May/June 2020 by Flyer & Aviation Publications

FlightCm African Aviation

Edition 139/140 | MAY/JUNE 2020 Cover: United States Air Command

Africa’s inadequate airlift capability ELMAR CONRADIE – HOW WILL FLYSAFAIR SURVIVE?

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Ed's note... MAY/JUNE 2020 Edition 139/140 Quote of the month

Tswalu Anti-Poaching Unit

5 7 9 13

Bush Pilot - Hugh Pryor Airline Ops - Mike Gough

17 Leagle Eagle - Prof. Salazar 21 Defence - Darren Olivier 25 Savage Barn Find in Uganda 29 Alpi Flight School Listing 33 AME Directory 34 AEP AMO Listing 39 Federal Airlines Charter Directory 41 Back Pages 42 Airline Morality Dassie Persaud-van der Westhuizen

HILE the Covid-19 pandemic has wrought havoc amongst airlines around the world, ironically African airlines have been spared the worst, despite usually being some of the world’s weakest. IATA’s Alexandre de Juniac points out that, although globally airlines have enjoyed an almost unprecedented 10 years of good growth and profitable trading, the harsh reality is that it has really only been the top 30 of the world’s airlines that have profited from the good times. The remaining 300 or so, which constitute the bulk of the world’s airline industry, have remained a weak tail to the 30 successful airlines. With the exception of Ethiopian and the privately owned low-cost carriers, Africa’s airline industry has fallen resoundingly into the dunce’s corner of the global aviation industry. However, the idiosyncrasy of the African airline industry is that the majority of airlines are still state-owned. Ironically, this has made them better able to withstand the Covid pandemic than the more efficiently run private sector airlines. Simply put, a state-owned carrier can draw on the far less constrained pockets of its shareholder parent than privately owned airlines, most of which lead a hand-to-mouth existence on the back of support from profit-driven investors. In the case of the African airline industry, now may finally be the time that states realise that a vulnerable high-profile business like an airline is one subsidy too many for their already strained state coffers. However, while the time may be ripe for privatisation in Africa – around the world the move has been for governments to again take equity stakes in airlines they bail out.

Thus, the German government is taking a 20% stake in Lufthansa in return for a €9 billion bailout package. For us, the Covid-19 lockdown has forced us to re-evaluate our FlightCom distribution model. The postal delivery and mail courier services have been increasingly letting us down in that an unacceptable proportion of the hard copies of the magazine have been going astray. We will therefore produce a digital only version of both SA Flyer and FlightCom magazines, at least for the next couple of months. However, for FlightCom in particular, with its challenges of distribution into Africa, this may be a more permanent solution. At the same time, we are developing our website into a more interactive offering, where we will be able to supply steady feedback and value to our readership and provide excellent content to carry our advertisers’ messages into their market. For a business as grounded in print as FlightCom, this is a challenging step forward. However, we are confident that we will be able to reach a far broader and younger market and be able to build that market significantly on the back of a dynamic website. As one of the few African based aviation publications, we are in touch with our market. We look forward to being able to spread our insights and unique perspective into an ever-widening readership. We trust that you stay well for the remainder of the pandemic.

Guy Leitch

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

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APOLOGY:

AERIOS GLOBAL AVIATION Aerios Global Aviation (Pty) Ltd wishes to apologise for and retract the statement made in the April 2020 edition of SA Flyer magazine. AGA is NOT currently an Approved Vendor/Service Provider to the UN World Food Program. We regret any inconvenience caused by this statement and we look forward to the possibility of working with the UN WFP again sometime in the future. Malcolm Pitcher - CEO

QUOTE

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Anti-Poaching

HELICOPTER ANTI-POACHING OPERATIONS Poaching has become an even larger problem during the Covid-19 pandemic lockdown. Three suspected poachers were arrested and a fourth wounded fatally during a shootout between the suspects and members of the Tswalu Anti-Poaching Unit.

HE four suspected poachers were apprehended on Sunday 19 April on a farm in South Africaâ&#x20AC;&#x2122;s Northern Cape province. A member of the Kuruman Stock Theft unit requested the assistance of the Tswalu Anti-Poaching unit in tracking unknown footprints discovered on a farm in the Severn area in the JTG

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Cluster. According to reports from the owner, he has been experiencing incidents of poaching on the farm. The Tswalu Anti-Poaching unit provided aerial and ground support to SAPS. Assistance was also offered by Severn and Van Zylsrus police members. The members of the Tswalu AntiPoaching unit who were in the helicopter noticed four suspects and relayed the

location to the members on the ground, where they were caught while attempting to poach. An exchange of gun fire followed during which two were injured, one uninjured and one killed. The suspects were arrested and several firearms and ammunition were confiscated on the scene. The injured suspects were transported to a local hospital in Kuruman for medical treatment and will be under police guard until their court appearance. The police will be investigating an inquest case as well as illegal possession of firearms and ammunition, trespassing, contravening the Disaster Management Act Regulations and illegal immigrants as three of the suspects are undocumented immigrants. The JTG cluster commander, Major General Johan Bean commended the members from the Tswalu Anti- Poaching unit, Kuruman Stock Theft unit, Severn and Van Zylsrus police for the multidisciplinary approach that was followed in the apprehension and arrest of the suspects in stamping down the authority of the state, especially during the lockdown period. ď&#x192;ź

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BUSH PILOT HUGH PRYOR

Smelly

MAKES SENSE Yes, I know... I am an old bush-bum-pilot, surviving on copious quantities of nostalgic ‘seat-of-thepants’ flying stories of pilots who either had ‘the right stuff’ or who had to find a job in an office, swearing at a computer.

ELL, you may be right, but I would like to point out to you that we have experienced at least four major air disasters in recent years caused by computer malfunctions, compounded by the fact that the modern generation of pilots does not instinctively know what it is like to fly a real aeroplane, as opposed to a simulator or a computer game. In fact, it could be argued that these disasters would never have happened if the computers had not been there at all and the flying had been left up to a couple of competent, old-fashioned ‘hands-on’ pilots. Traditionally we have been given five ‘senses’ to help us get through the day without falling over or bumping into things...’sight’, ‘hearing’, ‘touch’, ‘taste’ and ‘smell’ and us old fogies use every single one of them when we fly aeroplanes, so let’s have a look and see how they help. 1: SIGHT Nowadays, of course, we rely to an ever increasing extent on computers, but even in these modern times, we still depend on our eyes to look out for other traffic, and even if we are not looking out of the window, it’s nice to be able to watch the instruments, in

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case you don’t have a good book to read and just occasionally the crew might actually have to land the thing! 2: HEARING Ears are useful tools to have in an aeroplane, not simply for the Co-pilot to hear the Captain’s only joke for the umpteenth time and therefore to know when to burst into caterwauls of laughter, but also to pick up that weird distant hissing noise, which might indicate that somebody didn’t shut the door properly or that nobody spotted the snake which had chosen that shady nook behind the rudder pedals to settle down for a postprandial siesta. Of course, there are various bells and whistles which are specifically designed to attract the attention of the crew via their ears and in fact this was once used for a rather amusing ‘pay-back’. There was a certain Captain who will remain anonymous, (although his name did start with an ‘A’, in case he denies this story) who had the infuriating habit of stealing slot times. He would sit glued to the ‘Delivery’ frequency until you only had a couple of minutes until your slot time was due and then he would sneak in and inform the Controller that he was ready for departure clearance and push-back. Having heard nothing from you, they

would clear Captain ‘A’ to push back and taxi, leaving you to get another slot time, which might involve a delay of anything up to an hour for the next available slot. One of our Captains had the answer:Having lost his slot time to Captain ‘A’ for the second time in a week, he waited until the ‘slot burglar’ was half way down the runway, on take-off, before reaching up to the cockpit loud speaker with his microphone and pressing the ‘Test’ button on the ‘Master Warning Claxon’. The resulting panic alert screamed out over the airwaves and into the ear phones of Captain ‘A’, who, upon hearing the urgent scream of the claxon, instinctively aborted his take-off and spent the next hour trying to find out what had set it off! It never occurred to him that anybody could have been playing a little jape on him even though he had to wait for nearly two hours for his next slot time. 3: TOUCH I was flying for the Red Cross during the war in Angola and as a result of the war, Angolan airspace was not exactly friendly, in fact we lost three of our six Twin Otters almost incredibly without incurring any injuries, and our C-130 Hercules, sadly with no survivors. Our last landing of that week was at a place called Ganda. Ganda airstrip is not paved, but it is long enough and smooth enough to handle a Hercules. There is a large bald dome of rock which sticks up out of the ground on the northwest corner of the runway. We got airborne and as we approached the dome. I noticed that there was someone sitting right on top of it and I waved politely until I realised that the stick which he was holding was

BUSH PILOT HUGH PRYOR

actually spitting smoke in our direction and his stick was actually a Kalashnikov assault rifle. This led me desperately to head for the clouds, which were mercifully low and offered us somewhere to hide from our poacher down below. Then smoke began to infiltrate the flight deck...not thick black smoke...more of a mist which smelled strongly of hydraulic fluid, so I quickly checked the flaps, the brakes and the nose-wheel steering to see if anything was obviously leaking, and then I presented the back of my hand to the floor, as recommended by HSE and thank goodness I did, because the floor was hot enough to fry the hairs on my arm and I got to the hydraulic pump circuit breaker before it cooked the whole aeroplane. After landing at our home base of Huambo, engineers had to disconnect the nose-wheel steering before towing us into the hangar, where I told our heroic story of being shot at by that little guy on the dome at Ganda. As it turned out, the reason why the pump had failed was because I had not checked the fluid level for over a week and it had run out, causing the pump to seize...so guess who now religiously checks his fluid levels before each flight...just to save embarrassment, you understand! 4: SMELL Well that’s fairly obvious...if it is ‘avgas, it will smell of petrol. if it is ‘avtur’ then it will smell like a paraffin stove and if it is ‘diesel’ it will smell like an old London Bus. After ten years of flying for the Red Cross in some of the less well known corners of Africa I became familiar with one of the most sickening aromas known to man and that is rotting human flesh, otherwise known as ‘gas gangrene’.

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One Christmas the Red Cross bosses came out from Geneva to congratulate us for a job well done, to wish us a Merry Christmas and to raise morale with some nice little freebies from the civilised part of the World , that is Geneva. There was a case of really delicious Swiss ‘bubbly’ and another one of a rich and fruity red wine from the southern valleys of the Alps. This was followed by an exotic thermo-nuclear liqueur which was obviously designed to bring blessed release from the relentless snow drifts which clog the high mountain retreats during the winter, but their ‘piece de resistance’ was a priceless Swiss cheese from the remote alms, hidden from view by the jagged peaks of the frozen mountains. The cheese had the exact consistency and odour of gas gangrene and when I mentioned this it was probably the reason why it was left completely untouched during their visit. 5: TASTE Believe it or not, yes, taste also has its place in the pre-flight checklist, rather like ‘smell’. Petrol, kerosene and hydraulic fluid all taste very different to each other, to experienced taste buds. Obviously, you don’t need to gobble down pints of the stuff...as it was explained to me, you simply take a finger-tip-full of the liquid and ‘sniff’ it with your tongue. In fact a certain Captain ‘Knowall’ once proudly pointed out to me, as he licked his fingers, that the liquid which was leaking out of the nose gear strut of our aircraft was definitely not hydraulic fluid and I didn’t have the heart to tell him that it had actually been left there by the engineer’s dog. So, all you young aces, us Oldies treat the modern automatic flight and navigation gismos as tools to help us to fly the aeroplane, in other words, we actually fly the computers, if they are working and if they are not, then we just revert to flying the real thing...simple really. 

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AIRLINES MIKE GOUGH

SENIORITY

FILLING A DEAD MAN’S SHOES Promotion based on Seniority is not liked by minorities.

We were told to report for duty, Room 109, at 0700, Monday 3 November 1997. There was, of course, absolutely no-one there except the seven of us in my intake, all looking a little lost. Things in this government department did not start until 0830 at the earliest.

had dutifully arrived early, dressed in my civilian finest – an ill-fitting suit that I had also used for that all-important interview a few months earlier. I was the youngest of my group, and the only non-SAAF pilot, tacked onto this intake almost as an afterthought. We wandered around the passageways of the training section, and cheekily stuck our heads into the simulator hall to ogle the very serious looking Boeing 747 Classic simulator that was to be our first assignment in the airline, as third (or ‘boy’) pilots. Around nine that morning, we were let into a classroom, and the welcomes and procedural stuff started. One of the first items up for discussion was a concept that was completely alien to me at the time – that of Seniority. I had previously been flying for a tiny airline that had five aircraft and around 20 pilots. I had joined as what I subsequently learned to be referred to as a DEC, or Direct

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Entry Captain. This particular operation had no seniority list, and the current first officers either lacked the hours or the Airline Transport Pilot licence required to become captain. I had managed to crack the nod on both counts. I had never flown a twin turbine, and certainly nothing as seemingly complicated and fire-breathing as the solid Let 410. However, three weeks and fifty hours later from the right-hand seat, I was not only signed out as P1 on the aircraft but also as instructor. It was just how things worked there, in a small, rapidly expanding operation. The significance of the discussion that we entered into that first day of being in a ‘real’ airline was, at the time, still a little lost on me, but ended up with me being officially awarded the most junior place of my intake. As the seven of us were all joining on the same day, we had to fight it out between us as to who would be who in our new zoo. The method used was firstly, who had an ATP? We all did. Next was using

Wings date (for the ex-SAAF guys) or date of gaining the civilian CPL, in my case. Thus, I ended up at the bottom of my particular pile and was officially awarded seniority number 701. As there were then 701 pilots in the airline, I also had the very un-prestigious role of being the most junior pilot in the entire outfit. For what it’s worth, I’m now officially number 213, but realistically around 190, due to the last year’s attrition. Moving 511 places in 22.5 years indicates an average loss of 23 pilots per year. Hardly an eye watering pace of moving up the ranks which is testament to the solid operation, and consequent lack of desire to leave, that we used to have within the national carrier. Of the seven of us who joined, however, only three of us remain active on the seniority list. An early retirement, a resignation, and recently contract flying and one death, has seen our numbers dwindle. RIP Gus. So, what has seniority done for me in the past twenty-two and a half years? In a

nutshell, it has maintained law and order and essentially allowed the airline to function. As illustrated, it is significant in terms of longevity, or retention of the pilot group – good for any clear-thinking management team. It’s a peg to hang one’s hat on, a confirmed place in the queue for all things airline. Promotions, upgrades from copilot to captain, fleet choice, operating base choice, leave bidding and monthly roster preferences are all rooted in seniority. Seniority is pilot union driven, versus the HR department taking these decisions. In the latter, for those airlines globally that have non-pilot individuals calling these shots for the pilots, a so-called meritocracy exists. The problem being that differing standards of morals and ethics define what ‘merit’ is in different ways from one group of individuals to the next. Yes-men, drinking and golfing buddies of HR, being ‘go-orientated’ in terms of dubious levels of aircraft serviceability, brown-nosing and outright corruption become the order of the day in such decisions for promotion and other perks and functions. There is, at present a concerted move to dissolve the seniority list and completely remove all current terms and conditions of employment for the pilot group. But replace seniority with what? Chaos is not a system. If South Africa was a bastion of anticorrupt and totally moral behaviour, we would potentially have less to be concerned about, however… Earnest K. Gann, in his epic book Fate is The Hunter, refers to his early airline days in the late 1940s and early 1950s and the effect the seniority system had on his career. He was not a fan of system, but generally those at the bottom of the list wanting to move at a pace faster than 23 places a year, are not. However, as our national carrier has had its seniority system in place since the same time as Gann was part of one, it gives a sense of the structure that a traditional airline gravitates towards. Gann left his seniority-based airline for another that made its decisions at managements’ and HR’s whim, and this essentially ended his airline career. As I mentioned, I started at absolute rock bottom, paid my dues and steadily moved up from P3, to domestic P2, long range P2 and presently domestic P1 on the A320 fleet. When my number came up to join the training section, I put up my hand and jumped through all the requisite hoops

to be appointed. Having a Grade One instructor rating and current DFE status at the time certainly helped. That was 17 years ago during the introduction of the A340 fleet, or around six years into my tenure at our national carrier. Around the world, various versions of seniority and non-seniority abound. A US major has the ‘up or out’ principle when it comes time to move from the right seat to the left. This essentially does not allow the seniority-based time for upgrade, the option of turning it down and using the position of super-senior first officer to enhance one’s lifestyle. Similarly, it is generally accepted that a maximum of two attempts be given to the upgrade candidate, and if one tanks on the second attempt, an airline or career change is required. Should one choose another airline, one starts at the bottom, if a seniority system is involved. Removing this system exposes us as pilots in a not-so glowing light. Whether we would like to blame our so-called A-type personality, super competitiveness or just plain greed, we see non-seniority airlines having their pilot group non-unified, and ready to trample on the co-worker and stick the knife in whenever the option for any promotion is on the cards. This plays out well for an HR department that would prefer non-unionism and a workforce that can be swayed with

make him or her captain out of seniority, and place this newly minted commander in the same cockpit as the bypassed first officer. Being the professionals that I hope we all are, the first officer should still point out looming issues in a level cockpitgradient way. However, depending on the individual bitterness involved, waiting for the new captain to screw up and have an incident may well be the order of the day. It’s happened before in other airlines, and the threat to safety cannot be ignored. In the interests of balance allow me to point out that seniority systems are also not without faults. A frequent criticism is that a mediocre individual will become a captain ahead of a much more capable individual, if proficiency is demonstrated and seniority position allows. The ‘more capable’ guy just has to wait his turn. That’s where training and checking has always had its ultimate responsibility, fairness and firmness without fear or favour. But that’s a discussion for another time. In the end the arguments for the seniority system are circular with some pointing out its shortcomings versus talking up its benefits. Your perception of it would be directly influenced as a result of your individual position within the system and with your particular peer group’s agenda. The great thing about seniority is that it is largely free of political interference and in our country, anything that is politicised cannot be trusted.

Seniority means having to wait for pilots to retire - or die before you can be promoted. No matter what your skin colour.

extending unequal favour. Divide and rule at its best. The consequences of this for the non-pilot type is certainly not fully grasped. Flight safety in any airline is paramount. Whether senior management, HR or the airline board like it or not, pilots are the gatekeepers of flight safety. Let’s now place a super-junior first officer way above a senior first officer and

Yet this is all pretty moot as the airline continues to crater. Should any form of sustainable entity arise from the selfinduced ashes of a once great airline, certain principles that have been proven globally to work, cannot be unilaterally discarded. So, let’s not mess with the seniority system, we have way bigger issues to deal with at present. 

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Airlines D assie P ersaud - van

der

W esthuizen

AIRLINE MORALITY DURING COVID-19: Airlines are considering neutralising the middle seat to reduce the risk of infection.

Are you a ‘good’ person? To those of you uncomfortably recalling your actions and feeling the weight of a guilty conscience, like after eating the last slice of cake: take a deep breath and relax. The answer isn’t black and white, even if we may wish it to be.

ASTLY different ideas exist about what constitutes being ‘good’ and ‘bad’. It’s about moral philosophy, also known as ethics. Our behaviour is often linked to our circumstances. Instead of only theorising about moral philosophy in hypothetical situations, the Covid-19 crisis has reminded us that humans are neither inherently good, nor evil. We have the capacity to be both. Each of us should assess on which side of the morality spectrum we would like to fall during these trying times.

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As juristic persons, with many of the rights that natural persons have, the same holds true for businesses. Displaying admirable qualities through Corporate Social Responsibility (CSR) programmes during good times is easy. What sets businesses apart are their morals while navigating difficulties in a way that maintains public trust through ethical practices. CEO’s will tell you that doing so is essential for long term success. This is because pure hard-line capitalism has proven unsustainable in times of crisis. The United Nations Global Compact details

that businesses should be good corporate citizens. Gone are the days where “the business of business is business.” CSR is a twofold concept: it considers what happens within, as well as outside, the business. Internally, it includes paying employees decent wages and creating safe and enabling working conditions. Externally, it involves social contributions and minimising adverse environmental impact. The aviation industry has no shortage of impressive CSR projects during periods of economic growth: Some airlines (like EasyJet) focus on gender wage parity and diversifying the human capital pool by providing scholarships to women. IndiGo (a low-cost Indian airline) goes further by actively enabling women to balance work and family by providing day care facilities at the workplace. Others raise and donate funds to partner organisations that provide healthcare to underprivileged children. The aviation industry’s initiatives aimed at addressing climate change are particularly fascinating. Interim measures (by airlines

such as British Airways) involve offsetting carbon emissions - every tonne of CO2 omitted from fuel is compensated for by reducing a tonne of the same from the air, by planting trees or supporting rain forest preservation efforts. Long term goals aim at reducing carbon emissions by introducing fuel efficient aircraft into the fleet. The Airbus A320 is a prime example of this – the new engine option (NEO), when coupled with wingtip ‘sharklets’, is 15-20% more fuel efficient than the current engine option (CEO). The NEO is also quieter, creating less noise pollution, especially when combined with airlines implementing continuous descent approaches. These initiatives are laudable. But what happens when economies crash, like our current reality in COVID-19? This crisis has exposed those who are passionate about social responsibility and those less so. Is it ethical, for example, to do as the following aviation players have done: • A handful of private airport operators in Asia attempted to maintain profits by charging higher levies. IATA stepped in to remind the industry to maintain high business and ethical practices during the pandemic. • A European airline ‘withdrew’ cadet pilot’s contracts (who had self-funded their training) the day before paying out £174m to shareholders, instead of placing the cadets on unpaid leave like the rest of the crew. £60m went into the airline founder’s pockets. Do their successful CSR practices during the periods of economic growth outweigh these questionable actions during times of crises? • Some airlines have, so far, decided not to refund tickets for cancelled flights. A law firm is currently threatening legal action against major European carriers as a result of this. Maybe passengers should use their experiences (whether positive of negative), while trying to get reimbursed for cancelled flights, as an opportunity to be more conscious

about the carriers they support in future? • Those airlines, who failed to build strong balance sheets, are requesting government bailouts. Governments have, and will continue to, rescue some. Contrary to what one might think, airlines incur massive daily expenses while their fleet is grounded. These include parking fees and maintenance expenses – aircraft wheels are rotated every two weeks, hydraulic fluid is applied regularly to the landing gear to avoid rust, measures are taken to prevent birds nesting in gaps, batteries are reconnected bimonthly, and the engines are started during the bigger monthly inspections. Current employees might view this as hope for their future aviation careers. I wonder how taxpayers will feel if their taxes go towards bailouts for industry players with poor CSR programmes. While it is tempting to harden one’s heart to act with a ‘cut throat’ attitude for survival, airlines should consider the long term benefits of treating their stakeholders with respect and dignity – for internal morale, employee commitment and their brand reputation. After all, the world is facing a humanitarian crisis. And the aviation industry provides jobs for 65 million workers globally – all of whom are affected by the travel bans. Although businesses are expected to act responsibly, they are not charities; and will necessarily require some compromise from their employees. Provided we don’t take advantage of each other, Covid-19 could be survivable. Some airlines have already shown that the desired results could be achievable while acting humanely: • After announcing that layoffs are inevitable, United Airlines provided incentives for crew to quit their jobs or take early retirement. These include five years of active employee travel benefits, receiving top tier status plus 250,000 miles and priority for job vacancies, should they wish to return in the future.

Airlines need to respond with moral authority ahead of profits to the Covid-19 pandemic.

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• A middle eastern airline – who is known for their stringent style and cabin crew standards – has set these aside in favour of preserving crew’s health while working: They created disposable plastic covers to be worn over their uniforms for extra protection. • Brussels Airlines pilots have written an open letter proposing pay cuts by 45% for reduced working hours until 2023, in an attempt to prevent job losses. Given the state of the industry, they noted that retrenched crew will struggle to find similar jobs in aviation for years, so it is best for all employees to find a way to get through the crises together. “This way, Brussels Airlines will avoid €22 million in severance pay to the 191 pilots. In total,

and until 2023, the airline will save up to €100 million in wages,” they explained. This shows that we all have a part to play in adjusting to the pandemic. No one in this industry will walk away unscathed. And if the individual players in the aviation industry are sincere with their CSR, they should perhaps seize the opportunity that COVID-19 opens for them to substantively embrace the African notion of Ubuntu (“I am because we are” or “humanity towards others”). This would mean the treatment of their suppliers, employees, passengers and other stakeholders on the basis of people, then planet and lastly profit morality. If the airline industry achieves this, one could proudly say that its players are indeed ‘good’ people. 

AIRLINES WILL FACE LOSS MAKING LOADS WHEN THEY RETURN TO FLIGHT.

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Johannesburg: Durban: Johannesburg: Johannesburg: Johannesburg:

PROF PHILIPPE-JOSEPH SALAZAR

LE AG LE E AG LE:

The Gazette – on full gas Is it a Model, a UAV or RPAS? – And what’s a ‘conversion’ and ‘currency’? If you were wondering what the CAA has been up to during the lockdown - it’s not idly watching Generations and Muvhango. During the Covid-19 confinement our regulator did not confine itself to reading SA Flyer over a cup of coffee either.

HEIR rulemaking department has forged ahead with proposals to change regulations (CARS) and technical standards (CATS). These were duly gazetted and were officially published by the Government Printing Works on 3 April 2020 in what is called, for those who enjoy that sort of recondite detail, a “Regulation Gazette”. And for those who enjoy formalities, here it goes, full gas: “The Minister of Transport intends, in terms of section 155(1) of the Civil Aviation Act, 2009 (Act No. 13 of 2009) and on the recommendation of the Civil Aviation Regulations Committee (CARCom), to amend the Civil Aviation Regulations, 2011, by the amendment of the following Parts set out in Schedules below.” Same lingo for CATS. Except that it comes from the Director of Civil Aviation (why that difference in status? Because Act 13 of 2009 says so). What follows the declaration is a list of 17 Schedules, that is, sets of changes, no less than nine for CARS and eight for CATS. Each schedule relates to a specific Part. The text of the schedules are usually uploaded a few days later onto the SACAA website (http://www.caa.co.za/Pages/Acts%20 and%20Regulations/Notices.aspx). There is always an instrument lag, call it “hardware-software-humanware interface latency” if you like big words. The Gazette ends on a request: “Interested persons are hereby invited to submit written comments on these draft amendments on or before the 03 May 2020 to the Chairperson.” ‘Verstaan jy?’ What are the changes? Good question. There is an art to reading the Schedules. A Schedule quotes the current version of the regulation or technical standard alongside what is proposed for deletion in [bold and square brackets] and for insertion (read: proposed new wording) underlined with a solid line. When the proposed change is long, it is called a “substitution”. If it happens that a proposed change is entirely new (it does not replace anything), the whole change is underlined, and it can run into pages.

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Examples speak volumes, if you have switched on your radio, that is. RPAS beware! An example of an important proposed change of a definition (Parts 1.01.1) RPAS enthusiasts must take note of! – “model aircraft” means a heavier-than-air aircraft of limited dimensions, with or without a propulsion device, unable to carry a human being, [and] to be used for competition, sport or recreational purposes [rather than unmanned aeronautical vehicles (UAV) developed for commercial or governmental, scientific, research or military purposes, and not exceeding the specifications as set by the Federation Aeronautique Internationale as listed in Document SA-CATS 24]; Note. -This definition excludes RPAS [developed for commercial, governmental, scientific, research, or military purposes,] and not exceeding the specifications as determined by the organisation approved in terms of Part 149 as listed in Document SA-CATS 24. Verstaan jy? NO? Just compare the current definition for a model aircraft (barring the spelling errors in French) which reads “model aircraft” means a heavier-than-air aircraft of limited dimensions, with or without a propulsion device, unable to carry a human being and to be used for competition, sport or recreational purposes rather than unmanned aeronautical vehicles (UAV) developed for commercial or governmental, scientific, research or military purposes, and not exceeding the specifications as set by the Federation Aeronautique Internationale as listed in Document SACATS 24. with the proposed definition that will probably read if confirmed:

“model aircraft” means a heavier-than-air aircraft of limited dimensions, with or without a propulsion device, unable to carry a human being, to be used for competition, sport, or recreational….. Note. -This definition excludes and not exceeding the specifications as determined by the organisation approved in terms of Part 149 as listed in Document SA-CATS 24.

your “revalidation check” (or “competency” check) within the limit set (basic rule: 24 months). Result? You have not “maintained competency” because you “exceeded” the time limit to perform the check. Then CARS provides for a variety of remedies (see 61.04.5 and 61.05.7, or my Air Law, same chapter).

French or no French, those changes often look like a foreign language, with brackets and underlining. It does exercise the mind when they are substantial. Now, you may ask, why on earth, and in Heaven, the need to change the definition of a model aircraft? Well, as the Gazette says: “The proposal is intended to exclude RPAS from the application of the definition of ‘model aircraft’”.Do I need to point a finger at some smart guys who fly RPAS under the pretense that they are model aircraft? No. SACAA does it pretty well. Nou verstaan jy?

And to round off this overview, at time of writing, on Labour Day, rejoice at the thought that there are two “Bills in waiting”, amending current legislation (a bill is proposed legislation making its way through Parliament). These are the Airports Company amendment bill and the Air Traffic and Navigation Services Company amendment bill, both introduced in 2018, that are now with the National Council of Provinces. As for the amendment bill to the tome we keep on our side table, (you do, don’t you?) the Civil Aviation Act, an amendment introduced, also in 2018, is yet to reach the National Assembly. When it does, expect some changes that may go beyond “tarting up” regulations. You will verstaan what I mean when you see it. 

Conversion, conversion, conversion Schedule 2 also impacts (or will, if accepted) Part 1 of CARS. It brings clarity (or confusion, just see how an instructor reacts) to the complex question of a type “conversion” and allied issues (see Chapter 5 of my Air Law book). Here are two new definitions (therefore underlined in the Schedule), meant to align our regulations with ICAO Annex 6, Part 1. “differences training” means training required to ensure a flight or cabin crew member is proficient on similar aeroplane types or variants having significant differences in terms of equipment, configuration or operation. “familiarisation training” means training required to ensure a flight or cabin crew member is proficient on similar aeroplane types or variants having only minor differences in terms of equipment, configuration or operation. And for the upper crust pilots, a neat new definition: “upgrade training” means training provided to advance a flight crew member from one flight crew position to a higher flight crew position.

Bills in waiting

What's the difference between a model and a drone?

I am exceedingly competent, Sir! And what about this proposed change, on the nerve wrecking “competency” issue (see my Air Law, Chapter 5): “regaining competency” means the training, and where specified, the check required when a person exceeds the currency criteria of any qualification required by this Part and is designed to return such person to a satisfactory level of competence. I had to do a double-take to fully grasp the syntax, but what it means is rather simple: if your competency lapses (“exceeds” a time limit), you have to do what you have to do. Personally I would not have used “exceed” without making it clear what is exceeded (= gone beyond), time limit, as in English to exceed also means to do more, and not less which is, in fact, what you do when competency lapses. Verstaan jy? Example: you are a private or commercial aeroplane pilot, beyond the first revalidation at 12 months, and you have not done

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SA Flyer 2019|09

• • • • • • • •

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USAF C-130s had to be used from Entebbe to Bunia for Operation Artemis.

Defence D arren O livier

AFRICA ADOPTS SHARED STRATEGIC LIFT For the twenty years since its founding in 2001, the African Union (AU) has sought to develop a rapidresponse African-led peacekeeping capability, the African Standby Force (ASF), that would prevent genocides, defeat nascent insurgencies and assist in disaster response.

ROM the very beginning it was recognised that strategic airlift would be a critical enabler for deployments to occur in time, and that Africa’s relative lack of suitable aircraft would present a problem. The ASF’s approach to solving this, the Strategic Lift Capability (SLC), was recently declared operational, just in time to help with the continent’s response to the COVID-19 pandemic. This month’s column explores the background of this concept, and whether we can really consider the need to have been met. It has long been understood that, once a crisis reaches the point where intervention is necessary to prevent large scale loss of life, that the speed of deployment of relief forces is the most crucial factor. A smaller force deployed and active within days will be more effective than a much larger force

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that takes many weeks or months to deploy and begin operations. This is especially true for what the ASF’s founding policy framework terms ‘Scenario 6’ interventions, defined as a response to a time-critical situation such as a genocide. As such, the AU’s requirement for its Rapid Response Capability meant to perform Scenario 6 interventions specified that one of the ASF’s regional brigades should be able to deploy within no more than 14 days after receiving the order, and should be self-sustaining for at least 90 days thereafter. This need for haste in responding to genocide or similar crises was most vividly illustrated by the Rwandan genocide of 1994, in which over 800,000 people were murdered in only 100 days. Many studies in the years since have argued that a large enough intervention by regional or

international military forces in the first two weeks would have prevented the vast majority of killings. The problem is that deploying a battalion or brigade-sized force in just 14 days takes a huge amount of airlift, requiring dozens of C-130 sized, or larger aircraft, flying hundreds of sorties to airlift the personnel and their associated vehicles and other equipment. A typical South African National Defence Force (SANDF) motorised infantry battalion for instance, consists of approximately 800 soldiers, 90-100 lightly armoured personnel carriers, and another 80-90 soft-skinned logistics vehicles. Even light battalions, such as paratrooper and air assault regiments, need support vehicles such as the 60+ air-droppable Gecko 8x8 light logistics vehicles assigned to 1 Parachute Regiment. The US military has previously calculated that a typical US Army airborne infantry battalion of 730 troops and at least 70 vehicles requires a minimum of 64 C-130s for a single-sortie air drop or air land mission. This can obviously be substantially reduced at the cost of deployment time, but only down to a certain reasonable limit beyond which the number of sorties

on a small fleet of aircraft becomes unmanageable and takes too long. Another example of the immense airlift requirements for moving an intervention force around and which should be a cautionary tale for the African Standby Force is the 2003 European Union-led deployment of an intervention force in Ituri Province, Democratic Republic of the Congo. Dubbed Operation Artemis, the mission requirements were to deliver 1,200 troops, over 2,500 tons of equipment, and over 270 vehicles from airfields in western Europe to the austere airstrip at Bunia some 6,000 km away. The first problem the Artemis planners faced was that Bunia’s airfield could not support large and heavy cargo aircraft without months of preparation work, making it only suitable for C-130-sized aircraft in the time allocated for the operation. This meant that the large aircraft allocated to the mission (2 C-135s, 2 C-17s, 2-3 chartered An-124s, and 2-3 A310s) had to fly first to Entebbe in Uganda and offload there, after which C-130s and C-160s would ferry troops and cargo to Bunia 300 km and 50 minutes

comprising 50 An-124 sorties, 20 each for the A310s and C-17s, and 72 for the C-130/C-160s between Europe and Entebbe

point. Even with the A400M’s remarkable capabilities their analysis determined that at least 10 A400Ms and 227 rotations would

the mission requirements were to deliver 1,200 troops, over 2,500 tons of equipment, and over 270 vehicles from airfields in western Europe and then over 260 C-130/C-160 rotations between Entebbe and Bunia. Up to eight C-130/C-160 rotations were required to unload each An-124. Worse, the total deployment took nearly 40 days, far longer than the ASF’s selfimposed deadline of 14 days which it hoped to achieve despite having nowhere near the same number of available aircraft. A few years ago Airbus Military

be required, for a minimum deployment time of 23 days. To be fair, the AU’s planners have recognised the inherent limitations the continent faces on airlift and have sought to ameliorate it somewhat with ideas to pre-position equipment in various regional logistics bases. It has also established the Continental Movement Coordination Centre (CMCC), intended to oversee and

presented an analysis of Operation Artemis as part of their A400M marketing effort, showing how the operation might have been conducted using A400Ms only, in order to fly directly into Bunia and avoid the use of Entebbe as an intermediate staging

manage airlift contributed by member countries, short-term contracted airlift from the private sector, sealift and overland movement. The CMCC has received pledges from each AU regional grouping for airlift

The USAF C-17s - seen here departing Entebbe - could not operate into Bunia in the DRC.

flight time away. The vehicles too large or heavy to fit inside C-130s and C-160s had to drive a 640 km, 16-hour journey on poor roads from Entebbe to Bunia. It took a whopping 400 rotations to move this relatively small force to Bunia,

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A Nigerian Air Force C-130H was successfully used by the Eastern African Standby Force.

assets, but the numbers committed are low. Cameroon, Angola, Algeria, South Africa and Uganda have all offered effectively just one aircraft each with limited availability. There is simply no capacity to offer more. South Africa may have nine C-130s on paper, as an example, but under current funding can only keep two active and on the flight line at any given time. That’s not enough for its own needs, let alone spare capacity for AU missions. The rest of the continent is not much better. To be clear there have been some successes. During Amani Africa II, the 2015 exercise hosted in South Africa to test the level of the ASF’s readiness, the CMCC successfully negotiated the use of a Nigerian Air Force C-130H to transport a company of troops from the Eastern African Standby Force. In the same exercise, Angola and Algeria self-deployed their forces using their own airlift. In the week that this column was written, the AU used a Cameroonian C-130H to move personnel from the African Centre for Disease Control to COVID-19 hotspots on the continent. These are all encouraging steps, but it’s questionable whether it’s enough to meet the rapid deployment requirements that the ASF has been created to meet. For one, the CMCC’s current approach

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of looking to charter aircraft only when needed is cost-effective but will probably take too long in a crisis. There are also just too few air forces with available transport aircraft to be able to undertake an Operation Artemis scale airlift, let alone to do so within 14 days. There are potential options to improve this situation without the need for a huge increase in funding. One approach could be to mimic what NATO and the EU have done with the Strategic Airlift International Solution (SALIS) which involves prepurchasing a set number of short-notice hours on a fleet of chartered An-124s. By pre-purchasing hours NATO and the EU are assured availability without having to wait for aircraft to become available. Obviously, the AU could not afford the same scale as NATO and the EU, but even 100 hours a year would make a substantial difference. It may also look at joining SALIS, to benefit from the economies of scale already present in that operation. Another approach worth considering is the compensation of countries for the use of their air assets, similar to the way the Movement Coordination Centre Europe (MCCE) provides a pool of aircraft by purchasing space and flying hours from member nations. This not only improves

availability but makes it more viable for countries to pledge those assets in the first place. Finally, although continental integration might not be far enough along for this, the AU should give serious consideration to acquiring 4-6 A400M airlifters and operating them as a shared resource accessible by all partner nations according to assessed need or payment. This is similar to what NATO has done with its Strategic Airlift Capability (SAC), in which 12 partner nations committed to buying and operating 3 C-17 airlifters as a shared resource for 30 years. The SAC C-17s are based at Pápa Air Force Base in Hungary and carry Hungarian Air Force registration and markings, but Hungary has no special control over them. A similar approach with A400Ms based somewhere like Entebbe would provide a huge boost to the ASF’s airlift capabilities at a shared cost that would be affordable for the AU’s partner nations even as it’s too costly for any one of them. If the continent is serious about giving the African Standby Force real rapid deployment capabilities, it needs more than just member pledges of single airlifters and a database of charter operators. 

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Savage BARN FIND IN UGANDA Part 1 C raig L ang

During early October 2019, while pottering around the hangar at our base in Kwazulu Natal at Evaâ&#x20AC;&#x2122;s Field, my phone rang. The caller, Noel, asked if I was the South African dealer for the Savage range of aircraft as he might have an interesting proposition.

Driving through Kajjansi Village to find the forgotten Savage.

OEL said he is an Aircraft Maintenance Engineer (AME) who contracts to various conservation organisations around Africa, doing maintenance and repairs on their antipoaching aircraft. He had done some repairwork on a Savage in Uganda that had been ground-looped back in 2015 and had been offered the aircraft in lieu of other work done for this particular group in the past. Without vast experience on the Savages, Noel asked whether I would consider going to Uganda to inspect the aircraft with him and see if it was viable to fly it back to SA. I agreed â&#x20AC;&#x201C; on the condition I had an option of buying the aircraft, should it indeed be a worthwhile proposition. We met the following week in the airport in Entebbe, Uganda, and spent three nights in a little hotel called the Mak-Queen in a

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After standing in an open shed for 4 years the Savage was a sorry sight.

village on the outskirts of Kampala, called Kajjansi. From the hotel it was a 10 minute walk to the Kajjansi Airfield, home to the Ugandan MAF base as well as KEA (Kampala Executive Aviation), where the Savage had been stored in an outside hangar for more than four years. KEA runs an impeccably neat charter, maintenance and flying training service, with a number of expats employed from around the world. One of these expats is Koos van der Walt, a South African with aviation experience in some really interesting places around the middle east. Koos provided us with great assistance, providing a large clean (could eat off the floor) hangar, tools and logistical help to us. Noel and I spent two full days cleaning, re-rigging, lubing, checking and doing a really thorough annual inspection on the aircraft. Fuel lines and oil lines were purged, plugs replaced, new ignition systems installed on the Rotax 912 (the original ones were missing). Knowing Savages inside-out, I was able to make a few adjustments to various controls, pedals and other areas to get the aircraft manageable on the ground and

Rigging and cleaning in progress.

The ASI was in km/h , and in Russian, the VSI in M/Sec, and amazingly it had an old MGL engine gauge. On the second afternoon, we started her Rotax and she ran quite sweetly. I wasn’t able to get much more than 3700 rpm out of the engine during taxi tests, so we set about trying to adjust the pitch of the propeller, which ended up requiring the hub to be pressed in a 20 ton hydraulic press. Not having any means to measure the propeller pitch, we had to guestimate it. Once adjusted, we refitted the prop, and I was ready for a test flight.

THE AIRCRAFT HAD BEEN MANUFACTURED IN THE CZECH REPUBLIC, ASSEMBLED IN POLAND, AND REGISTERED IN FRANCE. flyable in the air. We were aiming at getting her flying by the second day. Wasp nests in the wings and other hidden areas were cleaned out, tyres inflated (even though quite badly perished, they held their pressure), brake lines cleaned and new brake fluid administered. Amazingly the French ATF and radio license was still valid! The panel layout and instrumentation was a little unusual. The aircraft had been manufactured in the Czech Republic by Zlin Aviation, assembled in Poland, and registered in France...making for some interesting reading in the logbooks (which amazingly had accompanied the aircraft, and after some searching, the original Certificate of Registration, Radio License and current ATF were found in a cupboard in Garamba in the DRC!!)

This time, the prop was a touch too fine, and being careful not to over-rev the engine, I managed to get airborne after a fairly short roll (Kajjansi is at 4000ft, virtually on the equator, and right on the edge of Lake Victoria). After flying 59DOH (the aircraft’s French reg) for about 30 minutes in the circuit, I landed to make a few adjustments. One was to coarsen the prop, which was easier this time without having to remove it and put it into a press, and to adjust the rudder pedals, giving them more travel, and also to re-bleed the brakes, which were almost non-existent. One more test flight late in the afternoon was enough to show me the potential of this neglected little aircraft that amazingly had only 20 hours on the Hobbs, total time! I was in love.

That evening Noel and I were invited to join Koos and his wife for dinner at a little restaurant called “2 Friends”, on a beach looking out over Lake Victoria. A meal of delicious Nile Perch cooked in banana leaves, washed down with some superb local beer was a fitting end to a successful scouting trip, and an amazing little gem of an aircraft hidden away in central Africa… Uganda really impressed me with its hustle and energy, with thousands of scooters, locally called “Borda borda’s” (named after the taxi service they provide from border to border on the Kenya and Tanzania borders), traders and manufacturers of furniture and all sorts of items lining the main roads. The people are incredibly friendly and helpful, and there was a genuine air of a country on the rise. I would love to return one day to fly and explore some incredible sights, such as the source of the Nile at Jinja and other areas around this tropical paradise. Noel and I concluded the business end of the transaction while on the Kenya Airways flight back via Nairobi, comfortable in the knowledge that 59DOH was safe in the large hangar at KEA, and would soon form part of my little fleet of Savages in South Africa. As soon as I arrived home, I set about the task of how to get the aircraft back to SA. There were 3 possible options 1. Send it via container (very expensive option as it turned out, even more than shipping from Europe). 2. Drive up to Uganda, dismantle the aircraft and trailer the plane back (terrible roads, too much paperwork). 3. Fly the aircraft back (most fun option, but also quite scary flying an unknown aircraft over a very remote and unforgiving countryside for over 30 hours!).

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59DOH ready for her first flight in nearly 5 years.

Naturally the decision was easy. Once I’d decided to fly the Savage home to South Africa and convinced my long suffering wife that it really was the best option, I approached a few flight clearance companies, and the quotes were ridiculous. Some quoted from R80,000 - R100,000 or more in clearance fees and overflight permits. Frustrated by this I gave James Pittman at Sling Aircraft a call, and his response was “That’s a load of crap - do it yourself and save a fortune.” And that’s exactly what I did. I approached small clearing agents in each country and

managed to get clearances with some help from friends and acquaintances in Zimbabwe, Zambia and Tanzania. It quickly became obvious that the more backwards the country was, the more expensive the permits were. Finally, by early November I was ready to roll. I made flight bookings for the flight to Entebbe and planned to take my 19 year old son along, who was in the early stages of

The ASI was in km/h - and placards seemed to be in Polish.

View from “2 Friends” Restaurant on the edge of Lake Victoria.

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Late afternoon test flight - spectacular Lake Victoria in the distance.

getting his PPL. However a few days before we were due to leave, he broke his foot, and was home bound for 6 weeks. One of his best friends, and a long-time family friend, Tyron, was close to completing his PPL, and jumped at the opportunity to join me on what would most likely be an adventure of a lifetime. Flights were confirmed for 13 November, and I set about getting ready

with spare parts, tools, a set of 21 inch tyres and tubes (the original tyres were perished and not safe), and a decent 2 blade Meglin Propeller off one of my other Savages, while I ordered a new prop. The aircraft only had a 65 litre fuel capacity, giving us just over three hours of endurance at 85 mph, not a great range when considering the vast stretches of African bush we needed to cover. To increase this, we planned to carry along 2 x 20L soft Jerry cans, giving us an additional two hours. Conveniently, the aircraft had an interesting pump arrangement behind the back seat, which allowed us to pump fuel using a built-in fuel pump, connected via a pipe into the 3L header tank and then up into the wing tanks. We discovered on a long leg across Zambia, with nowhere but miombo woodland to land, that the pump operates just perfectly in flight… but that’s another story. To be continued… 

The Mak-Queen hotel in Uganda.

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FACE TO FACE:

ELMAR CONRADIE

FlySafair started 7 years ago with just two Boeing 737-400s. Image Justin de Reuck.

Elmar Conradie is the CEO of FlySafair. As South Africa enters its ninth week of lockdown, he shares his views with Guy Leitch on the prospects for his airline and how they are responding to the Covid-19 crisis.

GL: Will FlySafair be able to survive if government does not assist you? EC: If we do not get any assistance, we will have to be a lot more conservative about when we return to flying. We have to prevent ourselves from losing even more money when we start flying, so we cannot afford to restart gradually, with small loads. And this would be a pity because aviation connectivity is essential to enable the economy to recover. South Africa needs the airline industry to carry trade between cities, regions and internationally. So it will take longer for African economies to recover if the airlines canâ&#x20AC;&#x2122;t start flying again, and as soon as possible. The government has just announced that airlines can start flying passengers for their business purposes. Can you do that profitably? At this stage we need to find out what the actual regulations will be once the restrictions start being lifted. We will need to know who will be allowed to travel, and where and when. If we can only get say 30 or 40 people on a flight, we will lose money operating flights only for those people who have to fly for business.

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So it seems you may be in a double squeeze. On the on hand you cannot afford to continue to indefinitely not fly, but on the other hand, you may not be able to afford to start flying with the limited business-only loads you will have? Yes. We need 85% load factors to break even, so without government assistance, we do not know if it will be feasible to fly only business people, even with higher ticket prices. Government aid does not have to only be in the form of direct grants. What about tax and interest relief, as IATA is proposing? Those are important as around 30% of our direct costs are taxes, levies and duties. This means that around 20% of our ticket costs are made up of some form of tax. While we accept that these are all essential services which must be paid for, we argue that these government entities are better placed to fund the recovery than private sector airlines are.

But Minister of Finance Tito Mboweni says government has no more money? Parastatals are able to raise funds on the back of government guarantees, whereas the private sector finds it very difficult to raise funds. So we are proposing that government should look into ways to reduce those taxes and fees to the airlines. This could be achieved by waiving the fees levied by parastatals such as ACSA, ATNS, the CAA and the SA Weather Service. If all these taxes and fees were waived, would the 30% reduction in costs enable you to operate profitably? At this stage we would be happy with any concessions we get from government that will enable us to be viable and ultimately sustainable in the future. If fuel is, let’s say, 33% of your variable costs and it is 33% cheaper than before the Covid crisis, then does this take a very valuable 10% out of your costs? The lower oil price is definitely some help in the bigger scheme of things. But as is so often the case, the exchange rate has worked against us and that pushes up both fuel and lease/maintenance costs. The US Dollar is roughly 15%-20% more expensive than it was before all this. It’s not a complete offset, so the net position is a fraction stronger which will help to get operating costs down – but at the end of the day, we as Low Cost Carriers are price-takers and our yields are determined by the supply/demand dynamic in the passenger market. The concern at the moment is the weakness in that demand. In one regard it’s great to have reduced operating costs, but it doesn’t help much if you can’t even give your tickets away – you still operate at a loss.

by which we mean 12 to 18 months, then we decided that we would have to stick it out and try and keep as many of our employees as possible. That meant carrying the cost now, for the sake of having them available when we start flying again. So which option have you chosen? I hope I am not too optimistic or naïve, but I am of the view that the current crisis is a temporary one. We believe that our staff are one of our key competitive advantages. So we are trying to hold on to all our staff as long as we can. FlySafair's Elmar Conradie - the benefits of a strong balance sheet and a well run business. Image: Guy Leitch.

Are you providing any special assistance for your staff? For April we managed to pay all our staff in full. But from May, all of our employees are on unpaid leave. As a company, we have made R10 million available each month for assistance to the employees to assist with Temporary Benefit claims and Unemployment Insurance payments. This has meant that our low-income earners are still getting about 80% of their salaries. However, some of the higher-end employees are facing up to 75% salary cuts.

WE HAD TO MAKE A DECISION AS TO WHETHER THE LOCKDOWN WOULD CAUSE A PERMANENT OR TEMPORARY CHANGE IN THE WAY WE DO BUSINESS Are you considering retrenchments? When we entered the lockdown, we had to make a decision as to whether this was a permanent or temporary change in the way we do business. We realised that if it was permanent, then we would have to seriously reduce our workforce. But if it was a temporary thing,

In the absence of passengers, have you considered doing pure cargo flights - with cabin cargo - during the lockdown? Yes, we’ve been quoting on many opportunities as they come up, but nothing that’s borne any fruit yet. Are you looking at any particular changes on your business model to help you through the crisis? For instance – neutralising the middle seat? Yes. Funnily enough as early as last year we started developing a new product aimed at the business market, where we could sell the middle seat as an extra benefit. We managed to finalise that during the lockdown. We think that’s going to be well received once we start flying again, particularly in terms of the need from business travellers.

How will neutralising the middle seat work in practice? When you book on our website you can select either a window or an aisle seat. At that time you also get the option to block the middle seat. How much more will it cost? An extra R750. But as a combination that will be much cheaper than a normal business class ticket on a full-service carrier. What about other ancillary revenue streams – which have become the life blood of low cost carriers? Additional bags, a ticket refund ability, business class lounges – these are all options which passengers can select. So we can really recreate pretty much the whole business class experience. The passenger can pick and choose which parts he wants. Will your ‘business-class’ offering include on board food and drinks? Yes – it’ll work off a voucher basis for you to use on the trolley. If you opt for the premium fare with the blocked seat option, you’ll get your snack allowance built into the fare. Otherwise you have the choice to build it in as an optional extra on the cheaper fares. But it’s a bit of a moot point at the moment, because during this intense infection prevention period there will be no catering on board. Being able to buy the middle seat sounds like a good option for families and not just business expense account travellers? Very much so. The product is aimed at families which would like to keep the middle seat open so that they do not have a stranger sitting next to perhaps one of their children. Or, if you’ve just want more space or privacy.

As a low cost carrier, refunds are not our normal business, so it is a logistical nightmare for us to try and process all the refunds. It was an enormous challenge for us to find a solution – and quickly. So when the first lockdown announcement was made, we decided that we would issue vouchers – which they were able to process through the website. For bookings made since the lockdown started, but that we cannot fly due to the restrictions, we have cancelled all the bookings and issued vouchers to all the passengers – which they should have received via email. How long are your vouchers valid for? For a year. And then you can book for any flight for a further 12 months. So if you wait until the twelfth month, you can book another year in advance. This essentially provides for a 24 month window to fly the ticket. How big an administrative challenge was it? It was huge. Just in the first week we had to process over 70,000 claims. Logistically it wasn’t possible to do it any other way than to use vouchers. African airline travel is limited by affordability – by the small size of the middle class. What do you expect will be the net effect of the Covid-19 crisis on ticket prices? I think the good news for consumers is that when we do start unrestricted flying, ticket prices are going to be relatively inexpensive because there will be much excess capacity. But as the industry recovers and faces its hangover of a debt burden, prices will have to increase to more than they were pre-Covid-19. 

How have you been dealing with people who had booked and paid for tickets before the lock down and have been unable to fly? Are you providing vouchers or refunds?

2 x 1/4 share available in a well run Proprietary Limited company. All assets and aviation activities administered through this entity. For more information contact: Glen +27 83 447 5259 or Steve +27 82 881 5293 Assets include: • Hanger (Eagles Creek) • 2005 Cirrus22-G2 • 1966 C182-J • Aeroprakt A22

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Contracts

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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

jjj

ExecuJet South Africa

(021)

934 5764

934 2087

jjjjj

jjjj

MS Aviation

(021)

531 3162

531 4209

jjjjjj

jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

(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

CAPE TOWN jjj j

jjjj jjj j

DURBAN KZN Aviation

564 6222

jjjjjj

GRAND CENTRAL j

jjjj

jjj j

LANSERIA AIRPORT j jjjjj j 082 905 5760

j jjjjj

jjj

jjjj

jjj

OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

jjjj

Federal Airlines

(011)

395 9000

086 667 1789

jjjjjjjjjj

jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

(012)

566 3019

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

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)

FlightCom Magazine

jjjj j

jjjj

jjj

(083) 279 7853

jjjjjjjjjjjj

jjj

940 0320

086 648 2690

jjjjjjjjjjj

jjj

460 1231

086 666 2077

jjjjjj

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 011 464 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 4456 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

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

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

FlightCom Magazine

May/June 2020

Articles inside

Back Pages

Airline Ops - Mike Gough

Defence - Darren Olivier

Airline Morality - Dassie Persaud-van der Westhuizen

Tswalu Anti-Poaching Unit

Savage Barn Find in Uganda

Bush Pilot - Hugh Pryor

Leagle Eagle - Prof. Salazar

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