FlightCom -March 2019

Edition 125 MARCH 2019

AIR TRACTOR 802F FIRE BOMBER EGYPTIAN AIR FORCE - TOO MANY TYPES?

SANDF ARMED FORCES DAY SPECTACULAR!!

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Ed's note...

MARCH 2019 Edition 125

5 News

9 Bush Pilot - Hugh Pryor 11 GIB Events Calender 14 The Air Tractor AT802F

15 News

25 Federal Airlines Charter Directory 26 OR Tambo Expanding 27 Defence - Egyptian Air Power 29 Armed Forces Day Spectacular 33 Flying for Wildlife 37 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subcriptions 45 Airline Ops - Mike Gough

I

F the exception proves the rule, then it is true to say that no state-owned African airline is successful. The exception of course, is Ethiopian Airlines, and increasingly it is being used as; “Why can’t you be like Ethiopian?’ to berate the failed and failing airlines.

The reality is that airlines are extremely difficult businesses to run, as all other African states have discovered to their cost.

The moment political agendas are allowed to influence tough businesses practices, a state-owned airline will almost certainly fail.

The evidence has become startlingly clear that South African Airways was all but destroyed by the culture of comrade deployment and looting that was cultivated under the chairmanship of the venal Dudu Myeni. The once proudly world-class SAA joined the basket of failed airlines when corruption and nepotism forced out many of the managers who had skill and integrity.

SAA has incurred around R30 billion in losses and still needs another R8 billion to be turned around.

The worrying aspect of SAA’s current turnaround strategy is that the CEO appears powerless to tackle the deadwood in the airline’s workforce. Instead, CEO Vuyani Jarana went after the politically expedient pilots and managed to persuade more than 100 to take contracts with other airlines.

Now he is short of pilots on some fleets.

In contrast, he appears to be treating the incompetent comrades as untouchables.

For an organisation as desperately in need of radical transformation as SAA, this reluctance to cut deadwood can only be attributed to political pressure – especially in an election year.

Ethiopian Airlines is the example of what an African airline can be without

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interference from the state. So why can’t SAA be more like Ethiopian?

But the African airline industry needs to be cautious about emulating Ethiopian too closely. The Ethiopian government has combined Ethiopian Airlines and Ethiopian Airports under one holding group. The airports are monopolies that generate vast profits and the airline uses these profits to inflate its bottom line. This may be good for profitability ‘optics’, but it creates an artificial environment, free of the rigours of competition – and this is ultimately bad for the national economy.

In marked contrast to the Ethiopians, the liberalness of the South African regulator in permitting proper competition for SAA has been good for the whole country – and the regulator has shown its determination to force the government-owned airlines to play fair, by awarding over R1.1 billion in damages against SAA in favour of private airline Comair.

The South African airline environment is therefore healthy, with privately-owned airlines Comair, FlySafair and Airlink thriving, despite having to compete on a claimed ‘uneven playing field’ against statesupported SAA. Ethiopian Airlines may be used as an example of how successful an African airline can be. But when, if ever, the Ethiopian government allows private domestic airlines to compete with its airline and reduces its level of cross-subsidisation from Bole airport – only then may it be an example to the other African airlines.

Guy Leitch

© FlightCom 2019. 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.

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Lanseria: Lanseria: Lanseria: Lanseria: Lanseria: Durban: Wonderboom:

Airline Ops

Mike Gough

EQUI-TIME POINT For those who have not written the commercial pilot licence (CPL) exams, the equi-time point (ETP) is a concept from the navigation syllabus.

A

S its name implies, while you are en-route from A to B, at some point, taking prevailing winds into account, you reach a point where it would take exactly the same amount of time to continue to destination as it would to return to point of origin. As there is inevitably a headwind or tailwind component, this point is not geographically located, but purely timebased in terms of onward or return ground speed.

It also means that in time taken, you are halfway there.

With a considerable dose of luck and good health, I reach the milestone of turning half a century old within a week of writing this. It is optimistic to assume that this is my personal ETP, but it’s a nice thought. No chance of going back, so I’m committed to reaching destination – whatever or wherever that may be on this journey. Hopefully medicine will continue improving over the next fifty years to keep this somewhat abused body and mind going for at least a good portion of that time.

I also happen to share this birthday in the same month as the Boeing 747, which was also coincidentally, the first commercial jet aircraft I became rated on, some 21 years ago. Not sure if I can claim to be a Classic of the aviation world, though.

This year also marks eleven years of my ramblings for SA Flyer’s FlightCom. This has been, to a certain extent, a ‘forced’ diary entry every month of whatever happens to be grinding my goat at the time. Looking back, that goat has been well and truly minced.

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Happy 50th Birthday Mike.

Similarly, your personal flying logbook, as a career pilot, also serves as a mandatory diary of very specific dates, times and events. My current logbook, Number Four, indicates around 17,400 hours, of which around 3,500 hours are on light, piston powered aircraft – which is where the risk of not reaching this mid-century milestone most certainly lay.

It is interesting to see how a single-line entry can evoke memories of a particular flight, who you flew with and how well things went. It’s also a reminder of your mortality as some of the names and signatures of the people involved are no longer with us, whether it be through natural causes or air

crashes. Val Humphreys, Tubby Singleton, Russel Langley, Laurie Kay and Glen Dell are a few that have been part of my journey, and have moved on.

Page 2 of my first logbook reveals I went solo in fourteen hours on a Cessna 150, ZSJKK. True to form at the time, I didn’t listen to my instructor, Mel Barker, and he had to climb into the unmanned control tower and tell me to stop, as it should have been a single circuit and I was happily onto my third.

At the time, you could hold an instrument rating at 150 hours total time, which was my plan. The day after my instrument flight test, and with the ink still wet on my licence

uneventful landing in Gabs concealed the fact that I was crapping myself, which did not go unnoticed by my passengers. Turned out that at the inspection, both alternators were removed and re-fitted. The shear coupling between the alternator and the right engine was incorrectly installed, and as the alternator began seizing, the shear coupling didn’t shear, and chewed all the teeth off the bevel gear on the crankshaft.

This debris blocked the oil filter and the engine swiftly seized.

Naturally, we all calmed our nerves at the airport pub afterwards.

My second, and thankfully last engine failure (so far) was about a year later in a Seneca, ZS-MCR, flying from Maun back to

down and feathered the propeller in an attempt to avert the wrath of the owner. The aircraft cheerfully maintained Flight Level 90 and I calmed down to a mild panic.

To cheer me up, ATC informed me that Lanseria was closed due to thunderstorm activity, so I diverted to Grand Central, and made use of its pub for a post flight debrief with myself.

A few registrations I flew are also no longer with us. ZS-MKZ, a Cherokee in which I was teaching the two owners to fly, was totalled into the Air Force building at the old Nelspruit airfield when one of the owners decided to practice solo taxiing. ZSSCM, a Seneca 1 on which I instructed, and also did my ATP flight test, crashed in the I solo'd at 14 hours on Cessna 150 ZS-JKK.

Don Hewins

from the then DCA, I launched into solid IMC flying from Lanseria to Selebi-Phikwe in Botswana, in a fire-breathing Cessna 172 Hawk XP. I was relieved to actually see a runway after the NDB approach at Phikwe, and was quite impressed that all of this instrument stuff that I had recently learned actually worked.

Later that same day, a call for help was received from the local doctor as an infant had encephalitis – a viral infection of the brain – and needed to get to specialised help immediately. So that evening, the child, its distraught mother and I launched back into the clag, blissfully oblivious to any embedded convective activity. We landed back at Lanseria around 10 that night.

This, of course, gave me an over-inflated opinion both of my ability, and also that of the super-basic equipment I was flying at the time. Mother nature soon dished out a good snot-klap which I got by flying into an embedded thunderstorm a few weeks later.

More by good luck than good management, I exited that cell in one piece, and became an instant scholar of meteorological reports, as well as an ardent VFR (Visual Flight Rules) fan.

The same logbook also reveals my very first twin hour, in a Seneca 2, in 1990. By sheer coincidence I now own that aircraft, without making the connection at the time I was purchasing it. Similarly, my very first instructional hour as a green-horn Grade Three Flight Instructor was in a 172 at Lanseria, also in an aircraft I now own 29 years later. My very first training flight in the Boeing 747, in 1998, with Captain Laurie Kay, was in an SP, with the registration ZS-SPB. That registration, purely co-incidentally, now adorns another aircraft of mine.

A few entries around 1992 saw me all grown up and flying ‘corporate’ in a Cessna 401, ZS-TRR. This was great fun and included my first engine failure, while descending into Gaborone. At the time, I remember being puzzled about a bizarre airframe vibration I could feel through the control column. As this was the aircraft’s first flight after an inspection, I had visions of a trim tab or entire control surface about to part company.

This prompted me to slow down, and as I reduced power, the right engine seized solidly in spectacular style. None of that power-up, clean-up, identify, verify, feather nonsense – it did it all by itself. An

Flying ‘corporate’ in ZS-TRR was great fun and included my first engine failure, while descending into Gaborone.

Lanseria. I’d had a disastrous day dropping my passengers at the wrong airstrip in the swamps (all pre-GPS days), and I thought things couldn’t get worse. However, they promptly did, as the left engine spat out its oil in a fabulous display on the wing behind the nacelle.

When both the oil pressure gauge and the annunciator panel confirmed what my eyes refused to believe, I shut the engine

mountains near Tzaneen.

ZS-LZI, a Cessna 210, crashed in Natal, scud running. ZS-JCL, a spotless C172 spun into the ground in the General Flying area.

ZS-SWG, a Piper Aztec, crashed at the then Jan Smuts airport. There are several others, but I cannot recall their specifics.

After what was probably way too much flight instruction, I started flying the ‘good old’ solid Let 410, for the long-

FlightCom Magazine

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Airline Ops

RIGHT: Flying the Crocodile Gorge between Malelane and Nelspruit below the height of the road next to the river.

defunct Metavia Airlines in Nelspruit. My first airline, first multi-crew twin turbine and first command all in one. I think the saying ‘what you don’t know can’t hurt you’ certainly applied here. I learned a lot of lessons about lack of CRM, bad weather flying, and doing pretty dumb things.

The latter included flying the Crocodile Gorge between Malelane and Nelspruit after multiple diversions, below the height of the road next to the river. I stopped this after a SAAF Impala crashed there, probably doing precisely the same thing. I also recall ferrying a Let from Richards Bay to the old Durban airport, while taking turns with the co-pilot to fly low enough over the sea to stop the radio altimeter going above 20 feet.

Really clever…

The next significant event in the logbook was that first flight with my current employer on the B747 SP, ZS-SPB. On the return sector from Zurich, I was quizzed and seriously shat on by Laurie Kay for my dodgy knowledge of the recall items. I jacked up my act as I realised I was now in the big league, and had to bring my A-Game to the table at all times.

A few years later, I flew the most fun airliner that I will for the rest of my career – the Boeing 737-200. As an FO, we had no ultimate responsibility, and we only had

to be stable with thrust on at 500’ before landing – that became a target as opposed to a limit, and taking thrust before that on the approach meant you were a loser.

It was in this aircraft that I clearly remember being asked by ATC one thundery afternoon, in February 2002, to please try to call ZS-MXR. There was no response, as this P210 had broken up in the very thunderstorm that we were in the process of avoiding. That took Val Humphreys from us. Her signature is in several places in my logbooks.

The career of an airline pilot has allowed me to do many things that I would probably not have had the chance to do, if leading a normal life. Flying airliners. Traveling

the world. Being fatigued to the point of thinking like a drunk. Getting drunk. Flying new, modern airliners. Getting command on a brand-new Airbus 320. Getting drunk… again. Starting a few flight schools. Owning the biggest school at Lanseria. Restoring the nose section of my much loved B737-200 as an exhibit in my hangar.

I have written this with a fair degree of self-indulgence – please forgive me. Turning 50 is a once-off milestone, and I’m simply taking stock. Calling it an ETP, as previously mentioned, is super optimistic, but as the saying goes, ‘if you think you can, or think you can’t, you’re right.’

Here’s to the next 50. 

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News O wen H eckrath

Virgin Gets A Tailwind Los Angeles to London can be a long and boring route and the best way to shorten it is to find a supersize tailwind. This happened to a Virgin Atlantic 787 recently as it clocked up an 801 mph groundspeed while in the cruise at FL350 – per radar tracks posted on FlightAware.

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HIS zippy event coincided with a balloon sounding over New York three hours previously indicating wind speeds around 200 knots at 30,000 to 35,000 feet. And it didn’t let up. National Weather Service forecasts called for wind speeds in the north above FL300 to be 150 knots or greater for the following

18 hours.

With the Jetstream howling, flight times west-to-east dipped dramatically so that even an American Airlines 737-800 managed to rip along at nearly 700 mph groundspeed for almost 20 minutes between Chicago and La Guardia. 

A virgin Atlantic 787 clocked up a ground speed of more than 800 mph.

Bombardier Invests in Aerospace

I

N its efforts to not only push the limits of airline technology and build greener, more efficient aircraft, but also to increase the competitiveness of the Québec aerospace industry, Bombardier has announced that it will be investing approximately Canadian $22 million in Aéro21 and SA²GE, two Québec-based aerospace research projects. The projects will concentrate on bringing new aerospace products to market at a faster pace, reducing development costs, developing smarter, more efficient technologies, and reducing the environmental footprint of the aerospace industry. Bombardier says the funds will be invested over the next three years.

A large portion of Bombardier’s investment will go to Aéro21.

According to Bombardier, its participation in the project will focus on expanding the use of computerised models to test various aircraft systems and components from the design phase through to final certification.

For SA²GE (Smart Affordable Green Efficient Phase 2) a subproject of the non-profit Coalition for Greener Aircraft, Bombardier is planning to invest in the program’s Aile intelligente et légère pour l’environnement (AILE) sub-project. Its aim is to develop multi-functional wings for business and commercial aircraft that will optimize aerodynamics and weight to reduce cost and fuel consumption. 

FlightCom Magazine

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Bush Pilot

Hugh Pryor

Buffers at Wau The runway at Wau in Southern Sudan appeared to be jinxed, judging by the number of crashed Russian aircraft littering the airport and its surroundings... four Antonov 12s, a couple of Antonov 24s and a 26 plus the wreck of an Mi 26, the largest mass-produced helicopter in the world...

W

AU was like an aircraft cemetery, where the corpses just lay where they had fallen, until the knackers came along to turn them into pots and pans.

It used to be the southern terminus of the Sudan Railways. The lines almost unbelievably extended from Cairo on the Mediterranean Sea, right down through Egypt and Sudan to Atbara, where the

Kosti and then split up again at El Obeid.

There the line divided, with one going on to Nyala in the far west and the other heading south to Aweil and eventually ending up in Wau. The last train from Khartoum to Wau ran quite a few years back and it consisted of a convoy of four trains, one at the front, laying the track and one at the back, picking it up, to be re-laid, ahead of the trains. Then there were two trains in the middle, one loaded with food and domestic supplies and

The 'lump' which we had been using as a parking 'buffer' for the previous months was a Russian anti-personnel grenade. line from Port Sudan joined in to continue on to Khartoum. It crossed the Blue Nile, into the biggest gravity-fed irrigation system in the world at the time, the Gezirah Scheme, which was installed by the British colonialists, between the Blue and White Nile rivers. All done in order to grow longstrand cotton, for the burgeoning cotton mills in the UK – which, incidentally, continues to this day.

The railway crossed the White Nile at

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FlightCom Magazine

the other carrying cavalry to protect the convoy.

The cavalry simply sanitised the countryside for a couple of miles either side of the trains. Nothing was left, people, cattle, goats, wild animals, everything was sanitized. Everybody kept well away from the trains, including aircraft... particularly aircraft.

The train trip from Khartoum to Wau would take anything up to four months

to complete, which may seem like a long time, but there was no other way to get things through to Wau, except by air, and its reputation for being jinxed didn’t help.

In the old days, under British colonial rule, the barges used to creep from the Nile in to the Jure river, which was one of its navigable tributaries, during the ‘Long Rains’, when the river became deep enough to allow the passage of the barges.

Nowadays all those old barges are parked in Malakal, or Bentiu, some of them built by the ‘Vulcan Foundry’ in Bombay in 1893... I have been there to have a look.

The railway had been systematically destroyed by the Rebels. There was not a single piece of straight rail line left.

Even the ballast had been blown away by explosives of one sort or another. This looked to me like a determined intention to destroy any British Colonial links between North and South Sudan... but South Sudan is so intentionally stupid that they would much prefer to kill each other, rather than become enormously rich from the biggest-known oil reserves in the world.

I spent eleven years of my life being shot at while delivering food to The Deprived South Sudanese.

So Wau was now seriously under siege.

The occasional armed convoy managed to fight its way through, and there were still plenty of people milling around the streets, but the Sudan People’s Liberation

!

Bli

m kse

Army mounted small but effective raids to destabilise the situation.

Strangely enough, our United Nations World Food Programme De Havilland Twin Otter was never targeted, even though some of the airport buildings, including the old control tower were badly damaged in mortar and grenade attacks.

We merely parked the aircraft across the other side of the large graded apron, a safe distance from the action and relied upon our reputation for delivering food, medicines and doctors all over South Sudan to keep the ‘bangs’ away.

We had a small fuelling depot in the grass, off the side of the graded parking area. The authorities were not too keen to allow a fuel farm to be on the apron, so we put the storage tanks exactly one hose length from where we parked the aircraft.

There was a convenient ‘lump’ in the surface of the apron and with a bit of practice, the pilot could taxi the aircraft carefully and bring the nose wheel gently up to the lump and when it stopped, the aircraft was positioned in exactly the right place for

the hoses to reach the fuel caps in the belly of the ‘plane.

This procedure continued for several months until one time when I returned from a flight to Nairobi. Archie, our engineer guided me towards the lump and as we softly bumped into it, it appeared to give way and I had to apply the brakes, In order to stop us slipping beyond the range of the hoses.

Suddenly Archie appeared by my window and he was gesticulating frantically, slicing his hand urgently across his throat in a desperate instruction for us to close down the engines, which I did, but that did not seem to calm him down much, so I opened the window and asked him what he wanted us to do.

“EVACUATE!!!

EVACUATE!!!”

EVACUATE THE AIRCRAFT!!!” He shouted. “Get everybody away from here!”

So I posted Sam down the back to get everybody out and away from whatever dire emergency Archie had encountered, before closing all the switches and disembarking myself. Sam had assembled the passengers

over towards the terminal and Archie was standing about twenty metres away, pointing at the nose gear.

The ‘lump’ which we had been using as a parking ‘buffer’ for the previous months had indeed been dislodged and revealed itself to be a ‘Jolly Green Apple’, the synonym for a Russian anti-personnel grenade.

As good fortune would have it, one of our passengers was a bomb disposal engineer and he wandered over, had a look at our ‘lump’, picked it up, put it in his bag and wandered off to a van which had ‘Bomb Disposal’ displayed on its cab.

‘Sang Froid!’ – As they would say in French.

The ‘Bang’ which it produced can still be seen, off the South West corner of the apron if you look carefully on Google Earth.

‘Al Hamdu L’Illah!’ – As they would say in Birmingham, UK. 

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Air Tractor

An Air Tractor 802 is capable of dropping 3000 litres of fire retardant over 150 metres.

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FlightCom Magazine

Feature R eport

and images :

G uy L eitch

FIRE-BOMBING! THE AIR TRACTOR AT802F Many farmers and property owners owe a great deal of thanks to the huge Air Tractor 802F firebombers. They have become an invaluable weapon in the armoury against the fires that sweep through the Cape and Mpumalanga forests.

ABOVE: Ground crew prepare the 802 for flight - it can be airborne within 3 minutes of a scramble.

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T

HE Air Tractor’s key ability is its ability to respond quickly to a fire and douse it with 3000 litres of water – thereby usually preventing a fire getting out of control.

DEVELOPMENT The firebomber role was a natural outgrowth for the already successful Air Tractor 503 crop sprayer. In 1989 Air Tractor founder Leland Snow wanted to insulate his aircraft sales from farm economy downturns, which had badly dented ag-plane sales. He consulted forestry and firefighting professionals and decided to upscale the AT503 into a two-seat 3000 litre AT-802F specifically for the initial attack of aerial firefighting. Snow worked with a young engineer named Victor Trotter to develop and patent the world’s most advanced computerised, rotary, water bomb doors.

The 802F was a victory for Snow’s vision as it proved capable of working fires from remote strips, carrying an 800-gallon load, with the reliability of a PT6A turboprop engine and easy maintenance of a new airframe.

Kishugu Aviation, Air Tractor’s biggest client for the AT-802s currently operating in South Africa, owns four AT-802Fs. They supply these to service the South African government’s Working on Fire (WOF) Expanded Public Works Programme and to other clients such as local municipalities, large landowners and Fire Protection Associations across all nine provinces in the country.

ON THE GROUND The Air Tractor 802Fs in South Africa are single-seaters, so I asked Koos Kieck, a retired SAAF Mirage pilot, and now fire bomber pilot for Kishugu Aviation, to show me his big baby, which he flies against fires and on which he also instructs. I had seen the Air Tractors parked at Stellenbosch airfield, but it was not until I got close that I realised that it’s a huge beast of an aeroplane. The propeller is an awe-inspiring 10 ft diameter.

When Koos invited me to climb up to the cockpit, I tried and then sheepishly gave up,

BELOW: The instrument panel is dominated by the open section to view the hopper and the dump control panel bottom left.

Takeoff from Stellenbosch is downhill on 01, with up to a 10 knot tailwind component.

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FlightCom Magazine

as I had forgotten my mountaineering skills.

With a maximum weight of 7,500 kg (16,000 lbs) it equates to seven Cessna 172s.

Its empty weight is typically 3,200 kg so it is one of the few aircraft that can comfortably lift its own weight.

To power a firebomber designed to haul a large load fast, the 802 uses a Pratt & Whitney PT6-67AG, flat rated at 1,350 shp. It also has an overpower setting to 1600 shp which can be used for 20 seconds, as the limitation is the inter-stage turbine temperature (ITT), for really demanding

A practice load is dumped to check the computerised fire gate.

airstrips. With this much flat rated power, they are happy to operate even at a density altitude of 8000 ft out of Warburton and Ermelo in Mpumalanga. Working on Fire also have an 802F whose engine is rated at 1600 shp with an overpower of 1800 shp (Bomber 23 ZS-TFH).

The 802F burns around 300 litres of fuel and hour in the cruise and can carry 1,400 litres of fuel in the wings, in addition to 3,000 litres of fire retardant in the fuselage.

Koos says that they normally only operate with 1,000 litres of fuel, so they can fill the hopper tank.

FLYING THE AIR TR ACTOR 802F Koos describes what is like to fly this big machine onto a raging fire on a mountainside; Once you have climbed into the cockpit, it is large and well laid out. The high cabin is incredibly strongly built and is air conditioned. The instrument panel is however unusual in that it is built around a large window into the hopper tank, with a prominent sub-panel directly in front of the pilot for switches.

The controls are conventional. There is a large control stick and three axis trim, so

it can be trimmed for all phases of flight.

It has a manual rudder and elevator trim, but surprisingly, the aileron trim is electric.

Pitch trim is important as, when we dump the load, the CG runs backwards so it pitches up like a bitch. You have to push the stick into the instrument panel to stop the pitch, but quite often we are happy to just let it pitch up.

We can get airborne real fast when we are scrambled. The quickest we have done it is in three minutes. The aeroplane waits loaded, pre-flighted and ready to go. We use ground power for the first start of the day – thereafter the aircraft’s batteries. We do the pre-takeoff checks during the taxy out and being a turbine, it doesn’t need a run up.

The wind is particularly important for gross weight take-offs out of Stellenbosch.

The 802F can cope with operating out of the relatively short and uphill runway 19 with a full load only if I have a 20 knot headwind.

Otherwise even in a 10 knot tailwind, I takeoff downhill, but I first let out 200 of the 800 gallons of water. During the takeoff roll we keep our hands on the dump leaver and are prepared to dump the load if we are not getting airborne soon enough. We have had to do it if the wind changes unexpectedly.

At max weight we rotate at about 90 knots and it normally unsticks at about 95 – 100 knots. We use about 10 degrees of flap.

We climb at Vx which is 120 knots and then Vy of 130 knots.

Once airborne there’s no stress – loaded we get about 1000-1500 fpm climb. The plane is that powerful. We get given a rough heading and some landmarks for the fire vicinity and we can see the smoke from far.

Depending on the load, we cruise to the fire at 160 – 180 knots using 3400 ft/lb torque and just 1550 rpm on the prop. It hums along nicely using about 280 litres per hour.

We approach a fire at 120 knots with 10 degrees of flap. But sometimes rising terrain means we have to come in a bit hot. You don’t want to get slow with this big heavy plane as the speed bleeds off very quickly – especially uphill.

For the actual firebombing, we aim by just eyeballing it and using our experience and judgement. The spotter pilot tells us how we have done so we can quickly learn what works for any particular fire. The Incident Commander on the ground decides whether to use planes or choppers. He usually goes in first with a heli-tac team. Then he and the spotter decide what aircraft to use.

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LEFT: Well trained ground crew connect the refilling hose.

BELOW: It takes less than 3 minutes to refill the 3000 litre hopper.

Knowing what the wind is doing is important. We drop the load downwind so we release it before we get to the fire. We normally aim to drop between 40 -50 ft above ground level. But when we have a crosswind it can get seriously difficult as the wind makes the water swirl anywhere so we then normally drop a bit lower. Even at 30 ft over the fire we don’t feel much heat as we are in it for less than four seconds and gone before it can get to us – and the Air Tractor is air conditioned.

In a narrow kloof you don’t want to get near 60 degrees of bank – because it wants to roll onto its back. And you can’t pull the stick back because it’s heavy. In tight spots we put the nose down to 190 knots (Vne is 225 knots) and we fly up the slope without flaps. When we dump the load we leave it to pitch up into the valley. The speed comes down to 75-80 knots and you fly it out. So we dump our load, pitch up, take our rivets while they’re still in formation, and go.

Once we have bombed, we head back to base the quickest way. The ATC at Cape Town International is always very accommodating, at times letting me cross the runways directly over the tower.

But paradropping can be a real problem – their radio work is terrible, we can’t see the meatbombs and so we often do not know whether they are there or not.

At Stellenbosch we have a gentleman’s agreement with the flying school students to extend their downwind to accommodate us.

We have never had a problem.

We use 120 knots in the circuit as it slows down very quickly. Full flap limitation

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speed is 138 knots. We aim to cross the fence at 85 knots as it can really fall out the sky if you get slow, especially the one bomber we have which doesn’t have Vortex Generators. We normally keep the engine in high flight idle, which reduces the spool-up from seven seconds to five. If we have to go around, that 7 seconds from ground idle to full power can feel like forever.

The landing is always interesting. It has a spring undercarriage so it’s like a Cessna 185 in that you can go bouncing down the runway, and it doesn’t stop. The stick doesn’t have to be all the way back, otherwise we

hit the tailwheel first. So we hold-off until the long nose is parallel to the ground.

Then we just hold the stick until it settles – which it does in a three pointer. If you do an unintentional wheeler you just relax back pressure on the stick and let the tail come down naturally. Don’t try and force it down because you want to apply the brakes. Full reverse thrust stops you as effectively as running into a wall.

We prefer to use reverse thrust on the prop to slow as it saves on tyres. But it has excellent short field performance – landing on 19 at Stellenbosch, we can easily make the first turnoff.

Depending on the distance to the airfield, we aim to do four to eight loads in an hour.

Returning to base to reload is surprisingly quick. We don’t shut down the engine and the ground crew are really well trained, so it

only takes around 2-3 minutes to refill. The fire retardant is already onboard so we just hit a button and it injects 1 litre per 1000 litres of water.

We don’t work a fire for more than three hours. We need a mental rest and body break.

The aircraft and engines have held up to South African conditions very well.

You really can trust in Pratt and Whitney.

I cannot think of any incident we have had engine-wise. We have had the odd wing scrape and runway excursion though. The 802 has teeth because of the tailwheel. It has a locking tailwheel – you lock it when you start the takeoff roll and unlock it when you get off the runway. You can land it without the tailwheel locked without too much trouble.

CONCLUSION The Air Tractor 802F is a great first response weapon, but it works best when used in conjunction with the helicopters, and as part of a team of up to four Air Tractor firebombers. Fires don’t normally burn in a straight line, but we can only bomb in a straight stripe, so we need the choppers for the bits that get missed.

The spotter pilot is the key member of the team – he does all the work – but we get the glory. Whether we dump the full or a partial load is determined by the spotter.

A key to the Air Tractor’s effectiveness is its hydraulically driven rotary actuator to operate the hopper’s fire gate doors.

The computer-controlled doors provide an even flow rate and allow the pilot to select gallons to drop, coverage level, and ground speed adjustment. In addition, there is an accelerometer for automatic adjustment of the fire doors There are five settings for the width of the bomb gate opening we can use: if the spotter wants a long stripe, he will say give me coverage Level 1. Normally we use between a full load and Level 3.5. Thanks to the bomb gate computer, we have great control over the load drop rate. If we drop the whole load at once it covers about 150 metres, but we can extend that to 700-800 metres by reducing the flow rate.

It really is an incredibly effective fire fighting machine and is particularly vital for first response, as it can get to the fire fast and dump a load three times larger than a Huey.

Hopper Capacity: Length: Wingspan: Height: Wing area: Aspect ratio: Empty weight: Gross weight: Useful Load: Fuel Capacity:

Air Tractor 802F Specifications

820 US Gal (3,104 l) 35 ft 11 in (10.95 m) 59 ft 3 in (18.06 m) 12 ft 9 in (3.89 m) 401.0 ft2 (37.25 m2) 8.8:1 6,505 lb (2,951 kg) 16,000 lb (7,257 kg) 8,790 lbs (3.987 kg) 254 US gal (961 L) 1 × Pratt & Whitney PT6A67AG,1,350 hp

Powerplant:

Performance

Cruise Speed at 8,000 ft Working Speed (Typical): Range - Economy at 8,000 ft Stall Speed - Flaps Up: Stall Speed - Flaps Down: Stall Speed as Usually Landed: Rate of Climb: Take-off Distance:

221 mph (192 kts) 120-125 mph (104-108 kts) 800 mi (1.287 km) 105 mph (91 kts) at 16,000 lbs 91 mph (79 kts) at 16,000 lbs 69 mph (59 kts) 850 fpm at 16,000 lbs 2,000 ft at 16,000 lbs

BELOW: Many of the Fire Bomber pilots are ex- SAAF 'vlamgat' fighter pilots.

Trompie Nel flew Mirage 111s and ground-attack Mirage F1s.



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Feature T ext : G uy L eitch

THE AIR TRACTOR 802 A SWISS ARMY KNIFE? As testimony to fundamental soundness of the design, the Air Tractor 802F firebomber has evolved into a remarkable number of other roles – like the fabled versatility of the Swiss army knife.

O

NE of the first and most natural was to convert it to a cropsprayer.

Though some people were sceptical that a firebomber with a 16,000 pound gross weight could work in the aerial application market, Air Tractor added spray plumbing and designated it the AT-802A. Thanks to its unprecedented size, it proved ideal for spraying the vast fields of the megafarms of the USA. Sales took off. The 800-gallon hopper, 200 mph ferry speed and productivity of the AT-802A allowed many operators

to reduce their number of planes and pilots and become much more efficient.

A further novel application is for bulk fuel hauling. In a cooperative effort with Air Tractor, Conair designed a two-piece, independent upper and lower fuel tank system with 4,000 litres capacity. Loading and off-loading pumps were installed for the two tanks. These 802 fuel haulers are working in Alaska, northern Canada and in Indonesia.

Meanwhile, south of the U.S. border, the AT-802 was repurposed for an entirely different and more hazardous job. In 2002 Air Tractor began providing aircraft to the U.S. State Department for counter-narcotics operations.

These aircraft were equipped with engine and cockpit armour, self-sealing fuel tanks, plus advanced avionics and airframe modifications for their missions to eradicate narcotic crops.

By the programme’s end, 19 modified 802 series aerial spray aircraft had been supplied to the State Department.

This experience with the U.S. State

Department led Air Tractor to respond to a U.S. Air Force request for a Light Attack/ Armed Reconnaissance aircraft suitable for finding, tracking, and attacking targets either on its own or in support of ground forces. The AT-802U was produced with engine and cockpit armour, a bulletproof windscreen, self-sealing fuel tanks, and structural reinforcements to perform surveillance and light strike missions.

Working with various weapons integrators, Air Tractor has delivered more than 30 802Us to the Middle East.

Also in the middle east, two AT-802As were bought for use in oil spill dispersal and clean up in the Red Sea. Yet another modification is the addition of Wipaire amphibious floats for use as an amphibious scooper airtanker. The 802F Fire Boss operates from either land or water and so can drop fire retardant, foam and fight wildfires by scooping water from nearby lakes, rivers and reservoirs.

After wildfires have been extinguished, burned areas are at risk of flooding, landslides and topsoil erosion, so a New Mexico-company uses the 802 for aerial application of insecticides, biological agents and fertilizers, as well as air support for promoting and monitoring the health and growth of forests.

It is truly the ultimate Swiss Army knife of aircraft. 

Kishugu® Aviation Aerial Firefighting

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We are the official aviation service provider to the Government’s Working on Fire Programme.

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News

Two Giants Retire The South African Red Cross Air Mercy Service (AMS) has long been staffed by volunteer pilots. At the end of February two of its stalwarts retired; with a combined total of more than 60 years flying for the AMS.

P

ROF Frans Grotepass is a distinguished maxillofacial surgeon, yet as an ATPL qualified pilot he flew more than 800 sorties for the AMS, flying aircraft from a basic Piper Aztec, through Citations to PC12s.

The other pilot to retire is Rene De Wet, a former Chief Executive of the huge Pick ‘n Pay group, who after retiring from the corporate world, went on to fly for AMS for more than 25 years.

Between these two pilots they have more than 60 years of service to people in emergency – often being called out at any time of the day and night, from warm beds, to fly to some remote destination – sometimes landing by the light of car headlights.

They have been part of the growth of AMS to become an indispensable part of first response services in southern Africa and there are hundreds of people who owe their lives to their selfless dedication. 

Prof Frans Grotepass and Rene De Wet (L) with other AMS pilots at their retirement celebration.

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Fireblade Aviation V-Vip Facilities.

Fireblade’s FIRST INTERNATIONAL FLIGHT R eport : G uy L eitch

After an extended battle with government to confirm its Customs and Immigration rights, Fireblade Aviation’s FBO at OR Tambo East Side handled its first international flights on 20 February.

T

HE Fireblade Fixed Base Operation (FBO) is a service for visiting business jet and ‘V-VIP clients who prefer the anonymity of not having to transit the public customs and immigration formalities at OR Tambo.

The FBO had a difficult start after the then Home Affairs minister, Malusi Gigaba, denied that he had approved the FBO’s immigration facilities in 2016. It had already been approved by 27 other state entities, but its customs and immigration desks were still inactive at the beginning of 2017, while awaiting final SA government approval. Allegations were made that Gigaba had withdrawn his approval due to pressure from the ‘state capture’ Gupta family.

A court battle between the Oppenheimer family and the Director-General of Home Affairs, confirmed the original approval and the FBO opened on 12 February.

Fireblade Aviation CEO Jonathan Oppenheimer said, “We are excited to service international movements, which will complement our current domestic aircraft movements and enable Fireblade Aviation to fulfil its intended potential.” 

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News T ext : M ark M ansfield

OR TAMBO Expanding A new ZAR 4.5 billion mixed-use development will see O.R. Tambo International airport’s western precinct acquire new offices, retail space, hotel and conference facilities and additional transit-related services. This was revealed recently at a sod-turning ceremony.

G

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FlightCom Magazine

General Manager of the O.R. Tambo International Airport, Bongiwe Pityi-Vokwana.

Dassault Aviation

ENER AL Manager of the Airport, Bongiwe Pityi-Vokwana detailed the airport’s plans to unlock the development potential of 180 000 square metres for a mixed-use development to be located on the northern precinct of the airport. Construction began in February 2019 with an anticipated completion date for the first phase of the end of 2020.

Ms. Pityi-Vokwana was joined at the ceremony by members of the Western Precinct Consortium, which won the bid for the first phase. This phase will see construction of three six-storey office buildings with a combined floor area of 33 000 square metres.

In addition, O.R Tambo International’s Airports Company long-term Infrastructure Master Plan features midfield cargo and midfield passenger terminals, each requiring several billion ZAR in further investment.

These developments will accommodate growing passenger demand and also expand the midfield cargo facilities at the airport to accommodate up to two million tonnes of air cargo annually.

The first phase buildings will provide for:

•

Corporate head office for Airports Company South Africa(ACSA) and the South African Civil Aviation Authority (SACAA) and • Common-use facilities such as a fitness centre, canteen and creche.

The members of the Western Precinct Consortium are HERI Propco (developer), mmqsmace Consultancy, and

Tiber Construction. The Consortium has committed that a minimum 30% of the total contract value will be sub-contracted to Exempt Micro Enterprises (EMEs) and Qualifying Small Enterprises (QSEs).

Consortium leader Mandla Mlangeni said the group was delighted to win the competitive bid.

“Together we bring exceptional engineering and construction

skills and experience to the Western Precinct development.” Mlangeni said that during construction of the first phase an estimated 1100 people will be employed on site at the peak of the project.

“We have already put in considerable effort to recruiting from the regions around the airport and will continue to do so.

Ultimately the seven phases of the Western Precinct development will stretch from the site of the old Shade 2 carports in the north to up to where the Southern Sun Hotel is currently located.

Pityi-Vokwana said that the planned revamp of the airport’s façade will present an entirely new profile in keeping with its size and role in the regional and national economies. The iconic airport development precinct will serve as a catalyst in transforming the airport hub into an Aerocity.

Pityi-Vokwana commented, “As the busiest airport in Africa and the international gateway to South Africa, it is imperative that O.R Tambo International Airport remains an international landmark with world-class infrastructure and a large variety of services for all users and markets.

The Western Precinct development forms

Members of the Western Precinct Consortium at the sod-turning ceremony.

part of a strategy to expand our offering and to drive new sources of growth for the entire region.

“We are excited about the upliftment in that the Western Precinct development will act as a catalyst to create a new multifunctional node where big business will ultimately migrate in terms of office and hotel accommodation. This node will be made more attractive by the intermodal

connectivity offered by Gautrain and Bus Rapid Transport stations within a precinct, the ultimate development of which, will allow for easy access to hotels, restaurants, fast food facilities, outdoor seating, retail, offices and a world class conference centre.”

“We look forward with great anticipation to involving all our stakeholders in this journey of growth and development,” concluded Pityi-Vokwana. 

The old Shade 2 parking area to be developed into phase 1 of the Western Precinct.

FlightCom Magazine

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Defence T ext : D arren O livier

EGYPTIAN AIR POWER

The Egyptian Air Force (EAF) has long been large and well-equipped, but not always the most sophisticated. For various reasons, including internal politics and its reliance on American funding from the Camp David Accords, the EAF spent much of the period from 1980 to 2001 without a real focus on modern air power doctrine or practice and with a mismatched combat

I

N late December 2018, three Dassault Rafale DMs departed the company’s factory at Bordeaux-Mérignac and headed to the Egyptian Air Force’s Gebel El Basur Air Base near Cairo. When they arrived, they completed Egypt’s order of 24 Rafales (16 two-seater Rafale DMs and 8 single-seater Rafale EMs) announced just three years earlier and seemingly heralding a new era in EAF operations.

However, the EAF was not content to only order Rafales, and in 2015 also ordered 50 new MiG-29M/M2s. The first arrived in 2017 and deliveries will continue to next year.

For an air force that has long relied on F-16s as its primary fleet suddenly to opt for two new front-line fighters is interesting to say the least, but the question is whether it points to important long-term shifts in Egyptian air power thinking and strategy.

While Egypt had used Western aircraft in the 1950s; by the 1960s it had transitioned to being a Soviet client and equipped its air force with Eastern Bloc aircraft. After suffering substantial losses, to the point of the near destruction of its entire air defence

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Dassault Aviation

aircraft fleet, which was not entirely suited to its needs.

The EAF order for 50 Dassault Rafaels seemingly heralds a new era in EAF operations.

system in the 1967 Arab-Israeli War, the EAF embarked on a rapid expansion programme with Soviet assistance. By 1970 the EAF fielded a total of 160 MiG-21s, 60 MiG-19s, 200 MiG-17s, and 130 Su-7s. Yet, it had been unable to convince the Soviet Union to provide the capable new MiG-23 and was still primarily reliant on the K-13 (AA-2 Atoll) air-to-air missile. Furious

with the refusal and other breakdowns in the relationship, in 1972 Egyptian president Anwar Sadat ordered all Soviet advisors to leave the country and placed an order, with Saudi funding, for 32 Mirage 5-SDE tactical fighters and 6 Mirage 5-SDD twoseat trainers.

None had been delivered, nor had the EAF had any time to adapt its doctrine to

match Western fighters, by the time Egypt again went to war against Israel in the 1973 Yom Kippur War. That proved costly, as while the EAF fought well, it still found itself outmatched in training, technology, and tactics, losing at least 100 aircraft in a lopsided loss ratio of 56-1 against the Israeli Air Force (IAF) in air-to-air combat.

Needing to replace its lost aircraft, the

of the EAF with the F-16, which would eventually see it operating an impressive 220 F-16s of various marks.

Yet a distrust of relying on a single supplier or a single main aircraft type still permeated the senior ranks of the EAF, resulting in some interesting purchases. In 1981 Egypt purchased 20 Mirage 2000s (16 single-seat Mirage 2000EMs and 4

Deliveries of the EAF MIG 29s are set to run through to next year.

EAF received eight MiG-23MS, eight MiG23BN and four MIG-23U from the USSR in 1974, but after yet another breakdown in relations between the two countries, put them all into storage the following year.

The EAF instead opted to acquire further numbers of Mirage 5s, eventually operating a total fleet of 54 Mirage 5-SDE’s, 6 Mirage 5-SDD’s and 6 Mirage 5-SDR’s.

The 1978 signing of the Camp David Accords and resultant peace between Israel and Egypt, ushered in the biggest change for the EAF, as it meant both access to American-made aircraft and a guaranteed annual supply of over a billion dollars in American military funding to buy those aircraft. That annual funding’s necessity was proven soon after when Saudi Arabia, which had been funding Egypt’s acquisition of the Mirage 5 and other armaments, withdrew all financial support in protest at what it saw as a betrayal of Arab interests.

Thus in 1979 the EAF began receiving 35 ex-USAF F-4E Phantoms under the Peace Pharaoh foreign military sales (FMS) programme, and in 1980 placed an order for 42 Block 15 F-16A/B fighters under Peace Vector I. That began the long affiliation

two-seat Mirage 2000BMs) with deliveries commencing in 1986, and it continued to supplement its fleet with types such as the AlphaJet, the Shenyang F-6/FT-6, and then later the Shenyang F-7. It also had a stubborn reluctance to retire types that no longer had much combat value, preferring to prioritise fleet size over combat effectiveness.

As a result, by the early 2000s, the EAF had a hodgepodge of types in service that were a nightmare to maintain and a large drain on resources. Alongside the F-16s, which ranged from A/Bs to C/Ds across a whole range of blocks, the EAF still had substantial numbers of F-4Es, MiG-21s, F-7s, F-6s, AlphaJets, Mirage 2000s, and Mirage 5s. In total, 400 fighter, trainer and attack aircraft across more than eight types, not counting the numerous separate transport and helicopter types in service.

This made logisticians collapse in fits of horror.

Most of the combat aircraft could not even share the same weapons. By operating so many types in the same roles the EAF had to establish a unique and independent Organisation, People, Process and Data (OPPD) structure for each, spreading

its resources thinly and removing any economies of scale. In effect, it operated as a number of distinct air forces, rather than one.

The obvious outcome was that the EAF had hundreds of fighters in service but none of them were much good. It wasted precious resources maintaining and upgrading obsolete types, to the point that it upgraded two squadrons of Mirage 5s in 2003 and a number of MiG-21s as late as 2008, while skimping on the capabilities of the F-16s that really made up its combat edge.

To date Egypt’s F-16s remain crippled as even its newest Block 52 F-16Cs are unable to carry JDAMs, AIM-9X Sidewinders, or AIM-120 AMRAAMS or use the Joint Helmet Mounted Cueing System (JHMCS). They can only carry the obsolete AIM-7P Sparrow.

After relying on American aircraft for so long, Egypt was shocked out of its complacency when, in 2013, the US placed a temporary arms embargo on the country after Egyptian security forces killed hundreds of civilians during a popular uprising. Unfulfilled orders of 24 F-16C/D Block 50/52 and 10 AH-64Ds were put on hold. Yet, despite its fears of an unreliable supplier finally having been realised, the EAF found itself unable to fill the gap with any of the other types it had painstakingly

It operated as a number of distinct air forces, rather than one. and expensively kept in service. All were either too few in number, obsolete, or no longer being produced and therefore could not form the basis of a new primary fleet alongside the F-16s.

It is therefore unsurprising that Egypt immediately sought new sources for its fighter aircraft and other critical roles.

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Acquiring the Rafales was an excellent first step, not least because it’s a capable 4th generation aircraft, but because it retained inter-operability with the EAF’s existing F-16s while also opening the doors to a whole range of French armaments like the Mica EM/IR air-to-air missile, SCALP stand-off cruise missile, and AASM Hammer guided bomb, in case future US embargoes cut off supply to American weaponry. So important was this last point to the EAF that it has held off on signing for another 12 Rafales until France can provide SCALP missiles free of US components, as its existing SCALP orders were blocked by the US on the grounds that it hadn’t given permission to export the GPS modules.

Rafales made sense in another way, in that Egypt could adopt NATO-standard communications and data protocols, networking its F-16s, E-2 Hawkeyes, Rafales, and ground-based air defence systems into a single shared air domain and command and control picture. Using NATO standards meant that even though the Rafale and F-16 still required their

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own OPPD structures, much more could be standardised and shared across the fleets.

The EAF’s order of fifty MiG-29M/ M2s makes far less sense when viewed in this way, seeming more like a return to the EAF’s old and flawed way of thinking.

The MiG-29M/M2 is a phenomenally good aircraft and perfectly capable as a frontline fighter, but in the EAF’s case it’s not being acquired into a coherent system designed to properly support it. There is no logistical commonality with the EAF’s F-16s or Rafales and more importantly the MiGs cannot share targeting and situational awareness data with either the EAF’s other fighters or its E-2C Hawkeye airborne early warning (AEW) plat-forms. Those who fly the MiG-29s in EAF service are alone outside the air defence system, able to rely only on their own onboard radars and the information they receive over voice radio transmissions.

The next few years are going to prove crucial ones for the EAF, as it tries to reorient itself as a more independent air force while modernising its aircraft and combat

ABOVE: There is no logistical commonality with the EAF’s F-16s and Rafales.

capabilities. Should it decide to take the more logical route, and build a fleet from various suppliers based around common standards, it will find itself with a force that’s both efficient and resilient.

Or it could revert to old habits and create even more incompatible silos, leaving it with a fleet that looks impressive on paper but proves fragile in a time of need. 

SA Flyer 2018|12

Oshkosh

Join the annual South African camping tour to the World’s Greatest Aviation Event TOUR A EMIRATES Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 0500 on Tuesday 30th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R29 850* Sharing R28 450* TOUR B KLM Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 21h00 on Monday 29th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accom-

modation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R32 550* Sharing R31 150* Breakaways Breakaways can be arranged for those wanting to stay longer in the USA, either before Oshkosh (KLM only) or after Oshkosh.

TOUR C “JOIN IN THE USA” This tour option is for those who want to join the tour in Chicago. Our private coach will depart Terminal 5, O’Hare International, Chicago on Saturday 20th July at about 15h00 (depending on arrival time of Tour A and B flights). The coach will return to O’Hare on Sunday 28th July at about 13h00. Tour price includes transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R9 850* Sharing R8 450*

Contact Neil: Cell 084 674 5674 | neil1@telkomsa.net | www.airadventure.co.za

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Defence R eport : J ustin

de

R euck

ARMED FORCES DAY SPECTACULAR

From the 18th to the 21st February the South African National Defence Force staged a huge Armed Forces Day exercise around Cape Town. SA Flyerâ&#x20AC;&#x2122;s star photographer Justin de Reuck ventured onto the fiercely blowing sand at Muizenberg Beach to capture these stunning images of the pyrotechnics the SANDF put up from anti-aircraft guns, rockets and aircraft firing flares as counter measures.

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Feature S tory : J enny D avies I mages : K ent E mbleton , D ave & J ill H olmes

FLYING FOR WILDLIFE

If poaching continues at its current rate, there may be no elephants left in northern Mozambique within five years

I

N the past seven years, the elephant population of Niassa Reserve has shrunk from 12,000 to just 1,500. These African giants that loom so large in the imagination of every child are disappearing at the rate of four every day.

Jill Holmes, a MAF missionary serving in Mozambique has training in wildlife management, which gives her a unique perspective on the problem; she notes that “My husband Dave and I come from a natural resource background. We value mankind’s responsibility to take care of God’s creation.”

Mission Aviation Fellowship (MAF) fly medical, relief and life-transforming help to vulnerable people in hard-to-reach places. Although not typical of MAF’s ministry in Mozambique, Pilot Dave has flown for the reserve on many occasions. He helps conservationist groups track elephant populations and scout for illegal activities.

A reduction in poaching has been recorded on the days his aircraft patrols the reserve.

The view aloft provides an opportunity to deeply appreciate the glory of God’s creation. Great herds of antelope move

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An Elephant lost to poachers - about four per day such losses happen.

in concert and majestic animals gather at the watering holes. But Dave has also experienced the darker side of Niassa – finding six mutilated elephant carcasses in a single day.

On the ground, Dave and the rangers record the utter brutality of poaching in photos too graphic to show. This horror will continue for as long as a single elephant tusk commands £115,000 and can be sold openly in south-eastern Asia.

MAF flights don’t just benefit the wildlife. Their Flying Doctor project to bring mission doctors and supplies to alleviate the desperate need in Niassa’s villages is partially sponsored by one of the conservation groups. This partnership shows that the group values both people and wildlife.

Medical care is provided to some 40,000 people across numerous villages, mining and fishing camps. This is part of a strategy to tackle the root causes of poverty – a key cause of wildlife crime and environmental degradation.

Groups like the Niassa Carnivore Project are establishing initiatives such as beekeeping, cultural tourism and handicrafts which work to sustain Niassa’s natural resources. They give local people an alternative to poaching, illegal mining and the trapping of bush meat. The project’s education programmes inspire young people to protect wildlife and involve communities on the frontline as rangers.

But time is fast running out for the elephants.

The vast, isolated reserve covers 30,000 square kilometres – an area larger than Switzerland. The conditions that make it a haven for wildlife also make it difficult to police. Rangers with pump action shotguns are no match for the high calibre weaponry wielded by syndicates of poachers.

In January 2018, Dave flew several scouts to an area north of the river after shots were fired. Jill recalls, ‘While flying, Dave learnt that another group of scouts had already responded quickly and confronted the poachers. Unfortunately, one had been shot in the leg. An elephant had been killed and its tusks removed before the poachers fled.’

The Niassa Reserve covers an area about the size of Switzerland.

Dave flew the injured scout to a hospital in the nearest city. Although thunderstorms made the trip stressful, the scout survived and is expected to make a full recovery.

In the wider Kingdom perspective, it may be difficult to see exactly where wildlife conservation fits. Until, that is, we stop and remember that poverty is linked to the land and that it is geography which separates people from the services they need.

On the other hand, well-managed wildlife can generate an income for the

remotest communities. Dave and Jill serve with MAF because they keep one eye on the physical needs of people who are at risk of dying from preventable causes before they even get the chance to hear the Gospel. But, as creation stewards, they also know that the natural world is a display of God’s glory.

Every creature, from the smallest insect to the mighty elephant, is part of His perfect plan. But creation is fragile and requires our protection. Once the last elephant is gone, it is gone forever. 

MAF Pilot Dave is also a conservationist.

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AMO LISTING

CAPE TOWN

FAX NO

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

CODE TEL NO

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WONDERBOOM AIRPORT - PRETORIA

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PRETORIA

• 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

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Ab-Initio Training

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Turbine - GS Training

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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

Regular Class 2, 3, 4

AME Doctors Listing

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Centurion

012 654 8556

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

Umhlanga Rocks

031 566 2066/7 deena@drdg.co.za

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

✗ ✗ ✗

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

Van Niekerk

Willem

Benoni

011 421 9771

http://willemvanniekerk.co.za

Other countries

www.gryphonflight.co.za

“I did my ATPL Preparation, my B190 Proficiency Check as well as my MCC course with Gryphon Flight Academy and I was very pleased with the service!

Anton really listened and tailored a fitting package to my needs, unlike many other major Flight Schools, thus saving me a lot of money but still offered a great Training Experience. Only can recommend this school.” Patrick Heintschel.

EASA registered

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

FAA registered

For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

Off-site Specialist tests

We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145

On site Specialist tests

SPECIALISED ADVANCED AVIATION TRAINING

Senior Class 1, 2, 3, 4

CAA/0322

“My training experience at Gryphon Flight Academy could not have been more positive and rewarding. The Ground phase was delivered by an experienced Captain on both aircraft, who portrayed the utmost professionalism both as a pilot and instructor.

Similarly, the simulator sessions were instructed by experienced South African airline pilots with a genuine passion for the work they do. Their enthusiasm and professionalism were infectious and I completed the course feeling entirely confident that I was ready to operate commercially with a high level of expertise and professionalism” Garth Greyling

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

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BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Dart Aircraft Electrical ATNS Mathew Joubert Percy Morokane 011 827 0371 011 607 1234 Dartaircraftelectrical@gmail.com percymo@atns.co.za www.dartaero.co.za www.atns.com Aviation Direct DJA Aviation Insurance 011 464 5550 Andrea Antel 0800Flying 011 465 2669 mail@dja-aviation.co.za info@aviationdirect.co.za www.dja-aviation.co.za www.aviationdirect.co.za Avtech Aircraft Services Riekert Stroh 082 555 2808 / 082 749 9256 avtech1208@gmail.com BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za Eagle Aviation Helicopter Division Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za

Eagle Flight Academy Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za

GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za

Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za

Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za

Aerocore Jacques Podde 082 565 2330 jacques@aerocore.co.za Blue Chip Flight School www.aerocore.co.za Henk Kraaij

012 543 3050 Elite Aviation Academy Aero Engineering & PowerPlant bluechip@bluechip-avia.co.za Jacques Podde Hover Dynamics Andre Labuschagne www.bluechipflightschool.co.za 082 565 2330 Phillip Cope 012 543 0948 info@eliteaa.co.za 074 231 2964 aeroeng@iafrica.com Border Aviation Club & Flight School www.eliteaa.co.za info@hover.co.za

Liz Gous www.hover.co.za Aero Services (Pty) Ltd 043 736 6181 Emperor Aviation Chris Scott admin@borderaviation.co.za Paul Sankey Indigo Helicopters 011 395 3587 www.borderaviation.co.za 082 497 1701 / 011 824 5683 Gerhard Kleynhans chris@aeroservices.co.za

paul@emperoraviation.co.za 082 927 4031 / 086 528 4234 www.aeroservices.co.za Breytech Aviation cc www.emperoraviation.co.za veroeschka@indigohelicopters.co.za

012 567 3139

www.indigohelicopters.co.za Aeronav Academy Willie Breytenbach Enstrom/MD Helicopters Donald O’Connor admin@breytech.co.za Andrew Widdall IndigoSat South Africa - Aircraft Tracking 011 701 3862 Gareth Willers sam@aeronav.co.za Bundu Aviation 011 397 6260 aerosa@safomar.co.za 08600 22 121 www.aeronav.co.za Phillip Cronje www.safomar.co.za sales@indigosat.co.za 083 485 2427 www.indigosat.co.za Aerotric (Pty) Ltd info@bunduaviation.co.za Era Flug Flight Training Richard Small www.bunduaviation.co.za Pierre Le Riche Integrated Avionic Solutions 083 488 4535 021 934 7431 Gert van Niekerk aerotric@aol.com Celeste Sani Pak & Inflight Products info@era-flug.com 082 831 5032 Steve Harris www.era-flug.com gert@iasafrica.co.za Aircraft Assembly and Upholstery Centre 011 452 2456 www.iasafrica.co.za Tony/Siggi Bailes admin@chemline.co.za Execujet Africa 082 552 6467 www.chemline.co.za 011 516 2300 International Flight Clearances anthony@rvaircraft.co.za enquiries@execujet.co.za Steve Wright www.rvaircraft.co.za Cape Aircraft Interiors www.execujet.com 076 983 1089 (24 Hrs)

Sarel Schutte flightops@flyifc.co.za Aircraft Finance Corporation 021 934 9499 Federal Air www.flyifc.co.za Ryan Forrester michael@wcaeromarine.co.za Nick Lloyd-Roberts 011 467 2990 / 082 890 6962 www.zscai.co.za 011 395 9000 Investment Aircraft ryan@airfincorp.co.za shuttle@fedair.com Quinton Warne www.airfincorp.co.za Cape Town Flying Club www.fedair.com 082 806 5193 Beverley Combrink aviation@lantic.net Aircraft Maintenance International 021 934 0257 / 082 821 9013 Ferry Flights int.inc. www.investmentaircraft.com Pine Pienaar info@capetownflyingclub.co.za Michael (Mick) Schittenhelm 083 305 0605 www.@capetownflyingclub.co.za 082 442 6239 Jabiru Aircraft gm@aminternational.co.za ferryflights@ferry-flights.com Len Alford Cape Town Flight Training Centre www.ferry-flights.com 044 876 9991 / 044 876 9993 Aircraft Maintenance International Steven van Zyl info@jabiru.co.za Wonderboom 021 976 7053 Fireblade Aviation www.jabiru.co.za Thomas Nel admin@cape-town-flying.co.za 010 595 3920 082 444 7996 www.cape-town-flying.co.za info@firebladeaviation.com Jim Davis Books admin@aminternational.co.za

www.firebladeaviation.com Jim Davis Capital Air 072 188 6484 Air Line Pilots’ Association Micaella Vinagre Flight Training College jim@border.co.za Sonia Ferreira 011 827 0335 Cornell Morton www.jimdavis.co.za 011 394 5310 micaella@capitalairsa.com 044 876 9055

alpagm@iafrica.com www.capitalairsa.com ftc@flighttrainning.co.za Joc Air T/A The Propeller Shop www.alpa.co.za

www.flighttraining.co.za Aiden O’Mahony

Century Avionics cc

011 701 3114 Airshift Aircraft Sales Carin van Zyl Flight Training Services jocprop@iafrica.com Eugene du Plessis 011 701 3244 Amanda Pearce 082 800 3094 sales@centuryavionics.co.za 011 805 9015/6 Kishugu Aviation eugene@airshift.co.za www.centuryavionics.co.za amanda@fts.co.za +27 13 741 6400 www.airshift.co.za www.fts.co.za comms@kishugu.com Chemetall

www.kishugu.com/kishugu-aviation Airvan Africa Wayne Claassens Flightsure Aviation Brokers Patrick Hanly 011 914 2500 Mandy Coetzer Kit Planes for Africa 082 565 8864 wayne.claassens@basf.com 011 805 1884 Stefan Coetzee airvan@border.co.za www.chemetall.com mandy@flightsure.co.za 013 793 7013 www.airvan.co.za www.flightsure.co.za info@saplanes.co.za Chem-Line Aviation & Celeste Products www.saplanes.co.za Algoa Flying Club Steve Harris Fly Jetstream Aviation Sharon Mugridge 011 452 2456 Henk Kraaij Kzn Aviation (Pty) Ltd 041 581 3274 sales@chemline.co.za 083 279 7853 Melanie Jordaan info@algoafc.co.za www.chemline.co.za charter@flyjetstream.co.za 031 564 6215 www.algoafc.co.za www.flyjetstream.co.za mel@kznaviation.co.za

Comporob Composite Repair & www.kznaviation.co.za Alpi Aviation SA Manufacture Flying Frontiers Dale De Klerk Felix Robertson Craig Lang Landing Eyes 082 556 3592 072 940 4447 082 459 0760 Gavin Brown dale@alpiaviation.co.za 083 265 3602 CraigL@fairfield.co.za 031 202 5703 www.alpiaviation.co.za comporob@lantic.net www.flyingfrontiers.com info@landingeyes.co.za www.comporob.co.za www.landingeyes.com Apco (Ptyd) Ltd Flying Unlimited Flight School (Pty) Ltd Tony/Henk Corporate-Aviators/Affordable Jet Sales Riaan Struwig Lanseria Aircraft Interiors 012 5213 0775 Mike Helm 082 653 7504 / 086 770 8376 Francois Denton support@apcosa.co.za 082 442 6239 riaan@ppg.co.za 011 659 1962 / 076 810 9751 www.apcosa.co.za corporate-aviators@iafrica.com www.ppg.co.za francois@aircraftcompletions.co.za www.corporate-aviators.com Aref Avionics Lanseria International Airport Hannes Roodt C. W. Price & Co Foster Aero International Dudley Foster Mike Christoph 082 462 2724 Kelvin L. Price 011 659 2533 011 367 0300 arefavionics@border.co.za 011 805 4720 info@fosteraero.co.za mikec@lanseria.co.za cwp@cwprice.co.za www.fosteraero.co.za www.lanseria.co.za Atlas Aviation Lubricants www.cwprice.co.za Steve Cloete

Gemair Legend Sky 011 917 4220 Dart Aeronautical Andries Venter 083 860 5225 / 086 600 7285 Fax: 011 917 2100 Jaco Kelly 011 701 2653 / 082 905 5760 info@legendssky.co.za Sales.aviation@atlasoil.co.za 011 827 8204 andries@gemair.co.za www.legendsky.co.za www.atlasoil.africa dartaero@mweb.co.za

43

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Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za 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 Charters Henry Miles 012 567 3873 charters@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 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

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Pieter Hulleman 012 543 0371 riks@pasaviation.co.za www.pasaviation.co.za Precision Aviation Training Academy Johan Odendaal 012 543 0372 / 082 553 4413 johan@pasaviation.co.za www.patahelicopters.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za 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 Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com Starlite Aviation Training Academy Enquiries Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@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 Airplane Factory Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa

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

MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za

SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za

Skyhorse Aviation Tamarin Bond 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za

Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

Southern Rotorcraft 021 935 0980 082 777 0805 sasales@rotors-r-us.com www.rotors-r-us.com

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com

Solenta Aviation (Pty Ltd) Johann Minnaar 011 707 4000 info@solenta.com www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

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

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

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

Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

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

Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za

Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

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