April 2020

FlightCm African Aviation

Edition 138 | APRIL 2020

AGA Helicopters – No Compromise

CONVERTING A

SA-CPL TO EASA-CPL

OPERATING DRONES IN WEST AFRICA

HOW 5G WILL

REVOLUTIONISE AVIATION PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00

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Ed's note...

APRIL 2020 Edition 138

5 Bush Pilot - Hugh Pryor 9 Airline Ops - Mike Gough 13 5G & Aviation 15 Leagle Eagle - Prof. Salazar 17 GIB Events Calender 20 Defence - Darren Olivier 21 UAV Regulation 25 Subscriptions 27 Alpi Flight School Listing 33 AME Directory 34 AEP AMO Listing 37 Federal Airlines Charter Directory 39 Back Pages 40 Companies: AGA Helicopters

I

T has become evident that the full impact of Covid-19 will be far worse than even the most dramatic doomsday forecasters dared predict.

It is already worse than the combined effects of 9-11, the 2008 financial crash and the SARS pandemic.

Due to the direct effects of Covid-19 on travel one of the hardest hit industries is the airlines. A CAPA newsletter notes that, “Demand is drying up in ways that are completely unprecedented. Normality is not yet on the horizon…. As the impact of the coronavirus and multiple government travel reactions sweep through our world, many airlines have probably already been driven into technical bankruptcy or are at least substantially in breach of debt covenants.”

The impact of the virus will force many of the weaker privately owned airlines to close. This would normally be a threat to African airlines which, with the single exception of Ethiopian, have weak balance sheets and trade unprofitably. These weak airlines may then be expected to be the first to succumb to the impact of Covid-19.

IATA’s Alexandre de Juniac says, “Governments must also recognise that airlines — employing some 2.7 million people — are under extreme financial and operational pressures. They need support.”

This issue of whether the state should bail out privately owned airlines is becoming increasingly contentious given the enormous pressure on state funds created by the need for healthcare to deal with Covid-19. By the first week in March the Economist Magazine posited that the cost of Covid-19 was already US$ 1.5 trillion. This means that there will be very little if any funds available for airline bailouts.

However, the African airlines may ironically be in a stronger position to survive. That is because most airlines in Africa are still state owned. And even when they are not fully state owned – precedent exists for the state to bail out private sector investors – on the basis that the airlines provide the connectivity necessary for the broader economies to keep functioning. A case in point is the Nigerian government’s bailout of Arik Air in 2017.

For African airlines there are some glimmers of hope. Given their highly protected, often monopolistic positions in the market, the state shareholders cannot afford to let them close so, unlike developed countries, the governments will be more open to begging or borrowing funds to keep their airlines alive.

And one of the other perhaps unexpected benefits of Covid-19 is that the oil price has fallen sharply, making JetA, the airlines’ single largest cost input, cheaper.

Further, African airlines have a high proportion of their fleets leased and a softer demand for airliners during and after the pandemic will make it easier for African airlines to renegotiate favourable terms for their leases. However, the flight to the safety of the US Dollar and its consequent strengthening may negate this benefit.

Either way, the airline industry should emerge far leaner and meaner from the Covid-19 pandemic. And that will be a good thing

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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ADMIN: +27 (0)83 607 2335 Postal Address P O Box 71052 Bryanston, 2021 South Africa

TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0) 82 875 9630

© FlightCom 2020. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

Editor

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

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

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

1997 BEACHCRAFT BEECHJET 400A

1996 CESSNA GRAND CARAVAN

TOTAL TIME: 5150 Hrs TTSN ENGINES: 1625 Hrs SMOH AVIONICS: Collins Equipment ADDITIONAL EQUIPMENT: Airshow 4000,TCAS,TAWS

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

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|04

2009 CESSNA GRAND CARAVAN

Companies

An AGA Helicopters H145 operating from its Cape Town Port base.

Cape Town based AGA Helicopters is a turnkey specialist helicopter operator that sets the standard for challenging offshore and land based helicopter operations.

H

ELICOPTER operations to the highest worldwide standards are incredibly demanding, and in this regard, AGA Helicopters stands firmly on its three core values: Quality, Safety, Integrity. These values are nowhere more needed than in meeting the fearsome challenges of offshore shipping operations.

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FlightCom Magazine

AGA pilots may routinely be expected to fly a 130 nm mission to a ship far out at sea to rescue a sick crewman through a howling gale with zero visibility – without any compromise in safety. Locating a moving ship after more than an hour’s blind flying through a storm and hovering with sufficient precision to hoist a stretcher from a heaving deck requires helicopter flying skills of the highest order, as well as an intensely rigorous application of the organisation’s Safety Management Systems to mitigate risk.

AGA Helicopters was founded in 2011 as AAL-SA but became AGA Helicopters in 2016 when the founder, Malcolm Pitcher, bought out his partners, making this world class company 100% South African owned and controlled. AGA Helicopters is a fully SACAA approved Aircraft Operating Company (AOC), which operates from its base at Cape Town International Airport’s General Aviation Area, with its own large hangar facility.

Building on its vast institutional knowledge and experience base in demanding maritime operations, AGA Helicopters also loves to share the beauty of the Cape by providing bespoke VIP charters to fly tourist to wine farms and natural attractions.

AGA operates its own helistop, in the Port of Cape Town customs and immigration area, which is SACAA approved for day and night VFR operations. This enables AGA to offer a full OPL (Off Port Limits) service to the shipping industry and emergency maritime services (Search and Rescue and Medevac), with industry partnerships in Cape Town and internationally.

AGA is approved by leading international organisations, including UN WFP and is OGP (Oil, Gas and Petroleum) approved, as well as being a member of SAOGA (South African Oil and Gas Alliance). Pitcher says that his company prides itself on meeting any international standards its clients may need. AGA is also WFP (World Food Program), and OGP approved, which is part of its continual drive to meet the highest safety and quality standards and provide a dedicated, proven and reliable service to its customers.

AGA has over the years serviced many contracts across Africa, in Uganda, Kenya, Mozambique, Namibia, South Sudan, Swaziland, Madagascar, DRC, Liberia, as well as in the Middle East and Afghanistan.

AGA Helicopters skilled crews and personnel enable on-deck landing, hoist and cargo slinging services, including ship pilot services, landing on oil rigs, oil and gas tankers, FPSO’s and bulk cargo carriers, while they are still underway.

Maintenance is handled by associated company FliteTech, which operates from AGA Helicopter’s base in Cape Town and has broadened its services; now offering third party maintenance on a range of Airbus light helicopters to owners and operators. FliteTech is focusing its future development plans on expanding its proven reliable services and investment in South Africa by expanding into Africa.

AGA provides Flight Operations through AGA Helicopters Part 127 and Part 138 AOC, as well as maintenance through its FliteTech AMO at the Cape Town International Airport facility, in support of its Airbus helicopters.

AGA looks forward to discussing your own and your customers’ requirements with you. Contact: Operations on +27 60 971 3556. Phone: Office +27 21 934 9127 or email: opsmanager@aeriosglobal.co.za.

For more info visit: www.aeriosglobal.co.za 

SA Flyer 2020|04

NO COMPROMISE HELICOPTER OPERATIONS IN ALL CONDITIONS,

CAPE BASED AGA HELICOPTERS SETS THE SAFETY STANDARD FOR THE MOST DEMANDING OFFSHORE HELICOPTER OPERATIONS AND MEDEVAC RESCUES. • Using our fleet of H145 twin engine IFR approved helicopters we can service moving ships 130nm out to sea in all weather conditions.

• We also provide VIP tours of the ‘Fairest Cape in all the world’, with our vast experience in offshore operations.

AGA Helicopters has its own world-class specialist maintenance operation in FliteTech which can look after your helicopter needs.

Quality • Safety • Integrity

TO FIND OUT MORE: Office: +27 21 934 9127 Operations: +27 60 971 3556 email: Opsmanager@aeriosglobal.co.za

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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

1997 PIPER JETPROP DLX

Airframe Total Time Since New: 1720 Hours. Engine Total Time Since New: 690 Hours Price $800 000 (USD) DESCRIPTION: Year:1997 (2004 Turboprop conversion with Rocket Aviation) Great Condition; Recent Propeller Overhaul; Pratt & Whitney PT6A-35 Engine Installed Full Status; Lowest engine hours of any Jetprop on the market in SA. JZ@moolmangroup.co.za

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CARGO

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BUSH PILOT HUGH PRYOR

MISS INGLEG During the seemingly endless war between North and South Sudan, I spent several years flying Twin Otters for the International Committee of the Red Cross. The skies of South Sudan were pretty ‘lively’ in those days, or perhaps ‘deadly’ would be more accurate, because we lost sixtyeight aeroplanes that I know about.

T

HE Northern Government used to chuck home-made bombs, made out of oil field well casings, with a grenade as a detonator, out the back of Antonov 26s... not particularly accurate, but who cares, as long as it scares the living daylights out of people down below and I speak from experience...it is far more scary if you do not know where the bomb is going to go off.

Another game they had was to sow any populated areas and their gardens with anti-personnel mines. These were painted green, to blend in with the local vegetation and were known as ‘Little Green Apples’.

They were quite small, about the size of a cricket ball, but if you had the misfortune of standing on one, you would lose a leg at best and some other important bits and pieces, if you were less lucky. Most of the fatalities were children, of course. Most of the adult victims survived, with gruesome injuries.

The logic of bombing villages which had no airstrips was that any injured survivors would have to make their way to somewhere where the Red Cross could land

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to pick them up. This is where the good old Twin Otter came particularly in handy, because of the five hundred destinations we had in South Sudan, only about twenty of them had proper airstrips. With all the rest, we just used to find somewhere reasonably flat and plonk the old girl down. The nice

somewhere to land was tricky because there were so many bodies lying around all over the place...and to be brutally honest, if we hit one of them, they might cause serious damage to the aircraft.

Eventually we managed to get down without hitting anyone and then the work began. The first job was to clear a path for our departure. That was a harrowing experience, because we found no survivors amongst the people whom we had to move.

Surgical gloves and masks were essential since the combatants had obviously run out of ammunition during the conflict and had reverted to more primitive means to dispatch of their victims.

Eventually people began to appear nervously from the surrounding bush but when they discovered who we were, the news soon spread that the Red Cross had arrived and the trickle became a flood.

Soon we had a full complement of critically injured.

One of them was a girl. She was not actually from Lankien at all. She was from a village called Duk Fadiet where she had stepped on a ‘Little Green Apple’, which basically destroyed her left foot and shattered her lower leg.

Despite her horrific injuries, she had managed to get to Lankien. The trip took her a month, and did I mention that she was also heavily pregnant at the time... well she was, and the new arrival was imminent.

After about three hours, the team had identified sixteen cases that needed urgent surgical treatment, including the girl. They patched up dozens of other wounded and promised to return the next day with more bandages and disinfectant.

We took off and headed for Kenya and relative civilisation leaving behind the grim

There were so many bodies lying around. thing about the Twin Otter was that you could normally get out of anywhere where you could land, as long you were not silly with the load.

One such place was a little village called Lankien.

One day we received news of a major inter-tribal punch-up there, resulting in many casualties, men, women and children, so we had to go in with a full ‘Triage’ team to sort out the mess. Trying to find

BUSH PILOT HUGH PRYOR

Quote of the month:

horrors which we had witnessed in Lankien.

We had to give ‘Position Reports’ to the UN Flight Following Service every half hour. The report consisted of GPS position, altitude, remaining fuel endurance, estimated time of arrival at destination and Souls on Board.

It was during our fourth report that, to our Flight Follower’s considerable amusement, we had to increase our Souls on Board by one, because our wounded girl quietly gave birth to a delightful little baby girl.

When we got back to Lokichogio, the patients were transferred to the Red Cross Hospital in Lopiding, just outside the town.

Here the surgeons decided that they had to amputate our new mum’s leg, because Gas Gangrene had set in.

It was then our job to take the amputated limb down to Nairobi so that the pathologists could ascertain whether the surgeons had amputated far enough up the leg, to be clear of the infection. If only the smallest remnant of the Gas Gangrene infected tissue remains, re-infection will be swift and lethal.

We packed the specimen in a body bag for the trip to Nairobi and entered it on the passenger manifest, so that investigators would not waste valuable time looking for the rest of her, if we had a bad one on our way to Nairobi The name on the manifest was entered as ‘Miss Ingleg’. She later came back to Lopiding to get a new left leg, made out of Acrylic plastic and bits of old car tyres...

Those guys in the ‘Prosthetics Workshop’ were magicians and our mum ended up teaching survivors how to service their prostheses for the future.

I went to the Christening of our new ‘Soul on Board’ and was moved to find that she was Baptised with the name ‘Redcross’.

Sometimes we do get things right. 

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Retired SAA Captain Karl Jensen has continued his lover affair with flying – and is a key figure in the Experimental Aircraft Association in particular. Of particular relevance to those who will not be flying regularly due to the pressures of the Covid-19, Jensen writes:

“Any flying is deeply rewarding, it makes you feel competent. If you do not stay proficient, that feeling of competence can turn into anxiety and frustration.”

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AIRLINES MIKE GOUGH

STAYING THE COURSE In my accidental role of career advisor, I regularly wax lyrical about the subliminal joys of piloting aircraft for the rest of one’s days.

should put to rest there Once this virus is ies. of job opportunit be an explosion

T

HESE are conversations I frequently have at Lanseria with prospective pilots-to-be and their parents.

Are we, globally, a happy bunch of airline pilots? With all these massive shortages we must be positively walking on sunshine in anticipation of the world’s love for us being shown in those showers of money that must surely be about to happen.

I do believe the current uncertainty of some routes and fleet plans to park some aircraft for a while is pretty much temporary while we shake off this latest flu bug,

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although it does show what a fragile industry we are.

If I think back to when I set out on the lengthy journey of acquiring experience without running out of luck, I wonder now if I would have the energy to do it all again.

That’s something I also declare during those career counselling sessions, that I definitely do.

Apparently, 71% of surveyed airline pilots feel the same. If we could go back to our student pilot days, we’d do it all again and forego any other career option.

Recently, Goose Recruitment conducted a survey of airline pilots’ state of mind, in an

attempt to look a little more scientifically at what makes us tick, and what our plans and expectations are. They surveyed around 1300 active airline pilots from around the globe. The results were published by Flight Global recently and makes for interesting reading.

The survey kicked off with attempting to establish what our priorities are. This is obviously in line with what a recruiting agency would like to establish, as tailoring opportunities in line with what we would like to see would result in being more effective in terms of job matchings and placements.

Overall, work-life balance came first for all respondents. One definition of workbalance goes along the lines of: ‘the lack of opposition between work and other life roles. It is the state of equilibrium in which the demands of personal life, professional life and family life are equal.’ This was followed next by salary, company culture, training and lastly, career development.

Interestingly, broken down into gender demographics, female pilots placed training third after salary, while males placed training as their absolute last priority. One could read into this that the ladies are aware of the expectations to perform well in this ‘male workplace’, and thus consider quality training a higher priority than males and would thus assess job opportunities differently.

The next category that was assessed was stress. What is our biggest source of stress in this career?

Unsurprisingly, (for me, anyway, as it resonates significantly) the biggest issue we have is with management. 41% of us consider

this to be the biggest single source of stress, while safety was cited by 12%, passengers scored 5%, rostering and rotations 29%, and lastly commuting to and from work was the biggest issue for 13%.

As this is a global perspective, the concept of management being our biggest single issue needs a little investigation. It follows, if this is our major source of onthe-job stress, that it is also our biggest threat in terms of safety. It is possible that management, being generally non-pilot based, and having priorities in completely different areas to us, would take decisions, implement policies, procedures and processes that we, at the ‘coal face’ could frequently take exception to.

I regularly build up a head of steam when considering some of the completely stupid decisions that have been taken by some areas of management. However, our situation here in South Africa certainly has its own special nuances to deal with, and with my particular employer now commencing massive retrenchments, the uncertainty takes stress levels to a different flight level. But I digress.

Another interesting aspect is that we are insecure little beings. Despite having a ‘good’ job with a solid operator, with decent pay and rostering patterns, 58% of female pilots and 52% of males are constantly concerned about their job security. Possibly also associated with a real understanding of how quickly things can change globally for the entire airline industry.

The survey also took a good look at mental health and how we feel about this super-sensitive topic. 59% of us globally feel our employers don’t give a hoot about our personal well-being and this figure climbs to 71% for the middle east airlines.

I would definitely agree with this one but have not specifically dwelled on the topic too much, as I probably suffer from the ‘tough-guy’ mentality that we will just get on with the job, and not stop to smell the daisies too often, in terms of deep personal introspection.

It is also quite possible that there is just a lack of communication about this, due to any unintended fall-out that may occur.

I think if I plonked myself in my fleet captain’s office and said I want to discuss my mental health I would raise some huge red flags and might be off for some unwanted medical examinations. The very thought of having to deal with anything along those lines with our CAA’s medical section would keep everyone far away from any form of self-reporting.

Most airline pilots would do it all again, if given the chance.

Assuming we are able to keep all our faculties serviceable for the long run, how many of us are planning to retire at the mandatory maximum age? This is generally at age 65, with a few exceptions, higher and lower.

The figure returned in the survey was that only 71% of us are prepared to fly to mandatory retirement age. The significance of this is that this loss of 29% is generally not factored into world-wide pilot numbers, which makes us around one-third worse off than anticipated, and that’s not a pretty picture.

I cannot find a definitive percentage of how many people statistically lose their medical certificates during their career, although generally in the crew forecasts that Boeing and Airbus regularly produce, this is factored in. However, our lack of enthusiasm as we approach retirement age to go all the way will be another constraint on available crew.

Returning to the question of would we do it all again? As mentioned previously, overall, 71% of us would, while regionally 96% in South America would, 81% for the USA but down to 67% for Europe – probably as a result of super tight rosters, fatiguing flight time limitations and extremely busy airspace.

When asked about our perceived threat of automation taking over the cockpits of the future, 40% expressed concern that single pilot, and pilotless cockpits of the future would impact job security.

This percentage pretty much ties up with the age demographic of responders under 35 years old. Us 50 plus types are not unduly weighed down with this futuristic threat as even pilotless cockpit prototypes are yet to fly and are not anywhere close to reality. I plan on watching these developments from my retirement spot on the beach.

Statistics and number crunching hardly excites me, but this basic set of data does give a little insight into what makes us tick in the job market.

As I find myself entering the job seeking market for the first time in 23 years due to the implosion at my current employer, the prospect of such a search seems strangely relaxed. Possibly because my personal financial obligations are well under control and my flight school, epically busy as ever, has a squadron of old Cessna 172s that are in huge demand around the world at present.

The prospect of huge upheaval and relocation is what seems the most daunting, as well as the separation from my close family and friends.

I am most looking forward to the massive explosion of hiring once that virus has been beaten into submission, and the opportunities that currently are temporarily on hold, to return with a vengeance.

Here’s to an interesting next few months in the global airline job market. 

Work-life balance rated as the most important aspect for those surveyed.

FlightCom Magazine

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Image SITA

Connectivity G illes B loch -M orhange - SITA

A strong 5G network can manage a million devices in each square kilometre, compared to just 10,000 devices with 4G.

THE 4IR, 5G MOBILE TELEPHONY & AVIATION SITA, the leading IT provider for the air transport industry, has made six predictions about how ultra-fast 5G mobile telephony networks will bring major change for airports, airlines, and passengers. With download speeds of up to 400MB per second, 5G will be a game-changer.

T

HE potential for innovation is huge and airports, airlines, and passengers will feel the force of 5G in very different ways. SITA’s predictions are based on unique IT insights and emerging air transport industry technology trends.

They follow hot on the heels of 5G trials like the recent ones carried out by both London Gatwick Airport and Beijing’s

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FlightCom Magazine

new Daxing International Airport services which signpost our entry into a new era of ultra-connected air travel.

The adoption of 5G technology is gradually making its way into Africa as well. As of January 2020, commercial 5G networks have been deployed in Lesotho and South Africa. However, technology company, Ericsson predicts that 5G adoption will accelerate considerably on the

continent. Over the next six years, Africa and the Middle East are expected to have the highest growth rate in 5G availability in the world.

Gilles Bloch-Morhange, VP SITA Platform, said: “5G is already enhancing our existing applications at airports, for aircraft communications, airport operations, baggage management, and of course passenger processing. And it’s impossible to talk about 5G without discussing Internet of Things, Artificial Intelligence and the other applications it enables. We’re already using 4G for IoT applications for several applications around our biometric passenger processing solution, such as Smart Path and baggage management and the uptake of 5G will provide many more opportunities.”

5G is coming fast. According to CSS Insight data, there will be 340 million 5G connections globally by 2021 and a staggering 2.7 billion by 2025, mostly in developed markets. In money terms, in the

1. 5 G WILL BE THE LIFEBLOOD OF IOT 5G will soon be commonplace at airports and the idea of everything intelligently connected to everything will be viable.

The Internet of Things (IoT) brings the inherent need to manage increasing amounts of objects and therefore data.

Today’s 4G technology can manage around 10,000 devices in each square kilometer; a 5G network can manage a million. Multiple objects at airports will interact with people and objects will interact among themselves.

With 5G, connectivity will be much more fluid and flexible. The new networks will enable massive data flows, providing secure, real-time, predictive and historic views of airport operations. This will make collaboration between airports, airlines, ground handlers, air traffic managers and concession holders easier and effective.

The result will be the intelligent monitoring of queues throughout the airport and tracking and controlling autonomous vehicles that assist passenger journeys.

Vehicles on the ramp will be served by connected smart tugs and baggage carts.

Wheelchairs, mobile kiosks, and robotic assistants will be controlled remotely.

It is not all about bandwidth. 5G’s low latency will make autonomous vehicles much safer. With signals going up to 100 times faster than 4G, the speed of digital instructions will make the difference between a vehicle traveling tens of metres or just a few centimetres before taking corrective action.

2. 5G WILL POWER AIR TRANSPORT-SPECIFIC AI APPLICATIONS 5G connected Artificial Intelligence (AI) will solve major pain points at airports and borders. For example, biometrically matching passengers to their bags will be simple. AI will be able to recognize unique scuff marks, creases, and material characteristics to distinguish between seemingly identical bags and match them to the correct passenger.

AI-assisted computer vision will continually scan boarding gate areas and

intelligently predict capacity issues for hand luggage on flights and enable staff to act accordingly before boarding.

3. 5G WILL DRIVE OPERATIONAL EFFICIENCY, INCREASE ANCILLARY REVENUES AND CUT COSTS Putting IoT and 5G together will offer great opportunities for airlines and airports to unlock the value of all their data to deliver tangible business benefits.

All airport assets will be connected, making monitoring efficiency and optimising usage much simpler. It will, for example, provide the tools to make vehicle usage around the airport more efficient, delivering considerable savings in fuel costs and overall resources, including labour.

4. 5 G WILL MEAN EXPLOITATION OF THE POTENTIAL OF ‘FLYING DATA CENTRES’ 5G will enable the next-generation aircraft to exchange vast amounts of data around the airport and at the gate.

The fast transmission of aircraft data, and analysis of that data, will enable proactive maintenance, quicker aircraft turnaround, more on-time departures and, most importantly, an improved customer experience.

Convergence of 5G and satellite communications will serve the end-to-end approach of the aircraft as an IoT-flying device, connecting it with all the relevant systems.

5. AIRPORTS WILL CONTROL WI-FI QUALITY AND HAVE IMPROVED DISRUPTION MANAGEMENT CAPABILITIES We see opportunities in licensed and unlicensed 5G spectrums thanks to new 5G standards. Airports will have more control of quality of service in their private and public spaces, converging 5G with WiFi networks to create a seamless mobile experience, with continuous connectivity.

5G is likely to replace the commonly used digital radio communications service TETRA, which is only voice-enabled, for operational and mission-critical services, providing a secure network for running airport operations. Airport staff will have access to real-time rich video updates and live feeds based on evolving scenarios and locations, as well as CCTV feeds for computer vision analysis for many functions and enabled remote biometrics.

6. 5G WILL DELIVER THE DIGITAL TRAVELLER PROMISE For passengers, real-time augmented reality and personalized mobile services will be provided, combining all data exchanged from the various applications and interactions with the building and objects. The airport will provide passengers with relevant, contextualized information and services to assist and entertain them.

HD films will download in seconds, entire series will be available to watch offline almost instantly and passengers will be able to live stream sports events in crystal clear quality, no matter how busy the airport. 

Image: Reuters

aviation industry 5G amounted to just USD 0.2 billion in 2019 but is projected to reach USD 4.2 billion by 2026.

Fast forward: how will we use 5G in 2025?

A 5G network promises an internet speed of up to 1.2Gbps, which will gradually reach 10Gbps — more than 100 times faster than 4G.

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PROF PHILIPPE-JOSEPH SALAZAR

LE AG LE E AG LE:

Converting your South African licence to an EASA licence EASA, do you have a licence for this monkey?

With the decline in SAA and the shrinking of job opportunities young pilots are looking abroad to get a career going. There has been an enormous upturn in interest in how to convert a South African licence to a European one.

LEFT: There is a whole book on how to get an EASA licence - but Prof Salazar breaks it down to simple steps for us in Africa.

I 17

N The Return of the Pink Panther, Inspector Clouseau asks a street musician in Paris, “Doo yoo ’ave a leeseunce for yeur meunkee?” A young pilot with whom I enjoyed a nav to Graaff-Reinet FAGR put

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on a Clouseau accent and asked me: “Can I get a leeseunce for this meunkee? ” – he meant his CPL. He knew my PPL/NR has been ‘validated’ by the French. He called it a conversion. It’s not quite a conversion – even with a French accent.

So how do you convert your South African licence to a European (EASA) one?

Step by step, let us follow the Pink Panther’s trail of a “conversion” by the European Aviation Safety Agency (EASA).

Step #1: Aircrew Regulation: EASA pilot licensing is framed by (full rich) the COMMISSION REGULATION (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council. Lean title: Aircrew Regulation, or R1178/2011 (as at 5/3/2020) (references below are to this doc). It sets EASA “common requirements” for licensing but only Member States of the EU (plus Iceland, Lichtenstein, Norway, Switzerland) are “competent” to deliver licences. Not EASA. Step #2: Part-FCL: Annex I of Aircrew Regulation deals with pilot licences, or “Flight Crew Licences” (FCL) (pp. 17106, plus 9 Appendices about syllabuses, training exercises, exams, tests etc., pp. 107215). Europeans refer to “Part-FCL” as we do to “Part 65” of our CARS. Step #3: “Acceptance” of your SACAA

licence (PPL, CPL, ATPL, and ratings).

Because South Africa has Third Country status, Member States “may accept” your ICAO compliant licence (Article 8.1, p. 10) according to specific rules (Annex III, A and B, pp. 224-228). This is the part that matters to you! National rules may differ a bit (“derogations”). In short, you will apply to a Member State CAA to have your licence “accepted”. But not to EASA. Step #4: “Acceptance” by the UK CAA: the UK became a Third Country on 31/1/2020 but she is “treated” as a Member State until 31/12/2020 only. So, from 2021, when the UK gains full Third Country status, what may happen to a UK CAAissued EASA validation or conversion is unclear. Call Boris.

Step #5: “Acceptance” covers two different procedures: “validation” and “conversion”.

Step #6: Conversion. Whether you hold a SACAA PPL, CPL or ATPL, what you’ll get is an EASA Part-FCL PPL with a singlepilot class or type rating (Annex III, B, 1, p. 227). See boxed text. In short: you’ll fly private. Sorry for the monkey. Let’s call it the basic conversion.

Step #7: Validation is set by Annex III, A, 1-7 (pp. 224-227) and allows you to use your home PPL, CPL or ATPL either for “non-commercial” (private) or for “commercial activities”. Validation sounds grand but beware!

Each European Authority issues its own licences.

Step #8: “Non-commercial” (private). This is what you want if, like me, you are a GA pilot and want to swan around Saint-Tropez or the Dordogne. Whether you hold a PPL/CPL/ATPL, you are given only the privileges of a PPL (if you want to add your IR you have to provide relevant docs). It is a fairly easy procedure. How do you go about it? You contact the CAA of your choice or SACAA since they must verify your licence. You must hold at least a valid ICAO medical certificate Class 2, so your SACAA medical will do the trick. Each CAA does its own thing: in my case the French were easy going – everything was done by email, and SACAA was fast too. It is valid for one year (at a time, for now). I renewed mine several times.

Step #9: Validation of CPL/ATPL. Don’t bother! It is a lot of work to achieve sweet nothing since it is valid for one year only!

Unless you are sure to find plenty of dosh at the end of the runway by flying for “specific tasks of limited duration, such as instruction flights for initial entry into service, demonstration, ferry or test flights” (pp. 226-227). If you still want to brag, just think twice: it involves a revalidation skill test, a demonstrated knowledge of operations and Part-FCL (Air Law, if you wish), a demonstrated English proficiency, a Class 1 medical in line with EASA Part-MED (Annex IV) which means a costly visit to a EASA-approved doctor, and a range of flying experience requirements depending upon the licence and rating you hold. They are neatly tabled on pp. 224-225.

The UK CAA website is worth checking (page: validating a non-EU licence for work in the UK).

Step #10: period of validation. To repeat my warning: it cannot exceed one year (with one-year extension if you are training for a “commercial” EASA licence (read: CPL/ATPL). In short, a validation is an expedient if you are sure to strike gold in 12 months.

Fine if you are a GA flyer, otherwise no.

Step #11: training requirements? As a rule, for both validation and conversion, the competent CAA must make sure you meet the requirements of Part-FCL. How does this CAA see to it? “On the basis of a recommendation from an approved training organisation” (Article 8.2). In short: you join an Approved Training Organisation.

This also means that “the requirements of course duration, number of lessons and specific training hours may be reduced” as advised by the school (Article 8.3). Some CAAs have a reputation for being pernickety (German). Others for their straightforwardness (Irish).

Pick one. As I said, except for the non-commercial validation, which is easy to get but is of little use to a young pilot who wants to get a career going, that is a lot of trouble for just one year.

Solution? Be a smart Pink Panther and retrain: my young pilot friend in search of a licence for his CPL monkey is likely to do it in the UK or at one of the some 18 ATOs, EASA approved worldwide, that offer “conversion courses”. In effect these courses will help him secure an EASA conversion to PPL Part-FCL (Step #6 and boxed text) and then put him through the training required to meet the requirements of CPL Part-FCL. You can call this extensive and expensive new training a “conversion”, and the UK CAA does. In fact, you retrain but, in the case of a CPL, you’ll get some of your flying hours credited at the discretion of the licensing authority and on the recommendation of the ATO where you enroll. But you’d better brace yourself for the written exams as you will not be credited for any theoretical knowledge exam you had passed under our sunny skies. The only break you’ll get is that you may just be allowed to attend less ground school, at the EASA-approved ATO’s discretion.

And what if you are a top monkey, with an ATPL with current flying experience? ATPL pilots with an ICAO/SACAA licence can get full credit for hours flown and for any training that precedes theoretical examinations and skill test (Article 8.4). Again, CAAs vary: the French DGAC is cool (for once, no red tape): send a form and present yourself “directly” at these examinations, i.e. without enrolling at an ATO. I am told the German CAA, LuftfahrtBundesamt, seems hard to negotiate. The Italian ENAC is a model of clarity in its EASA-aligned requirements – if you know Italian. In any event a top monkey must prove that she has met the EASA PartFCL experience requirements set out in the Regulations, at FCL510 A or H paragraph b (p. 47-48).

THE PINK PANTHER GUIDE TO THE BASIC CONVERSION

Source: EASA eRules Easy Access Rules for Flight Crew Licensing (Highly recommended!)

1. A PPL/BPL/SPL, a CPL or an ATPL licence issued in compliance with the requirements of Annex 1 to the Chicago Convention by a third country may be converted into a PartFCL PPL/BPL/SPL with a single-pilot class or type rating by the competent authority of a Member State.

This Annex defines Standards and Recommended Practices for the licensing of flight crew, including training. SACAA is compliant,

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so is your licence. B refers to balloon and S to sailplane i.e. glider, not to our SPL! 2. The holder of the licence shall comply with the following minimum requirements, for the relevant aircraft category: (a) pass a written examination in Air Law and Human Performance: Human Performance is pretty standard but Air Law (see my own book…!) involves local differences for instance in the way regulations are presented. Our Civil Aviation Regulations is what the Brits refer to as the Air Navigation Order (ANO): Medical Certification is not Part 67 – it is Part 6 Chapter 3. AICs in the UK are colour coded – the pink ones matter most to a pilot, says the Panther. (b) pass the PPL, BPL or SPL skill test, as relevant, in accordance with Part-FC: This should pose no problem. Again: “S”PL refers to gliders in EASA lingo. (c) fulfill the requirements for the issue of the relevant class or type rating, in accordance with Subpart H; Subpart H is a 70-page document with regulations on class and type ratings to ensure competency. Article 8.2-3 provides for a reduction in course duration, and number of lessons and training hours on the recommendation of your EASA-approved ATO. (d) h old at least a Class 2 medical certificate, issued in accordance with Part-Medical: Note, “at least” since the base line is PPL, and it is PartMED, not your ICAO/SACAA medical (which is good for a noncommercial validation only).

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(e) d emonstrate that he/she has acquired language proficiency in accordance with FCL.055: Brush up your “English Spoken in Cockpit”. English Language Proficiency (ELP) includes to “handle successfully the linguistic challenges presented by a complication or unexpected turn of events”. See my Air Law for ICAO language proficiency standards. (f) have completed at least 100 hours of flight time as a pilot.

Not PIC, but simply flight time. They need to see your logbook.

Some CAAs want originals (!), some don’t. Check with your ATO. 

What does it take to convert your SA licence to an EASA licence?

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Defence

ATAC is also offering a range of ex-military jets including the Israeli Kfir.

D arren O livier

OUTSOURCING AIR FORCE TRAINING Late last year, the United States Air Force awarded seven separate companies components of a massive multi-year US$ 6.4 billion contract for the provision of ‘Red Air’ adversary air combat training. There are useful lessons to be learned for Africa.

W

HILE notable for its size, ‘Red Air’ was an expected development in a long-term trend. Air forces around the world are outsourcing increasing levels of their training and support functions, as doing it all in-house has become ever more financially nonviable. For African air forces this may be a far more cost-effective solution than inhouse training. The question arises: How useful is outsourcing training, and how far can it go?

Outsourcing of military support tasks to the private sector has been around for decades, but saw much more widespread adoption after the end of the Cold War as NATO air forces had to adjust to steep cuts in defence spending and transitions away from conscript forces. The first functions

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to be outsourced were low-level tasks that were obviously more cheaply done by the private sector such as facilities cleaning and catering. But before long, air forces began integrating the private sector into ever more high-level support tasks, including aircraft and other systems maintenance.

These days it’s difficult to find a western air force that hasn’t outsourced parts of its aircraft maintenance process. It has increasingly become more cost-efficient to focus in-house military maintenance capabilities at the organisational and intermediate levels, which require more common and easily trainable skills, rather than at the depot level which requires rarer skills and capabilities. That helps resolve one of the biggest struggles of any allvolunteer air force, which is training up and then keeping personnel who are highly skilled in a certain specific area and would

earn far more in the private sector.

The approach is not without its risks though. The Royal Air Force (RAF) for instance contracted the engineering arm of Flybe, the regional British airline, to perform depot-level maintenance, repair, and operations (MRO) support at Brize Norton air base for its fleet of Airbus Military A400M transport aircraft. Now that Flybe has entered liquidation that support contract is at risk, causing sleepless nights within RAF Transport Command while they wait to see how the liquidation will turn out and whether another company will buy out Flybe’s engineering business and continue the contract.

Despite risks like these, the RAF has extended outsourcing even to operational support functions like air crew training and aerial tanker support over the past two decades. Unlike other air forces which have contracted private aerial tanker operators like Omega only to supplement their own fleets, the RAF relies entirely on the Voyager aerial tankers of the AirTanker consortium and no longer maintains its own in-house fleet. It’s quite an elegant solution, with all the pilots being trained as RAF Reservists despite being employed

by AirTanker and the aircraft being dual-

certified for both civilian and military use.

This allows AirTanker to lease out any aircraft that are not immediately needed by the RAF, driving down the operating costs of the fleet. The RAF also benefits from being able to insist on minimum availability and serviceability levels without having to worry about micromanaging the process of achieving them.

Similarly, the RAF, Royal Navy, and British Army took the unprecedented step of outsourcing their entire pilot training system under the UK Military Flying Training System (UKMFTS) to a series of private industry consortia. While the training is still performed inside existing military bases, and in some cases RAFowned aircraft are used like the small fleet of Hawk T.2s for the Fast Jet Training (FJT) contract, the UKMFTS suppliers provide instructors and aircraft like the Grob G120TP, Beechcraft T-6C, Beechcraft King Air, Airbus H135, Airbus H145, and the Embraer Phenom 100 amongst others for Elementary Flying Training (EFT), Basic Flying Training (BFT), Multi Engine Pilot Training (MEPT), and Rotary Wing Training (RWT).

It’s a hugely ambitious and complicated set of contracts, and thus far has not performed well. The UK’s National Audit Office issued a scathing report on UKMFTS in 2019, claiming that it took over seven and a half years for a pilot to qualify on a front-line fighter aircraft like the Eurofighter Typhoon or LockheedMartin F-35 mostly as a result of delays in the UKMFTS training process caused by too few instructors and available aircraft.

The report showed that pilots undergoing training often had to wait weeks for slots to open up, causing large backlogs in pilot training numbers and placing strain on operational flying squadrons.

The companies involved have, in turn, responded by pointing out that over the time the UKMFTS contracts have been negotiated the UK has gone through a number of strategic reviews which caused training requirements to fluctuate by large margins without a consequent renegotiation of the terms of the contracts. This is not entirely inaccurate, but it does prove that this model isn’t quite as flexible at scaling to meet demand as its original proponents and planners claimed. That has important implications for any air force looking to repeat the RAF’s approach to training.

Ultimately though the UKMFTS and AirTanker set of contracts are likely here to stay, and what problems they have

will be addressed through better contract management rather than by returning the functions to in-house military units.

The trend is only going to increase, as air

decidedly blurs the lines.

This brings us back to the US’s Red Air contracts. Of course, having private companies provide dissimilar aircraft

all kinds of ex-military jets fulfil the requirement, such as Cheetah Cs from the South African Air Force forces have to enhance their operational capabilities to meet new threats despite static budgets and a difficulty in recruiting and retaining skilled personnel. We should also expect to see companies offering pooled options to various countries to spread costs even further.

One question that will inevitably arise is at which point this outsourcing ceases to

training is not a new thing, with companies like Draken, ATAC, and Top Aces having performed the service for North American customers for decades using ex-military aircraft like Kfirs, A-4s, MB-339s, MiG21s, and L-39s amongst others. But the new contracts take it to another order of magnitude and are expected to eventually replace the US Air Force and US Navy’s

Cheetah C being prepared for delivery to Draken - note last flight pilot and date painted on side.

be seen as merely support work and begins to resemble outright military activity. So far in most cases they’re safely on the legal side of that line by performing supportonly functions at home, but the US military has been experimenting with using private contractors to fly surveillance aircraft in support of military operations in a role that

own in-house ‘aggressor’ squadrons in the adversary training role.

This is a risky move, but a potentially enormously rewarding one. Whereas earlier adversary contracts with companies like Draken and ATAC focused on relatively simple aircraft without advanced radars or other avionics, the new contracts required all

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Some of the mix of types being operated by private contractors for Air Force training.

seven contracted companies to purchase and operate 3.5 generation aircraft with onboard systems capable of offering a realistic level of threat training. The companies in turn have scrambled to bring into service all kinds of ex-military jets to fulfil the requirement, such as Mirage F1s from the French and Spanish Air Forces, Cheetah Cs from the South African Air Force, and F/A18s from the Royal Australian Air Force.

This means that the sheer diversity of the types that American pilots will fly against is breath-taking and more than any other country can offer, yet being done in a way that avoids the need to maintain all these different types within stringent military logistics systems.

The downside is that managing performance and delivery on these contracts is going to be an extremely difficult task,

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especially given that it’s so difficult to judge the quality of the level of training provided when there’s so little commonality between suppliers. Simple metrics like aircraft availability aren’t going to be good enough to ensure consistent quality across all training.

The lessons of AirTanker, UKMFTS, and others give some answers. First, when outsourcing anything, let alone contracts of this scale and breadth, having strong contract management skills is non-negotiable.

If that aspect is weak, outsourcing will always fail. Second, contracts have to be carefully written and planned to have fair and objectively measurable standards for delivery, along with penalty clauses for non-compliance that have real teeth. Third, flexibility has to be traded for certainty, which means that contracts should be

guaranteed for at least five years at a time and long-term planning put in place regarding defence spending to ensure that cuts are not implemented to the programmes at inopportune moments. The alternative is higher costs, lower performance, and fewer companies willing to bid.

With all that in mind the ever increasing outsourcing of even critical support functions might offer up some worthwhile opportunities for African air forces. Why, after all, do all pilot training in-house if the same outcome might be achieved at lower cost by using a private company? Worth thinking about. 

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Drones R oy E zze

AFRICAN STATES GRAPPLE WITH UAV REGULATION Like almost everywhere else in the world, Africa is having to come to grips with the challenges of integrating drone operations with manned aviation.

Drones are also used in mapping coastlines, agricultural areas and oil fields.

T

HE challenge is to ensure the safe co-existence of Unmanned Aerial Vehicles (UAVs) generally referred to as drones. Individual African states are taking steps to develop temporary frameworks to regulate the operation of drones in their airspace.

AWAITING REGULATION At a drones conference in Rwanda in early 2020, Mr. Tefera Mekonen, Secretary General of the African Civil Aviation Commission (AFCAC), proposed to conduct awareness and capacity building around drone operations to clearly distinguish between civil and military uses.

He also pledged to work with ICAO and partners to develop a continental framework to harmonise policies across countries and regions, as well as enhance national collaborations, partnerships, networks and knowledge exchange to facilitate upscaling and the use of drone technology.

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In a further drone meeting in Lagos, Nigeria, stakeholders sought to fasttrack drone regulation procedures, and thus hopefully to open a floodgate for the benefits of drones to operators and the broader economy.

Though the volume of air traffic in Africa is remarkably low compared to most other regions, with Africa having less than 3% of global air passenger traffic and less than 2% of global air cargo traffic, the trend of unmanned aircraft in parts of Africa might suggest drone operations could grow much faster than manned aircraft traffic in Africa.

STATES ARE OPTIMISTIC Several African states have come up with stop-gap strategies to regulate the operation of drones in their airspaces. Beyond reaping the benefits expected from the operation of drones, African States are compelled to regulate drones in order to ensure safety and security of drones coexisting with manned

aircraft. Other issues of respect for privacy are also of concern.

Ghana, for instance, has laid out comprehensive guidelines for the regulation of drones in its airspace, including charges and fees for various categories of drones.

The Ghana regulator (GCAA) has aligned itself with widely accepted standards by specifying that drones may not be operated above 400 ft agl and out of visual line of sight. GCAA also has guidelines for the regulation of drone pilots and pilot instructor licensing, as well as the change of ownership of RPAS, and regulation of RPAS associations and clubs in Ghana.

In Sierra Leone, the challenge of regulation of drones is still receiving attention from the Sierra Leone Civil Aviation Authority, which is collaborating with other partners like the Directorate of Science, Technology, and Innovation (DSTI) and others. The Sierra Leone government partnered with UNICEF, late in 2019, to launch a drone corridor to facilitate medical supplies. The government is also working on a drone ecosystem to enhance the development of research and skills development locally.

In Bamako, Mali, drones are in use for mapping as part of efforts in environmental protection. In Malawi, Ghana and Rwanda, drones are used to overcome the challenges of distance and poor land transport infrastructure, while delivering medical supplies. Dr Moinina David Sengeh, Chief Innovation Officer of UNICEF, said “drone blood deliveries in Ghana and Rwanda are saving lives.”

Nigeria’s Minister of Aviation, Senator Hadi Sirika, said drones pose a risk and should be regulated without compromising the benefits for leisure and other economic

activities. Nigeria, as Africa’s most populous and largest economy, projects government revenue of $2.1billion revenue from drone regulation.

Currently, drones are in high demand in Nigeria for the monitoring of coastlines, oil installations, mapping and leisure activities. Local governments have recently issued requests for proposals for drone monitoring of government installations.

Proposed Nigerian regulation for drones was expected to take effect from January 2020, and aims at “full and total integration of unmanned aerial systems (UAS)” with civil aviation in Nigeria.

Capt. Dele Sasegbon, of the Nigerian Civil Aviation Authority (NCAA), said drone operators must display their registration on their UAVs, while operators must report any safety issues to the NCAA. “If you have to fly in the airspace you have to be identifiable and follow the rules and regulations,” he said.

There is a strong quasi-military involvement. Air Vice Marshal Olufemi Idowu (Rtd.), President of the Nigeria Unmanned Systems & Robotics Association (NUSA) and CEO of Noble Logistics,

KENYA IS EXPECTED TO LIFT ITS BAN ON DRONE OPERATIONS IN 2020 called for continued discussion among drone users, manufacturers, regulators and other stakeholders to ensure the best outcome for the drone industry in Nigeria.

Col. Ayokunle Owolabi from Nigeria’s Office of the National Security Adviser (NSA) stated that NSA is engaged in a sensitisation and awareness campaign, a regular review of RPAS advisory circulars as well as enforcement of regulations to ensure improved security in the use of drones, while working closely with NAMA, Nigerian Air Force (NAF), and the NCAA. Kenya is expected to lift its ban on drone operations in 2020, with the introduction of its Unmanned Aircraft Systems Regulations 2019.

Drones are used for medical supply deliveries.

CAUTION DECELERATES DRONE ACTIVITIES Overall, slowly evolving national regulations has slowed the penetration of drones activities and attendant benefits in Africa, and more applications for registration continue to stack up in various States. In Nigeria, for instance, over 500 requests from potential operators are being processed. Currently, about 10,000 drones operate in Lagos alone, according to a source from the local Civil Aviation Authority.

Extreme caution over security challenges especially in those countries facing security issues, like Kenya and Nigeria, is a major factor slowing down the implementation of the regulation already developed by their CAAs. In Nigeria, for instance, the NSA is said to be taking stringent precautions in screening drone operators; while the Kenyan parliament instigated the banning of the use of drones in March 2019, citing

the possibility of security risks.

Given these security concerns, overall, large drones for cargo particularly may face more rigorous approvals.

Perhaps, a more universal regulatory framework from ICAO could bring more confidence concerning drones regarding national security. “ICAO has already begun updating its standards, and it has also hosted a series of ‘Drone Enable’ events bringing together innovators from the private sector and regulators from the public sector to help realise effective global solutions to these challenges, said Dr. Fang Liu, Secretary General of ICAO. Worldwide, regulators in Africa are seeking to strike a balance between fostering innovation without undue delays and red tape, while at the same time ensuring a safe, effective, equal opportunity and socially sustainable regulatory framework, said ICAO’s Dr. Fang Liu. 

Drones helping with wildlife conservation.

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Briefing G uy L eitch

AVIATION’S CONTRIBUTION to World Economic Growth The airline industry is under pressure from many sectors – such as President Trump’s trade wars and Boeing's problems with the 737 Max. This makes it worth looking at the contribution aviation makes to the global economy. We will therefore run a short series of articles that describe the contribution of the air transport industry, first globally, then to African and finally to South Africa.

I

N a 2016 report for IATA, Oxford transport sector supports 65.5 million jobs Economics analysed the economic and $2.7 trillion in global economic activity, and social benefits of aviation at a according to new research released by the national level in over 50 countries and Air Transport Action Group (ATAG). The used the results of that assessment report, titled: Aviation: Benefits beyond to create a comprehensive global borders, explores the fundamental role picture of air transport’s many benefits. civil aviation plays in today’s society The Air Transport Action Group and addresses the economic, social and (ATAG) expanded the analysis to build a environmental impacts of this global unique view of how the air transport system industry. provides jobs, trade, connectivity, tourism, ATAG’s Executive Director, Michael vital lifelines for many remote communities Gill, said: “There are over 10 million women and rapid disaster response.

Aviation is one of the most global industries: connecting people, cultures and businesses across continents.

Aviation has continued to expand. It has weathered crises and demonstrated long-term resilience, becoming an indispensable means of transport.

Historically, air transport has doubled The ATAG report. in size every 15 years and has grown faster than most other industries. In 2016, and men working within the industry to airlines worldwide carried around 3.8 make sure 120,000 flights and 12 million billion passengers annually with 7.1 trillion passengers a day are guided safely through revenue passenger kilometres (RPKs). their journeys. The wider supply chain, Fifty three million tonnes of freight were flow-on impacts and jobs in tourism made transported by air, reaching 205 billion possible by air transport show that at least freight tonne kilometres (FTKs).

65.5 million jobs and 3.6 percent of global According to the Global Sustainable economic activity are supported by our Aviation Summit report, the global air industry.”

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The report also looks at two future scenarios for growth in air traffic and related jobs and economic benefits. With an open, free-trade approach, the growth in air transport will support some 97.8 million jobs and $5.7 trillion in economic activity in 2036. However, if governments create a more fragmented world with isolationism and protectionist policies, over 12 million fewer jobs and $1.2 trillion less in economic activity would be supported by air transport.

“By working with one another, learning from each other’s cultures and trading openly, we not only create a stronger economic outlook, but we also continue the conditions for peaceful interaction across the globe. Aviation is the key driver for this positive connectivity.”

The Airports Council International Director-General, Angela Gittens, said: “Airports are crucial links in the air transport value chain that drive economic and social benefits for the local, regional and national communities they serve.’’

Airports act as catalysts for employment, innovation, and improved global connectivity and trade. In responding to the growing global demand for air services, airports – in partnership with the wider aviation community – are also taking

How aviation bridges the world.

a lead role in minimising and mitigating the environmental effects of aviation and pursuing sustainable development�.

A remarkable metric is that every day, around 120,000 flights transport over 12 million passengers and around USD18 billion worth of goods.

Aviation provides the only rapid worldwide transportation network, which makes it essential for global business. It generates economic growth, creates jobs and facilitates international trade and tourism. According to recent estimates by the cross-industry Air Transport Action Group (ATAG), the total economic impact (direct, indirect, induced and tourism-

supported a total of 62.7 million jobs globally. It provided 9.9 million direct jobs.

Airlines, air navigation service providers and airports directly employed over three million people. The civil aerospace sector (the manufacture of aircraft, systems and engines) employed 1.1 million people. A further 5.5 million worked in other onairport positions. 52.8 million indirect, induced and tourism-related jobs were supported by aviation.

These estimates do not include other economic benefits of aviation, such as the jobs or economic activity that occur when companies or industries exist because air travel makes them possible, the intrinsic

The world's biggest aiports (source ATAG).

connected) of the global aviation industry reached USD2.7 trillion, some 3.5 percent of world’s gross domestic product (GDP) in 2014.

The air transport industry also

value that the speed and connectivity of air travel provides, or domestic tourism and trade. Including these would increase the employment and global economic impact numbers several-fold.

These are some of the key points from these two seminal analyses: Air transport provides the only rapid worldwide transportation network, which makes it essential for global business and tourism.

It plays a vital role in facilitating economic growth, particularly in developing countries. Airlines transport over three billion passengers annually with revenue passenger kilometres (RPK) totalling over six trillion in 2014.

Over 50 million tonnes of freight was carried by air in 2014, amounting to just under 786 billion freight tonne kilometres (FTK).

Air transport facilitates world trade, are helping countries contribute to the global economy by increasing access to international markets and allowing globalisation of production. The total value of goods transported by air represents 35% of all international trade.

Air connectivity contributes to improved productivity by encouraging investment and innovation; improving business operations and efficiency; and allowing companies to attract high quality employees.

Aviation’s global economic impact (direct, indirect, induced and tourism catalytic) is estimated at $2.7 trillion, equivalent to 3.5% of world gross domestic product (GDP). These figures do not include other economic benefits of aviation, such as the jobs or economic activity that occur when companies or industries exist because air travel makes them possible. Neither does it include the intrinsic value that the speed and connectivity of air travel provides, or domestic tourism and trade. Including these would increase the employment and global economic impact numbers several-fold.

Around 1,400 airlines operate a total fleet of over 26,000 aircraft. They serve almost 4,000 airports through a route network of several million kilometres managed by 173 air navigation service providers.

AVIATION JOB CREATION Air transport is a major global employer.

The air transport industry supports a total of 62.7 million jobs globally.

It provides 9.9 million direct jobs: airlines, air navigation service providers and airports directly employ over three million people and the civil aerospace sector (the manufacture of aircraft systems, frames and engines) employs 1.1 million people. A further 5.5 million work in other on-airport

FlightCom Magazine

30

positions.

There are 11.2 million indirect jobs generated through purchases of goods and services from companies in its supply chain.

Industry employees support 5.2 million induced jobs through spending of wages.

TOURISM AND SOCIAL BENEFITS Aviation is indispensable for tourism, a major engine of economic growth, particularly in developing economies.

Globally, 54% of international tourists travel by air. Aviation-enabled tourism generates around 36.3 million jobs globally.

Air transport invests substantially in vital infrastructure. Unlike other transport modes, the air transport industry pays for a vast majority of its own infrastructure costs (runways, airport terminals, air traffic control), rather than being financed through taxation and public investment or subsidy (as is typically the case for road and railways).

In 2014, airports invested $37 billion in construction projects, creating jobs and building new infrastructure. The benefits to society of research and development spending by the aerospace industry are estimated to be much higher than in manufacturing as a whole. Every $100 million of spending on research eventually generates additional GDP benefits of $70 million, year after year.

Air transport provides significant social benefits. Air transport contributes to sustainable development. By facilitating tourism and trade, it generates economic growth, provides jobs, improves living standards, alleviates poverty and increases revenues from taxes.

The increase in cross-border travel is a reflection of the closer relationships developing between countries, both between individuals and at state level. In the same way, eased restrictions on the movement of goods and people across borders facilitates the development of social and economic networks that will have long-lasting effects.

This improved flow of people and goods benefits both the host and the originating countries, encouraging increased social and economic integration.

Air transport offers a vital lifeline to communities that lack adequate road or rail networks. In many remote communities and small islands, access to the rest of the world and to essential services such as health care is often only possible by air.

Aviation’s speed and reliability are perhaps most immediately apparent in the delivery of urgently needed assistance during emergencies caused by natural

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FlightCom Magazine

How airlines are saving fuel (source ATAG).

disaster, famine and war. Air services are particularly important in situations where physical access is problematic.

AVIATION AND CLIMATE CHANGE Air transport is working to mitigate its environmental impact: Airline operations produced 739 million tonnes of carbon dioxide (CO2) in 2014 (and 781 million tonnes in 2015), just under 2% of the total human carbon emissions of over 36 billion tonnes.

The aviation industry agreed in 2008 to the world’s first set of sector-specific climate change targets. The industry is already delivering on the first target to continue to improve fleet fuel efficiency by 1.5% per year until 2020. From 2020, aviation will cap its net carbon emissions while continuing to grow to meet the needs of passengers and economies.

By 2050, the industry has committed to reduce its net carbon footprint to half of what it was in 2005.

Companies across the sector are collaborating to reduce emissions using a four-pillar strategy of new technology, efficient operations, improved infrastructure How airfares have come down in price (source ATAG).

and a global market-based measure to fill the remaining emissions gap.

Modern jet aircraft are 75% quieter than the models that first entered into service and each new generation of aircraft continues this improvement.

Over 2,200 passenger flights operating partially on sustainable biofuels have taken place so far. It is expected that shifting to alternative aviation fuels could reduce CO2 by as much as 80%, compared with traditional jet fuel.

Air transport will continue to provide jobs. Forecasts suggest that, in 2034, there will be over 5.8 billion passengers and aviation will support 99 million jobs and $5.9 trillion in economic activity (a 122% increase on 2014 figures).

However, if growth were to slow by just 1%, the total number of jobs supported by the air transport sector (including air transport supported tourism) would be more than 10.5 million lower than the base forecasts and the contribution of the air transport sector to world GDP would be $690 billion (2014 prices) lower, with an additional $350 billion lost through lower tourism activity. ďƒź

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BOOK YOUR SPACE AT AERO SA 2020 NOW! CONTACT BOOK YOUR SPACE AT AERO SA 2020 NOW! CONTACT Annelie Reynolds, International Sales Marlene Bosch, South African and African Sales BOOK YOUR SPACE AT AERO SA 2020 NOW! CONTACT Annelie.Reynolds@za.messefrankfurt.com or +27 11 494 3114 Marlene.Bosch@za.messefrankfurt.com or Sales +27 10 599 6172 Annelie Reynolds, International Sales Marlene Bosch, South African and African Annelie.Reynolds@za.messefrankfurt.com or +27 11 494 3114 Annelie Reynolds, International Sales Annelie.Reynolds@za.messefrankfurt.com or +27 11 494 3114

In co-operation with

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Marlene.Bosch@za.messefrankfurt.com +27 10 599 6172 Marlene Bosch, South African and Africanor Sales Marlene.Bosch@za.messefrankfurt.com or +27 10 599 6172

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34

COPY THE BEFORE CORONA VIRUS

THE IMPACT OF CORONAVIRUS 14 MARCH 2020.

FOR SALE

• • • • •

ROTOR W AY 162 F A CIS

Total hours: 84 No accident history Authority to fly is current Instruments include: Garmin Aera 550 Full service history by Rotorway SA

R850 000 plus VAT

Contact: Ernst at 083 284 4328

35

FlightCom Magazine

COMAIR

CUTS JOBS For the first time in its 75 year history Comair is facing the prospect of making a loss.

Comair CEO Wrenelle Stander is cutting jobs.

T

HE impact of the Corona virus and the grounded Boeing Maxes has forced Comair into a radical restructuring which it says is an attempt to improve efficiency and financial sustainability.

The restructure includes retrenchments.

It is not yet clear how many jobs could be at stake. CEO Wrenelle Stander said in a statement that reducing staff was a decision taken with “great regret. We continue to pursue cost reduction measures across the group to mitigate the impact on our staff,” she said.

According to the statement, the restructure is necessary due to a tough economic climate and the “unprecedented crisis” facing the global industry due to the coronavirus pandemic.

Stander said the company’s results

for the first half of the 2020 financial year showed that, although its revenue grew at 3% during the six months, it could not sustain the additional costs of 14%. The cost increases resulted from some underperforming investments and significantly higher fleet and maintenance costs which severely impacted the company’s profitability. “While the decision to renew our fleet was the right one at the time, the pace of renewal in an under-performing economy placed a burden on operating costs and profitability. In 2019 alone we took delivery of five additional Boeing 737-800 leases, as well as a new Boeing 737 MAX 8 aircraft,” Stander said.

The world-wide grounding of the Boeing MAX 8 has also had a negative impact on the company. Furthermore, although the decision for the company to transfer from SAA Technical (SAAT) to Lufthansa

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

Technik Maintenance International (LTMI) is progressing according to plan, the airline will be paying for two maintenance providers until at least the end of June 2021.

Despite various efforts over the last few months to, among other things, preserve cash, maintain liquidity, divest from nonperforming acquisitions and aggressively reducing costs, Stander said more must be done, which meant the Section 189 retrenchment process could not be avoided.

Regarding the Covid-19 pandemic, Stander said the airline has been cancelling and combining flights in response to lower demand. “We will continue to adjust our operation to the rapidly evolving situation.

For the foreseeable future the primary focus will be on restructuring the balance sheet as well as cash preservation and to focus on the long-term sustainability of the organisation,” she concluded. 

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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

38

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

jjjjj

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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)

39

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

011 464 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

40

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

41

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