Edition 126 APRIL 2019
AFRICAN AIRLINE CEOs ROUND TABLE AKBAR AL BAKER ON AFRICAN AIRLINES
AMMO CAPABILITY DEMO
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APRIL 2019 Edition 126
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5 News 9 Bush Pilot - Hugh Pryor 11 Face to Face: Akbar Al Baker 15 2019 Ammunition Capability Demo 21 Briefing: The African Airline Industry 25 Aviation Africa Summit 27 Defence - Disaster Response 29 GIB Events Calender 34 Pilot Attacks Flying Club 35 The Ultimate Namibian Fly-In 37 Federal Airlines Charter Directory 38 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subscriptions 45 Airline Ops - Mike Gough
that
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investigation by the FBI over the design and certification of the 737 MAX?
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HE Seattle Times reports that the FBI will lead a criminal investigation into the certification of the Boeing 737 MAX in the wake of the crashes of Ethiopian Airlines Flight 302 and Lion Air Flight 610. This follows the US Department of Transportation announcing an embarrassing audit into the processes that went into the certification of the Boeing 737 MAX. This has profound implications for African aviation. Up till now, Boeing as one of the two big original equipment manufacturers (OEMs), was seen to be tantamount to God in its infallibility. African regulators have tended to slavishly follow the requests of the big OEMs to the extent that they have often gone overboard and mandated items that were nothing more than manufacturers’ recommendations. Now Boeing is seen to be fallible – as evidenced by the Ethiopian authorities’ refusal to allow the Americans to analyse the ‘black box’ data from the EK302 crash. It is also significant to note that the two big OEMs pride themselves on the level of support they provide to often-struggling African airlines. The OEMs are able to provide a broad range of services to African carriers – from centralised ACARS message downloading and processing, to assistance
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with tricky administration functions, such as flight crew rostering. What it would now seem needs more attention, at least from Boeing, is pilot training. It is significant that American carriers, and in South Africa, Comair, believe that there is nothing wrong with the Boeing 737 MAX series that cannot be overcome by basic pilot training. Southwest Airlines has accumulated 88,000 hours in 41,000 flights in its MAX fleet. CEO Gary Kelly said the airline’s internal data reviews revealed no problem that could compromise safety. Like South Africa’s Comair, Southwest initially decided to continue to fly the MAX, even though it now agrees the grounding. Boeing’s own training pilots and Comair MAX pilots I have spoken to believe that any properly trained pilot should easily be able to handle a trim runaway associated with the MCAS system. They point out that the pilot can neutralise an MCAS trim runaway by using the control wheel trim buttons. This will override the MCAS trim for 4.75 seconds – more than enough time for the captain to take charge and switch the Stabiliser Trim off. But in the meanwhile, Boeing finds itself pilloried on social media platforms. The public no longer trusts it to build safe airliners. Sorting out what I have called ‘the devil in the system’ of the MCAS is a small problem for Boeing compared to the task of fixing the damage to its reputation. And the bill from the MAX operators for grounded aircraft is going to hurt.
Guy Leitch
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Airline Ops
Mike Gough
PILOT ERROR To the average aircrew member, the term ‘pilot error’ defines the individual using it as an aviation illiterate. Generally, these days it is the lesser informed who still choose this expression to neatly apportion causality and blame to someone who has a good chance of not being able to defend him or herself, as they are no longer around.
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OCKPIT voice recorders (CVR) and flight data recorders (FDR) are mandated for this very reason, and this information is meant to be used with impartiality and technical astuteness to determine the sequence of events that lead to the accident. Therein lies the rub: The Sequence Of Events. But wait, there’s more. Unsurprisingly, an airliner is not operated in a vacuum of isolation from its environment, which extends way beyond the actual surroundings of the aircraft at the time. Every aspect of aviation is controlled or governed in one way or another, from the most minor, seemingly insignificant item, right through to the aircraft themselves and the corporate culture that operates them. As we are all aware, a second Boeing 737 Max 8 aircraft crashed in Ethiopia. We are all still awaiting the release of final reports and CVR transcript data from the first Lion Air accident, and therefore we have little to go on, and thus speculation is running rife. It is reasonable to draw parallels between the accidents, and as the first preliminary data started trickling through,
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the entire fleet of Maxs were grounded. Where there is smoke…there are mirrors. The Airbus 320/330/340 series of aircraft have an almost identical issue of uncommanded nose down elevator (as opposed to the entire stabiliser, in the Max cases), which is a manifestation of the stall protections going rogue, as a result of a temporarily frozen Alpha vane. This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots. Our only chance of rescuing the situation is to immediately disable the protections by forcing the aircraft into Alternate Law (which is a set of flight control laws that have very limited protections built in). This is done by reaching up to the overhead panel, above the Captain’s head, and pushing two switches which knock out two of the three Air Data Reference systems simultaneously. Left with only one ADR source, the flight control logic decides it cannot compare a single source of data with anything and degrades the control law, disengaging any autopilot and lumping the problem on the pilots’ laps. At least now the side stick has full authority again, and we can pitch the nose up to where it should be.
The Max problem appears to stem from an aircraft design that has reached its Maximum (see what I did there..?) practical design limit. The short little legs the 737 inherited from its original 737-100 have been optimised as far as possible, to the extent of adding eight inches to the nose leg. Those fancy Leap 1B engines simply could not fit under the wing, so they moved forward and upward of the leading edge. The nose-up pitch associated with an increase in thrust is now further exacerbated by the aerodynamic lift from the underside of the new, large cowlings. In certain phases of manual flight, the stick forces required from the crew were out of certification limits, so Boeing added an auto-nose down component that was meant to work quietly in the background. MCAS, (Manoeuvring Characteristics Augmentation System), as it is named, has now become public enemy Number 1. The only indication of this system in operation is the very-visible movement of the two large manual trim wheels in the flight deck. There is no form of auto-trim in the 737, so any movement of these wheels that is not originated by the crew is a sign of the ghostly, unseen MCAS awakening. As we have our method in the Airbus for fixing an unintended control input, so
The key components of the Boeing 737 MAX trim controls.
does the MAX. Very similar to the original 737-100, there are two trim cut-out switches on the pedestal near the thrust levers, which if the condition is correctly diagnosed, will instantly disable the MCAS. As the intention is (obviously) that this system will help the crew, seeing the trim wheel movement while manually flying may well become familiar, so when excessive nose-down is encountered, it may be initially confusing until that massive control surface, the horizontal stabiliser, has been positioned such that it has over-powered the much smaller elevators. Hitting the cut-out switches at that point means that while plummeting, the stabiliser has to be re-positioned manually by the crew cranking that trim wheel to nose-up. Pretty lousy situation to be in‌ Had they used the cut-out switches immediately, and as per their training, the latest Max accident could have been averted. Surely this must be pilot error? Allow me to illustrate a few aspects that all get together and conspire against the safe conduct of each and every flight. A week ago, I was called by our crew movement centre to please assist with an upcoming flight. No big deal. Due to the shortage of crew at my current employer, I was asked to operate this particular series
of flights from the right-hand seat (RHS), instead of the left seat Captain position. As a Training Captain on the A320, I am right seat qualified to operate when training new Captains onto type. The company is not meant to take advantage of this dual qualification, but on further verification, crew movement had literally run out of available co-pilots. I had done my annual RHS recurrency in the simulator in November, but had not operated there for a year. This introduced an element of unfamiliarity, but, again, no big deal. This was a latent threat (not immediately obvious) introduced through organisational error. We were to fly to Harare and back, and then to Durban for a night stop. However, our aircraft had gone technical, and we had to wait for another aircraft that was inbound. Our original aircraft was not immediately available due to lack of spares. Organisational error. Harare just so happened to have the remnants of Cyclone Idai moving in from Mozambique, and the weather was steadily worsening, and our delay was not helping. Environmental overt threat compounded by organisational error. When we were preparing the aircraft for departure, we had to check the status
of the Operational Engineering Bulletins, which confirmed we had to contend with the Abnormal V Alpha Prot OEB, which is the problem mentioned previously of the aircraft deciding to head for the ground. Aircraft system design threat. Our destination weather was marginal, and our Notice To Airmen (NOTAMs) showed the ILS was awaiting calibration, which meant we could not legally use it, and had to plan for the less accurate VOR approach to Runway 05. There was no money to pay for the calibration, so the threat to airline operations was passed firmly to the pilots. Infrastructure overt threat, as a result of serious political instability. Two fully qualified Captains in the same cockpit has historically proven problematic in terms of CRM. I put on my best pair of First Officer pants and got on with the task at hand. Organisational latent threat. All went well, and as I had been nominated Pilot Flying, I set up and briefed on the approach. Our Standard Operating Procedure called for me to fly the approach, and the Captain to take over for the landing when the runway was in sight. As our vertical guidance was purely barometrically guided (no glideslope), the pressure changes on the final descent into the cyclone made for some interesting vertical corrections by
FlightCom Magazine
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the autopilot on final approach. Below 1000’ above ground level, I had to disconnect the autopilot and fly manually, while still solidly in the clag, to prevent the approach becoming unstable. Environmental threat. This kept our parameters within tolerances, and exactly as the Airbus announced “minimum’, the runway lights appeared. The Captain decided that I should continue and land, as I physically had things in hand. My rusty right hand did a semiOK job of the last 300 feet, and a crosswind, rain drenched landing seemed to happen reasonably well with the wipers furiously flailing away.
As soon as the engineer disconnected, I commenced with my Pilot Monitoring (PM) checks. This included the non-standard switching of the radar and adjusting it to show what was lurking on our planned flight path. A short discussion ensued about the amount of yellow and red indicated, and we started the taxi. While receiving our departure clearance from the tower, I did my customary ‘how goes it’ glance at the important stuff in the cockpit. Oh crap. I had not selected any flap for take-off. Pilot Error. The aircraft automatically records an
This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots. Leg one completed, with all threats kept at bay. However, the demanding approach that we had just flown could be repeated if we had to return on the next leg with an emergency…which was discussed at length. The Captain became Pilot Flying (PF) for the return, and as part of the briefing, we discussed use of the weather radar after start to take a look into our future in terms of planning our avoidance tactics.
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exceedance if taxi is commenced without flaps. This particular parameter has been highlighted by the Flight Data Analysis (FDA) specialists because many years ago a Boeing 738 managed to commence its takeoff roll with no flaps selected. That’s a story for another time… The point of this all is that in 21 years of operating airliners, this was my first exceedance, as minor as it was. The
Before Take-off checklist and the Takeoff configuration test would have both caught the lapse, such is the belt-and-braces importance that is ascribed to this item. I had to send a ‘mea culpa’ email to our FDA specialist. Had this been an absolutely normally crewed flight, would this have occurred? Maybe not, but it does highlight the multiple interrelated layers that contribute to the outcome of each and every flight. While we await the formal reports on both the Lion Air and the Ethiopian Max accidents, we need to spare a thought for the crews who would have done their absolute damndest within their trained capability to prevent the steadily deteriorating situation from turning into a disaster. Organisational structure, crew experience, experience on type, airline technical competence and what would appear to be a significant design issue with the Max all conspired to bring these two aircraft down. This particular event has surfaced previously with this aircraft type and has successfully been mitigated with the correct procedure by other crews. It’s the other factors, including Boeing’s role, that need to be examined to determine what lead to these two manifestations of events that culminated in these tragic examples of pilot error.
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News
BOEING 737 MAX SOFTWARE FIX On 25 March, Boeing and the FAA announced that they expect to finish a software and training update for the 737 MAX series of aircraft ‘shortly’. Boeing said it’s been working on the update since the crash of a Lion Air MAX 8 on 29 October 2018, but the crash of the Ethiopian MAX 8 prompted the FAA to issue an airworthiness directive (AD) requiring Boeing to have a fix by April.
“WE’VE been working diligently and in close cooperation with the FAA on the software update,” a Boeing spokesman said Saturday in a statement. “We are taking a comprehensive and careful approach to design, develop and test the software that will ultimately lead to certification.” Boeing has now confirmed the software fix will focus on the angle of attack sensors and their interaction with the Manoeuvring Characteristics Augmentation System (MCAS), which uses the horizontal stabiliser trim to lower the nose if data supplied by an angle of attack (AOA) indicator shows an imminent stall. The MCAS currently gets data from only one of two AOAs. The fix makes both AOAs supply pitch data to the MCAS and a formerly optional disagreement warning on the pilots’ primary flight display (PFD) will become standard equipment. The update will also limit the MCAS’s ability to keep pushing the nose over in defiance of manual inputs from the pilots. The current system will relentlessly drive the jackscrew that increases the horizontal stabiliser’s incidence if the angle of attack is reported to be too high. The software update will only allow one jump of the tail position and trigger an alarm that tells the crew the MCAS has been activated.
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Pilot training will be part of the system updates as pilots need to be able to identify a trim runaway caused by the MCAS and know how to deal with it under stress.
B737 MAX Angle of Attack display.
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Bush Pilot
Hugh Pryor
The Loo at Riyan Riyan is the international airport of the historic port/town of Mukallah on the south coast of Yemen facing the Arabian Sea. It has a three thousand metre runway, a large apron, a control tower and a vestigial terminal building.
A
PART from that, there is a lot of sand and the blue, fishrich waters of the Arabian Gulf. The wide coastal plain is dotted with date palm plantations which nestle around ancient mud brick villages. Beyond the plain the barren mountains rise to heights of more than eight thousand feet, driven up by the
Falaj system and consists of a series of wells connected by underground stone-arched tunnels. These tunnels were installed by the Persians some three thousand years ago and most of them still function to this day. Further east, on the high barren plateau, according to Bedouin folklore, lie the blackened remains of the cities of Sodom and Gomorrah. Apparently the people of
with their city. It is possible to pick out the vast patches of larva which covered the buildings. I have landed there and there is not a trace of human habitation remaining. The only clue to the position of Gomorrah is that the larva flow which covers the site is shaped like a leaping gazelle. Lot’s wife is actually a pillar of rock in the Bedouin story. I have met her...she’s not really my type! I was flying for a French seismic survey company. We were operating one of the icons of bush flying, the Pilatus Porter. There is a story that it was designed by a committee of six Swiss farmers who did not know what an aeroplane was supposed to look like. All they wanted was a means to convey hay up into the mountains so that they could keep the cattle up there for longer. So the most important characteristics of the aircraft was its ability to carry a ton of hay and to be able to land and take off in remote alpine meadows. Speed was not a requirement, which lead to the Porter’s reputation for being the only aircraft which suffered bird strikes from the rear. Coincidentally these same qualities
I was flying for a French seismic survey company. We were operating one of the icons of bush flying, the Pilatus Porter. East African tectonic plate which is forcing its way under the southern coast of the Arabian subcontinent. One extraordinary feature of the coastal landscape is the system by which fresh water is brought to the villages. It is known as the
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Gomorrah recanted from their decadent ways just before God destroyed the city and he allowed them to catch a herd of gazelles to keep them alive, where the recalcitrant inhabitants of Sodom were totally destroyed
snigger er snigg
! # & * !@#
INSPECTI ON
made it an ideal vehicle for supporting seismic survey teams in the more remote parts of Southern Yemen. We had the heavy maintenance performed at what was technically known as a ‘Remote Maintenance Site’. This consisted of two forty foot and one twenty foot shipping container. One of the forty footers was air conditioned and housed the office and all the sensitive equipment like avionics and electrical equipment, together with all the technical logs and manuals. There was a work bench equipped with a vice and a shadow board for all the tools. The other forty footer contained spares which did not mind the high temperatures, sometimes in excess of fifty degrees Celsius in mid-summer, things like spare tyres, nuts and bolts and sheet metal. Incidentally that container was dehumidified because the Pilatus Porter is not built out of ‘Alclad’, a sandwich of aluminium alloy, coated between two layers of pure aluminium, for corrosion protection. The Swiss simply treated the sheet alloy with a Chrome Etch
paint in order to save weight. This reduced the corrosion resistance of the metal but in the salt-laden humidity of Riyan the only long term protection was the installation of a de-humidifier. The smaller container was for ‘volatiles’ like hydraulic fluid, oil, paints and thinners, anything inflammable and it was placed one hundred metres away from the other containers, in case of fire. The base was set up by a meticulous engineer called Tony Burgi, who had graduated to aircraft from making watches for the International Watch Company of Schaffhausen, one of the very finest watch makers in the world, so his attention to detail was irreproachable. Even so, the facility had to be certified by an inspector from the Swiss Civil Aviation Authority. The inspector duly arrived, seemingly determined to find fault with Tony’s set-up, but after two hours, he could find no faults. Tony had performed miracles. The only task he could not perform on the Porter was to overhaul an engine.
Finally, with some suppressed frustration the Inspector turned to Tony with a gleam in his eye. “The Authority requires Toilet Facilities for those who work here. Where are your toilet facilities?” “Oh,” Tony replied, “We use the facilities in the Airport.” He did not mention that he used the toilet in the ‘VIP lounge’, a reasonably clean shed next to the Control Tower. The Inspector chose rather to relieve himself in the as-yet unfinished new passenger terminal. The new urinals were indeed installed, but they were not actually plumbed in and so the Inspector’s ‘Relief’ went all over his shoes. So that went in his report, “Toilet Facilities not up to The Authority’s requirements!”
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Air Tractor
Qatar CEO and IATA Chairman Akbar al Baker.
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Face to Face R eport : G uy L eitch
QATAR AND IATA’S
AKBAR AL BAKER ON THE STATE OF THE AFRICAN AIRLINE INDUSTRY
At the Aviation Africa summit held in March in Kigali Rwanda, Guy Leitch got some face to face time with Akbar Al Baker, the unabashedly controversial IATA chairman and CEO of embattled Qatar Airways. GL: The last time we talked was in Durban when you launched Qatar’s 787 flights to that city. You spend a lot of time in Africa – yet it is less than 3% of the of the global airline industry. Why is Africa important to you? AA-B: Africa is a promising land for aviation as, despite a population estimated at 1.2 billion in 2018, and an expected GDP growth rate of 4% in 2019-2020, Africa remains an under-served market by the airline industry. Although Africa makes up 16% of the world’s population, it only captures approximately 2.5 % of the world’s total number of air travellers. And despite an average GDP growth of 4% in the past five years, only 1.6% of the global freight tonnage was carried through Africa in 2017. So are you aiming to unlock Africa’s untapped potential? The African Union Agenda 2063 is a good example of an ambitious project to reposition Africa globally. But 2063 is too far away. I am sure that you can do that far sooner. For that potential to be realised, we need to turn the page on the old culture of protected hubs, which has produced
years of weak aviation infrastructure, high airfares and poor global connectivity. Going forward, we will need to support the successful implementation of regional initiatives that aim to improve Africa’s position in the areas of economic integration, trade, human capital, air connectivity, and tourism development. Speaking of partnerships, you have been known to take minority stakes in airlines. If South African Airways was turned around would you be prepared to take a 25% stake in it? Yes. Even with the government as a controlling and possibly interfering shareholder? Yes – but with minority protection safeguards. We are comfortable with many of our stakes in small airlines – we even own a 5% stake in China southern Airlines. We also have a 49% stake in Meridiana, a 20% stake in the International Airlines Group (IAG), a 10% stake in LATAM, and 10% stake in Cathay Pacific. So we would be prepared to invest in SAA.
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Shortly after your appointment as Chairman of IATA you were reported as saying that a woman could never be CEO of your airline. Do you still hold those views? From an airline industry perspective, we need to support African airlines and aviation professionals to meet the challenges of tomorrow. For example, the creation of education and training programmes to ensure a wider and more effective representation of women in technical fields, management and leadership roles within the airline industry is fundamental. I am very glad that RwandAir has a female CEO. I am very proud to say that 47% of the 47000 employees in our group are women. What about Africa’s wildlife? – does Qatar Airways have a policy against transporting endangered species? As an industry, we should put our best efforts to promote the protection of wildlife and join the global fight against human trafficking, always in partnership with stakeholders across the supply chain and local enforcement authorities.
expertise in the areas of safety, security, and facilitation. Through partnerships with ICAO and other regional organisations, Africa can make concrete steps towards the improvement of competencies for its aviation professionals at home. Thirdly, ongoing collaboration with the military for the enhancement of air corridors for civil aircraft is also important. Sound air traffic management practices and reliable airspace for operations can only benefit the industry and its customers in the long-run. Fourthly, governments should leave behind protectionist approaches to regulating aviation and embrace liberalisation. There is plenty of evidence that when liberal policies are adopted, countries benefit from improved connectivity and the positive impact it has on
The state-owned African airlines are almost all loss making. Is this sustainable – or fair to private sector competitors? A long-term concern for sustainability should drive any future government initiatives related to aviation. As stated in the Doha Declaration that was released during the Qatar Aviation Aeropolitical and Regulatory Summit 2019, governments should enhance the sustainability of the aviation sector in its broadest meaning. I invite decision-makers, policymakers and the industry to embrace the principles of the Doha Declaration in that regard. You have come to Kigali to talk about airliner hub development. Is this a problem for Africa? The future of African aviation should no longer lie in the hands of a few airlines or protected hubs. We all know that the old model of vested interests has not produced good results Qatar Airways routes around the blockade echo South Africa's 'round the bulge' flights. for Africa or anywhere else. So how can we ensure Africa’s potential is achieved? I believe there are a few trade, tourism and employment. A small country like Qatar has 35 key ways: million passengers – down from 38 million pre-blockade – but you First of all, nothing great was ever built in isolation. When can see what potential aviation has when 4.9% of my country’s GDP industries, communities and governments work together, we can is contributed by just one airline. When liberal policies are adopted achieve greater results. This requires trust, determination and good countries benefit from trade and tourism and the further benefit it will from all stakeholders. Regional development is dependent on has on unemployment. With the pan-African vision embraced by cooperation, whether through government collaboration such as the Single African Air Transport Market (SAATM), the day will the African Union, people-to-people exchanges through travel, or come when Africa starts negotiating Comprehensive Air Transport economic partnerships such as joint ventures. Agreements with other countries and economic blocs, similar to Secondly, we should all continue to work with ICAO to uphold what the state of Qatar has gone through with the European Union. global standards in aviation and improve levels of technical
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In an under-served market of 1.2 billion people, the pie is big enough for everyone, so there is no reason to be concerned about competition. Fifthly, and in line with a pan-African vision, there is a need to consolidate the purchasing power for aircraft, as well as maintenance, catering and other services. For example, establishing joint MROs is one area where consolidation would greatly benefit the African Aviation industry and create thousands of jobs. Joining forces to obtain better prices from suppliers will have a direct positive effect on the bottom line and long-term profitability. Qatar Airways is doing exactly that and I am proud to say that the major aircraft suppliers are terrified to negotiate with Qatar Airways. We can always squeeze the last drop out of a stone. The African airline industry is very fragmented – can it ever consolidate and work together? The industry seems to be developing a shared vision based on liberalization, which will set the framework for a successful future in aviation for Africans, by Africans. But for these ideas to flourish and provide benefits to Africa, we also need to take a closer look at the current market environment which is dominated by a few airlines and protected hubs. As I have said, when compared to the global aviation industry, Africa represents only 3.1% of total passenger movements and just under 4% of total revenues. In 2018, approximately 127 million passengers were carried to, from and within Africa, generating almost 34 billion US dollars in revenue. 75% of these passengers originated or ended their journey outside Africa, and interestingly accounted for 85% of the total revenues. This means intra-African air services currently only contribute to 15% of the total industry revenue. If we look deeper into the data, some other interesting revelations appear. The global aviation industry is currently offering over 113 million available seats as a result of more than 5,000 weekly frequencies to and from Africa. When reviewing operations from an alliance perspective, we discovered that Star Alliance carriers account for 22% of the total available seats in the market, followed by Sky Team with 14% and Oneworld with a minor 6%. From an African airline perspective, 10 airlines operating to and from a total of eight hubs in the continent have captured over 80% of the intercontinental market, both in terms of passenger movement and
revenues. So the dominant airlines are taking the smaller African carriers to the cleaners. Moving to the topic of airports, similar concentrations of capacity appear. Of the approximately 32 international airports in Africa, 10 airports in seven countries account for 49% of total seat capacity and 50% of the total revenues of the entire aviation market to and from Africa. When compared to intra-Africa air services, the data is very similar, with only 10 airports accounting for 56% of total inter Africa seat capacity and 55% of the revenues. Given these figures, I think it is time to consider how Africa’s aviation market is positioned in order to maximize its full potential. Now is the time to promote longterm global connectivity at lower air fares and cargo rates. So what needs to be done to make the African airline industry more globally competitive? For Africa’s full aviation potential to materialise, a decisive shift in the current hubbing dynamics is needed. This shift will be based on the emergence of mediumsized airlines in under-served markets. The shift will also encourage the development of medium-sized super-connecting hubs adopting the latest airport technologies to ensure the best passenger experience and the highest levels of efficiency in operations. The proposed shift will complement the implementation of the Single African Air Transport Market (SAATM) initiative and ensure Africa’s global leadership in aviation for years to come. Global connectivity brings opportunities and prosperity to communities and countries whose potential has been overlooked for too long. Speaking now as the CEO of Qatar Airways – what are your plans for Africa? Qatar Airways’ commitment to the African continent is undeniable. We currently operate passenger services to 21 destinations in 15 countries. Africa is our next growth market. We also operate allcargo services to seven countries across the continent, carrying African agricultural products and other African imports to Qatar and beyond. How has the political blockade affected your African plans? Due to the unjust blockade against Qatar, we have had to suspend some planned new destinations especially in West and Central Africa. This highlights how the illegal blockade has not only impacted my
country, but also other countries, especially in Africa. But we are very inventive – we will always find a back door to achieve our aims. The additional flight hours required to fly around the blockaded air space has meant some of these operations are no longer commercially viable. However, we continue to explore alternative routes and potential partnerships that may make these routes economically viable. While on this topic, I would like to take this opportunity to thank our African partners for their support in responding to this illegal blockade. In particular their support and commitment to the principles of international law and the advancement of good governance. At the upcoming ICAO convention in Montreal in September we should all reaffirm our commitment to the principles of the Chicago Convention. We should relieve ICAO from the bonds of being politicised so the blockading states should in my opinion never be allowed to be members of the ICAO council. What is your future strategy for working with the African airline industry? Qatar Airways sees great opportunities in operating to under-served markets here in Africa. However, we also know that there are mutual benefits to be gained by such operations, and as such we seek collaboration with local aviation partners and governments to develop these services. We are not interested in increasing the number of protected hubs or contributing to the wealth of their alliance partners. Our vision is about freedom, collaboration and long-term sustainable investments in local infrastructure, human capital, and capacitybuilding. We believe in Africa’s aviation potential and we are ready to offer you a solid and long-term partnership with this great continent. Our strategy is based on the following principles: The support of the Single African Air Transport Market. A continuous improvement in safety and security standards. Regulatory and policy harmonisation. Optimised aviation infrastructure. Human capacity development, and multi-sector and multistakeholder collaboration. A shift towards a new hubbing dynamic in Africa will also put many emerging African capitals on the global map of aviation. Just imagine what the whole aviation sector can do for African economies.
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Defence R eport & I mages : G uy L eitch
THE 2019 AMMUNITION CAPABILITY DEMO The SAAF supplied Gripens, Hawks and a Rooivalk to launch rocket salvos.
Every four years Rheinmetall Denel Munition (RDM) puts on a massive, no expenses spared, demonstration of its ammunition capability in the Ammunition Capability Demo (ACD).
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heinmetall Denel is jointly owned by Rheinmetall Waffe Munition GmbH (51%) of Germany and Denel. The demo gathers many of the company’s customers and potential customers to witness the full range of products of the company and, in part, also the other ammunition produced by the German defence group. The demo took place at the Overberg Test Range near Arniston. This year’s event followed closely after the SA National Defence Force’s even larger Armed Forces Day demonstrations and night shoots in Cape Town. The SANDF display is about showing off the SA military’s capability to taxpayers. In contrast the ACD display is about marketing and sales orders. It is expected that just one order for RDM’s ammunition, missiles and bombs would more then cover the huge costs of the 2019 demo. Military procurement specialists from 52 countries made the journey to South Africa and then on by bus to the remote Overberg Test Range near Cape Agulhas. More than 800 delegates attended a series of seminars, visited the stands, and watched the night firing demonstration on 19 March and the day firing demonstration on 20 March. A key development for the 2019 Demo was that it was done in conjunction with the SANDF, who supplied 400 troops plus artillery and aircraft to demonstrate the armaments. Although the SA Army provided most of the personnel and assets, the Air Force provided two Gripen and two Hawks, a Rooivalk helicopter and a Navy Super Lynx. SA Navy crew operated the very impressive 76/62 mm Oto Melar guns that allowed RDM to demonstrate its capabilities in the naval market. In his proudly South African themed address, the Chief of the Army LieutenantGeneral Lindile Yam said the weapons had all been developed alongside the men and women who used them in conflict zones. “We see scientists, we see engineers, we see major researchers, but it is the soldiers who give us the feedback to the brains at Rheinmetall Denel.” RDM manufactures products such as artillery ammunition, mortar bombs, rockets and missile sub-systems. RDM is one of the most successful of the Denel group of companies and has shown what can be accomplished in the international defence
Hitting the actual targets seemed secondary.
A cannon shell filled with flechettes.
Chief of the Army, LieutenantGeneral Lindile Yam.
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Party trick is this Canadian 8-wheeled vehicle which follows troops to carry their kit - or in this case launch rockets.
arena though well managed partnerships. RDM’s South African Head of Business Development and Sales, Thomas Potgieter, says it’s a fast growing employer, starting with 400 workers in 2008 and growing to a staff complement of over 2,500 at present. The company has factories at four sites: in Somerset West, Wellington, Boskop, outside Potchefstroom and Boksburg. Arms manufactured in South Africa are used in several war zones, including Yemen. Potgieter was therefore at pains to point out that RDM adhered to strict international standards which control the countries to which they are allowed to sell. “The ACD, which is being held for the third time, is our most important marketing event,” RDM CEO Norbert Schulze said. The company pulled out all the stops for the 800 guests. Two massive marquees were rigged and all the surrounding towns – as far afield as Bredasdorp were filled to accommodate the more than 1000 guests and support staff. Most impressively, the organisation adapted seamlessly to accommodate the rain that forced a rescheduling of Day 2’s programme. “This is the event that allows us to show our customers that we are producing high quality products, which can be considered at the same level of those produced by Rheinmetall,” he explains. “The 53 nations
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Arms buyers from 53 countries attended.
present here at Overberg represent our customers and our potential customers,” Schulze said that the main geographical areas targeted by his company are: “Asia, the Middle East and Africa. Today South Africa covers only 15% of our revenues, the remaining 85% comes from export.” ACD 2019 was not limited to RDM’s products as other systems were demonstrated, such as Rheinmetall Weapons and Munitions pyrotechnics, plus precision guided munition kits by Barij
Dynamics of the UAE, a company to which RDM provides Mk-series bombs. A neat party trick came from Rheinmetall Canada who supplied a Mission Master unmanned ground vehicle. These are 8-wheeled battery powered vehicles that automatically follow ground troops to carry their equipment and supplies. They are also ideal for carrying casualties and thus evacuating downed and injured pilots.
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Briefing T ext : G uy L eitch
THE AFRICAN AIRLINE INDUSTRY THE IMPORTANCE OF AIR TRANSPORT
In t his series of B riefings , Guy Leitch explores t he role and cont ribut ion of t he air t ranspor t connect ivit y provided by t he African airline indust r y and specific aspect s of interest and impor tance. By so doing it is hoped t hat t hose student s of Aviat ion in Africa will be able to enhance t heir understanding of t he role of aviat ion in Africa .
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LOBALLY the aviation industry directly supports $2.7 trillion (3.5%) of the world’s gross domestic product (GDP). The world’s airlines carry over three billion passengers a year and 50 million tonnes of freight. Providing these services generates 9.9 million direct jobs within the air transport industry and contributes $664.4 billion to global GDP. Of this supported growth, $664.4 billion comes in the form of benefits accruing directly to Gross Domestic Product (GDP). Compared with the GDP contribution of other sectors, the global air transport industry is larger than the automotive industry, which accounts for 1.2% of global GDP and chemicals manufacturing (2.1%). INDIRECT IMPACT An IATA study by ATAG calculates that aviation has a $761.4 billion indirect GDP impact. Indirect impacts include employment and activities of suppliers to the air transport industry – for example, aviation fuel suppliers; construction companies that
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build airports and infrastructure; suppliers of aircraft sub-components; manufacturers of goods sold in airport retail outlets; and a wide variety of activities in the business services sector (such as call centres, information technology and accountancy). The aviation sector is more than half the size of the global financial services industry, which accounts for 6.2% of GDP. If air transport were a country, its GDP would rank it 21st in the world, similar to that of Switzerland or Sweden.
INDUCED GDP In the same study ATAG calculates that aviation contributes $355 billion in “induced
GDP”. This is defined as the spending of those directly or indirectly employed in the air transport sector. This supports jobs in industries such as retail outlets, companies producing consumer goods and a range of service industries (such as banks and restaurants). This is then the global impact of induced GDP created by employees in the air transport industry (whether direct or indirect) using their income to purchase goods and services for their own consumption. TOURISM The connectivity provided by international air transport facilitates the fast-growing global tourism industry. It is estimated that over half of international tourists travel to their destination by air. Tourism makes a major contribution to the global economy. It directly contributed $2.2 trillion to world GDP (almost 10% of the global economy) in 2015 and provided over 108 million jobs globally. By 2024, the World Travel & Tourism Council expects direct employment in the tourism industry to be more than 126 million people globally. Tourism is fast becoming the world’s largest industry and air transport plays
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SA Flyer 2018|01
a very important role in supporting this sector. Over 54% of international tourists now travel by air. ATAG says conservative analysis suggests that aviation supports $892.4 billion in economic activity within the tourism industry. When looking at the jobs and GDP supported through the indirect and induced impacts of tourism, the figures are significantly higher at 285 million jobs (8.7% of employment) and $7.2 trillion, or 9.8% of the global economy. By 2026, tourism could support some 370 million jobs and $11 trillion in GDP. Tourism is particularly important in many developing countries, where it is a key part of economic development strategies. The World Travel & Tourism Council report for Africa says that an estimated 5.8 million people are employed in areas supported by the steady influx of overseas visitors, most of whom arrive in the region by air, and contributed almost U$ 50 billion to GDP in African economies in 2018. Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. The Direct contribution of air transport to tourism employment and GDP is 15.9 million direct jobs estimated to be supported by the spending of foreign visitors arriving by air. This includes jobs in industries such as hotels, restaurants, visitor attractions, local transport and car rental, but excludes air transport industry jobs. The Indirect contribution of air transport to tourism employment and GDP is a further 13.4 million indirect jobs in industries supplying the tourism industry are supported by visitors arriving by air. The Induced contribution comes from these direct and indirect tourism jobs which generate a further 7 million jobs in other parts of the economy, through employees spending their earnings on other goods and services. Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. It is therefore clear that African governments in particular, must focus on developing the attractiveness of their countries as tourist destinations. Although many African governments invest in promoting tourism, there are many easy to remove obstructions such as difficult visa applications, high taxes on arriving or departing tourists and a lack of regional co-operation. There are signs of improvement in these areas, with some Regional Economic Communities (RECs) like ECOWAS and UMA discussing ways they can make travel to and within their regions simpler. Europe, with a single Schengen visa, is a good example of regional thinking. Open-skies from reducing bi-lateral air transport agreements has proven to be a real driver of travel, tourism and the economic benefits that can bring. This allows airlines to start services without having to go through lengthy government-to-government negotiations for every new route or airline. Finally, the World Travel and Tourism Council says that nation states should ensure that they regularly review the capacity of their airport and air traffic infrastructure versus projected demand. This will ensure that aviation can continue to support tourism development and deliver wider economic benefits.
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News T ext : G uy L eitch
AVIATION AFRICA SUMMIT The Aviation Africa Summit and Expo has rapidly grown to become the prime airline industry event in Africa. This year it returned to Rwanda’s Kigali, following its initial success there in 2017.
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NDER the theme ‘Flying forward together developing partnerships for Africa’s future skies’ the two day summit and exhibition brought together leaders across the civil and military aviation spectrum to discuss key issues driving change across the African airline industry. Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways. Referring to the blockade on his home state and airline, Al Baker delivered a nopunches-pulled diatribe about political interference in airlines. Al Baker criticised the United States’ carriers for the protection they are insisting on against the ‘superconnectors – especially the Middle East-3. He also took the opportunity to outline how Africa should be developing its own airline hubs.
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RwandAir's Yvonne Manzi Makolo in deep conversation with Qatar CEO and IATA Chair Akbar Al Baker.
President Kagame was Chairperson of the African Union in 2018 when the agreement for the introduction of the latest version of the Yamoussoukro Declaration and Decisions – the Single African Air Transport Market (SAATM) which was signed by 24 African nations. “Sixteen countries in Africa are landlocked, including Rwanda – that is almost one-third of Africa - but every country is air-linked. So, geography should not be seen as an excuse for underdevelopment. This highlights the importance of regional integration where there have been some notable achievements over the past year, chief among these is the Single African Air Transport Market,” said Kagame. “However, the full promise of this pact only becomes apparent in the wider context of the African Continental Free Trade Area, and the Protocol of the Free Movement of Persons which were also signed last year. It is therefore important to attract more countries to join the Single African Air Transport Market, and to fully implement its provisions.” Kagame added that protectionism is a short-sighted policy, which only serves to keep the African market fragmented, inefficient, and expensive - thereby reducing opportunities for African business entrepreneurs. Following on from this, a key issue of the conference was yet again the need for liberalisation, particularly the implementation of the SAATM. With the SAATM ‘Open Skies’ agreement now in place, the conference aimed to help aviation policymakers implement the agreement. Notable at the conference was the attendance of numerous airline CEOs and Directors from key associations such as, ICAO, IATA, various regulators. Although small by world standards, the African airline industry is expected to need more than 1000 new aircraft with a value exceeding U$150 billion dollars. “That means there will be many more high-quality jobs for African pilots, engineers, and service personnel, to operate and maintain this equipment professionally, and above all, safely,” said Kagame. Airbus’s Hadi Akoum, VP of Sales for Sub-Sahara Africa said, “With urbanisation, population growth and economic expansion, Africa’s air travel market is doubling in size every 15 years, making it one of the fastest expanding markets. When one takes a broader view, aerospace in Africa also presents significant opportunities for industrial, social, knowledgebased and entrepreneurial partnerships that are essential to sustainable development.” Something different was the presentation and then round table participation by aspirant astronaut Dr Adriana Marais, one of the 100 people short-listed for a one way flight to Mars to establish a human habitation colony on our nearest planet. Perhaps surprisingly, one the weakest presentations came from one for which much was expected. Australian search and rescue (SAR) expert Brian Day has been involved in developing SAR policies in Africa and the Middle East. However he positioned himself as a Cassandra, warning about the lack of co-operation between African states on S&R. Given that airline safety has improved almost 500% in the past five years and that governments have more pressing needs than doomsday S&R scenarios, his increasingly strident warnings fell largely on deaf ears and he overstayed his time and welcome. In contrast, an unexpected highlight for delegates was the opportunity to visit the Zipline drone operation about 80 km west of Kigali. Zipline is leading the way in drone operations,
using fixed wing autonomous drones to deliver medical supplies in Rwanda and now in Ghana. The active support of the Rwandan regulator in this regard was key to the launch of this life saving service. At the summit there was also be a panel discussion looking at unmanned opportunities with Airbus, Dronamics, Rolls Royce and the FAA. The role of defence received special attention this year. General Charles Karamba of the Rwandan Defence Force presented a talk on challenges and successes. Carlo Gagiano, former Chief of the South African Air Force and now board member of Paramount Group talked on how collaboration, building capacity, strengthening the industrial capacity and establishing national defence industries could benefit Africa’s value chain. At Kigali Airport Gulfstream displayed a G500 and G280. Gulfstream’s African representative Marc Strange reported that they were very pleased with the expo as it enabled them to demonstrate the aircraft to a highly qualified and select market. The expo had almost 100 exhibitors including Gulfstream and Airbus, but notably was marked by the absence of Boeing who featured just a small and empty stand.
Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways. Summarising, Akbar Al Baker said, “Africa is a promising land for aviation. The launch of SAATM in January 2018 and the African Continental Free-trade Area in March of 2018 are testament of Africa’s visionary leadership and longterm thinking in aviation. Going forward, we need to support the successful implementations of regional initiatives that aim to improve Africa’s position in the areas of integration, trade, human capital, air connectivity, and tourism. I don’t think there is any continent in the world that has bigger tourism potential growth than Africa.”
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Defence T ext : D arren O livier
YOU GET THE DISASTER RESPONSE READINESS FOR WHICH YOU PAY The recent flooding in Mozambique, Malawi, and Zimbabwe caused by Cyclone Idai has been catastrophic, killing hundreds and stranding thousands more in trees, on rooftops, or any other high ground they could find while desperately awaiting rescue. A SAAF AW109 working with the World Food Program in Mozambique.
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A SAAF Oryx over the Mozambican flood.
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NTIRE towns, including many around the city of Beira, were washed away and destroyed. Mozambique’s government, overwhelmed by the scale of the disaster, asked for international assistance to rescue those stranded and to transport food, medicine, and other essentials to where they were needed. In response, the South African National Defence Force (SANDF) immediately swung into action, sending helicopters, medical personnel, and other specialists across the border. For many this echoed a similar disaster nearly twenty years ago, when South African Air Force (SAAF) helicopters rescued over 14,500 people from rooftops and trees after the devastating Mozambican floods of 2000. However, whereas that response included nearly a dozen Oryx, BK117 and Alouette III helicopters, numerous transport aircraft and light aircraft in the spotting role, this time around the SAAF has only been able
to contribute one Oryx, one A109, and a single light transport. There simply are no further spare aircraft available, with all other operational Oryxes, A109s, BK117s, C-130s, C-212s, etc already committed to other tasks such as standby for internal operations (firefighting, search and rescue, etc), peacekeeping, or training. This should not be seen as criticism of the SANDF’s operational personnel who, as in 2000, have been performing heroically in extremely difficult situations and have already saved hundreds of lives, despite having so few resources. They are not the problem. Instead, what needs to be understood is that the huge difference between South Africa’s ability to help in 2000 and in 2019 is the natural result of a long-term decline in operational funding and therefore should not have come as a surprise to anyone. Having the spare capability in both aircraft and personnel to deploy a dozen or more helicopters and transport planes at short notice for natural disasters will require spending substantially more on the Air Force than South Africa does now. It’s naive
for the public to expect that the Air Force can maintain the same levels of capability and readiness on an ever-declining budget. When the subject of the SANDF’s capability issues comes up, there are often those who ask how much truly results from underfunding and how much is actually the result of mismanagement and bad planning. Some commentators have gone further and claimed that there really isn’t a funding crisis at all, only a military that has too many personnel and facilities. These are valid questions, as the present situation is not caused by underfunding only. The SANDF is top heavy, especially in administrative and supporting units, has a large number of expensive and under-utilised bases, and it has too many uniformed personnel for its budget to be able to support. However, it’s crucial to understand that the SANDF has no direct control over its mandate, and it’s the mandate which determines personnel numbers, base positioning, and overall structure. That mandate comes from Cabinet and Parliament, informed by policy studies like
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the 1998 and 2015 Defence Reviews, and has actually increased in scope over the years. Of course the SAAF would be able to provide more rescue helicopters within its current budget if it could close most of its bases, retrenching the personnel who maintain them, and retire all combat aircraft. But that would require a new mandate and defence policy from the country’s civilian executive and legislative leadership, explicitly stating that the SAAF no longer needed to perform any combat roles and that the obvious consequences that would result are acceptable. Therefore, given that the SAAF’s mandate has specified the aircraft types it must have operational and the number of bases it must keep running, the question comes down to whether mismanagement is the root cause. The answer is no: While bad leadership, corruption, poor staffing decisions, and the overzealous application of transformation in some areas have all led to clear inefficiencies, they’re all dwarfed by the impact of a declining operational budget in real terms. This has been shown again and again by both internal and external audits and other studies the SAAF has undertaken to try to squeeze the last drop out of its funding. In 1999/2000, the SAAF’s budget (excluding capital acquisitions) was between 10-20% higher in pure inflation-adjusted terms, yet over the years its actual input costs have more than doubled. Fixed costs have become a lot more expensive. Partially as a result of aboveinflation salary increases, driven by both the unlinking of rank to pay in order to normalise the wages of lower ranks and the need to apply occupation-specific salaries competitive with the private sector for high-skill personnel like pilots, air traffic controllers, and specialist ground crew. Partially as a result of the much higher costs of utilities like electricity and water at bases and other facilities. Variable costs though have skyrocketed mostly as a result of the declining value of the Rand compared to the US dollar and Euro. During the 2000 flood rescues, Jet A1 cost around R5.50 in inflation-adjusted
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terms, today it costs more than double that. Spare parts for aircraft, which are usually priced in US dollars, have become twice as expensive as the Rand has lost more than half its value since 2000. So the main direct costs in flying hours, being spare parts and fuel, are now twice as expensive in real terms for the SAAF than they were in 2000, yet the SAAF has a 10-20% lower budget in real terms with which to buy them. It’s unsurprising then that the budgeted flying hours for the SAAF have declined from over 35,000 in 1999/2000 to just 12,700 now, while the number of aircraft in operational service has remained more or less constant. Little wonder that an Air Force that is now allocated fewer total force preparation flying hours in 2019 than its helicopter fleet alone was allocated in 2000 is unable to meet the same levels of crew training and aircraft availability. What this means in practice is that because the SAAF does not receive nearly enough operational funding to sustain its fleet size, mission set, and mandate, it has reduced the only thing it has real control over: Mission capable rates. When a typical properly-funded air force achieves 70-80% mission capable rates, it does so by building up a large surplus in both personnel and parts. Complex modelling is run to ensure that at any given time there will be enough air and ground crew, current with their training on all mission types, available to the front line to make up for those who have left or who are on courses, ill, or otherwise unavailable. Similarly, spare part supply planning systems can tell you just how many items of each spare part you need to have acquired ahead of time and kept in stock to account for fleet size, usage and failure rates, and order lead times. Because the SAAF has effectively only received half as much funding as it needs for both aircrew training and part acquisition, it has implemented austerity measures that limit the number of fully qualified aircrew available on any given day to just the number needed to fulfil its basic mandate, along with a larger pool of qualified-butnot-current aircrew able to muster in should there be a need. It has also been forced to
run down its inventory of spare parts to virtually nothing, acquiring all needed parts on demand as and when they’re needed. Not only is this more expensive per item than being able to acquire those same parts in bulk, but the lead time for certain parts can be months-long during which the aircraft waiting for the part is grounded. In many of those cases the SAAF has cannibalised the parts from other aircraft awaiting maintenance, just to meet mission needs, but that’s an unsustainable practice over the long-term. The country’s inability to respond as effectively as before to Mozambique’s floods should ideally be an inflection point for the SAAF. We either decide as a country that we want to be able to react to unexpected situations and disasters with a large number of readily available aircraft, as was done with the Oceanos rescue in 1991, or in Mozambique in 2000, and that we’re willing to reduce the budgets of other departments to pay for it, or we accept that we simply cannot perform those types of missions any more. There’s no silver bullet solution here, all options have significant monetary, social, economic, and strategic implications and trade-offs. Nor does the answer have to be more spending. Given South Africa’s current issues, it’s both acceptable and justifiable to insist that the defence budget remain low and that the SANDF downscales its size and capabilities. But then we don’t get to be upset when it can only send a single Oryx to rescue all of central Mozambique.
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 FlightCom Magazine
32
w w w. i n v e s m e n t a i r c r a f t . c o . z a
SA Flyer 2019|04
Hangar 11, Rand Airport, Germiston, 1401.
1955 G35 Bonanza
2015 Tecnam P2006T
2006 Robinson R44 Raven II
AFTT: 8,064 Hours SMOH: 315 Hours SPOH: 315 Hours- Done September 2017 +- 300 Hours since major Overhaul, Recent Prop Overhaul.
210 Hours Total Time! Garmin 1000 Suite, STEC 55X Auto-Pilot, Retractable Gear, 155 MPH Cruise.
AFTT: 2,044 Hours Engine TSO: 5,8 Hours Fresh 2,200 Hour MPI, Good Paint and Interior, Air- Conditioning.
R 495 000,00 +VAT (If Applicable)
POA
P.O.A
2000 Bell 206B-III
2002 Pilatus PC 12/45
2013 DHC 6-400 Twin Otter
AFTT: 3,735 Hours Cycles: 2,655 SMOH: 580 Hours Prop TBO: 4,000 Hours/ 72 Months Large Cargo Door, Increased Take Off Weight, Low Time Engine.
1,698 Hours Total Time! Known Ice, TCAS II, 3 Axis Auto Pilot w/Yaw Damper, Mark VI EGPWS, KHF 1050 HF Radio, FDR/CVR.
$ 2 200 000,00 + VAT (If Applicable)
POA
Rolf Brauteseth 0 8 2 5 6 5 6 0 0 6
David Lewis 0 7 6 8 2 4 2 1 6 9
2,725 Hours Total Time! Great Component Times, Dual Wire Strikes, Dual Controls, Baggage Extender, Sliding Doors.
POA
Quinton Warne 0 8 2 8 0 6 5 1 9 3
33
FlightCom Magazine
EVENTS CALENDAR SA Flyer 2019|03
PROUDLY SPONSORED BY GIB INSURANCE BROKERS
EAA CHAPTER 322 MEETING
AERO CLUB AIR WEEK
kevinmarsden88@gmail.com
9 March Middelburg Alan Evens Hanes 011 802 1100 alan@aeroclub.org.za
AERO CLUB AIRWEEK SPEED RALLY
MIDDELBURG AERO CLUB AIRSHOW
9 March Middelburg Rob Jonkers
9 March Middelburg
082 804 7032 | rob@aerosud.co.za
info@middelburgaeroclub.com
SWELLENDAM FLYING CLUB
FASHKOSK
6 March Dicky Fritz Moth Hall Edenvale
Sport Aerobatic Club 9 March Swellengrebel Airfield pventer@vgv.co.za
23 March Stellenbosch Airfield Anton Theart 079 873 4567 gm@stelfly.co.za
COVES AIRFIELD HARTEBEESPOORT FLY-IN Coves Airfield 6 April 083 279 6572 jan@tilt-tech.co.za
ROBERTSON ANNUAL BREAKFAST FLY IN Robertson 6 April 083 270 5888 boeredata@breede.co.za
- INTEGRITY - INTELLIGENCE - ENERGY
www.gib.co.za
• Hull All RIsks • Hull War Risks • Third Party Liability • Passenger Liability • Hull Deductible• Hangarkeepers Liability • Premises Liability • Products Liability • Airport Liability • Personal Accident• Unmanned Aerial Systems • Aviation Claims Consultancy GIB House, 3 West Street, Houghton, 2198 | Tel: +27 (11) 483 1212 | aviation@gib.co.za | FSP License No. 10406
FlightCom Magazine
34
The ruins of the Matsieng Flying Club house and air show control tower.
News W ords : G uy L eitch
PILOT ATTACKS FLYING CLUB WITH KING AIR After an altercation with his wife at a party, a pilot stole a King Air 200 and after a few flypasts, deliberately crashed it into the Matsieng Flying Club outside Gaborone.
T
HE Matsieng Flying Club is the home of the hugely popular Botswana Air show and has a control tower attached to the club house specially built by the De Wet family who own the airfield and have done a huge amount to develop general aviation in Botswana. On Saturday afternoon 23 March the clubhouse was being used to host a baby shower when a dispute flared up between the pilot, Charl Viljoen, and his wife. It is alleged that Viljoen was told to leave the party after he had assaulted his wife. Viljoen travelled back to Gaborone’s Sir Seretse Khama Airport and took a King Air 200 belonging to Majestic Air without permission. He had reportedly already consumed a few beers. After doing a number of low passes he phoned Jan de Wet at the party and asked if his wife was still there. Sensing that the pilot may be suicidal and that there was risk to the whole party, Jan de Wet insisted everyone evacuate the club house as fast as possible. This was prescient as Viljoen then flew the King Air into the club house, which had by then been evacuated. Other than the deceased pilot Charl Viljoen, the only casualty was Amanda De Wet who received second degree burns on her back when a gas bottle exploded. The Club facility and Matsieng ATC tower were destroyed and the resulting fire destroyed 13 vehicles. ďƒź
35
FlightCom Magazine
A propellor from the crashed King Air embedded on a gate to the flying club.
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Fly-Ins
THE ULTIMATE NAMIBIAN FLY-IN The Fifth Annual Uis Fly-In is set for the 30 May to 2 June 2019.
E
ACH year the Uis FlyIn attracts both local and international pilots in a spectacular array of aircraft. Located in the lee of the magnificent Brandberg Mountain, Uis is arguably one of the most unusual settings for an aviation event in the world. Pilots, aviation enthusiasts, aviation photographers, desert lovers and adventurers are invited to enjoy the spectacle of aircraft roaring through the Namibian skies. Navigation rallies, spot landings, timed circuits, aerobatics, sky diving and an array of other escapades are planned for the weekend. Pilots and their passengers can expect true Namibian hospitality with a choice of accommodation and catering options. A dedicated person has been appointed to handle the clearances for all non-Namibian aircraft. Contact Henk Koster oomgaljoen@swakop.com for more information or visit the Uis FlyIn Facebook page @uisflyin. For group departures out of Johannesburg contact jay@skyhawkphotography.com. Uis airfield co-ordinates - FYUS S21°23’ E014°86’
37
FlightCom Magazine
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604 3686
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GEORGE AIRPORT Integrated Avionic Solutions
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NEW TEMPE BLOEMFONTEIN
OR TAMBO INTERNATIONAL AIRPORT
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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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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111
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Where pilots speak for themselves
SURNAME
FIRST NAME
LOCATION
TEL NO
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
✗ ✗ ✗ ✗ ✗ ✗ ✗
✗ ✗
✗ ✗ ✗ ✗ ✗ ✗
FlightCom Magazine
42
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
FlightCom Magazine
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
FlightCom Magazine
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