Stellenbosch Airfield Anton Theart gm@stelfly.co.za 079 873 4567 SAPFA SPEED RALLY 21 March 2020 Bethlehem Airfield jonty@promptroofing.co.za 082 855 9435
SLING BREAKFAST FLY-IN
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Training K oos K ieck
THE PROFESSIONAL INSTRUCTOR Koos ‘Rapier’ Kieck is an ‘uber-pilot’. A career pilot with the SAAF he was a ‘vlamgat’ Mirage pilot and air combat instructor. After leaving the SAAF as a Lt Colonel, he joined Working on Fire to fly their massive Air Tractor
Cheryl Smit Photography
802 Fire Bombers, which he did safely for nine years.
K
OOS is dismayed by what he sees as slipping standards in flight instruction and has put together a list of bullet points (what did you expect from an air combat instructor) for a presentation he made to civvy flight instructors: 1. INTRODUCTION: 1.1. How professional are we instructors? 1.2. What is our approach to our students? • Is it just about the income and are we ‘milking’ our students? • Are we just ‘hour building’? 1.3. What is the level of our theoretical and technical knowledge? 1.4. At what level are our flying skills? A very senior instructor at Dunnottar once said to me, “You are obliged to give the best instruction possible to a student because he deserves the same chance you had. Who are you to play God and deny a student a career in aviation because you don’t like him – or his father – who
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is in politics?” Let us therefore consider the characteristics of the professional instructor, so that we may all strive to attain the highest level of professionality. What do students expect from their instructors, whom they respect and hold in high regard? (Most of them think we can walk on water.) 1. Do I look professional (dress code, grooming etc.) 2. Am I punctual? 3. Am I prepared? 4. Do I deliver? Now, how do I deliver? The first two points are easily achieved, but I think points 3 and 4 are the ones where we really fall short. Let us look at a typical sortie/flight Each ab-initio flight should consist of the following: 1. A theory lecture on the aspect: 30 – 40 minutes (Day before) 2. A proper pre-flight briefing: 20 – 30 minutes 3. The actual flight, consisting of the following: • Revision of previous sorties • Instruction on the new aspect • Student practice of new aspect • Demonstration of the next sortie’s new aspect 4. Emergency drill 5. Debrief on all aspects covered during the flight 6. Training file update on the sortie 2. T HE THEORY LECTURE: AERODYNAMICS • Introduction – capture the student’s attention • Explain the reason for teaching aerodynamics • Cover all elements of the aspect • Conclude with a brief summary of what was taught • Encourage questions 3. THE PRE-FLIGHT BRIEFING • Plan the flight from beginning to end. Use the students’ knowledge to build the sortie • Talk stick and rudder – nose control, emphasise nose position relative to horizon. (The stick and rudder is only a means to manipulate the nose) • Build on student’s prior knowledge • Continuously emphasise safety 4. THE FLIGHT • The student must fly as much as possible • Introduce accuracy from the beginning • The student must do vital actions (Checks) • Gain the student’s confidence and keep the student orientated • Emphasise airmanship – consideration of others in the air
• • • • • • • • • • • •
Revise the previous aspects until competent Teach the new aspect. Listen to the radio and show airmanship by considering others Do not overload the student, especially in the beginning Time spent on basics will pay dividends Assign homework afterwards and follow up whether it is done Do coordination exercises, it builds confidence. Follow the steps in the syllabus, do not rush If the student is unwell, do not continue –nothing will be absorbed Just before return, introduce the next concept Talk to the student at all times and do not let him do anything that was not covered A professional instructor never shouts at a student, continuously analyses the student and situation and uses various methods of explanation and demonstration to facilitate a student’s understanding.
5. THE DEBRIEF • Is done directly after the flight • Is never negative but focuses on the positive, giving praise where justified • Use the student’s recollections to build the debrief by asking questions such as:… did you see… do you remember…what happened when…where was the nose pointing…what was your power/fuel/flap… • Give the student homework for the next flight. 6. CONCLUSION We will never be knowledgeable or experienced enough to be a perfect instructor, but we must always strive to get there. It helps to talk to other instructors, discussing our students’ progress with them, being open to learning, even from our students, and admitting when we do not know something, but committing to finding answers. The fact that a student has passed the Principles of Flight, A/C Technical & General/Met/ Nav exams does not mean he or she can apply this theory to practical flying. It is our task as instructors, to put those together. Always ask yourself the question “Would I have paid for the instruction I just gave to this student. Would I have passed an assessment by a DFE if he sat in for the whole sortie?” Author’s note I sincerely hope that at the least I have set your minds and your conscience to considering the vision of becoming the best instructor possible. We owe that to our industry.
FlightCom Magazine
17
The new VIP paint scheme on ZZ336.
Defence D arren O livier
MULTI ROLE VIP TANKERS Late in June, an Airbus A330 Multi Role Tanker Transport (MRTT) Voyager of the Royal Air Force (RAF) emerged from the paint shop wearing a bright new VIP paint scheme in place of its previous low-visibility grey tactical livery.
T
HE aircraft, serialled ZZ336 and named ‘Vespina’, has been configured for VIP use since 2016 when 58 business class seats were fitted and it retains its aerial refuelling capability, though this is the first time that it has received a special paint scheme. This change, and the associated cost, were controversial in the UK to say the least. This column will not address that particular debate, but will instead look at the value of a multi role tanker transport and how this concept has made it possible to have a VIP transport aircraft capable of supporting other missions like aerial refuelling when not in use for its primary mission. That has not been seen as a viable option until now, and it should serve as an example for African countries looking
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over the long term to replace their VIP head of state transport aircraft while also adding new capabilities to their Air Force fleets. As an added bonus these aircraft come with remarkable medical evacuation (MEDEVAC) add-on kits. If we accept that VIP aircraft are a necessity for diplomacy, and that neither chartering nor airline travel is an option for some countries, then this provides a better way forward. Our focus will be on the Airbus A330 MRTT, but most of it if not all should apply equally to Boeing’s KC-767/KC-46. In today’s environment of everconstrained defence budgets facing off against increasing per-aircraft acquisition and operational cost, it’s no longer justifiable to acquire single use aircraft when the option exists to fulfil two or more roles with
a single platform. This has been accepted wisdom for the past three decades, and few new aircraft are now designed to a single specialist role. Yet for some reason this has escaped head of state VIP transports, which almost exclusively continue to be singlepurpose aircraft that have no secondary role, meaning that when not being used for VIP duties or related training, they stand idle. This is a waste of money. The United Kingdom and Australia were the first to realise the potential of their incoming A330 MRTTs as intercontinental VIP transports on top of their existing multi role capability. In essence this was enabled by three separate trends: First, like other large newergeneration aerial tankers, the A330 MRTT has enough capacity in its internal fuel tanks (111,000 kg) that there’s no need for extra fuel tanks in the cabin or cargo area, leaving those free for cargo, passengers or medical evacuation without any compromise to the aerial refuelling mission. Indeed, it’s possible for an A330 MRTT to carry a full load of 300 passengers and still perform aerial refuelling at the same time, though in that scenario its range would be reduced. Second, where VIP interiors have traditionally been custom, one-off designs
hand-made for each individual aircraft, Airbus and third party outfitters like Lufthansa Technik have developed new modular VIP interiors that are not only substantially cheaper than traditional VIP cabins but could be palletised and moved between aircraft as needed. Australia and the UK opted for non-modular interiors, rather dedicating a single aircraft in their fleet to the VIP role, but that’s not a nonnegotiable requirement. Third, the space required for secure head of state-level communications systems has decreased massively in the past two decades, allowing virtually any mid to large size aircraft to carry a full secure communications suite with no serious weight or range penalty. This has made it feasible to equip all aircraft in a multi role tanker transport fleet with the same highend secure communications equipment, meaning there’s no further modification required beyond installing the modular VIP kit. Moreover, this same trend toward modular roll-on/roll-off kits and the miniaturisation of electronics means that
a severely wounded or ill patient. The range with a full set of Morphée modules remains an astounding 12 000 km. France’s A330 MRTTs can also be kitted out with a ‘CM30’ configuration, with 40 stations for light to moderate wounded patients, seating for 88 passengers and space for cargo. Or a combination of Morphée modules, regular medical stations and passengers as needed. Lufthansa Technik offers its own hightech MEDEVAC modular option for the MRTT for those countries who don’t want to develop their own, as France did. Needless to say, having this level of MEDEVAC support can make the difference between life and death for both soldiers wounded on the battlefield and civilians harmed or injured by natural disasters or disease outbreaks. That it can be done with an aircraft that the next day could be configured to carry lifesaving cargo or evacuate passengers, is even better. Another option that France has gone with is to use modular kits to create an airborne command centre, able to both direct battles and act as intelligence,
aircraft and crews for the RAF depending on pre-agreed requirements, but can charter out for regular passenger travel any A330 MRTTs not immediately needed. This reduces operating costs quite substantially compared to having a dedicated fleet, and should be considered as a potential option for any African air forces looking to go down this road. Given all of this, what’s the downside of adopting a multi role tanker transport, like the A330 MRTT, with a modular VIP interior? Surely it’s an idea that sells itself? Sadly, no. There are inherent compromises in the approach that must be understood and accepted by everyone involved. For one, this only works if the VIPs who’ll fly on the aircraft agree to certain restrictions on the way they use it. That includes providing proper scheduling months in advance of when they’ll need it, to allow air force planners to efficiently schedule maintenance slots while leaving enough spare capacity for aerial refuelling and possibly regular transport duties. It also means opting to limit their number of flights on the aircraft beyond those
surveillance and reconnaissance (ISR) communication relays. Finally, because A330 MRTTs retain their regular cabin and most cargo space, they can be chartered out as regular airliners, which is the approach taken by the Royal Air Force with the AirTanker consortium contract. Under that, AirTanker has to provide a minimum number of
which are absolutely necessary, such as intercontinental trips, and not requiring the aircraft to be on standby for ad hoc VIP trips. There’s also a need to understand that opting for an MRTT-style approach may be more expensive than having a pure VIP transport, which may make it unaffordable even though it brings substantial additional
VIP interior of RAF Voyager 'Vespina'.
an aircraft like the MRTT can perform even more roles including some truly spectacular MEDEVAC options. The French Air Force, for instance, have equipped their A330 MRTT ‘Phénix’ aircraft with the Morphée (Module de Réanimation pour Patient à Haute Élongation d’Évacuation) system, comprising up to 10 modules each capable of providing a sterile intensive care unit for
FlightCom Magazine
19
The VIP Voyager demonstrating its retained aerial refuelling capability.
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FlightCom Magazine
capabilities in air refuelling, transport and MEDEVAC roles. It’s still cheaper to buy a VIP-configured BBJ or ACJ. In addition, unlike a VIP aircraft, it would not make any sense to acquire only a single MRTT as that is too small for a minimum fleet size especially as the VIPconfigured aircraft will have lower availability than the standard fleet. Realistically at least three aircraft are needed, which does not come cheap. Most importantly though, it requires a public and political mindset that understands that VIP transport should always be a secondary capability of any air force, subservient to their primary task of protecting the nation. Until that’s in place, no balance will be possible.
Phillipe Salazar launches Air Law PhD and Masters
T
HE University of Cape Town is now inviting applications for admission to the Faculty of Law’s PhD and Master's Programmes with a focus on Air and Aviation Law. These degrees are by research and dissertation only (no course work). This is an exciting new area for the Faculty, and is led by Distinguished Professor Philippe Salazar who recently authored Air Law (2019) – a book focused on the laws of air and aviation in South Africa, the first book of its kind on this particular legal focus, and a publication hailed as of great value to the aviation community. It can be found here x Distinguished Professor Salazar is keen to work with postgraduate research students interested in this area of specialisation.
Students are invited to submit topics for their research, provided that they remain within the wider range of aviation or air law regulations, international or local. Cases are looked at individually on the merit of the proposal. The programme has already attracted top aviation executives. This is a unique opportunity for pilots or aviation administrators to gain an advanced degree from Africa's top-ranking institution and from an internationally renowned Law Faculty. Students do NOT need to hold a law degree to enroll for a Masters programme. For a PhD, however, a LLM (Masters in Law) is recommended - but not compulsory. For more information contact UCT Law’s Postgraduate Manager, Ms Patricia Phillips on patricia.phillips@uct.ac.za or Distinguished Prof Philippe-Joseph Salazar on philippe.salazar@uct.ac.za.
Quote of the month:
Our airline columnist Mike Gough says SAA is currently in too perilous a position for him to pen his usual column for this issue. However he did share the following great insight:
“The good news is that there will be an even worse pilot shortage in about two years’ time. The COVID-19 pandemic will have cut so many pilots from the industry, especially the older ones who will have taken early retirement, that there will be a huge shortage of pilots when the airline industry once again approaches previous levels. And in four years’ time the FAA estimates that 42% of the entire US ATP-licensed workforce will have retired. Couple that with the COVID issues, and it’s going to be an epic train smash.”
FlightCom Magazine
21
Savage BARN FIND IN UGANDA Part 2
P hotos
by :
C raig L ang
and
T yron G ibbs
After my first journey to Uganda to examine the long neglected Savage Classic in mid-November 2019, Tyron and I boarded a Kenya Airways flight via Nairobi to Entebbe, from where we planned to fly the plane that had been sitting in an open hangar for nearly five years, back to SA.
THE FLIGHT HOME - BY: CRAIG LANG
W
E had to charm our way past the security people at OR Tambo airport, as we had a large box with two new tyres, tubes, a fire extinguisher, tools and a whole bunch of other small spare parts for the aircraft, including two 20L fuel bladders (water bottles!). The fire extinguisher was confiscated, but we managed to convince the folks at the Kenya Airways counter to allow us to take the tyres through, as they were not inflated, and therefore not a risk. Soon we were comfortably settled in the Dreamliner, and en-route to Entebbe. The 787 Kenya Airways flight via Nairobi to Entebbe took us 5 hours. The trip back would take 30! In our hand luggage we carried a Meglin sabre propeller and hub, and were asked on a few occasions when the prop went through the scanners if these were machetes we were carrying….patience and smiles eventually allowed us to charm our way through, and we arrived that evening at Entebbe, Uganda, where we were met by the hotel’s taxi driver. He took us via back roads to the hotel, rather than take the brand-new freeway, where apparently highway robbery at night is a common occurrence. This made us feel quite at home! The Mak-Queen hotel is a stone’s throw from the Kajjansi airfield, and we had an early start, working our way to the airfield between dozens of scooters and Uganda’s famous Ankole cattle with their massive horns. First on the agenda was to replace the tyres and the propeller, as I was not happy with either. Tyron set about the tyres, while I removed the old prop, and assembled the new Meglin two-blade. The guys at
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FlightCom Magazine
Our routing from Uganda to Eva’s Field.
KEA were as helpful as the previous visit, and I think were rather curious about the activity around this previously neglected aircraft, not to mention amazed that we planned to fly it back to South Africa. By mid-afternoon, 59DOH was ready to fly with her new prop and wheels, so Tyron and I got permission from the KEA bosses for a test flight but were asked to remain in the Kajjansi circuit. The 35-minute flight was successful, with all temperatures and pressures remaining in the green, and the new prop running as smooth as silk. Refuelled and loaded up, including the extra 40L of fuel stored in the soft Jerry cans behind the back seat, we planned to set off early the next morning, 15 November. The KEA office staff assisted us with our Ugandan flight plan for the next morning and arranged clearance for us to fly into Entebbe.
Rigging and cleaning in progress.
Avgas at $2.60/Litre!) after which we cleared Customs and Immigration, and then met our rep from Kilimanjaro Aviation who helped us with the paperwork. $150 for the clearance permit, and $100 per leg for navigation fees!! And we had two legs in Tanzania: Mwanza to Tabora then Tabora to Songwe. When I asked what navigation
WE MADE SURE TO KEEP LITTLE ISLANDS WITHIN GLIDING DISTANCE HOMEWARD BOUND - DAY 1: Low, grey clouds greeted us at the airfield in the morning, as is typical of the tropics. We took off in a light rain shower with a strict reminder to avoid flying over the President’s residence en-route to Entebbe. We were cleared onto Entebbe’s main runway in quite a heavy rain shower and parked next to a Russian IL76 while we cleared our paperwork. Airborne again before 9am, we planned to skirt the eastern edge of Lake Victoria to Mwanza, the entry point into Tanzania. In a straight line from Entebbe to Mwanza, the distance was 150nm... but that would involve 149nm of flight over Africa’s largest lake and so was not on our wish list. Skirting the lake to the east, we flew 250nm, and fortunately had a gentle wind on our tail, reducing the flight to under three hours. We did cut some corners over the lake but made sure to keep little islands within gliding distance. There were surprisingly few fishing or tourist boats, and only an occasional hotel or lodge on the islands. In Mwanza we were met by efficient staff who helped with fuelling (they had
assistance they provided, I was answered with a shrug. Many Dollars lighter, we took off from Mwanza for Tabora, planning to arrive late in the afternoon. This was a leg of 160nm and took us two hours. It is fairly flat, dry countryside, with the occasional baobab tree on a rocky outcrop, with scattered rice and maize fields, but generally unexciting scenery. We flew most of the time between 500ft and 1000 ft agl. Tyron and I shared the flying equally, him from the back seat. It was great taking hour-long shifts - this was
the only autopilot we had. We’d arranged to stay at a little hotel called the Tabora Belmonte, much grander in name than reality. The contact on arrival was a chap called Victor, who was also the ATC at Tabora. Averaging 0 to 1 movements at the airport per day, he was delighted to hear us on the radio, and very warm and welcoming. We arranged to refuel in the morning and set off for the hotel where Victor dropped us off. On the way, we found out Victor had been on duty a couple of months prior to our arrival, when the South African Sling 4 had gone down soon after taking off from Tabora, both pilots tragically losing their lives. He rather sombrely asked us to be very careful. The Belmonte’s beer was cold, but we had our first lesson on eating local kuku (chicken). Seems in central Africa chickens are not selected for their tenderness, and are most likely chosen a day or two before they die of old age...but we had fun, and crashed in our beds after nearly six hours of flying in central African heat. DAY 2: We planned to leave after a hearty breakfast but had to be satisfied with a few slices of watermelon and rubbery toast the alternative was some kind of fish and
In the company of heavies - Russian IL76 parked nearby.
FlightCom Magazine
23
banana surprise, which didn’t appeal at all. Victor helped us refuel and we were soon cleared for take off on Runway 13, routed for Songwe, where we planned to refuel, clear customs and continue straight on to Mfuwe in Zambia. Half an hour from Songwe, however, the ancient Becker radio died, and we had to do an approach and landing at Songwe with no comms. After taxiing onto the apron, we were approached by an official, saying the ATC wanted to speak to me. Expecting the worst, I climbed the tower steps, and was met by a friendly fellow, who was concerned with our radio problem, and suggested we repair it before continuing. We arranged with one of the apron staff who had a car, to take Tyron to town to get Mogas, as there was no Avgas available. This turned into quite a mission, as nobody would take US$ at the petrol station. Someone on a motorcycle was called to exchange the Dollars into Shilingi to pay for the fuel. This was going to turn out to be a problem for the next couple of days, as the ATM in the airport wouldn’t give us cash, and nobody would change US$ for Shillings. We couldn’t even buy a drink or food at the little airport kiosk. To call Songwe the armpit of Tanzania is being kind. I tried in vain to breathe some life into the radio. We checked fuses, circuits, opened the radio and stopped just short of beating it, but no sign of life. Storm clouds were building, so we tied the Savage down for the night (or two), and found a lift into the local town - a strong word for the ramshackle buildings lining the side of the main road from Cape Town to Nairobi. We found accommodation at the Mfikemo Inn, which much to our surprise and relief, had an “a la carte” menu.
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FlightCom Magazine
Ravenous, but still opting to play it safe with “Kuku Plain”, we were met with the toughest and most sinewy excuse for a chicken that either of us have ever had the misfortune of tasting. We took an evening stroll through the little village, where hundreds of Tuk-
Tuks line the roads between the trucks rolling with fuel and goods from SA. The desperate poverty of the local people hung in the air around us, but despite this, people were friendly, and hardly noticed the two Mzungu’s walking through their village. Later that evening, we opted for spinach
A friendly but expensive welcome to Mwanza, Tanzania.
Fish and Banana surprise for breakfast.
with Ugali (a porridge of maize and crushed green bananas or cassava). There would be no more kuku for a while.
A very simple panel - with the hand-held VHF and cell phone ear piece.
W N E EW B S IT E
DAY 3: Our transport arrived early, and we were keen to get to the airport and convince the ATC that we could manage without a radio until Mfuwe, Zambia. Someone else was on duty though, and she was having none of it. She contacted her supervisor in Dar es Salaam, who confirmed we could not fly across a border without a radio, despite carrying a PLB. Doomed to be stuck in Songwe another day at least, we desperately started phoning around. By mid-day, I’d tracked down a Captain Chikwanda at Coastal Air in Dar, who took pity on us, and promised to phone around for a handheld radio. Finally, Chikwanda came through - he had a contact with an old Icom handheld, but no charger. He’d accept $200 and would charge the radio somehow before sending it down with that evening’s Air Tanzania flight, and we could set off early the next morning. Sadly, the radio missed the flight by some 10 minutes, and we had to wait until the following morning, when the 08:15 flight landed. Much to our relief, the captain (a friend of Chikwanda) stepped out holding the handheld. Parting with $200 for the radio, and some more $$ for various other charges including parking, I anxiously fired up the radio and asked ATC to activate our flight plan and for a radio check.
“I read you 5” was the best transmission Refuelling at Songwe, ATC tower in the distance. I have ever received over the radio.
FlightCom Magazine
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NAME OF AMO
Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint
AERO ENGINEERING & POWERPLANT
AES
(082)
494 3722
Cape Aircraft Interiors
(021)
934 9499
934 2022
ExecuJet South Africa
(021)
934 5764
934 2087
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Placo
(079)
674 8351
076 901 6780
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BAC Aviation Greystones Aviation Components
(035) (031)
797 3610 569 2614
797 5341 569 2630
Astwood Aircraft Electrical
(011)
315 9605
315 0094
Superior Rotorworx
(076)
595 2120
(082)
346 0150
086 697 9096
AES
(011)
701 3200
701 3232
Aircraft Assessing Company (Pty) Ltd
(083)
310 8588
Paull@aacglobal.co.za
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ExecuJet South Africa
(011)
516 2300
011 659 1071
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Gem Air
(082)
905 5760
011 701 2653
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Integrated Avionic Solutions
(082)
831 5032
012 567 7320
Lanseria Aircraft Interiors
(011)
659 1962
Plane Maintenance Facility
(011)
659 2204
SkySource International SA
(011)
900 4300
The Propeller Shop
(011)
701 3114
086 543 7988
Tynay Aviation
(082)
088 6663
011 659 1157/8 j
Diepkloof Aircraft Maintenance
(083)
454 6366
Aircraft Maintenance International Leading Edge Helicopters cc
(013) (013)
741 8221 741 5582
Ferreira Aviation Flightdeck Instrument Systems Westline Aircraft Maintenance
(051) (073) (051)
451 1682 513 3205 451 1717
Nevergreen Aircraft Industries Star Air Maintenance
(010) (011)
003 3747 395 2201
43 Air School
(046)
604 3686
(084) (011) (011) (011) (082)
710 0864 827 7535 827 2491 383 2024 445 4496
DURBAN
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KRUGERSDORP Skyworx Aviation
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LANSERIA AIRPORT
MALMESBURY NELSPRUIT
NEW TEMPE BLOEMFONTEIN
OR TAMBO INTERNATIONAL AIRPORT PORT ALFRED
RAND AIRPORT
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AMKA Aviation Pty (Ltd) Aerospace Electroplating Aviation Rebuilders CC Clifton Electronics Dynamic Propellers
FlightCom Magazine
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827 9896 086 601 7442 086 689 5645 086 548 2651
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Composite Manufacturing
Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments
Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments
FAX NO
Interior
CODE TEL NO
Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint
NAME OF AMO
RAND AIRPORT CONTINUED Emperor Aviation
(082)
497 1701
FLYONICS (Pty) Ltd
(082)
686 2374
michael@flyonics.co.za
Heli-Afrique cc
(011)
827 8632
086 503 1870
Placo (Pty) Ltd
(011) 827 9301
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827 3801
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(035)
786 0146/7 786 0145
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(083)
736 3969
086 508 6010
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744 3412 110 4033 567 3443 741 8221 543 3196 802 1347 543 0948 301 9977 442 5884 543 0775 464 7130 749 9256
086 613 9922 082 565 2330
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RICHARDS BAY Alton Aero Engineering
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SPRINGS AIRFIELD Legair Maintenance
WONDERBOOM AIRPORT - PRETORIA
208 Aviation Aerocore Aircraft Maintenance @ Work Pty Ltd Aircraft Maintenance International Adventure Air Aerotric Aero Engineering & Powerplant
Alpha One Aviation
AviSys Aviation Systems APCO Pty Ltd AVIA Instruments Avtech Aircraft Services Breytech Aviation cc
(083) (012) (012) (013) (012) (087) (012) (082) (083) (012) (082) (082) (012)
567 3500
Sport Plane Builders cc
(083)
361 3181
TAM Interiors
(083)
455 0215
Propeller Centre cc
(012)
567 1689
082 787 0415 543 2323
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aerotric@aol.com
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543 9447
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086 618 6996 567 3630 086 602 6171 082 555 2808
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086 638 6821
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NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd
+2341 295 5110
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JOHANNESBURG F Gomes Upholsters
(011)
614 2471
614 9806
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Comporob CC
(012)
940 4447
086 502 3689
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M&N Acoustics Services Pty (Ltd)
(012)
689 2007
086 211 469
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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227
FLIGHT SAFETY THROUGH MAINTENANCE
FlightCom Magazine
29
Hangarage
Export Docs & Clearing
Lodge Transfers
(armed)
Line Inspections
Security Based
Aircraft Leasing
Aerial Photography
Maintenance
Surveys
Aircraft Sales
Contracts
Safari Charters
Special Events
Helicopter
Freight
Long-Range
FAX NO
V.I.P
TEL NO
Biz-Jets
CODE
> 20 pax
NAME OF CHARTER
< 20 pax
CHARTER DIRECTORY
BRAKPAN FABB Titanium Air
(011)
914 5810
083 292 0978
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ExecuJet South Africa
(021)
934 5764
934 2087
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MS Aviation
(021)
531 3162
531 4209
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Streamline Air Charter
(011)
395 1195/8
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(031)
564 6215
Avcon Jet Africa
(011)
312 5676
Pambele Aviation
(011)
805-0652/82
805-0649
Batair Cargo
(011)
659 2000
701 2253
ExecuJet South Africa
(011)
516 2300
659 2520
Majestic Air Charters
(018)
632 6477
Out of the Blue Air Safaris
(011)
701 2653
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DURBAN KZN Aviation
564 6222
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OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd
(011)
395 4552
395 4244
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Federal Airlines
(011)
395 9000
086 667 1789
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Streamline Air Charter
(011)
395 1195/8
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(012)
566 3019
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RAND AIRPORT FlyFofa Airways
www.flyfofa.co.za
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WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd
(+264)
6440 3575
info@scenic-air.com.na
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WONDERBOOM AIRPORT - PRETORIA Alpha One Aviation
(082)
301 9977
Aviation @ Work
(012)
567 3443
Flyjetstream Aviation
(012)
543 0060
Maverick Air Charters
(012)
Powered Flight Charters
(078)
30
FlightCom Magazine
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We are for the journey
BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za
Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za
Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz
Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za
Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com
Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za C. W. Price & Co www.flyingfrontiers.com AES (Cape Town) Aref Avionics Kelvin L. Price Erwin Erasmus Hannes Roodt 011 805 4720 Flying Unlimited Flight School (Pty) Ltd 082 494 3722 082 462 2724 cwp@cwprice.co.za Riaan Struwig erwin@aeroelectrical.co.za arefavionics@border.co.za www.cwprice.co.za 082 653 7504 / 086 770 8376 www.aeroelectrical.co.za riaan@ppg.co.za Atlas Aviation Lubricants Dart Aeronautical www.ppg.co.za AES (Johannesburg) Steve Cloete Jaco Kelly Danie van Wyk 011 917 4220 011 827 8204 Foster Aero International 011 701 3200 Fax: 011 917 2100 dartaero@mweb.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa Dart Aircraft Electrical info@fosteraero.co.za Mathew Joubert www.fosteraero.co.za Aerocore ATNS 011 827 0371 Jacques Podde Percy Morokane Dartaircraftelectrical@gmail.com Gemair 082 565 2330 011 607 1234 www.dartaero.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com DJA Aviation Insurance andries@gemair.co.za 011 463 5550 Aero Engineering & PowerPlant Aviation Direct 0800Flying GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel mail@dja-aviation.co.za Richard Turner 012 543 0948 011 465 2669 www.dja-aviation.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za www.aviationdirect.co.za Dynamic Propellers www.gib.co.za Aero Services (Pty) Ltd Andries Visser Chris Scott Avtech Aircraft Services 011 824 5057 Gryphon Flight Academy 011 395 3587 Riekert Stroh 082 445 4496 Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 andries@dynamicpropeller.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com www.dynamicpropellers.co.za info@gryphonflight.co.za www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Eagle Aviation Helicopter Division Donald O’Connor Micky Joss Tamryn van Staden Guardian Air 011 701 3862 035 797 3610 082 657 6414 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za tamryn@eaglehelicopter.co.za 082 521 2394 www.aeronav.co.za www.eaglehelicopter.co.za ops@guardianair.co.za Blackhawk Africa www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Flight Academy Clinton Carroll 083 514 8532 Mr D. J. Lubbe Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 557 6429 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero training@eagleflight.co.za 083 458 2172 www.aeronautical.co.za www.eagleflight.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School Aerotric (Pty) Ltd Henk Kraaij Elite Aviation Academy Henley Air Richard Small 012 543 3050 Jacques Podde Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 565 2330 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za info@eliteaa.co.za andre@henleyair.co.za www.eliteaa.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Emperor Aviation Hover Dynamics 082 552 6467 043 736 6181 Paul Sankey Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 497 1701 / 011 824 5683 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za paul@emperoraviation.co.za info@hover.co.za www.emperoraviation.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc Jaco Pietersen 012 567 3139 Enstrom/MD Helicopters Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Andrew Widdall Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 011 397 6260 082 927 4031 / 086 528 4234 www.airfincorp.co.za aerosa@safomar.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.safomar.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje Opelo / Frik 083 485 2427 Era Flug Flight Training IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Pierre Le Riche Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 021 934 7431 08600 22 121 opelonke@aviationatwork.co.za info@era-flug.com sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.era-flug.com www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Execujet Africa Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za 011 516 2300 Gert van Niekerk gm@aminternational.co.za www.chemline.co.za enquiries@execujet.co.za 082 831 5032 www.execujet.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.iasafrica.co.za Wonderboom Sarel Schutte Federal Air Thomas Nel 021 934 9499 Nick Lloyd-Roberts International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 395 9000 Steve Wright admin@aminternational.co.za www.zscai.co.za shuttle@fedair.com 076 983 1089 (24 Hrs) www.fedair.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Ferry Flights int.inc. 011 394 5310 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 082 442 6239 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za ferryflights@ferry-flights.com 082 806 5193 www.ferry-flights.com aviation@lantic.net Airshift Aircraft Sales Capital Air www.investmentaircraft.com Eugene du Plessis Micaella Vinagre Fireblade Aviation 082 800 3094 011 827 0335 010 595 3920 Jabiru Aircraft eugene@airshift.co.za micaella@capitalairsa.com info@firebladeaviation.com Len Alford www.airshift.co.za www.capitalairsa.com www.firebladeaviation.com 044 876 9991 / 044 876 9993 info@jabiru.co.za Airvan Africa Century Avionics cc Flight Training College www.jabiru.co.za Patrick Hanly Carin van Zyl Cornell Morton 082 565 8864 011 701 3244 044 876 9055 Jim Davis Books airvan@border.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Jim Davis www.airvan.co.za www.centuryavionics.co.za www.flighttraining.co.za 072 188 6484 jim@border.co.za Algoa Flying Club Chemetall Flight Training Services www.jimdavis.co.za Sharon Mugridge Wayne Claassens Amanda Pearce 041 581 3274 011 914 2500 011 805 9015/6 Joc Air T/A The Propeller Shop info@algoafc.co.za wayne.claassens@basf.com amanda@fts.co.za Aiden O’Mahony www.algoafc.co.za www.chemetall.com www.fts.co.za 011 701 3114 jocprop@iafrica.com Alpha One Aviation Chem-Line Aviation & Celeste Products Fly Jetstream Aviation Opelo Steve Harris Henk Kraaij Kishugu Aviation 082 301 9977 011 452 2456 083 279 7853 +27 13 741 6400 on@alphaoneaviation.co.za sales@chemline.co.za charter@flyjetstream.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemline.co.za www.flyjetstream.co.za www.kishugu.com/kishugu-aviation
FlightCom Magazine
31
BACKPAGE DIR DIRECT ECTORY ORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za
MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za
Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za
North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net
Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za
Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com
Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za
Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za
Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com
Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za
Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za
Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za
Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com
Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za
Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com
Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za
32
Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za
FlightCom Magazine
SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com
Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com
Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com
Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022
stoffel@trioavi.co.za/frans@trioavi.co.za
www.trioavi.co.za Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za
United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za
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