May 2019

Edition 127 MAY 2019 Cover: F Lancelot

AIRBUS’s HADI AKOUM ON AFRICAN AIRLINES STATE OWNED AIRLINES A DISASTER FOR AFRICA?

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Ed's note...

MAY 2019 Edition 127 5 News

9 Bush Pilot - Hugh Pryor 11 Face to Face: Hadi Akoum 17 Australia’s Plan Jericho 23 Briefing: State Owned Airlines 27 AERO 2019

29 Defence - Disaster Response 33 Stratolaunch First Flight 35 GIB Events Calender 36 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

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HERE is a pernicious undercurrent to many discussions relating to Boeing’s problems with its 737-Max. This undercurrent holds that it was no coincidence that the two fatal Boeing Max crashes happened in the ‘Third World’.

The implication is that these two crashes would not have happened to First World pilots. And indeed, there was some substance to this claim as a number of MCAS problems had been reported by ‘First World airlines’ before and after the Lion Air crash, but had been dealt with by the pilots – without drama.

This feeds a belief that the Lion Air and Ethiopian pilots were not up to the demands of flying the most modern passenger jets, but that properly trained First World pilots could. This belief lies behind the otherwise inexplicable initial refusal of United Airlines and Southwest Airlines to ground their Maxes. And in South Africa, for Comair with its proud history of employing the best of the South African Air Force’s fighter pilots, it also seemed unreasonable to ground an aircraft for a problem that their pilots believed could easily be dealt with in the air.

There is now no doubt that the aircraft was at fault and Boeing and the FAA have admitted as much. To have a system that can dive the aircraft into the ground, based on information from a single faulty sensor, is absurd.

Ethiopian Airlines therefore widely claimed that the findings of the Preliminary Report into the crash of Flight 302 vindicated the pilots and their training. The key point

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was that the pilots had been trained on how to handle a rogue MCAS. When their best efforts to retrim the horizontal stabiliser failed due to the aerodynamic loads – they even switched the Stabiliser Trim back on and tried to use its powerful electric motor to fix the trim. But the aircraft overpowered them and dived pretty much straight down into the ground at almost 1000 km/h.

First World pilots argue that further analysis of the Flight Data Recorder showed that if they had only responded as trained a little earlier, and kept the aircraft’s speed down, they would have been able to manually trim the aircraft as instructed.

The whole point of cockpit automation such as the MCAS is to make the aircraft easier to fly for the average pilot. So were these crashes a function of poor training or inexperience? – especially in the light of the Ethiopian co-pilot only having 380 hours, far below the 1500 hour minimum for acceptance into American carriers.

No matter whether better trained or more experienced pilots could have saved the day – it remains entirely unacceptable for Boeing to have designed, and the FAA to have approved, an aircraft that, as is now evident, could not be flown safely by average pilots. Boeing is culpable and must pay. The billion or so dollars it’s insurers will have to pay for the 350 lost lives is negligible compared to the costs Boeing must reimburse the airlines for having delivered 361 fatally flawed airliners.

Guy Leitch

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Airline Ops

Mike Gough

Bits of Boeing and the Future of Aviation This is not what you may have in mind after reading the title. I think the recent events that have beset Boeing have been speculated about ad nauseam, and some in-depth analysis needs to be done by the real experts – not the internet aficionados – to arrive at any technically conclusive cause and remedy.

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HE airline industry has been here before, for example the DC-10 saga of the 1970s, and probably will be here again as we see new technologies enter our lives. A company with the history and resources of Boeing will bounce back, and continue with their world class research, development and manufacturing capacity.

So why is this Airbus pilot being so nice to Boeing?

Mainly because I have just about completed the restoration of our Boeing 737-200 nose section, which is now back on its nose gear, re-sprayed and had the interior completed as a 24-seat classroom.

I’ve almost completed the restoration of the cockpit, and am left scratching around for a handful of components and instruments.

We had the official launch of this project in April at our hangar at Lanseria, which was attended by some ‘heavy hitters’ and a significant group of interested people.

I must thank Aurecon South Africa, Tata Consultancy Services, Lanseria International Airport Management and also the Boeing Corporation, which was represented by their Vice President (Africa), Miguel Santos.

These companies have contributed in various ways to enable the restoration of our Boeing to become a reality.

This aircraft, a Boeing 737-200,

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In the beginning - The 737 nose section.

ended its days at Lanseria when it was unceremoniously chopped up. The entire nose section survived on a farm near Hartebeesport, complete with its business class interior, but minus anything and everything of value from the cockpit.

During my protracted negotiations with its owner, I managed to beat down the asking price to a less eye watering number for what was essentially a piece of scrap. Once this was concluded, and palms were crossed with silver, I embarked on the unusual logistic of taking a broken-up airframe back to an airport, and hangaring it.

While it was being hoisted onto the low-bed from its muddy resting place of the past seven years, I was delighted to spot the

nose landing gear leg was still in place. That would have been a problem if it had not been there.

After a huge amount of effort including a re-spray, refurbishing of the interior and cockpit and building a support structure for the aft portion, we hoisted it up again and that nose gear free-fell into the down and locked position as if it had just been serviced.

In conjunction with the Sakhikamva Foundation, the plan for this exhibit and classroom is to make aviation more accessible to the general public and school learners specifically. As it is installed in my hangar, visitors get to see (and sit in) a commercial airliner, as well as become

From left: Rampa Rammopo, Adil Tantra, Fatima Jakoet, Captain Mike Gough, Luna Dube, Miguel Santos, Andile Skokana.

immersed in general aviation through the operations of my flight school and maintenance organisation.

As the hangar is optimally situated at the junction of the main taxi way ‘Alpha’ and ‘Papa’, there are a variety of aircraft that obligingly taxi past at regular intervals.

As it is Lanseria, this parade of aircraft ranges from Cessnas to Boeings, with just about everything in between.

Airports, and specifically International airports, have an obligation in this day

and age to keep the general public as far away from the movement area as possible.

Lanseria is right up there with the wall-andbarbed-wire approach to user-friendliness, and the varying experiences at the infamous Permit Office are legendary. At this stage, it is still a requirement to pony up eleven Rands for a walk-in permit for an individual visitor or small group or family. I am working on this with management to make the display as accessible as possible. Large groups of school-goers can gain access with

prior planning between us and management, with no fees or permits required – so we are making some progress in breaking down the traditional security barriers.

As an aside, we now have some fairly solid looking air-gates installed at Lanseria. One is right outside our hangar, at the intersection of Papa and Alpha. This theoretically makes where we are ‘landside’ as opposed to our status of ‘airside’ which may ease the access requirements, and take the jurisdiction of our area away from the

Guy Leitch

The cockpit before restoration.

FlightCom Magazine

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Airline Ops 7

Department of Home Affairs… I kid you not.

As to whether these giant gates will open and close for each movement remains to be seen – I’m sure I’ll burn that gate motor out in a week just with my daily aircraft operations.

Getting back to this installation in my hangar…what are we hoping to achieve?

The display is planned to develop steadily over the next few months, as I acquire more bits of aircraft. The history of aviation in South Africa as well as a fairly comprehensive aerospace career section is being planned.

Learner groups will be participating in a range of activities. One of which will be to do part number research on our Rolls Royce Spey jet engine and restore it with scrap components to its original condition.

The standard program includes the Paper Jet challenge, which sees teams of learners designing and creating paper or model aircraft which are then flown in our hangar. Prizes are awarded for longest endurance and range.

The Sky’s The Limit is a program to introduce as many kids as possible to an actual introductory flight in one of our

FlightCom Magazine

training aircraft, with the assistance of our sponsors.

The STREAM Club and Laboratory are an extension of the STEM concept that is gathering momentum with the much anticipated Fourth Industrial Revolution.

STREAM stands for Science, Technology, Robotics, Engineering, Aerospace and Mathematics, and this program takes learners through various modules that explore these concepts and disciplines. For those older participants that excel at these activities, a few sponsorships for full Commercial Pilot Licence training are on offer.

I don’t have to dwell on the absolutely parlous state of public education in this country, suffice to say our maths and science performance is beyond dreadful. This makes the vast majority of school leavers pretty much untrainable in the various aerospace disciplines, even if funding was plentiful – which it’s not.

Thus, one ambition of this project is to strong-arm as many volunteers as I can entice to assist with various short courses in these disciplines, with aviation themes, where appropriate.

With that in mind, there will be a drive in the near future to get interested people on

BELOW: The Rolls Royce Spey engine on display.

board to assist both during the week and on weekends with all these planned activities.

Even if grilling that wors roll is one’s forte, I’d like to hear from all who are willing and keen to get involved.

With the Sakhikamva Foundation, we have already hosted our first robotics group, and the project was to assemble a batch of solar-powered cars. These were then raced down the taxiway. I’ll make sure all flying objects are kept safely inside the hangar to prevent ingestion by those passing CFMs… There will be the opportunity for those inclined to get their hands dirty at my maintenance facility and see the innards of a light aircraft and how it all functions.

This will also look at getting the superenthusiastic participants into this discipline with potential sponsorship.

Long term, the plan is to expand the display area as much as possible, and as mentioned previously, to make access as simple as the rules will allow. If this manages to ignite the spark within just a few of tomorrow’s aviators and aerospace experts, well then, it’s mission accomplished. 

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News R eport : M ark M ansfield

SKYHAWK AVIATION GETS FIRST STREAM LAB IN GAUTENG Lanseria Airport’s Skyhawk Aviation has partnered with the Sakhikamva Foundation to become the first flight school in Gauteng to launch a STREAM laboratory.

S

AKHIK AMVA Foundation founder, SAA First Officer Fatima Jakoet, introduced the world’s first Science Technology Robotics Engineering Aerospace and Mathematics (STREAM) Laboratory in June 2016. The facility is hosted at the Cape Academy for Mathematics Science and Technology in Cape Town and started with the Foundation’s purchase of a scrapped Piper Tomahawk, which was converted into a flight simulator and now forms the showpiece of the facility. The flight simulator, named Tommi, is part of a robotics and coding laboratory, a flight

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simulation room, an air traffic control tower and a Space room.

In line with Skyhawk Aviation’s ongoing commitment to education and training, the owner of Skyhawk Aviation, Captain Mike Gough, approached Sakhikamva to open a similar facility at Lanseria.

With the assistance of Lanseria Airport management, a space was identified at the new Skyhawk hangar to host the new STREAM laboratory. This new facility is sponsored by Aurecon South Africa, Tata Consultancy Services, Lanseria Airport and Boeing, and features a full-size Boeing 737200 aircraft nose and forward cabin section plus Rolls Royce Spey engine. The cockpit and cabin gives the learner a real aircraft

experience, with practical workshops such as artificial intelligence, robotics and coding as well as 3-D printing taking place in the facility.

The STREAM laboratory aims to empower youth and children in the Science and Technology. With the current school curriculum shifting from the industrial age to the technology age, the STREAM laboratory aims to build a bridge towards creating a community and culture confident to apply 21st century skills. 

BELOW: The STREAM Launch at Skyhawk Aviation.

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Bush Pilot

Hugh Pryor

Luscombe Silvaire With modern airliners spearing into the ground all over the place nowadays, it’s tempting for people of my vintage to wonder if machines have over-reached their authority and that maybe we should be encouraged to ‘revert to manual’ and learn to tell the computers how to behave themselves.

T

HAT reminds me of something which happened to me eons ago, when I was a young, impressionable, ‘God’s Gift to Aviation’.

After the Second World War, there was a lot of excess military junk to get rid of, even in Nairobi in Kenya.

Everything from bombs to aeroplanes to expired food, had to be disposed of, which caused the appearance of some quite interesting scrap yards in the area. Some of them were protected from the general public due to the explosive nature of their contents.

One such yard grew up near Embakasi, which became Nairobi’s international airport. Possibly because of its location, it tended to contain things of an aviationrelated nature...wheels, wings and windows, complete engines and boxes of aircraft instruments, airspeed indicators, artificial horizons, altimeters, turn and slip indicators. The list was endless and the hoard attracted the attention of some of the more entrepreneurial members of the aviation community.

One of these was a great friend of mine, named Alan. In fact, he ended up being my best man when I got hooked to my darling dragon. He is an aircraft engineer of the old school. The quality of his service can be judged by the quantity of oil-stained hand

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marks on the machine when it comes out of the hangar.

I remember one occasion soon after I got married. I flew in from Tanzania and my beloved had suffered a puncture on her way to pick me up from the airport. The resulting tyre change had left some hand marks on the rear side of her white jeans which elicited an amused comment from my engineering friend; “Mmmmm...” he grinned, “Well at least you can see that she has been properly serviced!”

unusually bright yellow colour, which stood out among the ‘Olive Drab’ which was the predominant hue of the surrounding exmilitary bits and pieces.

As the days passed, the yellow parts began to reveal recognisably aeronautical features. A corrugated metal aileron matched with another one and a similar left and right elevator, together with a metal rudder, made convincing tail feathers for a small aircraft, which only appeared to have two seats, so far.

Slowly Alan pieced together the yellow bits, until they began to make up a recognisable flying machine.

The piles of scrap proved irresistible to Alan’s eager eyes and he ‘rescued’ mountains of old equipment from the collection. His technician overhauled the various instruments which he recovered for further service, but there was a large number of parts which were painted in an

The large yellow tube of the possible fuselage hung from the branches of a Fever Tree, which provided shade for the busy prospectors who worked under its leaves.

The things which gave the identity of the plane away were the metal flying controls and the tattered remains of the fabric which

Left is right...

Right is left?

had provided skin for the wings and the vertical and horizontal stabilisers.

Most aeroplanes of that vintage had fabric-covered flying controls. In fact there was only one type of two-seater in Alan’s experience that matched the format of the little yellow creature which was appearing from the wreckage, and that was the Luscombe Silvaire, originally built as long ago as 1937.

Slowly Alan pieced together the yellow bits, until they began to make up a recognisable flying machine. Then he found an 85 horse power Continental ‘boxer’ aero engine, languishing under a collection of wheels and tyres and miscellaneous vaguely aeronautical-looking parts, some of which bore the familiar yellow paint. The main problem was that here we were in 1977 and the Luscombe had seen forty years and a World War since it was built, so we were missing the Parts Catalogue and the Construction Manual.

Normally this would have been no problem for somebody of Alan’s instinctive engineering wisdom, but there was one detail which I missed during my highly intensive pre-first-flight-after-rebuild

inspection. I checked the pitot tube, the static vent, the individual tyre pressures, the non-standard hydraulic brakes, the tail wheel steering, the elevator and rudder operations, the differential ailerons...that one goes up when the other one goes down and vice versa. The oil was good and the fuel tank was full and drained for water and we were ready to go.

It was on the takeoff roll that I discovered a detail of the pre-flight check which I had missed... true enough, one aileron went down when the other one went up, but, without the Construction Manual, it was easy to miss the fact that the aileron control cables had to be rigged with one twisted over the other, in order to get the ailerons to work in the right sense. If they were rigged without the twist, they operated in the reverse sense and I only discovered this as we got airborne... Yes… push the stick to the right and you go to the left! Push it to the left and you turn right!

Now, you might think that to put a sprog pilot into a situation like this would be a recipe for guaranteed disaster, but the strange thing was that I was so new to the game that the fact that ailerons actually did

anything at all was a bit of a miracle to me, so I just played around with the stick until it did what I wanted it to.

I went off into the ‘Local Flying Area’ to get the hang of things before attempting to throw it at the ground and I actually began to enjoy myself. The Silvaire has another weird configuration in that the stick sprouts out of the floor between the pilot’s feet and then leans across the cockpit, presumably so the guy in the right hand seat can play with it as well. I found this quirk more distracting than having the reversed ailerons, but anyway we eventually got back on the ground, in front of a cheering crowd who were there to witness a spectacular ‘arrival’, even though they were unaware of the crossed ailerons.

The landing turned out to be a bit of a disappointment for the horror-mongers and I kept the aileron problem secret, between me and my best man...in fact you are the first to hear about it, so please keep it close to your chest. I would definitely get into trouble, if the experts found out, because we didn’t have any computers to blame in those days. 

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Airbus - F Lancelot

Hadi Akoum.

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Face to Face R eport : G uy L eitch

HADI AKOUM THE FUTURE OF THE AFRICAN AIRLINE INDUSTRY Mr Hadi Akoum is the Airbus Vice President for Sales in Sub-Sahara Africa. At the recent Aviation Africa Summit in Kigali, Guy Leitch sounded him out on the challenges facing the African air transport industry and what Airbus is doing to assist airlines to meet those challenges.

GL: Can you give me a sense of how African airlines are doing?

HA: The African airline industry is getting stronger. Slowly but surely governments are beginning to appreciate the link between aviation and the economy. There are still many challenges in some countries, but government and financial institutions are seeing the importance of aviation’s role in opening up their countries. A good example is here in Rwanda, but we can see it in other places, such as Senegal, the Ivory Coast and Uganda.

Things could move faster, but at least they are moving.

What are the key challenges facing the African airline industry at the moment?

We can summarise into a handful of items: The need for good governance, the problem of high taxes and a general shortage of expertise.

What about stronger foreign competitors?

African carriers can stand up against foreign carriers if they do their job properly. Competition isn’t the worry, it is more about having good governance and expertise. Don’t forget that for

African airlines, a large part of their network is in Africa and this is where they pay high taxes and high fuel prices. These are not helping them face competition from Europe, the Gulf or Asia.

Is access to finance a problem for new aircraft acquisitions?

Yes, especially in those countries where the government is under IMF control. But we always find solutions for financing. It might not be the cheapest financing, but don’t forget that the acquisition cost is only around 18% of the total cost. So even if airlines might have to pay a little bit more, it is worthwhile financing new aircraft.

Can you give me a ballpark breakdown as to the total costs of ownership of a new airliner?

Fuel burn depends on the age of the aircraft.

But for a brand new plane the significant cost components are about 33% for fuel, around 20% for maintenance and then 18% for the acquisition cost.

Let’s look at fuel savings for new aircraft.

If an airline can get the claimed 17%

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Airbus has delivered its first A220-300 to Air Tanzania.

maintenance. And very importantly, we have a central ACARS system so before an aircraft lands we know exactly what it has been doing. This means that we can enhance things like ground handling, catering, maintenance, crew rotation, and with our NAVBLUE company, we can even identify the best flight track to save fuel.

Do you have crew rostering and those sort of administration support systems?

I am not an expert on this, but our services do have tools to optimise crew rostering.

So you can offer a one stop service for your clients. Is it only for Airbus customers – could you provide this to an all-Boeing fleet?

Possibly in the future – as it is a service we charge for.

fuel saving per seat from a new generation aircraft, then that is 17% of the 33% of the total cost of operating the aircraft which is a 6% cost saving. Does that make it better to buy new planes?

Absolutely. This 6% makes up for the higher acquisition cost by a massive amount.

Plus there are lower maintenance costs.

Let’s talk about utilisation. Modern airliners should be flying around 1418 hours per day. Yet I don’t think many airlines in Africa are getting more than 10 -11 hours a day. So, in Africa, with its lower utilisation rates and high cost of capital, should

Air Senegal has taken delivery of its first A330-900.

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FlightCom Magazine

airlines be looking instead at used aircraft? Is increasing utilisation something you can help them with?

Achieving a 12 hour or more daily utilisation rate has a lot to do with the capacity and capability of airports and airspace management . You need to have a certain expertise level to achieve this, plus well-planned maintenance and crew rotation. If this is done well, then higher utilisation should be possible.

Is that what your Skywise service does? And what are the other support services you provide for African airlines?

Yes. And we can also help with predictive

The development of intra-African connectivity requires smaller gauge aircraft and you now have the A220 which should do well in Africa?

Yes, we are very pleased that we already have A220 customers in Tanzania and Egypt. I predict a very bright future for this aircraft in Africa. It is the right size to help airlines increase frequency. It has the range and cabin to comfortably fly beyond five to six hours and also has good cargo capacity.

Has it got ETOPS approvals?

Yes, in Africa ETOPS is needed not only over water but also over land, especially at night.

Are you governments industry?

lobbying for the

African aviation

We are continuously working with financial institutions, Development Banks in Africa and governments to use some of their transport budget for aviation support. In many cases they spend the money on roads, ports or railways and sometimes airports, but not much is used for airlines.

Moving back to aircraft finance – is it available only if the balance sheet of the airline is positive or you have a state guarantee?

It all depends on the airline and its team – even if the airline is not profitable – as long as they have a clear plan and the financiers can see that the plan is achievable and that they will be profitable in one or two years, then the banks will be happy to lend. So it’s more to do with a credible business case.

Who financed the two A220s for Air Tanzania?

They were paid for in cash by the government. But the A220 can be financed by the Canadian export credit agency.

Have you made many A330neo sales in Africa?

Yes, we have three customers for the A330neo: RwandAir, Air Mauritius and Air Senegal. These three will be receiving their aircraft in the coming weeks. [Air Senegal received its first A330neo a week after this interview.]

Do you not, like Boeing, also have a ‘Middle of the Market’ gap? The high density A321 gives 230 seats and the A330-200 high density has 406 seats. That seems to me to also be a big ‘middle of the market’ gap.

Not really, the gap is not that big when you use a typical 237 seat configuration for the A330-200. And they are a good combination for African airlines. The A321 is a very efficient aircraft in terms of seat mile costs up to 6-7 hours. The A330 covers the market above this.

What new African orders for the A350?

We are working on a number of buyers – we already have Ethiopia and Mauritius and Tunisia. The A350 and A330neo both have superb takeoff performance from hot and high airports. And that’s why the aircraft has been very successful here in Rwanda, Uganda and Ethiopia, as well as hopefully one day in South Africa.

The A350 is the only twin that can takeoff from Jo’burg at a temperature of 23 degrees and fly direct to New York.

If you had one wish for the African airline industry, would you like to see some consolidation into fewer bigger and stronger airlines?

Why not? But it won’t be the easiest way. That’s why I would like to see the private sector investing more in aviation. It is something we don’t have enough of today in Africa. 

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Feature R eport & I mages : G uy L eitch

LESSONS FOR AFRICA:

AUSTRALIA’S PLAN JERICHO

Africa has demonstrated massive on-going lack of investment in its air forces and technology. The predominant paradigm seems to be to buy the most modern aircraft available – at often inflated prices – and then somehow hope that because much money was spent, it will somehow stay operational and modern.

Not just an air show air force - A RAAF F-35.

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S

OUTH Africa in particular made a huge investment in fighters with its Gripen and Hawk programmes. But since then there has been very little focus on developing the technology partnerships and broader environment necessary to use the capability that was purchased at such a high price against the needs of social development.

In contrast, showing how important it is for air forces to be kept technologically up to date, the Royal Australian Air Force (RAAF) launched its “Plan Jericho” to ensure that, in the ten years from 2015 to 2025, the RAAF will be “one of the best equipped and most potent air forces in the world.”

Plan Jericho began when the RAAF realised that its investment in advanced technology such as the F-35A Lightning II and F-18G Growler, plus the P-8 Poseidon, needed to be supported by a new style of strategic thinking if the huge investment in the RAAF was going to be effective and enduring.

Responsible for overseeing a multibillion dollar upgrade to the latest, network-centric fifth-generation aircraft, the then Chief of Air Force, Air Marshal Geoff Brown, wanted to ensure the RAAF was ready to use its new equipment to full advantage in a world where potential adversaries were becoming increasingly sophisticated.

This programme has been continued by Australia’s current Chief of the Air Force, Air Marshal Gavin “Leo” Davies.

BREAKING DOWN WALLS “We have the most modern fleet of any air force in the world, right now,” says Davies. “But if we don’t start to train our people to operate in a fifth-generation air force, all we will have is a modern air force and modern planes, but we won’t be operating and exploiting the limits of that capability.”

The plan is named “Jericho” after the biblical story of the battle of Jericho, where the Israelites are said to have brought down the city walls with a blast of their trumpets, and in memory of Operation Jericho in World War II, which saw Allied airmen free members of the French Resistance by bombing the walls of a German prison. “It’s all about breaking down walls and setting

free our thinking,” says Reid, of what has been described as the most significant transformation program in the RAAF’s history. “Its overriding theme is harnessing the combat potential of the integrated defence force – the army, navy and air force operating together. To us, it is absolutely crucial that air force officers and, broadly, defence officers, think differently about their problems.”

To do that, Plan Jericho sought civilian partners to help the RAAF learn new ways of thinking, starting with some of the world’s largest management consultants.

Davies says he plans to revolutionise the relationship between the RAAF, defence companies and universities, with staff exchanges across the organisations. He says that he was alarmed that Australia’s ‘adversaries’ were not constrained as Australia’s are in that they exploited both government and private sector technologies.

Davies said he wanted to see the RAAF’s “best and brightest” seconded to industry and academic organisations. “Our airmen and women can learn so much from our business partners who support our capability. Likewise, men and women from our industry partners can apply their skills inside air force and mentor and develop our people. We must make this easier and ultimately routine,” Davies said.

Davies, who is a former F-111 ‘Aardvark’ pilot, said he was reminded every day that private industry had driven advancements in communication technology and big

surveillance and support capabilities.”

Australia’s Deputy Chief of Air Force, Air Vice-Marshal Warren McDonald, says, “One of the primary outputs of Plan Jericho will be renewed operational concepts for the future force. These will outline the way the Air Force of the future will fight and win through enhanced command and control, information sharing and decision superiority.

“We will need to modernise our training systems and philosophies, with an enhanced focus on simulation and experimentation.

Training in the future will be a seamless blend of live, virtual and constructive events across multiple platforms and services.

Our collective training must challenge the total force across a range of operating environments. How we interact with Army and Navy is fundamental to our future success, as is our ability to integrate with our allies worldwide. The acquisition of fifth generation aircraft is critical, but the effective integration and adoption of these platforms depends on us utilising our air combat forces as a component of a complete war fighting solution.”

The RAAF already has close links with many defence companies, including Boeing and Lockheed Martin, but those links are formal and kept at arm’s length. Many former military officers also take on senior jobs with the big multinationals when they retire from the force.

Air Marshal Davies said he was committed to advancing the development

DIALLING IT BACK TO 300 KNOTS RATHER THAN 600 KNOTS, SO THAT WE STAY ALIGNED WITH OUR PARTNERS data management. “It frustrates me that our war fighters are not able to exploit this technology in their work environments to the same extent they do in their private lives.

By 2025, the RAAF will be one of the best equipped and most potent air forces in the world, with world leading and global strike,

of joint warfare strategies outlined in Plan Jericho developed by his predecessor Air Marshal Geoff Brown. He said he was encouraged by the collaboration between the three services, but he warned that it was vital to keep the Navy and Army in the loop as the air force advanced into the “5th

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Fightersweep.com

generation” warfare environment.

Using a fighter pilot analogy, he said that if that “means sometimes dialling it back to 300 knots rather than 600 knots, so that we stay aligned with our partners, then so be it.”

Air Marshal Davies said there would need to be a change of mindset to allow the

services to work together seamlessly. “To match our boast about becoming a ‘system of systems’, linking sensors and shooters, we will all have to work hard to break down cultural obstacles,” he said. “Hardware is not the issue. Rather the generation of air, space and Cyber effects across the land and sea domains will depend on skilled

people with an innovative mindset and the development of trust,” Air Marshall Davies concluded. 

ABOVE: Integrating technology - a RAAF P-8 Wedgetail.

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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*

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Briefing T ext : G uy L eitch

AIRLINES:

STATE OWNERSHIP OR NOT? Africa is one of the last places where governments think they should st ill own and run airlines. And yet almost all the Cont inent ’s airlines are loss making and consequent ly unsustainable.

U

NTIL the mid-1980s, governments around the world owned most of the airlines, set fares and routes, and protected flag-carriers by restricting new entrants.

But then privatisation made air travel

being Ethiopian, Singapore and the Gulf carriers: Emirates, Etihad and Qatar Airways – the so called ‘Gulf Three’ or ‘ME3’. All the Gulf Three benefited from a government subsidy at start-up, but the key to their success is that they have an excellent location for a hub and have been left alone

African states persist with trying to run flag carriers.

more competitive and liberalisation brought competition from low-cost carriers. Most airlines in state control failed to adapt and there are thus very few successful stateowned airlines, with the notable exceptions

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FlightCom Magazine

to operate commercially with minimal state-as-owner interference.

The World Bank analyst David Miles provides a useful synopsis of the issues of state ownership when he posed two

questions about poorly performing airlines in late developing countries (LDCs): The first question is whether government ownership and thus protection of their airlines, with the associated bailouts, is a condition to have an airline that provides the supposed public benefits of affordable access to non-viable ‘thin’ routes?

Miles argues that, based on a wide case history, that the answer is ‘unlikely’ due to there being more efficient ways of providing air connectivity on uneconomic routes.

He proposes that transparent and open application of government subsidies would lead to the most efficient airline, regardless of whether it was state or privately owned, being awarded the tender so that the cost of subsidisation can be minimised while still achieving the same development objective.

Miles’s second question is whether it is appropriate that state funds should go to profit driven private sector businesses?

Again, he argues that based on the performance and the global experience of state-owned airlines, the answer has to be that it is “highly unlikely” that state owned airlines can be more efficient than privately owned airlines.

R ATING AIRLINE PERFORMANCE Of specific relevance to the African airline industry, Miles proposes the following five criteria for rating airline performance: 1. Routes served, ticket prices and the

THE REGIONAL DEVELOPMENT ROLE OF AIRLINES In terms of the provision of air transport connectivity, especially Intra-African connectivity, a further key motivation for state-owned airlines, particularly in Africa, is that they serve a very necessary developmental function for peripheral areas.

The South African White Paper of 2008 points out that there has, over the past 100 years, been massive rural-urban migration and thus small towns struggle to survive.

Without airline connectivity many small towns would simply atrophy and indeed, when potential investors look to set up factories or shops in regional towns one of the first questions asked is: “Is there a regular and safe airline service?” Often these routes are too thin to be commercially viable for private sector operators and so it is argued that a state-owned carrier is needed for these routes.

This is, however, a challenge that has been thoroughly explored in the United States. There are about a hundred small cities in the Essential Air Service program (EAS). The EAS program started in the 1970s when the US Congress deregulated the airlines yet needed to protect rural airports.

by Congress, where both Democrats and Republicans have defended the federal grants that flows to their airports.

The bottom line for many proponents of state ownership of airlines is that airline profitability should be a secondary or even tertiary concern, given the stimulating effect it provides for the economy.

ROLE OF THE PRIVATE SECTOR Internationally there is strong evidence that privately owned airlines are more efficient and profitable than state owned airlines. The study has examined the role of an airline’s ownership on its performance and concluded that in general, state owned carriers perform worse than privately owned carriers. Furthermore, it concluded

Air Tanzania may be the poster child of why States should not own airlines.

Royal S King

numbers of seats available must be allocated purely on the basis of market demand and not as required by political interests.

2. The appointment of airline management and directors purely on the basis of merit, that is, without political influence.

3. There needs to be a strong, independent regulator that is able to act against unsafe airlines.

4. The airline must be sufficiently capitalised and use this in accordance with purely commercial requirements.

5. That poorly performing airlines, either in terms of commercial viability or safety, must be allowed to fail.

Miles argues that if these criteria are fulfilled, then it doesn’t matter whether an airline is state or publicly owned. He goes further to say that there may in fact be a case for a preference towards an efficient and well managed state-owned airline. He does however reiterate that historically, governments have performed very badly in terms of these criteria and so state ownership is more likely to lead to a largescale misuse of state funds. He argues that the public interest is best served by using properly managed efficient and market facing private sector airlines.

Miles further comments that, “It is interesting to note that while this is a well discussed topic amongst industry practitioners, my experience on the ground in developing countries is that this debate rarely surfaces. I observe in many countries that there is a strong emotional attachment by the general public to propping up government airlines, no matter what, while the education and health systems rot due to lack of funds. I think it requires not only strong sponsors and industry support, but a creation of a strong public awareness of the implications of the alternatives.”

The EAS pays airlines a federal subsidy for each passenger they fly. However, like all market interventions, the subsidy has distorted the market, created inefficiencies and arguably become unproductive.

In the USA, with its highly developed landscape, many of the cities the EAS subsidy benefits are less than 100 km from larger airports. A larger airport with more passenger demand attracts larger aircraft that are far more efficient in seat mile costs than smaller gauge aircraft. These smaller aircraft are typically turboprops, which are not as popular with passengers as pure jets, and in some cases single engine aircraft such as the Cessna 208 Caravan and Pilatus PC-12. It is therefore not unusual for subsidised flights to be mostly empty.

In Kingman, Arizona, the government pays $1.2 million a year to subsidise about eight passengers a day.

It is argued that where democracy works with a fine balance between two dominant political parties, these subsidies are seldom challenged due to the political consequences. Thus, in the USA, efforts to reform the EAS subsidy have been rejected

that carriers with both public and private sector owners generally perform worse than purely private sector owned carriers, but better than public sector carriers.

Regardless of the extent of state involvement in airline operations, whether as a flag carrier airline owner and operator, the private sector is key to airline operations, and in particular safety.

SAFET Y Two key safety areas that the private sector typically provides are maintenance and pilot training. Both of these have lashings of scope for cutting corners and therefore the presence of a strong regulator is required to enforce standards. The temptation to cut corners is particularly strong when the airline is cash strapped and trying to reduce costs by cutting down on maintenance and pilot training standards such as regular training and testing.

Overall, the consensus appears to be that private sector airlines are better run and safer than state-owned and run airlines. 

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News T ext : G uy L eitch

AERO 2019 EUROPE'S GA IS GOING GREAT Aero Friedrichshafen is Europe’s version of the world’s biggest air show - Oshkosh Airventure – but it’s very different .

T

HE Aero Expo is held in the hangars of Friedrichshafen Airport on the picturesque shore of Lake Constance in southern Germany. Due to the cool spring weather it is mostly held indoors. This year 32,000 visitors arrived and 757 companies exhibited, a 7% increase over 2018 figures.

Aero is not only Europe’s largest trade fair for general aviation but is also the most important trade fair in the lighter side of the general aviation worldwide for product launches.

A first time exhibitor from South Africa was KFA Kitplanes whose Bushbaby is in the process of acquiring German DULV approval for the Explorer. The Bushbaby falls into the new 600kg UL category in Germany and it was decided to use the German DULV (a local German Recreational Ultralight Association) as the certifying body and also use the LTF-UL 2019 certification standard as the basis for the approval. It was also decided to rename the Bushbaby Explorer as the EXPLORER UL-600.

Another prominent South African company to exhibit was Jonker Sailplanes, who with European partners M+D Flugzeugbau exhibited their JS1-C and 18 m glider JS3 world competition dominating gliders.

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FlightCom Magazine

European innovations dominate LSA design and Aero is their natural home expo.

The organisers report that new topics such as the Business Aviation Conference and the Lindbergh Innovation Forum provided even more impetus. The Aero Conferences, the Helicopter Hangar, and the E-Flight Expo also scored big points with appreciative specialist audiences. “We registered phenomenal feedback,” said Aero head Roland Bosch. The “Be a pilot”

program aiming to attract new junior pilots and the Flight Simulator Area were very well received by the industry. Numerous conversations made it clear that interest in the topic of electrically powered flight (as seen at the E-Flight Expo) is continuing to grow, with the subject of sustainability gaining ever greater significance.

Drones were naturally also big at AERO

where the German police have been testing the use of unmanned aerial vehicles for some time.

An unusually well-qualified specialist audience (reportedly 60 percent or which are pilots) with around 60 percent from abroad, attended the exhibition with considerable prior knowledge.

Aero visitors took note of the next big event: AERO South Africa, a cooperation between AERO Friedrichshafen and Messe Frankfurt South Africa. This expo will be at Pretoria’s Wonderboom and presents the latest products and innovations to the industry. It will be Africa’s largest trade fair for general aviation. It’s slated to take place at Wonderboom Airport from July 4 to 6, 2019. The next European AERO will take place from April 01 to 04, 2020. 

Strong South African presence from KFA with their Explorer.

Something old - the Junkers Ju-13 was a centrepiece.

There will always be a couple of classic biplanes - this is the Stampe SV4 RS.

The show is mostly housed inside the hangars of the Freiderichshafen Airport.

Hybrid Electric Petrol engines were prominent for 2019.

Looking familiar - The Sling 2 based Sonaca 200 finally has a glass cockpit and is now called the Sonaca 200 Trainer Pro.

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Defence T ext : D arren O livier

THE NEED FOR CONSTANT AND CONTINUING PROFESSIONAL MILITARY EDUCATION There is an interesting trend taking root in many of the world’s advanced air forces as they struggle to cope with the complexities and insane pace of modern warfare, plus the challenges brought by ever-advancing technologies. The trend is to rethink professional military education (PME).

Military education must be ongoing if defence expenditure is to be effective.

I

T is no longer considered sufficient for mid-level to senior air force personnel to have a handful of detailed staff courses and the occasional refresher course in updated tactics, technologies and strategies. Instead, air forces are increasingly adopting a hybrid model that combines those existing approaches with always-available on-demand education and training programmes delivered over the internet (or intranets) along with ad hoc and

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FlightCom Magazine

informal forums hosting discussions across ranks, disciplines, institutions, and even countries.

In fact, it’s not unusual now to have senior air force officers having open and frank discussions about current and future doctrines with their counterparts from other countries, outside the boundaries of regular structures and without the need for much organising. Most importantly, academia is increasingly being brought into the discussion, allowing for the mutually

beneficial sharing of experiences and expertise between active military personnel and academics at a level that did not often happen as freely in the past.

This is something that has not yet been adopted by most African air forces, which are by and large still stuck in a very formal, very structured way of thinking that discourages that level of informal sharing and personal development and requires command approval for far too many interactions. Yet Africa is not going

In Rwanda a civilian presents on improving military professionalisation for African countries .

to be immune to the challenges brought by networked warfare, especially as the world’s most powerful countries become ever more sophisticated at using electronic warfare (EW) and low-observable platforms to evade traditional detection and targeting techniques.

While it would be unrealistic to expect African air forces, save for the most wealthy, to be able to ac-quire, adopt, and implement the latest approaches in networked and stealth warfare, they do need to become more adept at using what assets they have in new and better ways to preserve their ability to fight and survive against technologically superior forces. They also need to prepare for a future in which non-state actors, like rebel groups, will increasingly have access to high-technology capabilities like jamming, radio interception, encryption, network intrusion, and the like.

One of the leaders in adopting this new way of thinking has been the Australian Defence Force, in particular the RAAF, which undertook a review some years ago of its military training and education in order to understand how best it could cope as a mid-size but high-technology defence force in a rapidly changing region dominated by the rise of China.

The RAAF realised that being able to operate as a fully-networked and integrated ‘5th generation’ air force would require not only entirely new sets of skills, but the ability of each and every operator to be able to understand and interpret the big picture and the way in which each of its systems interacted with and affected other systems.

In other words, there’s no longer such a thing as a standalone weapons platform that could be deployed in isolation and operated by personnel who didn’t need to know much about what the rest of the force was doing.

Everything is part of the same shared datalinked system.

However, the RAAF has also recognised that while becoming a networked and datadriven force may make it more effective, it also makes it more vulnerable to attacks that degrade those networks and hamper data sharing. What’s more, such an integrated system can degrade in unexpected ways under attack, leaving some parts of the force

cut off, confused, and even misdirected. So as well as understanding how best to use networking and data links, modern air forces need to understand how they can continue to fight effectively with their systems under attack and degraded all the way down to complete dysconnectivity, which

There is a real need for Africa’s air forces to become a part of this trend, and to at least ensure that even if they can’t keep up in the equipment and system stakes, that they keep up in the education stakes and remain closely linked to the latest developments in doctrine and tactics and how they can

African air forces need to prepare for a future in which non-state actors, like rebel groups, will increasingly have access to high-technology capabilities. means that every single aviator, operator, commander, and even regular airman needs to understand their part of the entire system, how they link to other elements, and how to cope with network attacks.

One of the outcomes of their approach has been a new doctrine called ‘Plan Jericho’, which defines how the RAAF should prepare for a level of warfare dominated by data and networking. It makes for interesting reading, as do the similar doctrines emerging from the UK, France, the US, Germany, and most other developed economies.

both use and counter them as necessary.

That means that we should be encouraging senior officers to reach out and join these discussions and communities in order to take advantage of the work done by others to develop and test these approaches, and allowing personnel to develop their skills independently of the rigid existing internal professional education structure and to make use of vetted external resources.

With hope, that will eventually translate into far more knowledge and experience sharing both within and between African defence forces. 

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News R eport : G uy L eitch

STRATOLAUNCH FIRST FLIGHT

The world’s largest aircraft recently undertook its maiden flight .

The Stratolaunch, a six-engine, twin-fuselage behemoth with a 385 foot wingspan, took off from Mojave after years in development .

T

HE aircraft was conceived

by Paul Allen and Scaled Composites founder Burt Rutan as an aerial launch platform for low Earth orbit satellites that will substantially reduce launch costs. The aircraft is designed to take rockets weighing as much as 185 000 kg to 35,000 feet for launch and will tap into the burgeoning market for communications, reconnaissance and broadband satellites that are being

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FlightCom Magazine

launched at between 300 and 1,200 miles altitude. Stratolaunch is hoping for a first launch in 2020.

As Stratolaunch embarks on the long and costly certification process for the aircraft, Virgin Orbit is preparing to launch a competitive service using the longestablished Boeing 747-400 as its platform.

Although the jumbo jet won’t carry as much as the Stratolaunch, it’s still able to serve a significant slice of the market for small satellite launches and it expects to be in

business by the middle of this year. Virgin Orbit CEO Dan Hart confirms that; “We are well on our way towards providing new launch opportunities for small satellites that have waited too long for their ride to space.” 

ABOVE: Stratolaunch takes to the air for the first time.

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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

41

FlightCom Magazine

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

✗ ✗ ✗ ✗

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

Schutz

Ernest

Germiston

011 825 5300

schutzfm@iafrica.com

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

AME Doctors Listing

EASA registered

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.

FAA registered

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

Off-site Specialist tests

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

On site Specialist tests

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

Senior Class 1, 2, 3, 4

SPECIALISED ADVANCED AVIATION TRAINING

Regular Class 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 info@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 Jaco Pietersen michael@wcaeromarine.co.za Nick Lloyd-Roberts +27 [0]82 672 2262 www.zscai.co.za 011 395 9000 Investment Aircraft jaco@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

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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 SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za

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

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stoffel@trioavi.co.za/frans@trioavi.co.za

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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

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Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

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

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

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Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

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 Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

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

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